JP5101437B2 - Car suspension system - Google Patents

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JP5101437B2
JP5101437B2 JP2008219004A JP2008219004A JP5101437B2 JP 5101437 B2 JP5101437 B2 JP 5101437B2 JP 2008219004 A JP2008219004 A JP 2008219004A JP 2008219004 A JP2008219004 A JP 2008219004A JP 5101437 B2 JP5101437 B2 JP 5101437B2
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wheel
suspension
vehicle body
lever member
shock absorber
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正明 皆川
浩 清水
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株式会社クリーンクラフト
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本発明は、自動車の懸架装置に係り、特に、少なくともタンデムホイールを有する自動車の懸架装置に関するものである。   The present invention relates to a vehicle suspension system, and more particularly to a vehicle suspension system having at least a tandem wheel.

従来のタンデムホイールを有する自動車の懸架装置は、下記特許文献１及び特許文献２に提案されている。
従来のタンデムホイールの懸架装置（下記特許文献１の図３参照）は、タンデムホイールの前輪及び後輪がそれぞれ独立した懸架機構により支持されている。すなわち、それぞれの車輪がアッパーアーム及びロアーアームにより車体に支持されると共に、懸架ばね及びダンパーを備えた緩衝装置を備えている。従って、タンデムホイールの前輪及び後輪が独立に懸架されるため、タンデムホイールの車輪間で車輪荷重を均等化するという作用はまったく期待できなかった。 Conventional suspension systems for automobiles having a tandem wheel are proposed in Patent Document 1 and Patent Document 2 below.
In a conventional tandem wheel suspension device (see FIG. 3 of Patent Document 1 below), front and rear wheels of a tandem wheel are supported by independent suspension mechanisms. That is, each wheel is supported by the vehicle body by an upper arm and a lower arm, and includes a shock absorber provided with a suspension spring and a damper. Therefore, since the front wheel and the rear wheel of the tandem wheel are suspended independently, the effect of equalizing the wheel load between the wheels of the tandem wheel cannot be expected at all.

また、タンデムホイールの前輪及び後輪を剛体の構造部材に回転自在に支持すると共に、この構造部材を回動可能に支持する支持部材を設け、この支持部材をアッパーアーム及びロアーアームよりなる懸架機構により車体に連結し、支持部材と車体との間に懸架ばね及びダンパーを備えた緩衝装置が下記特許文献１の図４に示されている。
しかし、この場合には、車輪を回転自在に支持する構造部材が支持部材に対して自由に回転できるため、タンデムホイールの前輪及び後輪の車輪荷重を均等化できるが、構造部材の回動に対しては緩衝装置の緩衝作用が働かないことから、前輪及び後輪に加わる振動・衝撃によりピッチングが生じ易く、場合によっては共振を生じる恐れがあった。 Further, the front and rear wheels of the tandem wheel are rotatably supported by a rigid structural member, and a support member that rotatably supports the structural member is provided, and the support member is supported by a suspension mechanism including an upper arm and a lower arm. A shock absorber connected to the vehicle body and including a suspension spring and a damper between the support member and the vehicle body is shown in FIG.
However, in this case, since the structural member that rotatably supports the wheel can rotate freely with respect to the support member, the wheel loads of the front and rear wheels of the tandem wheel can be equalized. On the other hand, since the buffering action of the shock absorber does not work, pitching is likely to occur due to vibrations / impacts applied to the front and rear wheels, and in some cases there is a risk of resonance.

また、下記特許文献２には、タンデムホイールの前輪及び後輪をそれぞれアッパーアーム及びロアーアームよりなる懸架機構により車体に連結すると共に、各車輪ごとに懸架ばねと減衰手段である流体空圧シリンダよりなる緩衝装置を設け、かつ、前輪及び後輪の流体空圧シリンダ間をパイプにより連通した技術が示されている。
この懸架装置においては、前輪及び後輪の流体空圧シリンダをパイプにより連通することにより前輪及び後輪に加わる振動・衝撃に対して、各車輪の減衰作用を協調させることができる。 In Patent Document 2 below, the front and rear wheels of a tandem wheel are connected to the vehicle body by a suspension mechanism composed of an upper arm and a lower arm, respectively, and each wheel is composed of a suspension spring and a fluid pneumatic cylinder as damping means. A technique is shown in which a shock absorber is provided and the fluid and pneumatic cylinders of the front and rear wheels are connected by a pipe.
In this suspension apparatus, the damping action of each wheel can be coordinated with respect to the vibration / impact applied to the front wheel and the rear wheel by connecting the fluid and pneumatic cylinders of the front wheel and the rear wheel through a pipe.

しかし、各流体空圧シリンダ間の流体室をパイプで連結しているので、パイプの流路抵抗によりタイムラグを生じると共に、流体漏れの虞がある。また、懸架ばねが前輪及び後輪の懸架装置によりそれぞれ独立に設けられていることから、タンデムホイールの前輪及び後輪の車輪荷重を均等化する効果は期待できない。
なお、緩衝装置の懸架ばねに関しては、懸架ばねを空気ばねを用いる構造として、空気ばね１０，６３とダンパー（ショックアブソーバ）２２，６６とが別体のものが下記特許文献３及び４に開示され、空気ばね２８とダンパー（ショックアブソーバ）２とが一体構造のものが下記特許文献５に開示されている。 However, since the fluid chambers between the fluid pneumatic cylinders are connected by pipes, a time lag occurs due to the flow path resistance of the pipes, and there is a risk of fluid leakage. Further, since the suspension springs are independently provided by the suspension devices for the front wheels and the rear wheels, the effect of equalizing the wheel loads of the front wheels and the rear wheels of the tandem wheel cannot be expected.
As for the suspension spring of the shock absorber, Patent Documents 3 and 4 below disclose a structure in which the air springs 10 and 63 and the dampers (shock absorbers) 22 and 66 are separated from each other as a structure using an air spring as the suspension spring. Patent Document 5 below discloses a structure in which the air spring 28 and the damper (shock absorber) 2 are integrated.

また、空気ばねを用いた独立懸架装置に関するものが下記特許文献６として開示されている。
特開平１０−２７８５９６号公報 特開２００２−２２５５２６号公報 特開平０６−１９１２４９号公報 特開平０７−２２８１２２号公報 特開２０００−１８６７３６号公報 特開平１１−１２３９１９号公報 Moreover, the thing regarding the independent suspension apparatus using an air spring is disclosed as the following patent document 6. FIG.
Japanese Patent Laid-Open No. 10-278596 JP 2002-225526 A Japanese Patent Laid-Open No. 06-191249 JP 07-228122 A JP 2000-186736 A Japanese Patent Laid-Open No. 11-123919

従来の自動車の懸架装置には、上記したような種々の問題があった。
本発明は、上記状況に鑑みて、タンデムホイールの前輪及び後輪の車輪荷重の均等化作用を有し、かつ、前輪及び後輪に加わる振動・衝撃を連携的に緩衝するタンデムホイール用緩衝装置を有する自動車の懸架装置を提供することを目的とする。 The conventional suspension system for automobiles has various problems as described above.
In view of the above situation, the present invention has a function of equalizing the wheel loads of the front and rear wheels of a tandem wheel, and dampens the vibration and impact applied to the front and rear wheels in a coordinated manner. It is an object of the present invention to provide a suspension system for an automobile having

本発明は、上記目的を達成するために、
〔１〕前輪及び後輪を隣接して配設したタンデムホイールと、このタンデムホイールの前輪及び後輪をそれぞれ独立に車体に連結する懸架機構とを備えた、少なくとも一組のタンデムホイールを有する自動車の懸架装置において、前記前輪（１）を車体（５）に連結する懸架機構（３）と、前記後輪（２）を前記車体（５）に連結する懸架機構（４）との間に連結機構（１７，１８）を介して連結されるレバー部材（１６）を設け、このレバー部材（１６）と前記車体（５）との間に弾性手段（２２）及び減衰手段（２３）を有する緩衝装置（２１）を配設するとともに、前記レバー部材（１６）と前記車体（５）との間に、複数の緩衝装置（３１ａ，３１ｂ）を間隔を置いて配設し、前記タンデムホイールの前輪及び後輪に加わる振動・衝撃に対する緩衝効果を、前記前輪及び前記後輪に対して所定の割合に設定するようにしたことを特徴とする。 In order to achieve the above object, the present invention provides
[ 1 ] An automobile having at least one set of tandem wheels, including a tandem wheel having a front wheel and a rear wheel disposed adjacent to each other, and a suspension mechanism for independently connecting the front wheel and the rear wheel of the tandem wheel to the vehicle body. Between the suspension mechanism (3) for connecting the front wheel (1) to the vehicle body (5) and the suspension mechanism (4) for connecting the rear wheel (2) to the vehicle body (5). A lever member (16) connected through a mechanism (17, 18) is provided, and a buffer having an elastic means (22) and a damping means (23) between the lever member (16) and the vehicle body (5). A device (21) is disposed , and a plurality of shock absorbers (31a, 31b) are disposed at intervals between the lever member (16) and the vehicle body (5), and the front wheel of the tandem wheel And vibration applied to the rear wheels The cushioning effect against attack, characterized in that so as to set to a predetermined ratio with respect to the front wheel and the rear wheel.

〔２〕上記〔１〕記載の自動車の懸架装置において、前記連結機構は前記前輪（１）及び前記後輪（２）からの入力方向を変更するベルクランク機構（６７ａ，６７ｂ，７７ａ，７７ｂ）を含むことを特徴とする。 [2] The vehicle suspension system described in [1] Symbol mounting, wherein the connecting mechanism bell crank mechanism (67a to change the input direction from the front wheel (1) and the rear wheel (2), 67b, 77a, 77b ).

本発明は、以下のような効果を奏することができる。
（Ａ）タンデムホイールの前輪を車体に連結する懸架機構と、後輪を車体に連結する懸架機構との間に連結機構により連結されるレバー部材を設け、そのレバー部材と車体との間に、弾性手段及び減衰手段を有する緩衝装置を配設するようにしたので、
（１）タンデムホイールの前輪及び後輪に加わる車輪荷重を均等化することができる。 The present invention has the following effects.
(A) A lever member connected by a connecting mechanism is provided between a suspension mechanism that connects the front wheel of the tandem wheel to the vehicle body and a suspension mechanism that connects the rear wheel to the vehicle body, and between the lever member and the vehicle body, Since the shock absorber having the elastic means and the damping means is arranged,
(1) The wheel load applied to the front and rear wheels of the tandem wheel can be equalized.

（２）前輪に加わる振動・衝撃及び後輪に加わる振動・衝撃の両方に対して緩衝作用を有するため、前輪及び後輪に加わる振動・衝撃に対して連携的な緩衝作用を得ることができる。
（Ｂ）レバー部材と車体との間に、複数の緩衝装置を間隔をおいて配設するようにしたので、タンデムホイールの前輪及び後輪に加わる振動・衝撃に対する緩衝効果を、前輪及び後輪に対して所定の割合に設定することができる。 (2) Since it has a buffering action against both the vibration / impact applied to the front wheel and the vibration / impact applied to the rear wheel, it is possible to obtain a cooperative buffering action against the vibration / impact applied to the front wheel and the rear wheel. .
(B) Since a plurality of shock absorbers are arranged at intervals between the lever member and the vehicle body, the front wheel and the rear wheel have a shock absorbing effect against vibration and shock applied to the front wheel and the rear wheel of the tandem wheel. Can be set to a predetermined ratio.

（Ｃ）前輪及び後輪からの入力方向を変更するベルクランク機構を連結機構に含むようにしたので、レバー部材と車体の間に配設する緩衝装置の設置方向をベルクランクを介して例えば横方向など自由に設定することができる。   (C) Since the bell crank mechanism for changing the input direction from the front wheel and the rear wheel is included in the coupling mechanism, the installation direction of the shock absorber disposed between the lever member and the vehicle body is, for example, laterally via the bell crank. The direction can be set freely.

本発明の自動車の懸架装置は、前輪及び後輪を隣接して配設したタンデムホイールと、このタンデムホイールの前輪及び後輪をそれぞれ独立に車体に連結する懸架機構とを備えた、少なくとも一組のタンデムホイールを有する自動車の懸架装置において、前記前輪を車体に連結する懸架機構と、前記後輪を前記車体に連結する懸架機構との間に連結機構を介して連結されるレバー部材を設け、このレバー部材と車体との間に弾性手段及び減衰手段を有する緩衝装置を配設するとともに、前記レバー部材と前記車体との間に、複数の緩衝装置を間隔を置いて配設し、前記タンデムホイールの前輪及び後輪に加わる振動・衝撃に対する緩衝効果を、前記前輪及び前記後輪に対して所定の割合に設定するようにした。 The automobile suspension system of the present invention includes at least one set including a tandem wheel having a front wheel and a rear wheel disposed adjacent to each other, and a suspension mechanism for independently connecting the front wheel and the rear wheel of the tandem wheel to a vehicle body. In the suspension device for an automobile having the tandem wheel, a lever member connected via a connection mechanism is provided between a suspension mechanism for connecting the front wheel to the vehicle body and a suspension mechanism for connecting the rear wheel to the vehicle body, A shock absorber having an elastic means and a damping means is disposed between the lever member and the vehicle body, and a plurality of shock absorbers are disposed at intervals between the lever member and the vehicle body, and the tandem The shock-absorbing effect against vibration and impact applied to the front and rear wheels of the wheel is set to a predetermined ratio with respect to the front and rear wheels .

以下、本発明の実施の形態について詳細に説明する。
図１は本発明の第１参考例を示すタンデムホイールの懸架装置全体を示す正面図、図２は図１のＡ矢視図である。
これらの図において、１はタンデムホイールの前輪、２はタンデムホイールの後輪であり、これらの前輪１及び後輪２はそれぞれ懸架機構３，４によって車体５に連結されている。 Hereinafter, embodiments of the present invention will be described in detail.
FIG. 1 is a front view showing an entire tandem wheel suspension device according to a first reference example of the present invention, and FIG.
In these drawings, 1 is a front wheel of a tandem wheel, 2 is a rear wheel of the tandem wheel, and these front wheel 1 and rear wheel 2 are connected to a vehicle body 5 by suspension mechanisms 3 and 4, respectively.

懸架機構３，４は、それぞれアッパーアーム６ａ，６ｂ，７ａ，７ｂ、ロアーアーム８ａ，８ｂ，９ａ，９ｂ及びナックル１２，１３を有している。アッパーアーム６ａ，６ｂ及び７ａ，７ｂの車体側端部は車体５に上下方向に揺動可能に支持され、その車輪側端部はボールジョイント１０，１１を介して前輪１及び後輪２を軸支するナックル１２，１３に連結されている。   The suspension mechanisms 3 and 4 have upper arms 6a, 6b, 7a and 7b, lower arms 8a, 8b, 9a and 9b, and knuckles 12 and 13, respectively. The vehicle body side end portions of the upper arms 6a, 6b and 7a, 7b are supported by the vehicle body 5 so as to be swingable in the vertical direction, and the wheel side end portions pivot on the front wheel 1 and the rear wheel 2 via the ball joints 10, 11. It is connected to the supporting knuckles 12 and 13.

また、ロアーアーム８ａ，８ｂ及び９ａ，９ｂの車体側端部は車体５に上下方向に揺動可能に支持され、その車輪側端部はボールジョイント１４，１５を介してナックル１２，１３に連結されている。１６は前輪１のロアーアーム８ｂと後輪２のロアーアーム９ａとを連結機構を介して連結するレバー部材であって、このレバー部材１６は、連結機構を構成する連結部材１７及び１８によって、前輪１のロアーアーム８ｂ及び後輪２のロアーアーム９ａにそれぞれ連結されている。そのため、ロアーアーム８ａ，８ｂ及び９ａ，９ｂの上下動により生じるロアーアーム間の長さの変化を吸収することができる。   Further, the vehicle body side end portions of the lower arms 8a, 8b and 9a, 9b are supported by the vehicle body 5 so as to be swingable in the vertical direction, and the wheel side end portions thereof are connected to the knuckles 12, 13 via ball joints 14, 15. ing. Reference numeral 16 denotes a lever member for connecting the lower arm 8b of the front wheel 1 and the lower arm 9a of the rear wheel 2 via a connecting mechanism. The lever member 16 is connected to the front wheel 1 by connecting members 17 and 18 constituting the connecting mechanism. The lower arm 8b and the lower arm 9a of the rear wheel 2 are connected to each other. Therefore, it is possible to absorb the change in the length between the lower arms caused by the vertical movement of the lower arms 8a, 8b and 9a, 9b.

また、２１は弾性手段である懸架ばね２２と減衰手段であるダンパー２３を備えた緩衝装置であって、その上端部はゴム等の弾性部材を介して車体５のブラケット部２４に連結され、その下端部はピン機構を介してレバー部材１６に連結されている。
なお、この第１参考例においては、レバー部材１６は連結部材１７，１８を介してロアーアーム８ｂと９ａ間を連結し、車体５とレバー部材１６との間に緩衝装置１９を配設しているが、レバー部材１６は連結部材を介してアッパーアーム６ｂと７ａとの間を連結してもよく、また、アッパーアーム又はロアーアームとナックル間を連結してもよい。 Reference numeral 21 denotes a shock absorber provided with a suspension spring 22 as an elastic means and a damper 23 as a damping means, and its upper end is connected to a bracket portion 24 of the vehicle body 5 through an elastic member such as rubber, The lower end is connected to the lever member 16 through a pin mechanism.
In the first reference example, the lever member 16 connects the lower arms 8b and 9a via the connecting members 17 and 18, and the shock absorber 19 is disposed between the vehicle body 5 and the lever member 16. However, the lever member 16 may connect the upper arms 6b and 7a via a connecting member, or may connect the upper arm or the lower arm and the knuckle.

また、図２において、２５は前輪１及び後輪２のリム内に配設された駆動用のインホイールモーターであって、内面に永久磁石２６を備えた回転子２７と、コイル２８を備えた固定子２９から構成されている。
なお、インホイールモーター２５の固定子２９はナックル１２又は１３に固定され、回転子２７には車輪１又は２が固定され、車輪を駆動する。 In FIG. 2, reference numeral 25 denotes a driving in-wheel motor disposed in the rim of the front wheel 1 and the rear wheel 2, and includes a rotor 27 having a permanent magnet 26 on the inner surface and a coil 28. The stator 29 is configured.
Note that the stator 29 of the in-wheel motor 25 is fixed to the knuckle 12 or 13, and the wheel 1 or 2 is fixed to the rotor 27 to drive the wheel.

図３は本発明の第１参考例を示す自動車の懸架装置の模式図である。
レバー部材１６は、連結機構（図示なし）を介して前輪１のロアーアーム８ｂ及び後輪２のロアーアーム９ａに連結されており、このレバー部材１６の略中央部と車体５との間に懸架ばね２２及びダンパー２３を有する緩衝装置２１が配設されている。従って、緩衝装置２１は前輪１及び後輪２に加わるそれぞれの振動・衝撃に対して緩衝作用を有する。 FIG. 3 is a schematic diagram of a suspension system for an automobile showing a first reference example of the present invention.
The lever member 16 is connected to the lower arm 8 b of the front wheel 1 and the lower arm 9 a of the rear wheel 2 via a connection mechanism (not shown), and a suspension spring 22 is provided between the substantially central portion of the lever member 16 and the vehicle body 5. A shock absorber 21 having a damper 23 is provided. Accordingly, the shock absorber 21 has a shock absorbing action against each vibration / impact applied to the front wheel 1 and the rear wheel 2.

例えば、前輪１又は後輪２に衝撃や振動等の入力が加わった場合、その入力はレバー部材１６を介して緩衝装置２１に伝達され、この緩衝装置２１により緩和されて車体５に伝達される。すなわち、前輪１及び後輪２への路面からの入力が異なるとき、両入力の平均値が車体５に伝達されるので、伝達力を小さくすることができる。
また、前輪１及び後輪２に加わる路面からの入力をレバー部材１６により機械的に関連付けているので、上記特許文献２のように流体的に関連付けたものに比して伝達遅れ或いは流体漏れ等の問題がない。 For example, when an input such as impact or vibration is applied to the front wheel 1 or the rear wheel 2, the input is transmitted to the shock absorber 21 through the lever member 16, and is relaxed by the shock absorber 21 and transmitted to the vehicle body 5. . That is, when the inputs from the road surface to the front wheels 1 and the rear wheels 2 are different, the average value of both inputs is transmitted to the vehicle body 5, so that the transmission force can be reduced.
Further, since the input from the road surface applied to the front wheel 1 and the rear wheel 2 is mechanically related by the lever member 16, transmission delay or fluid leakage, etc. compared to the fluidly related one as in the above-mentioned Patent Document 2. There is no problem.

特に、インホイールモーターを備えた車輪の場合は、車輪を含むいわゆるバネ下の質量が大きくなるため、その衝撃は大きくなるが、車輪の変位はレバー部材１６により生じるレバー比効果により減縮されて緩衝装置２１に伝達されるので車体５への変位伝達は緩和される。なお、緩衝装置には、懸架ばねに空気ばねを用いた前記特許文献５に示された構造のものを用いることもできる。   In particular, in the case of a wheel equipped with an in-wheel motor, the so-called unsprung mass including the wheel is increased, so that the impact is increased. However, the displacement of the wheel is reduced by the lever ratio effect generated by the lever member 16 and buffered. Since it is transmitted to the device 21, the displacement transmission to the vehicle body 5 is alleviated. In addition, the thing of the structure shown by the said patent document 5 which used the air spring for the suspension spring can also be used for a buffering device.

図４は本発明の第１実施例を示すタンデムホイールの懸架装置全体を示す正面図、図５は本発明の第１実施例を示す自動車の懸架装置の模式図である。
この第１実施例は、前記した第１参考例が１個の緩衝装置を設けているのに対して、２個の緩衝装置を設けた点、及びレバー部材１６を連結部材１８´を介して後輪２のナックル１３に連結している点で異なり、他の部分は第１参考例と同様であるので、同一部分については同一の符号を付して説明は省略する。 Figure 4 is a front view showing the entire suspension apparatus of a tandem wheel showing a first embodiment of the present invention, FIG 5 is a schematic view of an automobile suspension apparatus according to the first embodiment of the present invention.
In the first embodiment, the first reference example is provided with one shock absorber, but the two shock absorbers are provided, and the lever member 16 is connected via a connecting member 18 '. Since the other parts are the same as those of the first reference example, the same parts are denoted by the same reference numerals and the description thereof is omitted.

図４において、レバー部材１６は、連結機構としての連結部材１７により前輪１のロアーアーム８ｂに連結されると共に、連結部材１８´により後輪２のナックル１３に連結されている。そして、レバー部材１６と車体５のブラケット部３４ａとの間には緩衝装置３１ａが、また、レバー部材１６と車体５のブラケット部３４ｂとの間には緩衝装置３１ｂが、それぞれ前後方向に間隔を置いて配設されている。この緩衝装置３１ａ，３１ｂは第１参考例の緩衝装置２１と同様、懸架ばね３２ａ，３２ｂ及びダンパー３３ａ，３３ｂを有している。 In FIG. 4, the lever member 16 is connected to the lower arm 8b of the front wheel 1 by a connecting member 17 as a connecting mechanism, and is connected to the knuckle 13 of the rear wheel 2 by a connecting member 18 ′. A shock absorber 31a is provided between the lever member 16 and the bracket portion 34a of the vehicle body 5, and a shock absorber 31b is provided between the lever member 16 and the bracket portion 34b of the vehicle body 5 with a space in the front-rear direction. It is placed and arranged. The shock absorbers 31a and 31b have suspension springs 32a and 32b and dampers 33a and 33b, similarly to the shock absorber 21 of the first reference example.

図５に示すように、レバー部材１６と車体５との間には、懸架ばね３２ａ及びダンパー３３ａを有する緩衝装置３１ａが前輪１寄りに、また、懸架ばね３２ｂ及びダンパー３３ｂを有する緩衝装置３１ｂが後輪２寄りに配設されている。
このように構成することにより、例えば前輪１に振動・衝撃が加わった場合には、その振動・衝撃はレバー部材１６を介して緩衝装置３１ａ及び緩衝装置３１ｂに伝達されるが、その変位はレバー部材１６のレバー比効果、すなわち、後輪２の懸架機構４（具体的にはナックル１３）とレバー部材１６との連結点Ｅから、それぞれの緩衝装置３１ａ，３１ｂとレバー部材１６とが連結されている連結点Ｃ及びＤまでの距離の比に応じて作用する。そのため、前輪１の振動・衝撃に対しては前輪１寄りの緩衝装置３１ａが後輪２寄りの緩衝装置３１ｂに比してより大きな緩衝作用を奏することになる。一方、後輪２に振動・衝撃が加わった場合には、同様の作用により、後輪２の振動・衝撃に対して、後輪２寄りの緩衝装置３１ｂが前輪１寄りの緩衝装置３１ａに比してより大きな緩衝作用を奏することになる。 As shown in FIG. 5, between the lever member 16 and the vehicle body 5, there is a shock absorber 31a having a suspension spring 32a and a damper 33a near the front wheel 1, and a shock absorber 31b having a suspension spring 32b and a damper 33b. It is arranged near the rear wheel 2.
With this configuration, for example, when vibration / impact is applied to the front wheel 1, the vibration / impact is transmitted to the shock absorber 31a and the shock absorber 31b via the lever member 16, but the displacement is the lever. From the lever ratio effect of the member 16, that is, the connection point E between the suspension mechanism 4 (specifically, the knuckle 13) of the rear wheel 2 and the lever member 16, the respective shock absorbers 31 a and 31 b and the lever member 16 are connected. It acts according to the ratio of the distances to connecting points C and D. For this reason, the shock absorber 31a near the front wheel 1 has a greater buffering effect than the shock absorber 31b near the rear wheel 2 with respect to the vibration and impact of the front wheel 1. On the other hand, when vibration / impact is applied to the rear wheel 2, the shock absorber 31b closer to the rear wheel 2 is compared with the shock absorber 31a closer to the front wheel 1 to the vibration / impact of the rear wheel 2 by the same action. As a result, a greater buffering effect is achieved.

従って、前輪１及び後輪２への路面からの入力が異なるとき、主として両輪の平均値が車体５に伝達されるため、両輪への入力の差異に起因する力の伝達を小さくすることができ、また、前輪１及び後輪２の逆相共振に対しての減衰効果を最適に低減することができる。
また、緩衝装置３１ａ及び３１ｂのレバー部材１６に対する連結位置を変更することにより、前輪１及び後輪２に作用する緩衝効果の比率を独立懸架に近い状態から均等懸架に近い状態まで自由に選択することができる。 Therefore, when the inputs from the road surface to the front wheels 1 and the rear wheels 2 are different, the average value of both wheels is mainly transmitted to the vehicle body 5, so that the transmission of force due to the difference in the inputs to both wheels can be reduced. In addition, the damping effect on the anti-phase resonance of the front wheel 1 and the rear wheel 2 can be optimally reduced.
Further, by changing the connection position of the shock absorbers 31a and 31b with respect to the lever member 16, the ratio of the buffer effect acting on the front wheel 1 and the rear wheel 2 can be freely selected from a state close to independent suspension to a state close to equal suspension. be able to.

図６は本発明の第２参考例を示す自動車の懸架装置の模式図である。
上記した第１参考例及び第１実施例においては、懸架ばねとダンパーとを一体的に組立てた構造の緩衝装置２１又は３１ａ，３１ｂを用いたが、この実施例では懸架ばねとダンパーとを別体に構成した緩衝装置４１を用いている。
図６において、レバー部材１６と車体５との間には、懸架ばね４２とダンパー４３ａ，４３ｂより構成される緩衝装置４１が配設されている。そして、懸架ばね４２がレバー部材１６のほぼ中央部に連結され、その前方にダンパー４３ａが、後方にダンパー４３ｂがそれぞれ連結されている。 FIG. 6 is a schematic diagram of a suspension system for an automobile showing a second reference example of the present invention.
In the first reference example and the first embodiment described above, the shock absorber 21 or 31a, 31b having a structure in which the suspension spring and the damper are integrally assembled is used. However, in this embodiment, the suspension spring and the damper are separately provided. A shock absorber 41 constructed on the body is used.
In FIG. 6, between the lever member 16 and the vehicle body 5, a shock absorber 41 including a suspension spring 42 and dampers 43a and 43b is disposed. The suspension spring 42 is connected to the substantially central portion of the lever member 16, and a damper 43a is connected to the front thereof, and a damper 43b is connected to the rear thereof.

このように構成することによって、前輪１及び後輪２への路面からの入力が異なるとき、懸架ばね４２への伝達力は平均化されて伝達され、ダンパー伝達力は主として両輪からの入力の平均値が車体５に伝達され、両入力の差異に起因する力の伝達を少なくすることができる。また、前輪１及び後輪２の逆相共振に対しての減衰効果を適度に低減できる。なお、懸架ばねには、前記特許文献３及び４に示された構造の空気ばねを用いることもできる。   With this configuration, when the input from the road surface to the front wheel 1 and the rear wheel 2 is different, the transmission force to the suspension spring 42 is averaged and transmitted, and the damper transmission force is mainly the average of the input from both wheels. The value is transmitted to the vehicle body 5, and the transmission of force due to the difference between the two inputs can be reduced. Moreover, the damping effect with respect to the antiphase resonance of the front wheel 1 and the rear wheel 2 can be moderately reduced. In addition, the air spring of the structure shown by the said patent documents 3 and 4 can also be used for a suspension spring.

図７は本発明の第２実施例を示す自動車の懸架装置の模式図である。
この第２実施例は、懸架ばねを一本から二本にした緩衝装置５１を用いる点で第２参考例と異なる。
図７において、レバー部材１６と車体５との間には、懸架ばね５２ａ，５２ｂが配設され、それらの外側にダンパー５３ａ，５３ｂが設けられている。 FIG. 7 is a schematic view of an automobile suspension system showing a second embodiment of the present invention.
The second embodiment differs from the second reference example in that a shock absorber 51 having one to two suspension springs is used.
In FIG. 7, suspension springs 52a and 52b are provided between the lever member 16 and the vehicle body 5, and dampers 53a and 53b are provided outside them.

このように構成することによって、前輪１及び後輪２に加わる振動・衝撃等の入力に対して、両入力の実質的な平均値が車体５に伝達される。
図８は本発明の第３実施例を示す自動車の懸架装置の模式図である。
この第３実施例は、上記した参考例乃至実施例が緩衝装置を上下方向に設置しているのに対して、車輪からの上下方向の入力をベルクランク機構を用いて横方向の力に変更することにより、緩衝装置を横方向に設置するようにしている。 With this configuration, a substantial average value of both inputs is transmitted to the vehicle body 5 with respect to inputs such as vibration and impact applied to the front wheels 1 and the rear wheels 2.
FIG. 8 is a schematic diagram of an automobile suspension system according to a third embodiment of the present invention.
In the third embodiment, the shock absorber is installed in the vertical direction in the above-described reference examples or examples, but the vertical input from the wheel is changed to a lateral force using a bell crank mechanism. By doing so, the shock absorber is installed in the lateral direction.

図８において、前輪１の上下運動は前輪１の懸架機構６２を介してベルクランク６７ａに伝達され、横方向の運動に変更される。また、後輪２の上下運動は後輪２の懸架機構６３を介してベルクランク６７ｂに伝達され、横方向の運動に変更される。６６はレバー部材であって、その上部はリンク部材６４によりベルクランク６７ａに連結されており、ベルクランク６７ａで横方向に変更された運動がレバー部材６６に伝達される。一方、レバー部材６６の下部はリンク部材６５によりベルクランク６７ｂに連結されており、ベルクランク６７ｂで横方向に変更された運動がレバー部材６６に伝達される。そして、レバー部材６６と車体５との間に緩衝装置６１ａ及び６１ｂが横置きに配設されている。   In FIG. 8, the vertical movement of the front wheel 1 is transmitted to the bell crank 67a via the suspension mechanism 62 of the front wheel 1, and is changed to a lateral movement. Further, the vertical movement of the rear wheel 2 is transmitted to the bell crank 67b via the suspension mechanism 63 of the rear wheel 2, and is changed to a lateral movement. Reference numeral 66 denotes a lever member, and an upper portion of the lever member is connected to a bell crank 67a by a link member 64, and the movement changed in the lateral direction by the bell crank 67a is transmitted to the lever member 66. On the other hand, the lower part of the lever member 66 is connected to the bell crank 67b by the link member 65, and the movement changed in the lateral direction by the bell crank 67b is transmitted to the lever member 66. The shock absorbers 61a and 61b are disposed horizontally between the lever member 66 and the vehicle body 5.

このように緩衝装置を横置きに配設されることにより、懸架装置全体の高さを低く押さえることができる。
なお、この第３実施例は、ベルクランク機構を介することで緩衝装置への入力方向を変更したのみでその他の部分については第１実施例と同じであり、緩衝効果に対する作用も同じであるので説明を省略する。 Thus, by arranging the shock absorber horizontally, the overall height of the suspension device can be kept low.
The third embodiment is the same as the first embodiment except that the input direction to the shock absorber is changed through the bell crank mechanism, and the effect on the buffer effect is the same. Description is omitted.

図９は本発明の第４実施例を示す自動車の懸架装置の模式図である。
この第４実施例は、上記した第３実施例と同様にベルクランク機構を用いて上下方向の入力を横方向の力に変更しているが、前輪１及び後輪２で緩衝装置のレバー部材に対する作用方向が異なる。
図９において、前輪１の上下運動は前輪１の懸架機構７２を介してベルクランク７７ａに伝達され、横方向の運動に変更される。また、後輪２の上下運動は後輪２の懸架機構７３を介してベルクランク７７ｂに伝達され、横方向の運動に変更される。７６はレバー部材であって、その上部はリンク部材７４によりベルクランク７７ａに連結されており、ベルクランク７７ａで横方向に変更された運動がレバー部材７６に伝達される。一方、レバー部材７６の下部はリンク部材７５によりベルクランク７７ｂに連結されており、ベルクランク７７ｂで横方向に変更された運動がレバー部材７６に伝達される。そして、レバー部材７６と車体５との間に緩衝装置７１ａ及び７１ｂが横置きに配設されている。 FIG. 9 is a schematic view of an automobile suspension system showing a fourth embodiment of the present invention.
In the fourth embodiment, a vertical crank input is changed to a lateral force by using a bell crank mechanism in the same manner as the third embodiment described above, but the lever member of the shock absorber is used for the front wheel 1 and the rear wheel 2. The direction of action on is different.
In FIG. 9, the vertical movement of the front wheel 1 is transmitted to the bell crank 77a via the suspension mechanism 72 of the front wheel 1, and is changed to a lateral movement. Further, the vertical movement of the rear wheel 2 is transmitted to the bell crank 77b via the suspension mechanism 73 of the rear wheel 2, and is changed to a lateral movement. Reference numeral 76 denotes a lever member, and an upper portion thereof is connected to the bell crank 77 a by a link member 74, and the movement changed in the lateral direction by the bell crank 77 a is transmitted to the lever member 76. On the other hand, the lower part of the lever member 76 is connected to the bell crank 77b by the link member 75, and the movement changed in the lateral direction by the bell crank 77b is transmitted to the lever member 76. Further, shock absorbers 71 a and 71 b are disposed horizontally between the lever member 76 and the vehicle body 5.

ただし、本実施例においては、第３実施例とは異なり、前輪１に上方向の入力が加わるとベルクランク７７ａはレバー部材７６の上部を右方向に押すが、後輪２に上方向に入力が加わるとベルクランク７７ｂはレバー部材７６の下部を左方向に押すよう作用する。そのため、緩衝装置７１ａは前輪１の上方向の入力に対向する向きに配設され、また、緩衝装置７１ｂは後輪２の上方向の入力に対向する向きに配設されており、緩衝装置７１ａ及び７１ｂがレバー部材７６の回転運動に対して緩衝作用を有する。 However, in this embodiment, unlike the third embodiment, when an upward input is applied to the front wheel 1, the bell crank 77a pushes the upper portion of the lever member 76 to the right, but the upward input to the rear wheel 2. Is applied, the bell crank 77b acts to push the lower portion of the lever member 76 leftward. Therefore, the shock absorber 71a is disposed in a direction facing the upward input of the front wheel 1, and the shock absorber 71b is disposed in a direction facing the upward input of the rear wheel 2, and the shock absorber 71a. And 71 b have a buffering action against the rotational movement of the lever member 76.

このように構成することにより、前輪１及び後輪２から加えられる入力を実質的に平均化して車体に伝達することができる。特に、逆相の入力が加わった場合には、緩衝装置７１ａと緩衝装置７１ｂとの緩衝作用が相殺方向に働くので、入力を均等化する効果が大である。
なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づき種々の変形が可能であり、これらを本発明の範囲から排除するものではない。 With this configuration, the input applied from the front wheel 1 and the rear wheel 2 can be substantially averaged and transmitted to the vehicle body. In particular, when a reverse-phase input is applied, the buffering action of the shock absorber 71a and the shock absorber 71b works in a canceling direction, so that the effect of equalizing the input is great.
In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

本発明の自動車の懸架装置は、タンデムホイールの前輪及び後輪の車輪荷重の均等化作用を有し、かつ、前輪及び後輪に加わる振動・衝撃を連携的に緩衝するタンデムホイール用緩衝装置を有する自動車の懸架装置として利用可能である。   The suspension device for an automobile according to the present invention includes a shock absorber for a tandem wheel that has a function of equalizing the wheel load of the front wheel and the rear wheel of the tandem wheel, and buffers the vibration and impact applied to the front wheel and the rear wheel in cooperation. It can be used as a suspension device for an automobile having the same.

本発明の第１参考例を示すタンデムホイールの懸架装置全体を示す正面図である。It is a front view which shows the whole suspension apparatus of the tandem wheel which shows the 1st reference example of this invention. 図１のＡ矢視図である。It is A arrow directional view of FIG. 本発明の第１参考例を示す自動車の懸架装置の模式図である。It is a schematic diagram of the suspension apparatus of the motor vehicle which shows the 1st reference example of this invention. 本発明の第１実施例を示すタンデムホイールの懸架装置全体を示す正面図である。 1 is a front view showing an entire tandem wheel suspension device according to a first embodiment of the present invention. 本発明の第１実施例を示す自動車の懸架装置の模式図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view of an automobile suspension device according to a first embodiment of the present invention. 本発明の第２参考例を示す自動車の懸架装置の模式図である。It is a schematic diagram of the suspension apparatus of the motor vehicle which shows the 2nd reference example of this invention. 本発明の第２実施例を示す自動車の懸架装置の模式図である。It is a schematic diagram of the suspension apparatus of the motor vehicle which shows 2nd Example of this invention. 本発明の第３実施例を示す自動車の懸架装置の模式図である。It is a schematic diagram of the suspension apparatus of the motor vehicle which shows 3rd Example of this invention. 本発明の第４の実施例を示す自動車の懸架装置の模式図である。It is a schematic diagram of the suspension device of the motor vehicle which shows the 4th Example of this invention.

１ 前輪
２ 後輪
３，４ 懸架機構
５ 車体
６ａ，６ｂ，７ａ，７ｂ アッパーアーム
８ａ，８ｂ，９ａ，９ｂ ロアーアーム
１０，１１，１４，１５ ボールジョイント
１２，１３ ナックル
１６，６６，７６ レバー部材
１７，１８，１８′ 連結部材
１９，２１，３１ａ，３１ｂ，４１，５１，６１ａ，６１ｂ，７１ａ，７１ｂ 緩衝装置
２２，３２ａ，３２ｂ，４２，５２ａ，５２ｂ 懸架ばね（弾性手段）
２３，３３ａ，３３ｂ，４３ａ，４３ｂ，５３ａ，５３ｂ ダンパー（減衰手段）
２４，３４ａ，３４ｂ ブラケット部
２５ インホイールモーター
２６ 永久磁石
２７ 回転子
２８ コイル
２９ 固定子
６２，７２ 前輪の懸架機構
６３，７３ 後輪の懸架機構
６４，６５，７４，７５ リンク部材
６７ａ，６７ｂ，７７ａ，７７ｂ ベルクランク DESCRIPTION OF SYMBOLS 1 Front wheel 2 Rear wheel 3, 4 Suspension mechanism 5 Car body 6a, 6b, 7a, 7b Upper arm 8a, 8b, 9a, 9b Lower arm 10, 11, 14, 15 Ball joint 12, 13 Knuckle 16, 66, 76 Lever member 17 , 18, 18 'connecting member
19, 21, 31a, 31b, 41, 51, 61a, 61b, 71a, 71b Shock absorber 22, 32a, 32b, 42, 52a, 52b Suspension spring (elastic means)
23, 33a, 33b, 43a, 43b, 53a, 53b Damper (attenuating means)
24, 34a, 34b Bracket portion 25 In-wheel motor 26 Permanent magnet 27 Rotor 28 Coil 29 Stator 62, 72 Front wheel suspension mechanism 63, 73 Rear wheel suspension mechanism 64, 65, 74, 75 Link members 67a, 67b, 77a, 77b Bell crank

Claims (2)

前輪及び後輪を隣接して配設したタンデムホイールと、該タンデムホイールの前輪及び後輪をそれぞれ独立に車体に連結する懸架機構とを備えた、少なくとも一組のタンデムホイールを有する自動車の懸架装置において、前記前輪を車体に連結する懸架機構と前記後輪を前記車体に連結する懸架機構との間に連結機構を介して連結されるレバー部材を設け、該レバー部材と前記車体との間に弾性手段及び減衰手段を有する緩衝装置を配設するとともに、前記レバー部材と前記車体との間に、複数の緩衝装置を間隔を置いて配設し、前記タンデムホイールの前輪及び後輪に加わる振動・衝撃に対する緩衝効果を、前記前輪及び前記後輪に対して所定の割合に設定するようにしたことを特徴とする自動車の懸架装置。 A suspension system for an automobile having at least one pair of tandem wheels, comprising: a tandem wheel having a front wheel and a rear wheel disposed adjacent to each other; and a suspension mechanism for independently connecting the front wheel and the rear wheel of the tandem wheel to a vehicle body. A lever member connected via a connecting mechanism is provided between a suspension mechanism that connects the front wheel to the vehicle body and a suspension mechanism that connects the rear wheel to the vehicle body, and the lever member is disposed between the lever member and the vehicle body. A shock absorber having an elastic means and a damping means is disposed , and a plurality of shock absorbers are disposed at intervals between the lever member and the vehicle body, and vibration applied to the front and rear wheels of the tandem wheel. A vehicle suspension system characterized in that a shock-absorbing effect against impact is set to a predetermined ratio with respect to the front wheels and the rear wheels . 請求項１記載の自動車の懸架装置において、前記連結機構は前記前輪及び前記後輪からの入力方向を変更するベルクランク機構を含むことを特徴とする自動車の懸架装置。 In suspension system of a motor vehicle according to claim 1 Symbol placement, wherein the connecting mechanism automotive suspension system which comprises a bell crank mechanism for changing the input direction from the front wheel and the rear wheel.
JP2008219004A 2008-08-28 2008-08-28 Car suspension system Expired - Fee Related JP5101437B2 (en)

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KR20200030145A (en) * 2018-09-11 2020-03-20 주식회사 진우에스엠씨 Suspension System of In-wheel Motor System

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JPS5868411U (en) * 1981-10-31 1983-05-10 いすゞ自動車株式会社 vehicle suspension system
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DE10253060B4 (en) * 2002-11-11 2005-03-31 Max Weiland double axle
SE530099C2 (en) * 2006-07-05 2008-03-04 Volvo Lastvagnar Ab Level control for vehicle suspension

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200030145A (en) * 2018-09-11 2020-03-20 주식회사 진우에스엠씨 Suspension System of In-wheel Motor System
KR102097015B1 (en) * 2018-09-11 2020-04-06 주식회사 진우에스엠씨 Suspension System of In-wheel Motor System

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