JPH02136309A - Wheel suspension device for automobile - Google Patents

Wheel suspension device for automobile

Info

Publication number
JPH02136309A
JPH02136309A JP28987688A JP28987688A JPH02136309A JP H02136309 A JPH02136309 A JP H02136309A JP 28987688 A JP28987688 A JP 28987688A JP 28987688 A JP28987688 A JP 28987688A JP H02136309 A JPH02136309 A JP H02136309A
Authority
JP
Japan
Prior art keywords
shaft
elastic member
pivot
arm
arms
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.)
Granted
Application number
JP28987688A
Other languages
Japanese (ja)
Other versions
JP2612754B2 (en
Inventor
Yosuke Sekino
陽介 関野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP28987688A priority Critical patent/JP2612754B2/en
Priority to US07/434,752 priority patent/US5026090A/en
Publication of JPH02136309A publication Critical patent/JPH02136309A/en
Application granted granted Critical
Publication of JP2612754B2 publication Critical patent/JP2612754B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/42—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by the mode of stressing
    • F16F1/52—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by the mode of stressing loaded in combined stresses
    • F16F1/54—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by the mode of stressing loaded in combined stresses loaded in compression and shear
    • F16F1/545—Neidhart-type rubber springs
    • 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
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • 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
    • B60G2200/462—Toe-in/out
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/14—Plastic spring, e.g. rubber
    • B60G2202/142—Plastic spring, e.g. rubber subjected to shear, e.g. Neidhart type
    • B60G2202/1424—Torsional
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/125—Mounting of rubber type springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B60G2204/4102—Elastic mounts, e.g. bushings having a pin or stud extending perpendicularly to the axis of the elastic mount
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B60G2204/4104—Bushings having modified rigidity in particular directions
    • B60G2204/41042—Bushings having modified rigidity in particular directions by using internal cam surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2236/00—Mode of stressing of basic spring or damper elements or devices incorporating such elements
    • F16F2236/12—Mode of stressing of basic spring or damper elements or devices incorporating such elements loaded in combined stresses
    • F16F2236/123—Mode of stressing of basic spring or damper elements or devices incorporating such elements loaded in combined stresses loaded in compression and shear
    • F16F2236/126—Neidhart-type rubber springs

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Child & Adolescent Psychology (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

PURPOSE:To enhance the twisting stiffness of a pivot as well as to make a device light in weight concurrently by improving the structure of the pivot in the device which permits one end side section of the respective based ends of control arms at an upper and a lower section supporting a wheel in such a way as to be vertically rocked, to be held by the pivot onto a car body. CONSTITUTION:A knuckle 2 rotatably supporting a wheel 1, is held onto a car body by means of respective upper and lower control arms 3 and 4 the outer end sides of which are connected with the upper and lower end sections of the knuckle. The respective control arms 3 and 4 are branched into paired arm sections 3f and 3r: 4f and 4r at their base end sides, then, the end sections of the arm sections 3f and 4f of respective front sections are held onto the car body by a pivot 12. In this case, the pivot 12 is furnished with paired cylinders 13 and 14 which are arranged up and down so that it is constituted to permit paired upper and lower branch arms 15 and 16 which are provided for the respective cylinders 13 and 14 in such a way as to be projected afterward to be connected by a connecting stem 17. In addition, elastic members are arranged respectively between the respective shaft cylinders 13 and 14 and core shafts 22 and 23 which are arranged at the center of the shaft cylinders so as to be fixed onto the car body.

Description

【発明の詳細な説明】 Ａ０発明の目的 （１）産業上の利用分野 本発明は自動車の車輪懸架装置に関し、特に車輪を支承
するナックルに先端を連接した上下一対のアッパコント
ロールアーム及びロアコントロールアームの各基端一側
部を車体に上下揺動自在に枢着し、車体に弾性部材を介
して支持されて上下方向に延びる支軸に突設された一対
の上部支腕及び下部支腕にアッパコントロールアーム及
びロアコントロールアームの各基端他側部をそれぞれ連
結した、自動車の車輪懸架装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION A0 Object of the Invention (1) Industrial Application Field The present invention relates to a wheel suspension system for an automobile, and in particular to a pair of upper and lower control arms whose tips are connected to a knuckle that supports a wheel. A pair of upper support arms and lower support arms, each of which has one side of its base end pivotally connected to the vehicle body so as to be vertically swingable, is supported by the vehicle body via an elastic member and protrudes from a vertically extending support shaft. The present invention relates to an improvement in a wheel suspension system for an automobile in which the base end and other side portions of an upper control arm and a lower control arm are respectively connected.

（２）従来の技術 」二記車輪懸架装置は、特開昭６３−１０６　Ｌ　１９
号公報に示されているように、本出願人によって既に提
案されている。(2) Prior Art The wheel suspension system described in 2 is disclosed in Japanese Patent Application Laid-Open No. 1983-106 L19.
This method has already been proposed by the present applicant, as shown in the above publication.

（３）発明が解決しようとする課題 かくる車輪懸架装置において、支軸は、特に制動時、上
、下部支腕から大なる捩り荷重を受益ノることがら、高
い捩り剛性を持つことが要求される。(3) Problems to be Solved by the Invention In such a wheel suspension system, the support shaft is required to have high torsional rigidity since it receives a large torsional load from the upper and lower support arms, especially during braking. be done.

そこで支軸を大径に形成してその捩り剛性を高めること
が考えられるが、支軸全体を大径にすると重量増加を招
いて好ましくない。Therefore, it is conceivable to increase the torsional rigidity by forming the support shaft with a large diameter, but if the diameter of the entire support shaft is made large, the weight will increase, which is undesirable.

本発明は、か＼る事情に鑑みてなされたもので、捩り剛
性が高くしかも軽量な支軸を有する前記車輪懸架装置を
提供することを目的とする。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide the above-mentioned wheel suspension system having a support shaft that is high in torsional rigidity and lightweight.

Ｂ３発明の構成 （１）課題を解決するだめの手段 上記目的を達成するために、本発明は、支軸を、一側面
に上部支腕を突設した−に１部軸筒と、この−１−部軸
筒の下方にあって一側面に下部支腕を突設した下部軸筒
と、上部支腕及び下部支腕を相互に一体に連結する連結
杆とから構成し、各軸筒と、その中心部に配置されると
共に車体に固着される芯軸との間に弾性部材を介装した
ことを第１の特徴とする。B3 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention comprises a support shaft, a shaft cylinder with an upper support arm protruding from one side thereof, and a shaft cylinder with a part of the support shaft provided with an upper support arm protruding from one side thereof. It consists of a lower shaft cylinder which is located below the shaft cylinder and has a lower support arm protruding from one side thereof, and a connecting rod that integrally connects the upper support arm and the lower support arm to each other, and each shaft cylinder The first feature is that an elastic member is interposed between the core shaft, which is located at the center of the vehicle body and is fixed to the vehicle body.

また上記特徴に加えて、軸筒及び芯軸に、それらの周方
向で対向する複数の外側突起及び内側突起をそれぞれ形
成すると共に、相隣る内側突起間を凹湾曲面で連結し、
この凹湾曲面に密接する弾性部材を外側突起に被着する
と共に、この弾性部材の自由状態時、該部材と内側突起
との間に間隙を設けたことを第２の特徴とする。In addition to the above-mentioned features, a plurality of outer protrusions and inner protrusions are formed on the shaft cylinder and the core shaft, respectively, facing each other in the circumferential direction, and adjacent inner protrusions are connected by a concave curved surface,
A second feature is that an elastic member that is in close contact with the concave curved surface is attached to the outer protrusion, and a gap is provided between the elastic member and the inner protrusion when the elastic member is in a free state.

（２）作　用 本発明の第１の特徴によれば、支軸の上、下部側支腕に
向きが正反対の回転モーメントが作用した場合、これら
モーメントは、側皮腕間を連結する連結杆に伝達、支承
されるので、支軸の捩り変形を防止することができる。(2) Effect According to the first feature of the present invention, when rotational moments in opposite directions act on the upper and lower side support arms of the support shaft, these moments are applied to the connecting rod connecting the side skin arms. Since it is transmitted and supported by the support shaft, torsional deformation of the support shaft can be prevented.

即ち支軸の捩り剛性は極めて高い。That is, the torsional rigidity of the support shaft is extremely high.

しかも、支軸は上下一対の軸筒を主体として構成される
ので支軸の中間部は取去られており、軽量化に寄与する
ことができる。Moreover, since the support shaft is mainly composed of a pair of upper and lower shaft cylinders, the middle portion of the support shaft is removed, which contributes to weight reduction.

また第２の特徴によれば、側皮腕に同方向の回転モーメ
ントが作用した場合、弾性部材は、当初支軸の外側突起
及び芯軸の凹湾曲面との間で剪断力を受け、次いで内、
外側突起間で圧縮力を受ける。したがって、弾性部材の
反発力は、支軸の回動の進みに応じて２次曲線的に増加
する。According to the second feature, when a rotational moment in the same direction is applied to the side arm, the elastic member initially receives a shearing force between the outer protrusion of the support shaft and the concave curved surface of the core shaft, and then Inside,
It receives compressive force between the outer protrusions. Therefore, the repulsive force of the elastic member increases in a quadratic curve as the rotation of the support shaft progresses.

（３）実施例 以下、図面により本発明の一実施例について説明する。(3) Examples An embodiment of the present invention will be described below with reference to the drawings.

先ず第１図において、車輪１を軸支するナックル２の上
端部及び下端部にアッパコントロールアーム３及びロア
コントロールアーム４の各先端がそれぞれポールジョイ
ンｌ−５，６を介して連結される。２ａはナックルアー
ムで、前輪懸架装置の場合には操向機構に連結され、後
輪懸架装置の場合には車体に固定されるものである。First, in FIG. 1, the tips of an upper control arm 3 and a lower control arm 4 are connected to the upper and lower ends of a knuckle 2 that pivotally supports a wheel 1 via pole joints 1-5 and 6, respectively. A knuckle arm 2a is connected to a steering mechanism in the case of a front wheel suspension system, and is fixed to the vehicle body in the case of a rear wheel suspension system.

アンパコントロールアーム３　ハ％　端側か前後−対の
アーム部３ｆ、３ｒに分岐して、またロアコントロール
アーム４も基端部が前後一対のアーム部４ｆ、４ｒに分
岐しており、後部のアーム部３ｒ、４ｒは、車体Ｂに固
着されてその前後方向に延びる枢軸７，８に弾性部材９
，１０を介して上ド揺動可能に枢着される。そしてロア
コントロールアーム４には、それを下方へ弾発する懸架
ばね付ダンパ１）が連結される。Amper control arm 3 C% The end side is branched into a pair of front and rear arm parts 3f, 3r, and the base end of the lower control arm 4 is branched into a pair of front and rear arm parts 4f, 4r, and the rear arm The parts 3r and 4r have elastic members 9 attached to pivots 7 and 8 that are fixed to the vehicle body B and extend in the longitudinal direction thereof.
, 10, the upper end is pivotably mounted. A damper 1) with a suspension spring is connected to the lower control arm 4 to urge it downward.

前部のアーム部３ｆ、４ｆの前方に支軸１２が隣接して
配設される。第１図ないし第３図に示すように、この支
軸１２は、互いに間隔を存して上下に並ぶ一対の軸筒１
３．１４を備える。両軸筒１３．１／Ｉには後方へ突出
する上下一対の支腕１５．１６が一体に形成され、この
側皮腕１５，１６は連結杆１７を介して互いに一体に連
結される。A support shaft 12 is disposed adjacent to the front of the front arm portions 3f, 4f. As shown in FIGS. 1 to 3, this support shaft 12 consists of a pair of shaft cylinders 1 arranged vertically with an interval between them.
3.14. A pair of upper and lower support arms 15.16 projecting rearward are integrally formed on both shaft cylinders 13.1/I, and these side skin arms 15, 16 are integrally connected to each other via a connecting rod 17.

そして、上記支腕１５．１６に前部のアーム部３ｆ、４
ｆがそれぞれボールジヨイント１８．１９を介して連結
される。The front arm portions 3f and 4 are attached to the support arms 15 and 16.
f are connected via ball joints 18 and 19, respectively.

軸筒１３，１４には環体２０，２０がそれぞれ圧入され
ており、これら環体２０，２０と、それらの中心部に配
置される芯軸２２，２３との各間に複数個の弾性部材２
４．２４・・・が介装される。Annular bodies 20, 20 are press-fitted into the shaft cylinders 13, 14, respectively, and a plurality of elastic members are provided between these annular bodies 20, 20 and core shafts 22, 23 disposed at their centers. 2
4.24... is interposed.

第４図に示すように、環体２０の内周面には複数個、図
示例では４個の外側突起２５．２５・・・が周方向等間
隔置きに突設される。また芯軸２２゜２３の外周面には
、周方向で前記弾性部材２４を介して外側突起２５．２
５・・・と対向するそれと同数の内側突起２６．２６・
・・が突設され、これら内側突起２６．２６・・・の隣
り同士は凹湾曲面２７によって連結される。そして前記
弾性部＋Ａ２４は、上記凹湾曲面２７に密着するように
外側突起２５の表面に焼付けられる。その際、弾性部材
２４の自由状態において、該部材２４と内側突起２６と
の間に所定の間隙２８が設けられる。As shown in FIG. 4, a plurality of outer protrusions 25, 25, 25, 25, . Further, on the outer peripheral surface of the core shaft 22° 23, an outer protrusion 25.2 is provided via the elastic member 24 in the circumferential direction.
5... and the same number of inner protrusions 26.26.
... are provided protrudingly, and adjacent inner protrusions 26, 26, ... are connected by a concave curved surface 27. The elastic portion +A24 is baked onto the surface of the outer protrusion 25 so as to be in close contact with the concave curved surface 27. At this time, a predetermined gap 28 is provided between the elastic member 24 and the inner protrusion 26 in the free state of the elastic member 24 .

上記環体２０はＡｆｆｉ合金を材料として押出し成形さ
れる。これによって複雑な断面形状も容易に得ることが
できる。その際、外側突起２５に肉抜きを施せば、環体
２０の軽量化を図ることができる。The ring body 20 is extruded from Affi alloy. This allows even complex cross-sectional shapes to be easily obtained. At this time, if the outer protrusion 25 is made thinner, the weight of the ring body 20 can be reduced.

上部の芯軸２２は上端に一対の取付ボス２９゜２９′を
一体に備えており、これらはボルト３０゜３０′で車体
Ｂに固着される。また下部の芯軸２３は下端に一対の取
付ボス３１．３１を一体に備えており、これらはボルト
３２．３２で車体Ｂに固着される。さらに、側芯軸２２
．２３には、これらの間に介装される鋼板製連結部材３
３の両端がポル１−３４．３４’　により固着され、ま
たこの連結部材３３はポル１−３５．３５により車体Ｂ
に固着される。The upper core shaft 22 is integrally provided with a pair of mounting bosses 29.degree. 29' at its upper end, and these are fixed to the vehicle body B with bolts 30.degree. 30'. Further, the lower core shaft 23 is integrally provided with a pair of attachment bosses 31, 31 at its lower end, and these are fixed to the vehicle body B with bolts 32, 32. Furthermore, the side core shaft 22
．． 23 includes a steel plate connecting member 3 interposed between them.
Both ends of the connecting member 33 are fixed by the port 1-34.34', and this connecting member 33 is connected to the vehicle body B by the port 1-35.35.
is fixed to.

尚、図中Ａは車両前方を示す。Note that A in the figure indicates the front of the vehicle.

次にこの実施例の作用について説明する。Next, the operation of this embodiment will be explained.

先ず第５図及び第６図において、車両の走行中、車輪１
が路面Ｇ上の小石等の突起物ｐを通過する場合を想定す
る。車輪１が突起物ｐを登るときには、突起物ｐからナ
ックル２に加わる力の車両後方への力Ｆはナックル２に
より平行な分力Ｆ。First, in FIGS. 5 and 6, while the vehicle is running, wheel 1
Assume that the vehicle passes through a protrusion p such as a pebble on the road surface G. When the wheel 1 climbs the protrusion p, the force F applied to the knuckle 2 from the protrusion p toward the rear of the vehicle is a component force F that is more parallel to the knuckle 2.

Ｆ２に分解されてアッパコントＩコールアーム３及びロ
アコントロールアーム４の先端に作用し、両コントロー
ルアーム３，４は車両後方へのモーメントＭ、、Ｍ、を
受けるので、各コントロールアーム３，４基端の弾性部
材９，１０を変形させつつ支軸１２の上、下部側支腕１
５，１６に同方向の回転モーメントＭ３　、Ｍ４を与え
る。したがって支軸１２が受ける総合回転モーメンｌ−
Ｍ、ｌ＋Ｍ４は比較的大となるので、支軸１２の軸筒１
３１４と芯軸２２，２３との間に介在する弾性部）Ａ２
４．２４・・・は比較的容易に変形する。It is disassembled into F2 and acts on the tips of the upper control arm 3 and lower control arm 4, and both control arms 3 and 4 receive a moment M, , M toward the rear of the vehicle, so the base end of each control arm 3 and 4 While deforming the elastic members 9 and 10, the upper and lower support arms 1 of the support shaft 12 are
5 and 16 are given rotational moments M3 and M4 in the same direction. Therefore, the total rotational moment l-
Since M, l+M4 are relatively large, the shaft cylinder 1 of the support shaft 12
314 and the core shafts 22, 23) A2
4.24... is relatively easily transformed.

特に、各弾性部材２４は、それと内側突起２６との間の
一方の間隙２８が無くなるまでは外側突起２５と凹湾曲
面２７との間で剪断力のみを受けて容易に変形するので
、車輪懸架装置には大きな前後方向コンプライアンスが
与えられ、突起物ｐからの衝撃力を緩和し、車体Ｂへの
伝達を防止する。In particular, each elastic member 24 is easily deformed by receiving only the shearing force between the outer protrusion 25 and the concave curved surface 27 until one of the gaps 28 between it and the inner protrusion 26 disappears. The device is given a large longitudinal compliance, which alleviates the impact force from the protrusion P and prevents it from being transmitted to the vehicle body B.

各弾性部＋Ａ’　２４の剪断変形が所定量進んで前記間
隙２８が無くなると、その弾性部材２４は外側及び内側
突起２５．２６間で圧縮荷重を受けるようになるので、
大なる反発力を発揮し、これにより支軸１２の過度の回
動が抑制される。特に、この間の弾性部材２４の反発力
の変化は２次曲線的であり、支軸１２の過回動を衝撃を
伴わずに抑制することができる。When the shearing deformation of each elastic portion +A' 24 progresses by a predetermined amount and the gap 28 disappears, the elastic member 24 receives a compressive load between the outer and inner protrusions 25 and 26.
A large repulsive force is exerted, thereby suppressing excessive rotation of the support shaft 12. In particular, the change in the repulsive force of the elastic member 24 during this period is quadratic, and excessive rotation of the support shaft 12 can be suppressed without causing an impact.

突起物ｐを通過するのに伴う前輪１の昇降運動は、アッ
パコントロールアーム３及びロアコントロールアーム４
がそれぞれ枢軸７．８及びボールジヨイント１８．１９
周りに」−上揺動することにより許容される。The vertical movement of the front wheel 1 as it passes through the protrusion p is caused by the upper control arm 3 and the lower control arm 4.
are respectively pivot 7.8 and ball joint 18.19
Allowed by rocking around'-up.

次に第７図及び第８図において、車両の走行中、図示し
ないブレーキ装置の作動により車輪１に制動力が掛けら
れた場合を想定する。車輪１に制動力が掛けられると、
路面Ｇから車輪１に働く摩擦制動力ｆによりアッパコン
トロールアーム３に前向きのモーメントｍＩを、またロ
アコンｉ・ロールアーム４には後向きのモーメントｍｚ
をそれぞれ加えるので、アッパコントロールアーム３は
支軸１２の上部支腕１５に第７図で反時計方向の回転モ
ーメントｍ３を加え、これと反対にロアコントロールア
ーム４は支軸１２の下部支腕１６に時計方向のモーメン
トｍ４を加える。このように側皮腕１５，１６に加わる
回転モーメントｍ３．ｍ４は方向が正反対であるから支
軸１２を介して互いに打消し合う。その結果、アッパコ
ントロールアーム３及びロアコントロールアーム４は前
方または後方への移動を抑えられ、路面Ｇの摩擦制動力
ｆに抗してナックル２の変位を抑制することになる。Next, in FIGS. 7 and 8, it is assumed that a braking force is applied to the wheels 1 by the operation of a brake device (not shown) while the vehicle is running. When braking force is applied to wheel 1,
The frictional braking force f acting on the wheel 1 from the road surface G causes a forward moment mI to be applied to the upper control arm 3, and a backward moment mz to the lower controller i/roll arm 4.
, the upper control arm 3 applies a counterclockwise rotational moment m3 to the upper support arm 15 of the support shaft 12 in the counterclockwise direction in FIG. Add a clockwise moment m4 to . In this way, the rotational moment m3. applied to the side skin arms 15, 16. Since the directions of m4 are exactly opposite, they cancel each other out via the support shaft 12. As a result, the upper control arm 3 and the lower control arm 4 are prevented from moving forward or backward, and the displacement of the knuckle 2 is suppressed against the frictional braking force f of the road surface G.

特に、支軸１２の側皮腕１５．１６は、支軸１２の中心
軸から大きく離れた位置で連結杆１７によって連結され
ているので、上記のように側皮腕１５．１６に加わる反
対方向の回転モーメントｍ３９ｍ４は、連結杆１７によ
って確実に支承される。このように側皮腕１５，１６を
含む支軸１２は大なる捩り剛性を有するので、前記回転
モーメンｌ−ｍ、、ｍ２による両コントロールアーム３
４の変位を確実に抑制し、キャスタ角の変化を防止する
ことができる。In particular, since the side skin arms 15.16 of the support shaft 12 are connected by the connecting rod 17 at a position far away from the central axis of the support shaft 12, the side skin arms 15.16 of the support shaft 12 are connected by the connecting rod 17 in the opposite direction. The rotation moment m39m4 is reliably supported by the connecting rod 17. As described above, since the support shaft 12 including the side skin arms 15 and 16 has a large torsional rigidity, both control arms 3
4 can be reliably suppressed and changes in the caster angle can be prevented.

しかも、支軸１２は上下一対の軸筒１３，１４を主体と
しており、中間部から無用な筒部を取去っているので、
軽量化がもたらされる。Moreover, the support shaft 12 mainly consists of a pair of upper and lower shaft cylinders 13 and 14, and the unnecessary cylinder part is removed from the middle part.
This results in weight reduction.

Ｃ９発明の効果 以上のように本発明の第１の特徴によれば、支軸を、一
側面に上部支腕を突設した上部軸筒と、この上部軸筒の
下方にあって−・側面に下部支腕を突設した下部軸筒と
、上部支腕及び下部支腕を相互に一体に連結する連結杆
とから構成し、各軸筒と、その中心部に配置されると共
に車体に固着される芯軸との間に弾性部材を介装したの
で、支軸に大なる捩り剛性を与えると共にその軽量化を
図ることができ、したがって制動時には車輪懸架装置の
剛性を高めて車輪の直進性を確保することができ、また
装置の軽量化にも寄与し得る。C9 Effects of the Invention As described above, according to the first feature of the present invention, the support shaft is provided with an upper shaft cylinder having an upper support arm protruding from one side thereof, and a support shaft provided below the upper shaft cylinder with an upper support arm protruding from one side. It consists of a lower shaft cylinder with a lower support arm protruding from the top, and a connecting rod that integrally connects the upper support arm and the lower support arm to each other, and is arranged at the center of each shaft cylinder and fixed to the vehicle body. Since an elastic member is interposed between the supporting shaft and the supporting shaft, it is possible to provide the supporting shaft with great torsional rigidity and reduce its weight. Therefore, during braking, the rigidity of the wheel suspension system is increased and the straightness of the wheel is improved. This can also contribute to reducing the weight of the device.

また本発明の第２の特徴によれば、軸筒及び芯軸に、そ
れらの周方向で対向する複数の外側突起及び内側突起を
それぞれ形成すると共に、相隣る内側突起間を凹湾曲面
に連結し、この凹湾曲面に密接する弾性部材を外側突起
に被着すると共に、この弾性部材の自由状態時、該部材
と内側突起との間に間隙を設けたので、支軸の相対回動
時には、その回動量の増加に応じて弾性部材の反発力を
２次曲線的に増加させることができ、したがって車輪が
路面の突起物を乗り越えるとき車輪懸架装置に適度の前
後コンプライアンスを与えて、乗心地の向上を図ること
ができる。According to the second feature of the present invention, a plurality of outer protrusions and inner protrusions facing each other in the circumferential direction are formed on the shaft cylinder and the core shaft, respectively, and a concave curved surface is formed between the adjacent inner protrusions. An elastic member that is connected to the outer protrusion and is in close contact with the concave curved surface is attached to the outer protrusion, and a gap is provided between the elastic member and the inner protrusion when the elastic member is in a free state, so that relative rotation of the spindle is prevented. Sometimes, it is possible to increase the repulsive force of the elastic member in a quadratic manner as the amount of rotation increases, and therefore, when the wheel goes over a protrusion on the road surface, the wheel suspension system is given an appropriate longitudinal compliance and the riding speed is improved. It can improve comfort.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の一実施例を示すもので、第１図は車輪懸
架装置全体の斜視図、第２図は第１図の■矢視図、第３
図及び第４図は第２図の■−■線及び■−■線断面図、
第５図及び第６図は車輪が路面上の突起物を登るときの
作用を説明する簡略平面図及び側面図、第７図及び第８
図は制動時の作用を説明する簡略平面図及び側面図であ
る。 １・・・車輪、２・・・ナックル、３・・・アッパコン
トロールアーム、４・・・ロアコン１へロールアーム、
７８・・・枢軸、１２・・・支軸、１３．１４・・・軸
筒、１５・・ｌ：部支腕、１６・・・下部支腕、１７・
・・連結杆、２２．２３・・・芯軸、２４・・・弾性部
材、２５・・・外側突起、２６・・・内側突起、２７・
・・凹湾曲面、２８・・・間隙The drawings show one embodiment of the present invention, and FIG. 1 is a perspective view of the entire wheel suspension system, FIG. 2 is a view in the direction of the ■ arrow in FIG.
The figure and Figure 4 are sectional views taken along the ■-■ line and ■-■ line in Figure 2;
Figures 5 and 6 are a simplified plan view and a side view, and Figures 7 and 8 are diagrams illustrating the action of a wheel climbing a protrusion on the road surface.
The figures are a simplified plan view and side view for explaining the action during braking. 1...Wheel, 2...Knuckle, 3...Upper control arm, 4...Roll arm to lower controller 1,
78... Pivot, 12... Support shaft, 13.14... Axial cylinder, 15... l: Partial support arm, 16... Lower support arm, 17.
...Connecting rod, 22.23... Core shaft, 24... Elastic member, 25... Outer protrusion, 26... Inner protrusion, 27...
...Concave curved surface, 28...Gap

Claims (2)

【特許請求の範囲】[Claims] （１）車輪を支承するナックルに先端を連接した上下一
対のアッパコントロールアーム及びロアコントロールア
ームの各基端一側部を車体に上下揺動自在に枢着し、車
体に弾性部材を介して支持されて上下方向に延びる支軸
に突設された一対の上部支腕及び下部支腕にアッパコン
トロールアーム及びロアコントロールアームの各基端他
側部をそれぞれ連結した、自動車の車輪懸架装置におい
て、支軸を、一側面に上部支腕を突設した上部軸筒と、
この上部軸筒の下方にあって一側面に下部支腕を突設し
た下部軸筒と、上部支腕及び下部支腕を相互に一体に連
結する連結杆とから構成し、各軸筒と、その中心部に配
置されると共に車体に固着される芯軸との間に弾性部材
を介装したことを特徴とする、自動車の車輪懸架装置。(1) One side of each base end of a pair of upper and lower control arms whose tips are connected to the knuckles that support the wheels are pivoted to the vehicle body so as to be able to swing vertically, and are supported by the vehicle body via elastic members. In a wheel suspension system for an automobile, the base ends of an upper control arm and a lower control arm are connected to a pair of upper support arms and a lower support arm that are protruded from a support shaft extending in the vertical direction. a shaft, an upper shaft cylinder having an upper support arm protruding from one side;
It is composed of a lower shaft cylinder with a lower support arm protruding from one side below the upper shaft cylinder, and a connecting rod that integrally connects the upper support arm and the lower support arm to each other, and each shaft cylinder, A wheel suspension system for an automobile, characterized in that an elastic member is interposed between a core shaft disposed at the center thereof and fixed to a vehicle body. （２）第（１）項記載のものにおいて、軸筒及び芯軸に
、それらの周方向で対向する複数の外側突起及び内側突
起をそれぞれ形成すると共に、相隣る内側突起間を凹湾
曲面で連結し、この凹湾曲面に密接する弾性部材を外側
突起に被着すると共に、この弾性部材の自由状態時、該
部材と内側突起との間に間隙を設けたことを特徴とする
、自動車の車輪懸架装置。(2) In the item described in paragraph (1), a plurality of outer protrusions and inner protrusions are formed on the shaft cylinder and the core shaft, respectively, facing each other in the circumferential direction, and a concave curved surface is formed between the adjacent inner protrusions. An automobile characterized in that an elastic member is attached to the outer protrusion and is connected to the concave curved surface, and a gap is provided between the elastic member and the inner protrusion when the elastic member is in a free state. wheel suspension.
JP28987688A 1988-11-16 1988-11-16 Automotive wheel suspension Expired - Fee Related JP2612754B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP28987688A JP2612754B2 (en) 1988-11-16 1988-11-16 Automotive wheel suspension
US07/434,752 US5026090A (en) 1988-11-16 1989-11-13 Wheel suspension system for automobiles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP28987688A JP2612754B2 (en) 1988-11-16 1988-11-16 Automotive wheel suspension

Publications (2)

Publication Number Publication Date
JPH02136309A true JPH02136309A (en) 1990-05-24
JP2612754B2 JP2612754B2 (en) 1997-05-21

Family

ID=17748913

Family Applications (1)

Application Number Title Priority Date Filing Date
JP28987688A Expired - Fee Related JP2612754B2 (en) 1988-11-16 1988-11-16 Automotive wheel suspension

Country Status (1)

Country Link
JP (1) JP2612754B2 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012502849A (en) * 2008-09-17 2012-02-02 ルノー・トラックス Vehicle comprising at least two cab suspension units and the same cab suspension unit
CN102869561A (en) * 2010-03-16 2013-01-09 雷诺卡车公司 Cab suspension unit and vehicle comprising at least two such cab suspension units

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012502849A (en) * 2008-09-17 2012-02-02 ルノー・トラックス Vehicle comprising at least two cab suspension units and the same cab suspension unit
CN102869561A (en) * 2010-03-16 2013-01-09 雷诺卡车公司 Cab suspension unit and vehicle comprising at least two such cab suspension units
JP2013522107A (en) * 2010-03-16 2013-06-13 ルノー・トラックス Vehicle including a cab suspension unit and at least two such cab suspension units

Also Published As

Publication number Publication date
JP2612754B2 (en) 1997-05-21

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