JPH036002B2 - - Google Patents

Info

Publication number
JPH036002B2
JPH036002B2 JP26548184A JP26548184A JPH036002B2 JP H036002 B2 JPH036002 B2 JP H036002B2 JP 26548184 A JP26548184 A JP 26548184A JP 26548184 A JP26548184 A JP 26548184A JP H036002 B2 JPH036002 B2 JP H036002B2
Authority
JP
Japan
Prior art keywords
strut
support member
wheel support
link
vehicle body
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.)
Expired
Application number
JP26548184A
Other languages
Japanese (ja)
Other versions
JPS61143208A (en
Inventor
Teruo Myauchi
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan 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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP26548184A priority Critical patent/JPS61143208A/en
Publication of JPS61143208A publication Critical patent/JPS61143208A/en
Publication of JPH036002B2 publication Critical patent/JPH036002B2/ja
Granted legal-status Critical Current

Links

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
    • B60G3/202—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid having one longitudinal arm and two parallel transversal arms, e.g. dual-link type strut suspension
    • B60G3/205—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid having one longitudinal arm and two parallel transversal arms, e.g. dual-link type strut suspension with the pivotal point of the longitudinal arm being on the vertical plane defined by the wheel rotation axis and the wheel ground contact point
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/001—Arrangements for attachment of dampers
    • B60G13/005—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit
    • B60G13/006—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit on the stub axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/07—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the damper
    • 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
    • B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
    • 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
    • B60G2204/129—Damper mount on wheel suspension or knuckle

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は、ストラツト式サスペンシヨンに関
するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) This invention relates to a strut suspension.

（従来の技術） 従来のストラツト式サスペンシヨンとしては、
例えば第５図に示すようなものがある（自動車工
学全書11 ステアリング、サスペンシヨン 121
ページ 昭和55年８月20日(株)山海堂発行）。すな
わち、シヨツクアブソーバを内蔵するストラツト
１００の下端部を車輪支持部材に固定し、該車輪
支持部材にロアコントロールアーム１０１の外端
部を揺動可能に軸支すると共に、ストラツト１０
０上端部を車体に揺動可能にマウントし、車輪支
持部材にて車輪１０２を回転自在に支持するもの
である。(Conventional technology) As a conventional strut type suspension,
For example, there is something like the one shown in Figure 5 (Automotive Engineering Complete Book 11 Steering, Suspension 121
Page Published by Sankaido Co., Ltd. on August 20, 1980). That is, the lower end of the strut 100 containing the shock absorber is fixed to a wheel support member, and the outer end of the lower control arm 101 is swingably supported on the wheel support member.
The upper end of the wheel 102 is swingably mounted on the vehicle body, and the wheel 102 is rotatably supported by a wheel support member.

そして、ストラツト１００に固設したロアシー
ト１０３とアツパシート１０４との間に圧縮させ
て介装したコイルスプリング１０５にて、車重を
支持する。 The weight of the vehicle is supported by a coil spring 105 that is compressed and interposed between a lower seat 103 and a top seat 104 that are fixed to the strut 100.

（発明が解決しようとする問題点） しかしながら、このような従来のストラツト式
サスペンシヨンにあつては、ストラツト１００に
て車輪支持部材と車体とを上下方向に連結する構
造となつていたため、路面からの車輪１０２への
入力Fx，Fyによつてストラツト１００の上端部
に車幅方向外側に向けて作用する反力F1を生じ、
その結果ストラツト１００に曲げモーメントM1
を発生し、第６図に示すようにストラツト１００
が曲げ変形し、シヨツクアブソーバのピストン１
０６とチユーブ１０７との間およびロツドガイド
１０８とピストンロツド１０９との間の各摺動部
に摩擦を生じて乗り心地が悪化するという問題点
があつた。(Problems to be Solved by the Invention) However, in the case of such a conventional strut type suspension, since the strut 100 connects the wheel support member and the vehicle body in the vertical direction, The inputs Fx and Fy to the wheels 102 generate a reaction force F 1 that acts outward in the vehicle width direction at the upper end of the strut 100,
As a result, the bending moment M 1 in the strut 100
The strut 100 is generated as shown in FIG.
is bent and deformed, and piston 1 of the shock absorber
There is a problem in that friction occurs in each sliding portion between the piston rod 06 and the tube 107 and between the rod guide 108 and the piston rod 109, resulting in poor riding comfort.

（問題点を解決するための手段および作用） この発明は、このような従来の問題点に鑑みて
なされたもので、その構成は、車輪を回転自在に
支持する車輪支持部材と、下端部を該車輪支持部
材に固定され、上端部をマウント装置を介して車
体に連結されると共に、車重を支持するストラツ
トと、外端部を該車輪支持部材に揺動可能に軸支
し、内端部を車体に揺動可能に軸支して、該車輪
支持部材と車体とを車幅方向に連結するロアコン
トロールリンクと、一端部を該車輪支持部材に結
合し、該車輪支持部材と車体とを前後方向に連結
するラジアスリンクとを有するストラツト式サス
ペンシヨンにおいて、前記ストラツトの上部に車
幅方向内側に向けて作用する反力が生ずるよう
に、前記ラジアスリンクを弾性変形させたストラ
ツト式サスペンシヨンである。(Means and effects for solving the problem) The present invention was made in view of the above-mentioned conventional problems, and has a structure including a wheel support member that rotatably supports a wheel, and a lower end portion of the wheel support member. A strut is fixed to the wheel support member, has an upper end connected to the vehicle body via a mounting device, and supports the weight of the vehicle; a lower control link which is pivotably supported on the vehicle body to connect the wheel support member and the vehicle body in the vehicle width direction; A strut type suspension having a radius link that connects the struts in the longitudinal direction, the radius link being elastically deformed so as to generate a reaction force acting inward in the vehicle width direction at the upper part of the strut. It is.

従つて、ストラツトの上部に車幅方向内側に向
けて作用する反力を生じ、ストラツト式サスペン
シヨンの構造上から生ずる車幅方向外側に向けて
作用する反力と対向して作用するので、ストラツ
トの曲げ変形量が減少し、摺動摩擦を減少するこ
とができる。 Therefore, a reaction force is generated at the upper part of the strut that acts inward in the vehicle width direction, and this acts in opposition to the reaction force that acts outward in the vehicle width direction, which is caused by the structure of the strut type suspension. The amount of bending deformation is reduced, and sliding friction can be reduced.

（実施例） 以下、この発明の実施例について図面を参照し
て説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

第１〜４図は、この発明をフロントエンジン・
フロントドライブ車の後輪を支持するパラレルリ
ンク型のストラツト式サスペンシヨンに適用した
一実施例を示す。図中において符号１はストラツ
トで、筒状のストラツト本体２と該本体２に内蔵
したシヨツクアブソーバ３とにて構成され、シヨ
ツクアブソーバ３のピストンロツド４上端部は、
ボルト５にて車体６に固定したマウント装置７を
介して、車体６に若干の揺動可能に取付けられて
いる。８は車体６側のアツパシート９とストラツ
ト本体２に固設したロアシート１０との間に圧縮
させて介装したコイルスプリングで、車重を支持
する作用を有する。１１はバンパラバーである。
ストラツト１の下端部は、ブラケツト３０に溶接
等の手段にて固定され、該ブラケツト３０を車輪
支持部材１２にボルト１３ａ，１３ｂにて固定し
てある。３１はカム式のキヤンバ角調整機構を示
し、下方のボルト１３ｂを中心とするブラケツト
３０の弧状の一対の長孔３０ａと、ブラケツト３
０に固定した一対の案内部材３２ａ，３２ｂと、
案内部材３２ａ，３２ｂにそれぞれ係合する一対
の偏心カムデイスク３３ａ，３３ｂと、車輪支持
部材１２に嵌挿され、これらを締付けるボルト１
３ａとにて構成され、偏心カムデイスク３３ａ，
３３ｂを適当に回動させることにより、車輪支持
部材１２を上方のボルト１３ａと共に下方のボル
ト１３ｂを中心として傾動させることができ、こ
れによつてキヤンバ角を調整することができる。
車輪支持部材１２は、そのスピンドル１２ａに車
輪１４を回転自在に支持し、車幅方向に連結する
ロアコントロールリンク１５および車体６の前後
方向に連結するラジアスリンク１６にて車体６に
支持される。ロアコントロールリンク１５は、第
２図に示すようにフロントリンク１５ａとリアリ
ンク１５ｂとを平行配置してパラレルリンク型と
なつている。フロントリンク１５ａおよびリアリ
ンク１５ｂは、その外端部を車輪支持部材１２の
前後両側に位置させて、それぞれブツシユ１７，
１８を介装してボルト・ナツト１９にて車輪支持
部材１２に揺動可能に軸支すると共に、その内端
部をそれぞれブツシユ２０，２１を介装してボル
ト・ナツト２２，２３にて車体６に揺動可能に軸
支してある。２４はカム式のト−角調整機構であ
る。 Figures 1 to 4 show this invention as a front engine engine.
An embodiment will be shown in which the present invention is applied to a parallel link type strut type suspension that supports the rear wheels of a front-drive vehicle. In the figure, reference numeral 1 denotes a strut, which is composed of a cylindrical strut body 2 and a shock absorber 3 built into the body 2. The upper end of the piston rod 4 of the shock absorber 3 is
It is attached to the vehicle body 6 so as to be able to swing slightly via a mounting device 7 fixed to the vehicle body 6 with bolts 5. A coil spring 8 is compressed and interposed between an upper seat 9 on the side of the vehicle body 6 and a lower seat 10 fixed to the strut body 2, and has the function of supporting the weight of the vehicle. 11 is a bumper rubber.
The lower end of the strut 1 is fixed to a bracket 30 by means such as welding, and the bracket 30 is fixed to the wheel support member 12 with bolts 13a and 13b. Reference numeral 31 indicates a cam-type camber angle adjustment mechanism, which has a pair of arc-shaped elongated holes 30a in the bracket 30 centered around the lower bolt 13b, and
A pair of guide members 32a, 32b fixed at 0,
A pair of eccentric cam disks 33a, 33b that engage with the guide members 32a, 32b, respectively, and a bolt 1 that is inserted into the wheel support member 12 and tightens them.
3a, an eccentric cam disk 33a,
By appropriately rotating 33b, the wheel support member 12 can be tilted together with the upper bolt 13a about the lower bolt 13b, thereby adjusting the camber angle.
The wheel support member 12 rotatably supports a wheel 14 on its spindle 12a, and is supported by the vehicle body 6 by a lower control link 15 connected in the vehicle width direction and a radius link 16 connected in the longitudinal direction of the vehicle body 6. As shown in FIG. 2, the lower control link 15 has a parallel link type in which a front link 15a and a rear link 15b are arranged in parallel. The front link 15a and the rear link 15b have their outer ends located on both front and rear sides of the wheel support member 12, and are connected to the bushes 17 and 15, respectively.
18 is interposed and is swingably supported on the wheel support member 12 by a bolt and nut 19, and the inner end thereof is supported by bolts and nuts 22 and 23 with bushes 20 and 21, respectively, to the vehicle body. It is pivotably supported at 6. 24 is a cam type toe angle adjustment mechanism.

そして、ラジアスリンク１６は、第４図に示す
ように、仮想線にて示す従来のラジアスリンク１
６′と比較して、その端部を内方に折曲げた形状
を与えて、車幅方向両側に設けられる車輪支持部
材１２のカラー１２ｂの間隔より狭くなつてい
る。このようなラジアスリンク１６は、その端部
を弾性的に拡開させて、ブツシユ２５を介装し
て、車輪支持部材１２のロアコントロールリンク
１５の軸支点Ｏ（第１図参照）より下方に位置す
るカラー１２ｂに、ナツト２６を締付けて取付け
ると共に、中央部両側をブツシユ２７を介装させ
てブラケツト２８にて車体６に取付けてある。従
つて、ラジアスリンク１６は、車輪支持部材１２
と車体６とを前後方向に連結すると共に、車体６
のロールを抑えるスタビライザとしての作用を有
する。 As shown in FIG. 4, the radius link 16 is similar to the conventional radius link 1 shown in phantom lines.
6', its ends are bent inward, and the spacing is narrower than the spacing between the collars 12b of the wheel support members 12 provided on both sides in the vehicle width direction. Such a radius link 16 has its end portion elastically expanded, and a bush 25 is interposed therebetween, so that the radius link 16 extends downward from the pivot point O (see FIG. 1) of the lower control link 15 of the wheel support member 12. It is attached to the located collar 12b by tightening a nut 26, and is attached to the vehicle body 6 with a bracket 28 with bushes 27 interposed on both sides of the center portion. Therefore, the radius link 16 is connected to the wheel support member 12.
and the vehicle body 6 in the longitudinal direction, and the vehicle body 6
It acts as a stabilizer to suppress the roll.

次に作用について説明する。 Next, the effect will be explained.

ラジアスリンク１６は、ロアコントロールリン
ク１５すなわちフロントリンク１５ａおよびリア
リンク１５ｂの軸支点Ｏより下方において車輪支
持部材１２に支持され、車輪支持部材１２を内側
に付勢する弾性的反撥力F2を有するため、スト
ラツト１の上部のマウント装置７には、ストラツ
ト式サスペンシヨンの構造上から生ずる車幅方向
外側に向けて作用する反力F1に対向する車幅方
向内側に向けて作用する反力F3を生じ、ストラ
ツト１に曲げモーメントM2を発生する。しかし
て、この車幅方向内側に向けて作用する反力F3
は、前記した車幅方向外側への反力F1に対向し、
現実のストラツト１の曲げモーメント（M1−
M2）ひいては曲げ変形量を減少させる。その結
果、第６図に示すピストン１０６およびロツドガ
イド１０８の各摺動部の摩擦を減少させることが
できる。 The radius link 16 is supported by the wheel support member 12 below the pivot point O of the lower control link 15, that is, the front link 15a and the rear link 15b, and has an elastic repulsive force F2 that urges the wheel support member 12 inward. Therefore, the mount device 7 on the upper part of the strut 1 receives a reaction force F1 that acts inward in the vehicle width direction, which is opposite to a reaction force F1 that acts outward in the vehicle width direction, which is generated due to the structure of the strut type suspension. 3 and generates a bending moment M 2 in the strut 1. Therefore, this reaction force F 3 that acts inward in the vehicle width direction
is opposed to the reaction force F 1 to the outside in the vehicle width direction,
The bending moment of the actual strut 1 (M 1 −
M2 ) In turn, the amount of bending deformation is reduced. As a result, the friction of each sliding portion of the piston 106 and rod guide 108 shown in FIG. 6 can be reduced.

なお、ラジアスリンク１６の車輪支持部材１２
への支持が、ロアコントロールリンク１５の軸支
点Ｏより上方位置となるストラツト式サスペンシ
ヨンにあつては、ラジアスリンク１６の端部を拡
開させた状態に製作し、端部間隔を弾性的に縮小
させて車輪支持部材１２に取付けることにより、
ストラツト１の上部に車幅方向内側に向けて作用
する反力F3を与えることができ、上記実施例と
同様の作用が得られる。 Note that the wheel support member 12 of the radius link 16
In the case of a strut-type suspension in which the support for the lower control link 15 is located above the pivot point O of the lower control link 15, the radius link 16 is manufactured with its ends widened, and the distance between the ends is adjusted elastically. By reducing the size and attaching it to the wheel support member 12,
A reaction force F3 acting inward in the vehicle width direction can be applied to the upper part of the strut 1, and the same effect as in the above embodiment can be obtained.

（発明の効果） 以上の説明から理解されるように、この発明に
よれば、ラジアスリンクの弾性的反撥力を利用し
て、ストラツトに作用する曲げモーメントを打消
し合わせてストラツトの曲げ変形量を減少するこ
とができ、ストラツト式サスペンシヨンの構成部
材を増加することなく、ストラツトの摺動摩擦が
減少するので、簡素な構造にて車両の乗り心地を
向上することができるという効果が得られる。(Effects of the Invention) As understood from the above description, according to the present invention, the amount of bending deformation of the strut is reduced by using the elastic repulsive force of the radius link to cancel out the bending moment acting on the strut. Since the sliding friction of the strut is reduced without increasing the number of structural members of the strut type suspension, it is possible to obtain the effect that the ride comfort of the vehicle can be improved with a simple structure.

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

第１図はこの発明の一実施例を示す一部切開し
た正面図、第２図は同じく平面図、第３図は同じ
く側面図、第４図はラジアスリンクの平面図、第
５図は従来構造を示す概略正面図、第６図は作用
説明図である。 １：ストラツト、２：ストラツト本体、３：シ
ヨツクアブソーバ、４：ピストンロツド、６：車
体、７：マウント装置、８：コイルスプリング、
１２：車輪支持部材、１２ａ：スピンドル、１２
ｂ：カラー、１３ａ，１３ｂ：ボルト、１４：車
輪、１５：ロアコントロールリンク、１５ａ：フ
ロントリンク、１５ｂ：リアリンク、１６：ラジ
アスリンク、３０：ブラケツト、３０ａ：長孔、
３１：キヤンバ角調整機構、３２ａ，３２ｂ：案
内部材、３３ａ，３３ｂ：偏心カムデイスク。 Fig. 1 is a partially cutaway front view showing an embodiment of the present invention, Fig. 2 is a plan view, Fig. 3 is a side view, Fig. 4 is a plan view of a radius link, and Fig. 5 is a conventional A schematic front view showing the structure and FIG. 6 are action explanatory views. 1: strut, 2: strut body, 3: shock absorber, 4: piston rod, 6: vehicle body, 7: mount device, 8: coil spring,
12: Wheel support member, 12a: Spindle, 12
b: Collar, 13a, 13b: Bolt, 14: Wheel, 15: Lower control link, 15a: Front link, 15b: Rear link, 16: Radius link, 30: Bracket, 30a: Long hole,
31: camber angle adjustment mechanism, 32a, 32b: guide member, 33a, 33b: eccentric cam disk.

Claims (1)

【特許請求の範囲】[Claims] １ 車輪を回転自在に支持する車輪支持部材と、
下端部を該車輪支持部材に固定され、上端部をマ
ウント装置を介して車体に連結されると共に、車
重を支持するストラツトと、外端部を該車輪支持
部材に揺動可能に軸支し、内端部を車体に揺動可
能に軸支して、該車輪支持部材と車体とを車幅方
向に連結するロアコントロールリンクと、一端部
を該車輪支持部材に結合し、該車輪支持部材と車
体とを前後方向に連結するラジアスリンクとを有
するストラツト式サスペンシヨンにおいて、前記
ストラツトの上部に車幅方向内側に向けて作用す
る反力が生ずるように、前記ラジアスリンクを弾
性変形させたことを特徴とするストラツト式サペ
ンシヨン。1. A wheel support member that rotatably supports the wheel;
The lower end is fixed to the wheel support member, the upper end is connected to the vehicle body via a mount device, and the strut supports the weight of the vehicle, and the outer end is pivotably supported on the wheel support member. , a lower control link whose inner end is pivotably supported on the vehicle body to connect the wheel support member and the vehicle body in the vehicle width direction; and a lower control link whose one end is coupled to the wheel support member, and the wheel support member In a strut-type suspension having a radius link that connects the strut and the vehicle body in the longitudinal direction, the radius link is elastically deformed so as to generate a reaction force acting inward in the vehicle width direction on the upper part of the strut. A strut type suspension featuring
JP26548184A 1984-12-18 1984-12-18 Strut type suspension Granted JPS61143208A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP26548184A JPS61143208A (en) 1984-12-18 1984-12-18 Strut type suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP26548184A JPS61143208A (en) 1984-12-18 1984-12-18 Strut type suspension

Publications (2)

Publication Number Publication Date
JPS61143208A JPS61143208A (en) 1986-06-30
JPH036002B2 true JPH036002B2 (en) 1991-01-29

Family

ID=17417771

Family Applications (1)

Application Number Title Priority Date Filing Date
JP26548184A Granted JPS61143208A (en) 1984-12-18 1984-12-18 Strut type suspension

Country Status (1)

Country Link
JP (1) JPS61143208A (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0240603U (en) * 1988-09-13 1990-03-20
JPH0240608U (en) * 1988-09-13 1990-03-20
JPH02225116A (en) * 1988-11-09 1990-09-07 Daihatsu Motor Co Ltd Strut type front wheel suspension of automobile

Also Published As

Publication number Publication date
JPS61143208A (en) 1986-06-30

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