JPH01244910A - Suspension device for vehicle - Google Patents
Suspension device for vehicleInfo
- Publication number
- JPH01244910A JPH01244910A JP7274988A JP7274988A JPH01244910A JP H01244910 A JPH01244910 A JP H01244910A JP 7274988 A JP7274988 A JP 7274988A JP 7274988 A JP7274988 A JP 7274988A JP H01244910 A JPH01244910 A JP H01244910A
- Authority
- JP
- Japan
- Prior art keywords
- support member
- wheel support
- wheel
- connecting means
- lateral
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 26
- 238000010586 diagram Methods 0.000 description 6
- 241001247986 Calotropis procera Species 0.000 description 2
- 230000001154 acute effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
- B60G2200/184—Assymetric arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、操舵される車輪（操舵輪）を車体に懸架する
車両の懸架装置であって、特に操舵輪を回転可能に支持
する車輪支持部材の上側位置および下側位置をそれぞれ
車体に連結する上部連結手段および下部連結手段を備え
て成る車両の懸架装置に関する。Detailed Description of the Invention (Industrial Application Field) The present invention relates to a suspension system for a vehicle that suspends steered wheels (steering wheels) on a vehicle body, and in particular a wheel support that rotatably supports the steered wheels. The present invention relates to a suspension system for a vehicle, which includes an upper connecting means and a lower connecting means for connecting the upper and lower positions of the members to the vehicle body, respectively.
（従来の技術）
従来より、この種の車両の懸架装置としては、例えば車
輪支持部材の上側位置および下側位置をそれぞれ車幅方
向に延びるアッパアームおよびロアアームによって車体
に連結支持するウイツシュボン式のものや、上記アッパ
アームの代わりにストラット部材を用いて車輪支持部材
の上側位置を車体に連結支持するストラット式のものな
どが知られている。(Prior Art) Conventionally, as a suspension system for this type of vehicle, for example, a Uitschbon type suspension system in which the upper and lower positions of a wheel support member are connected and supported to the vehicle body by an upper arm and a lower arm extending in the vehicle width direction, respectively. A strut type vehicle is known in which a strut member is used instead of the upper arm to connect and support the upper part of the wheel support member to the vehicle body.
なお、上記ウイッシュボン式におけるアッパアームやス
トラット式におけるストラット部材が上述の上部連結手
段に該当し、ウイヅシュボン式およびストラット式共に
ロアアームが上述の下部連結手段に該当する。The upper arm in the wishbone type and the strut member in the strut type correspond to the above-mentioned upper connection means, and the lower arm in both the wishbone type and the strut type corresponds to the above-mentioned lower connection means.
ところで、上記の如き車輪の懸架装置においては、操舵
時（旋回走行時）に路面に対する車輪のグリップ力を増
大させて旋回性能を向上させるために、旋回の外側に位
置する旋回外輪がネガキャンバ方向に変位する（キャン
バ角が負方向に変化する）よう制御することが望ましい
。By the way, in the above-mentioned wheel suspension system, in order to increase the grip force of the wheels on the road surface during steering (when turning) and improve turning performance, the outer turning wheels located on the outside of turning are moved in the negative camber direction. It is desirable to perform control such that the camber angle is displaced in the negative direction (the camber angle changes in the negative direction).
ごのような旋回走行時のキャンバ制御を行なうための手
段としては、従来、特開昭５８−６７５０８号公報に開
示されているように、ウイッシュボン式においてアッパ
アームを２本のリンク部材により構成し、該２本のリン
ク部材を、その対称線が車輪軸線に対し鋭角をなしかつ
後方に位置するように配置して、旋回外輪の仮想キング
ピン軸（概念上の旋回軸）を、その上部領域において後
方へ移動させてキャスタ角を増大させ、ネガキャンバが
生じるようにしたものが知られている。Conventionally, as a means for performing camber control during cornering, the upper arm of the wishbone type is configured with two link members, as disclosed in Japanese Unexamined Patent Publication No. 58-67508. , the two link members are arranged so that their lines of symmetry form an acute angle with respect to the wheel axis and are located rearward, so that the virtual kingpin axis (conceptual rotation axis) of the outer turning wheel is positioned in the upper region thereof. There is a known device in which the caster angle is increased by moving the wheel rearward to generate negative camber.
（発明が解決しようとする課題）
ところが、上記従来のものでは、ウイッシュボン式懸架
装置のうち、特に、アッパアームが２本のリンク部材で
構成され、ロアアームが二叉形状の部材いわゆるＡ型ア
ームで構成されるものに対してのみ適用できるにすぎな
い。また、上記２本のリンク部材は、その対称線が車輪
軸線に対して鋭角をなすように配置しなければならない
ため、一方のリンク部材の車体との連結点をかなり車体
外方側に設定する必要があり、従来の自動車に対しその
まま適用することが困難であるという問題もある。(Problems to be Solved by the Invention) However, in the conventional wishbone suspension system, the upper arm is composed of two link members, and the lower arm is a bifurcated member, so-called A-type arm. It can only be applied to things that are composed. Additionally, since the two link members mentioned above must be arranged so that their lines of symmetry form an acute angle to the wheel axis, the connection point of one link member to the vehicle body should be set far outside the vehicle body. There is also the problem that it is difficult to apply it as is to conventional automobiles.
本発明の目的は、上記事情に鑑み、旋回走行時に旋回外
輪をネガキャンバ方向に変位させることができると共に
その適用範囲も広く、実用性に優れた車両の懸架装置を
提供することにある。In view of the above circumstances, it is an object of the present invention to provide a vehicle suspension system that is capable of displacing the outer turning wheel in the negative camber direction during turning, has a wide range of application, and is highly practical.
（課題を解決するための手段）
本発明に係る車両の懸架装置は、上記目的を達成するた
め、
操舵される車輪を支持する車輪支持部材の上側位置およ
び下側位置をそれぞれ車体に連結する上部連結手段およ
び下部連結手段を備えて成る車両の懸架装置であって、
上記両連結手段のうち少なくとも一方が、一端が車輪支
持部材の前後方向に異なる位置に回動可能に連結される
と共に他端が車体の前後方向に異なる位置に回動可能に
連結された２本のラテラルリンクから成り、該２本のラ
テラルリンクは、操舵時旋回外輪をネガキャンバ方向に
変位させるべくその上記車輪支持部材との連結点から仮
想キングピン軸までの距離を互いに異にして配設されて
いることを特徴とする。(Means for Solving the Problems) In order to achieve the above object, the vehicle suspension system according to the present invention includes an upper part that connects the upper and lower positions of the wheel support member that supports the steered wheels to the vehicle body, respectively. A suspension system for a vehicle comprising a connecting means and a lower connecting means, wherein at least one of the connecting means has one end rotatably connected to a wheel support member at a different position in the longitudinal direction, and the other end consists of two lateral links rotatably connected at different positions in the longitudinal direction of the vehicle body, and the two lateral links are connected to the wheel support member to displace the turning outer wheel in the negative camber direction during steering. The distances from the connection point to the virtual kingpin axis are different from each other.
上部連結手段、例えばウイッシュボン式のアッパアーム
が上記２本のラテラルリンクにより構成される場合には
、該２本のラテラルリンクは、車体前側に位置する前側
ラテラルリンクの方が車体後側に位置する後側ラテラル
リンクよりもその車輪支持部材との連結点から仮想キン
グピン軸までの距離が小となる様に配設される。When the upper connecting means, for example, a wishbone type upper arm, is composed of the two lateral links, the front lateral link is located on the front side of the vehicle body, and the front lateral link is located on the rear side of the vehicle body. It is arranged so that the distance from the connection point with the wheel support member to the virtual kingpin axis is smaller than that of the rear lateral link.
下部連結手段、例えばウイッシュボン式やストラット式
のロアアームが上記２本のラテラルリンクにより構成さ
れる場合には、該２本のラテラルリンクは、上記前側ラ
テラルリンクの方が上記後側ラテラルリンクよりもその
車輪支持部材との連結点から仮想キングピン軸までの距
離が大となるよう配設される。When the lower connecting means, for example, a wishbone type or strut type lower arm, is composed of the two lateral links, the front lateral link is larger than the rear lateral link. The virtual kingpin shaft is arranged so that the distance from the connection point with the wheel support member to the virtual kingpin axis is large.
（作 用）
上記上部もしくは下部連結手段を２本のラテラルリンク
により構成し、該２本のラテラルリンクをその車輪支持
部材との連結点から仮想キングピン輔までの距離が互い
に異なるように配設しておけば、車輪支持部材を回転さ
せて車輪を操舵する場合、上記２本のラテラルリンクの
車輪支持部材との連結点から仮想キングピン軸までの距
離が互いに異なることによって車輪支持部材の位置もし
くは姿勢を変化させることができる。(Function) The above-mentioned upper or lower connecting means is constituted by two lateral links, and the two lateral links are arranged so that the distances from the connection point with the wheel support member to the virtual king pin are different from each other. If this is done, when the wheel support member is rotated to steer the wheel, the position or orientation of the wheel support member will be changed due to the difference in distance from the connection point of the two lateral links with the wheel support member to the virtual kingpin axis. can be changed.
従って、操舵時における車輪支持部材の位置もしくは姿
勢の変化が該車輪支持部材をネガキャンバ方向へ傾動さ
せるものである様に２本のラテラルリンクの車輪支持部
材との連結点から仮想キングピン軸までの距離の大小を
設定しておけば、旋回走行時自動的に旋回外輪はネガキ
ャンバ方向に変位せしめられる。Therefore, a change in the position or attitude of the wheel support member during steering causes the wheel support member to tilt in the negative camber direction. By setting the magnitude of the distance, the outer turning wheel is automatically displaced in the negative camber direction during turning.
例えば、上部連結手段が２本のラテラルリンクから成る
場合、前側ラテラルリンク側の車輪支持部材との連結点
から仮想キングピン軸までの距離を後側ラテラルリンク
側のそれより小に設定しておけば旋回走行時旋回外輪の
支持部材の上側位置は車幅方向内側に移動するので、該
支持部材を介して旋回外輪はネガキャンバ方向に変位せ
しめられる。For example, if the upper connecting means consists of two lateral links, the distance from the connection point with the wheel support member on the front lateral link side to the virtual kingpin axis may be set smaller than that on the rear lateral link side. During cornering, the upper position of the support member of the outer turning wheel moves inward in the vehicle width direction, so the outer turning wheel is displaced in the negative camber direction via the support member.
また、例えば下部連結手段が２本のラテラルリンクから
成る場合、前側ラテラルリンク側の車輪支持部材との連
結点から仮想キングピン軸までの距離を後側ラテラルリ
ンク側のそれより大に設定しておけば旋回走行時旋回外
輪の支持部材の下側位置は車幅方向外側に移動するので
、該支持部材を介して旋回外輪はネガキャンバ方向に変
位せしめられる。Further, for example, if the lower connecting means is composed of two lateral links, the distance from the connection point with the wheel support member on the front lateral link side to the virtual kingpin axis should be set larger than that on the rear lateral link side. For example, when the vehicle is turning, the lower position of the supporting member of the outer turning wheel moves outward in the vehicle width direction, so that the outer turning wheel is displaced in the negative camber direction via the supporting member.
（実 施 例）
以下、図面を参照しながら本発明の実施例について詳細
に説明する。(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
第１図は本発明に係る懸架装置の一実施例を示す斜視概
念図である。FIG. 1 is a perspective conceptual diagram showing an embodiment of a suspension device according to the present invention.
図示の実施例はウイッシュボン式懸架装置に本発明を適
用したものであり、右前輪２はナックル等の車輪支持部
材４によって回転可能に支持され、該車輪支持部材４は
上部連結手段であるアッパアーム６と下部連結手段であ
るロアアーム８とで車体（図示せず）に連結支持されて
いる。The illustrated embodiment is one in which the present invention is applied to a wishbone type suspension system, in which the right front wheel 2 is rotatably supported by a wheel support member 4 such as a knuckle, and the wheel support member 4 is connected to an upper arm serving as an upper connection means. 6 and a lower arm 8, which is a lower connecting means, is connected and supported to a vehicle body (not shown).
上記アッパアーム６とロアアーム８とは車輪支持部材４
の上側位置および下側位置をそれぞれ車体に連結するも
のであり、アッパアーム６は略車幅方向に延びる２本の
ラテラルリンク１０．１２から成り、ロアアーム６は二
叉形状のいわゆるＡ型アームによって構成されている。The upper arm 6 and lower arm 8 are the wheel support member 4.
The upper and lower positions are respectively connected to the vehicle body, and the upper arm 6 is composed of two lateral links 10 and 12 extending substantially in the vehicle width direction, and the lower arm 6 is composed of a so-called A-type arm having a forked shape. has been done.
なお、本実施例においては上記車輪支持部材４の上側位
置および下側位置はそれぞれ車輪支持部材４の上端およ
び下端であるが、この上側位置および下側位置という語
は絶対的な意味の語ではなく相対的な意味、すなわち上
側位置は下側位置よりも上側の位置という意味である。In this embodiment, the upper position and lower position of the wheel support member 4 are the upper end and lower end of the wheel support member 4, respectively, but the terms "upper position" and "lower position" do not have an absolute meaning. Rather, it has a relative meaning, that is, the upper position means a position higher than the lower position.
上記２本のラテラルリンク１０．１２のうち車体前側に
位置する前側ラテラルリンク１０はその一端が車輪支持
部材の上側位置であってかつ前側位置にボールジヨイン
トを介して回動可能に連結されると共に他端は車体の上
側位置であってかつ前側位置にラバーブツシュを介して
回動可能に連結され、また車体後側に位置する後側ラテ
ラルリンク１２はその一端が車輪支持部材４の上側位置
であってかつ後側位置にボールジヨイントを介して回動
可能に連結されると共に他端は車体の上側位置であって
かつ後側位置にラバーブツシュを介して回動可能に連結
されている。なお、ここでいう上側、下側および前側、
後側も前記と同様の相対的な意味の語である。Of the two lateral links 10 and 12, the front lateral link 10 located on the front side of the vehicle body has one end located above the wheel support member and rotatably connected to the front position via a ball joint. The other end is located above the vehicle body and is rotatably connected to the front side via a rubber bushing, and one end of the rear lateral link 12 located at the rear of the vehicle body is located above the wheel support member 4. The other end is located on the upper side of the vehicle body and is rotatably connected to the rear side via a rubber bush. In addition, the upper side, lower side and front side here,
The word "backward" also has the same relative meaning as above.
また、上記２本のラテラルリンク１０．１２は、前側ラ
テラルリンク１０の車輪支持部材４との連結点１０ａか
ら仮想キングピン軸Ｋまでの距離Ｑ、ｒの方が後側ラテ
ラルリンク１２の車輪支持部材４との連結点１２ａから
仮想キングピン輔Ｋまでの距＃ ９． Ｒよりも小とな
るように配設されている。In addition, the two lateral links 10 and 12 have a distance Q and r from the connection point 10a of the front lateral link 10 with the wheel support member 4 to the virtual kingpin axis K, which is longer than the wheel support member of the rear lateral link 12. Distance # from the connection point 12a with 4 to the virtual kingpin K 9. It is arranged so that it is smaller than R.
なお、上記仮想キングピン軸にとは操舵時における車輪
の概念上の旋回軸であり、第１図の場合には２本のラテ
ラルリンク１０．１２の延長線の交点Ｐ１とロアアーム
の車輪支持部材４との連結点Ｐ２とを結ぶ仮想キングピ
ン軸である。Note that the virtual kingpin axis is the conceptual axis of rotation of the wheels during steering, and in the case of FIG. This is a virtual kingpin axis that connects the connecting point P2.
上記二叉形状のロアアーム８はその一端（先端）が車輪
支持部材４の下側位置にボールジヨイントを介して回動
可能に連結され、他端（基端）が車体の下側位置であっ
てかつ前側位置および後側位置にそれぞれラバーブツシ
ュを介して回動可能に連結されている。One end (tip) of the fork-shaped lower arm 8 is rotatably connected to the lower side of the wheel support member 4 via a ball joint, and the other end (base end) is connected to the lower side of the vehicle body. and is rotatably connected to the front position and the rear position via rubber bushes, respectively.
第２図は上記右前輪２が旋回外輪となるべく左回りに操
舵された場合の上記、２本のラテラルリンク１０．１２
と車輪支持部材４との動きを説明する平面概念図である
。図において直進走行時における車輪支持部材４、前側
および後側ラテラルリンク１０．１２は実線で示され、
所定角度転舵された時のそれらは二点鎖線で示されてい
る。この図から容品に理解される様に、前側ラテラルリ
ンク１０側の車輪支持部材との連結点１０ａから仮想キ
ングピン軸（Ｐｘ）までの距離９．ｒは後側ラテラルリ
ンク１２側のそれ９ＪＲよりも小（９ＪＦ＜Ｑ、Ｒ）で
あるので、所定角度転舵されると図示の如く車輪支持部
材４は車輪２を車幅方向内側に引き込む方向に変位する
。この変位はまた破線で示されている様に前後のラテラ
ルリンクにおける車輪支持部材との連結点から仮想キン
グピン軸までの距離が等しい場合において同じ所定角度
だけ転舵された場合と比較しても図中δで示す量だけ車
幅方向内側に引き込む方向に変位する。Figure 2 shows the above two lateral links 10 and 12 when the right front wheel 2 is steered counterclockwise to become the outer turning wheel.
4 is a conceptual plan view illustrating the movement of the wheel support member 4 and the wheel support member 4. FIG. In the figure, the wheel support member 4, front and rear lateral links 10.12 during straight running are shown by solid lines,
Those when steered by a predetermined angle are indicated by two-dot chain lines. As can be easily understood from this figure, the distance 9. Since r is smaller than 9JR on the rear lateral link 12 side (9JF<Q, R), when the wheel is steered by a predetermined angle, the wheel support member 4 moves in a direction that draws the wheel 2 inward in the vehicle width direction as shown in the figure. Displaced to. This displacement is also compared to the case where the steering is done by the same predetermined angle when the distance from the connection point with the wheel support member in the front and rear lateral links to the virtual kingpin axis is the same, as shown by the broken line. It is displaced in the direction of pulling inward in the vehicle width direction by an amount indicated by medium δ.
上記２本のラテラルリンク１０．１２は車輪支持部材４
の上側位置に連結されているので、該ラテラルリンク１
０．１２によって車幅方向内側に引き込まれるのは車輪
支持部材４の上側位置であり、よって該車輪支持部材４
は操舵時下部連結手段であるロアアーム８との下側連結
位置を基準として上側位置が車幅方向内側に引き込まれ
る方向に傾動せしめられ、従って右前輪２はネガキャン
バ方向に変位せしめられる。The two lateral links 10 and 12 are the wheel support members 4.
Since the lateral link 1 is connected to the upper position of
0.12, it is the upper position of the wheel support member 4 that is pulled inward in the vehicle width direction, and therefore the wheel support member 4
is tilted in the direction in which the upper position thereof is drawn inward in the vehicle width direction based on the lower connection position with the lower arm 8 which is the lower connection means during steering, and the right front wheel 2 is accordingly displaced in the negative camber direction.
第３図および第４図は上記第１図に示す実施例の具体例
を示す平面図および背面図（車体後方から見た図）であ
り、第１図における構成要素と同一の構成要素には同一
の符号を付し、詳しい説明は省略する。なお、１４はス
テアリング機構のタイロッドである。3 and 4 are a plan view and a rear view (view from the rear of the vehicle body) showing a specific example of the embodiment shown in FIG. 1, and the same components as those in FIG. The same reference numerals are used, and detailed explanation will be omitted. Note that 14 is a tie rod of the steering mechanism.
第５図は他の実施例を示す第１図と同様の斜視概念図で
ある。この実施例は第１図と同様に右前輪２のウイッシ
ュボン式懸架装置に本発明を適用したものであり、車輪
支持部材４はその上側位置が二叉形状のいわゆるＡ型ア
ームと称されるアッパアーム６によって車体に連結され
ると共にその下側位置がロアアーム８によって車体に連
結され、該ロアアーム８は２本の略車幅方向に延びるラ
テラルリンク１６．１８により構成されている。該２本
のラテラルリンク１６．１８は、車体前側に位置する前
側ラテラルリンク１６の車輪支持部材４との連結点ｌｅ
ａから仮想キングピン軸Ｋまでの距離Ｑ、Ｆの方が車体
後側に位置する後側ラテラルリンク１８の車輪支持部材
４との連結点１８ａから仮想キングピン輔Ｋまでの距離
ＱＪＲよりも大となるように設定されている。アッパア
ーム６の車輪支持部材４および車体への連結態様は第１
図の場合のロアアーム８と同様であり、ロアアーム８を
構成する２本のラテラルリンク１１３．１１１１のそれ
は第１図の場合のアッパアーム６を構成する２本のラテ
ラルリンク１０．１２と同様である。FIG. 5 is a perspective conceptual diagram similar to FIG. 1 showing another embodiment. In this embodiment, the present invention is applied to a wishbone type suspension system for the right front wheel 2, as in FIG. The upper arm 6 is connected to the vehicle body, and the lower arm 8 is connected to the vehicle body at a lower position, and the lower arm 8 is constituted by two lateral links 16 and 18 extending substantially in the width direction of the vehicle. The two lateral links 16 and 18 are connected to the wheel support member 4 at the connection point le of the front lateral link 16 located on the front side of the vehicle body.
The distances Q and F from a to the virtual kingpin axis K are larger than the distance QJR from the connection point 18a of the rear lateral link 18 with the wheel support member 4 located at the rear of the vehicle body to the virtual kingpin axis K. It is set as follows. The manner in which the upper arm 6 is connected to the wheel support member 4 and the vehicle body is the first.
It is the same as the lower arm 8 in the case shown in the figure, and the two lateral links 113.1111 constituting the lower arm 8 are the same as the two lateral links 10.12 constituting the upper arm 6 in the case of FIG.
本実施例の如くロアアーム８を２本のラテラルリンク１
６．１８によって構成し、かつ前側ラテラルリンク１６
側の車輪支持部材との連結点ｌｅａから仮想キングピン
軸Ｋまでの距離９ＪＦを後側ラテラルリンク１８側の車
輪支持部材との連結点１８ａから仮想キングピン軸Ｋま
での距離９ＪＲよりも大に設定すると、右前輪２が旋回
外輪となる左回り操舵時車輪支持部材４はアッパアーム
６との上側連結位置を基準として下側位置が車幅方向外
側に押し出される方向に傾動せしめられ、従って右前輪
２はネガキャンバ方向に変位せしめられる。As in this embodiment, the lower arm 8 is connected to two lateral links 1.
6.18 and the front lateral link 16
If the distance 9JF from the connection point lea with the wheel support member on the side to the virtual kingpin axis K is set to be larger than the distance 9JR from the connection point 18a with the wheel support member on the rear side lateral link 18 side to the virtual kingpin axis K. During counterclockwise steering, in which the right front wheel 2 becomes the outer turning wheel, the wheel support member 4 is tilted in a direction in which its lower position is pushed outward in the vehicle width direction with reference to the upper connection position with the upper arm 6, so that the right front wheel 2 is It is displaced in the negative camber direction.
第６図はさらに他の実施例を示す第１図と同様の斜視概
念図である。この実施例は第１図に示す実施例において
そのロアアーム８を第５図に示す実施例におけるロアア
ーム８と同様に構成したものであり、従って車輪支持部
材４は右前輪２が旋回外輪となる左回り操舵時アッパア
ーム６によって上側位置が車幅方向内側に引き込まれる
と共にロアアーム８によって下側位置が車幅方向外側に
押し出される方向に傾動せしめられ、よって右前輪２は
ネガキャンバ方向に変位せしめられる。FIG. 6 is a perspective conceptual diagram similar to FIG. 1 showing still another embodiment. In this embodiment, the lower arm 8 in the embodiment shown in FIG. 1 is constructed in the same manner as the lower arm 8 in the embodiment shown in FIG. During rotational steering, the upper arm 6 pulls the upper position inward in the vehicle width direction, and the lower arm 8 tilts the lower position in a direction that pushes it outward in the vehicle width direction, thereby displacing the right front wheel 2 in the negative camber direction.
第７図はさらに他の実施例を示す第１図と同様の斜視概
念図である。この実施例は右前輪２のストラット式懸架
装置に本発明を適用したものであり、車輪支持部材４は
その上側位置が上部連結手段であるストラット部材（オ
イルダンパ）６によって車体に連結され、その下側位置
が上記第５図に示す実施例と同様の２本のラテラルリン
ク１６．１８から成るロアアーム８によって車体に連結
されている。FIG. 7 is a perspective conceptual diagram similar to FIG. 1 showing still another embodiment. In this embodiment, the present invention is applied to a strut type suspension system for a right front wheel 2, and a wheel support member 4 is connected to the vehicle body at an upper position by a strut member (oil damper) 6, which is an upper connection means. The lower position is connected to the vehicle body by a lower arm 8 consisting of two lateral links 16, 18 similar to the embodiment shown in FIG. 5 above.
、 上記ストラット部材６は公知のストラット式の場合
と同様にその下端が車輪支持部材４の上側位置に連結さ
れ、その上端が車体にベアリング等を介して回動可能に
連結されている。The strut member 6 has its lower end connected to the upper side of the wheel support member 4, as in the case of a known strut type, and its upper end rotatably connected to the vehicle body via a bearing or the like.
この実施例の場合も、第５図の場合と同様にロアアーム
を構成する前側ラテラルリンク１６側の車輪支持部材と
の連結点１６ａから仮想キングピン軸Ｋまでの距離Ｑ、
ｒが後側ラテラルリンク１８側の車輪支持部材との連結
点１８ａから仮想キングピン軸Ｋまでの距＃免Ｒよりも
大となるように設定されているので、右前輪２が旋回外
輪となる左回り操舵時に車輪支持部材４はストラット６
との上側連結位置を基準としてその下側位置が車幅方向
外側に押し出される方向に傾動せしめられ、よって車輪
２はネガキャンバ方向に変位せしめられる。In the case of this embodiment as well, as in the case of FIG.
Since r is set to be larger than the distance R from the connection point 18a with the wheel support member on the rear lateral link 18 side to the virtual kingpin axis K, the right front wheel 2 is the left turning outer wheel. During rotational steering, the wheel support member 4 is a strut 6.
The lower position thereof is tilted in the direction of being pushed outward in the vehicle width direction based on the upper connection position of the wheel 2, and the wheel 2 is thereby displaced in the negative camber direction.
本発明に係る車両の懸架装置は上記の如く車輪支持部材
を車体に連結する上部連結手段および下部連結手段のう
ちの少なくとも一方を２本のラテラルリンクにより構成
し、その２本のラテラルリンクを各車輪支持部材との連
結点から仮想キングピン軸までの距離が互いに異なるよ
うに配設することによって操舵時旋回外輪がネガキャン
バ方向に変位すべく構成されているものであればどの様
なものであっても良く、上記実施例に限定されるもので
はない。また、上記実施例における上記２本のラテラル
リンクは同じ長さであったが、それらは異なる長さであ
っても良い。また、上記の場合において他方の連結手段
は上記の如きＡ型アームであっても、ストラット部材で
あっても、２本のラテラルリンクであっても、あるいは
それ以外の連結手段であっても要は車輪支持部材を車体
に連結し得るものであれば良い。As described above, in the vehicle suspension system according to the present invention, at least one of the upper connecting means and the lower connecting means for connecting the wheel support member to the vehicle body is constituted by two lateral links, and the two lateral links are connected to each other. Any type of wheel may be used as long as it is configured such that the distances from the connection point with the wheel support member to the virtual kingpin axis are different from each other so that the turning outer wheel is displaced in the negative camber direction during steering. However, the present invention is not limited to the above embodiments. Further, although the two lateral links in the above embodiment have the same length, they may have different lengths. In addition, in the above case, the other connecting means may be an A-shaped arm as described above, a strut member, two lateral links, or any other connecting means. may be any material that can connect the wheel support member to the vehicle body.
（発明の効果）
本発明に係る車両の懸架装置は、上記の如く車輪支持部
材を車体に連結する上部連結手段と下部連結手段のうち
少なくとも一方を２本のラテラルリンクにより構成し、
各ラテラルリンクの車輪支持部材との連結点から仮想キ
ングピン軸までの距離を異にすることによって操舵時旋
回外輪を支持する車輪支持部材をネガキャンバ方向に傾
動させるように構成されている。(Effects of the Invention) In the vehicle suspension system according to the present invention, as described above, at least one of the upper connecting means and the lower connecting means for connecting the wheel support member to the vehicle body is constituted by two lateral links,
By varying the distance from the connection point of each lateral link with the wheel support member to the virtual kingpin axis, the wheel support member that supports the turning outer wheel during steering is tilted in the negative camber direction.
よって、操舵時旋回外輪は本懸架装置により自動的にネ
ガキャンバ方向に変位せしめられ、旋回性能および操舵
安定性の向上が図られる。Therefore, during steering, the turning outer wheel is automatically displaced in the negative camber direction by this suspension system, thereby improving turning performance and steering stability.
また、２本のラテラルリンクは単に各々の車輪支持部材
との連結点から仮想キングピン軸までの距離を異にして
配設するのみで良く、従来例のようなレイアウト上の問
題もなく従って従来の自動車にもそのまま適用可能であ
り、またロア７−ムを２本のラテラルリンクで構成する
こともできるのでストラット式の懸架装置にも適用可能
であり、適用範囲が著るしく広いものである。In addition, the two lateral links need only be arranged at different distances from the connection point with each wheel support member to the virtual kingpin axis, and there is no layout problem as in the conventional example. It can be applied to automobiles as is, and since the lower 7-m can be constructed of two lateral links, it can also be applied to strut-type suspension systems, so the range of application is extremely wide.
第１図は本発明に係る懸架装置の一実施例を示す斜視概
念図、
第２図は第１図に示す実施例の作動を説明する模式図、
第３図および第４図は第１図に示す実施例の具体例を示
す平面図および背面図、
第５図、第６図および第７図はそれぞれ他の実施例を示
す第１図と同様の斜視概念図である。
２・・・旋回外輪 ４・・・車輪支持部材６・
・・上部連結手段 ８・・・下部連結手段１０．１
８・・・前側ラテラルリンク
１２．１８・・・後側ラテラルリンク
１０ａ、 １２，４． ｌｅａ、 １８ａ・・・車輪支
持部材との連結点Ｋ・・・仮想キングピン輔
第５図FIG. 1 is a perspective conceptual diagram showing one embodiment of a suspension system according to the present invention, FIG. 2 is a schematic diagram explaining the operation of the embodiment shown in FIG. 1, and FIGS. 3 and 4 are similar to those shown in FIG. 1. FIG. 5, FIG. 6, and FIG. 7 are perspective conceptual views similar to FIG. 1 showing other embodiments. 2... Swinging outer ring 4... Wheel support member 6.
... Upper connection means 8 ... Lower connection means 10.1
8... Front lateral link 12.18... Rear lateral link 10a, 12,4. lea, 18a...Connection point K with wheel support member...Virtual kingpin Fig. 5
Claims (3)
置および下側位置をそれぞれ車体に連結する上部連結手
段および下部連結手段を備えて成る車両の懸架装置であ
って、 上記両連結手段のうち少なくとも一方が、一端が車輪支
持部材の前後方向に異なる位置に回動可能に連結される
と共に他端が車体の前後方向に異なる位置に回動可能に
連結された２本のラテラルリンクから成り、該２本のラ
テラルリンクは、操舵時旋回外輪をネガキャンバ方向に
変位させるべくその上記車輪支持部材との連結点から仮
想キングピン軸までの距離を互いに異にして配設されて
いることを特徴とする車両の懸架装置。(1) A suspension system for a vehicle comprising an upper connecting means and a lower connecting means for connecting the upper and lower positions of a wheel support member supporting steered wheels to the vehicle body, respectively, wherein both the connecting means are connected to each other. At least one of the links is comprised of two lateral links, one end of which is rotatably connected to a different position in the longitudinal direction of the wheel support member, and the other end rotatably connected to a different position in the longitudinal direction of the vehicle body. , the two lateral links are arranged at different distances from the connection point with the wheel support member to the virtual kingpin axis in order to displace the turning outer wheel in the negative camber direction during steering. Suspension system for vehicles.
連結手段であり、かつ該２本のラテラルリンクは、車体
前側に位置する前側ラテラルリンクの方が車体後側に位
置する後側ラテラルリンクよりもその車輪支持部材との
連結点から仮想キングピン軸までの距離が小となるよう
に配設されていることを特徴とする請求項１記載の車両
の懸架装置。(2) The connecting means consisting of the two lateral links is the upper connecting means, and the two lateral links are such that the front lateral link located on the front side of the vehicle body is larger than the rear lateral link located on the rear side of the vehicle body. 2. The suspension system for a vehicle according to claim 1, wherein the suspension system for a vehicle is arranged such that the distance from the connection point with the wheel support member to the virtual kingpin axis is small.
部連結手段であり、かつ該２本のラテラルリンクは、車
体前側に位置する前側ラテラルリンクの方が車体後側に
位置する後側ラテラルリンクよりもその車輪支持部材と
の連結点から仮想キングピン軸までの距離が大となるよ
うに配設されていることを特徴とする請求項１記載の車
両の懸架装置。(3) The connecting means consisting of the two lateral links is a lower connecting means, and the two lateral links are such that the front lateral link located on the front side of the vehicle body is the rear lateral link located on the rear side of the vehicle body. 2. The suspension system for a vehicle according to claim 1, wherein the suspension system for a vehicle is arranged such that the distance from the connection point with the wheel support member to the virtual kingpin axis is greater than the distance between the connection point with the wheel support member and the virtual kingpin axis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7274988A JPH01244910A (en) | 1988-03-25 | 1988-03-25 | Suspension device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7274988A JPH01244910A (en) | 1988-03-25 | 1988-03-25 | Suspension device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01244910A true JPH01244910A (en) | 1989-09-29 |
Family
ID=13498311
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7274988A Pending JPH01244910A (en) | 1988-03-25 | 1988-03-25 | Suspension device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01244910A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5867508A (en) * | 1981-09-30 | 1983-04-22 | バイエリツシエ・モ−ト−レン・ウエルケ・アクチエンゲゼルシヤフト | Independent suspension system for steering wheel of automobile |
| JPS61218408A (en) * | 1985-03-14 | 1986-09-27 | ダイムラー‐ベンツ アクチエンゲゼルシヤフト | Independent suspension system for steering wheel of automobile |
| JPS6444308A (en) * | 1987-08-10 | 1989-02-16 | Honda Motor Co Ltd | Steering wheel suspension |
-
1988
- 1988-03-25 JP JP7274988A patent/JPH01244910A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5867508A (en) * | 1981-09-30 | 1983-04-22 | バイエリツシエ・モ−ト−レン・ウエルケ・アクチエンゲゼルシヤフト | Independent suspension system for steering wheel of automobile |
| JPS61218408A (en) * | 1985-03-14 | 1986-09-27 | ダイムラー‐ベンツ アクチエンゲゼルシヤフト | Independent suspension system for steering wheel of automobile |
| JPS6444308A (en) * | 1987-08-10 | 1989-02-16 | Honda Motor Co Ltd | Steering wheel suspension |
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