JPH0399915A - Axle suspension device - Google Patents

Axle suspension device

Info

Publication number
JPH0399915A
JPH0399915A JP23771889A JP23771889A JPH0399915A JP H0399915 A JPH0399915 A JP H0399915A JP 23771889 A JP23771889 A JP 23771889A JP 23771889 A JP23771889 A JP 23771889A JP H0399915 A JPH0399915 A JP H0399915A
Authority
JP
Japan
Prior art keywords
pair
upper arm
reduction gear
final reduction
arm
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
Application number
JP23771889A
Other languages
Japanese (ja)
Inventor
Masaru Kato
優 加藤
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.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
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 Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP23771889A priority Critical patent/JPH0399915A/en
Publication of JPH0399915A publication Critical patent/JPH0399915A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/314—Rigid axle suspensions with longitudinally arranged arms articulated on the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/121—Constructional features of arms the arm having an H or X-shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/20—Constructional features of semi-rigid axles, e.g. twist beam type axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/70—Materials used in suspensions
    • B60G2206/72—Steel
    • B60G2206/722—Plates

Abstract

PURPOSE:To make excellent rigidity and flexibility compatible by forming an upper arm to support a final reduction gear into an about H-shaped pattern, and connecting a pair of its front ends to a car body and a pair of its rear ends to both sides of the final reduction gear respectively. CONSTITUTION:A pair of lower arms 10 support an axle 11 on a car body, and a pair of upper arms 12 support a final reduction gear 13 on a car body frame 14. In this case, the upper arm 12 is formed of a pair of straight-line shaped arm parts 12a, a connecting part 12b to mutually connect their central parts and an angle brace part 12c to connect the arm part 12a with the connecting part 12b into an about H-shaped pattern. The upper arm 12 rotatably connects a front end 12d of the arm part 12a to the car body frame 14, and similarly its rear end 12e to a supporting part protrusively provided on both sides of the final reduction gear 13. Thus excellent rigidity and flexibility can be made compatible, and the degree of design freedom also can be improved.

Description

【発明の詳細な説明】 ａ、　産業上の利用分野 本発明は、車軸懸架装置に関する。[Detailed description of the invention] a. Industrial application field The present invention relates to an axle suspension system.

ｂ、　従来の技術とその課題 第６図〜第８図は、従来の車軸懸架装置の例を示すもの
である。b. Prior art and its problems Figures 6 to 8 show examples of conventional axle suspension systems.

この装置は、一対のロアアーム１．１によって車軸２．
２を支持するとともに、１つのアッパアーム３によって
終減速装置４を支持している。This device comprises a pair of lower arms 1.1 and an axle 2.1.
2, and one upper arm 3 supports the final reduction gear 4.

アッパアーム３は、略Ａ字状に形成され、その一対の前
方端部３ａ、　３ａが車体フレーム５に枢支され、その
１つの後方端部３ｂがボールジヨイント６を介して終減
速装置ｆ４の上部に連結されている。The upper arm 3 is formed in a substantially A-shape, and its pair of front end portions 3a, 3a are pivotally supported by the vehicle body frame 5, and its one rear end portion 3b is connected to the final reduction gear f4 via a ball joint 6. connected to the top.

ところで、上記の装置では、アッパアーム３の後方端部
３ｂを連結するボールジヨイント６の配設位置がかなり
高くなるため、この配設位置に係る設計の自由度が小さ
くなる不具合があった。However, in the above-mentioned device, the ball joint 6 that connects the rear end portion 3b of the upper arm 3 is arranged at a considerably high position, so there is a problem that the degree of freedom in design regarding this arrangement position is reduced.

また、上記装置では、終減速装置４が片方にオフセット
されて配設される場合には、そのボールジヨイント６の
位置もオフセットされるため、左右旋回性能のバランス
がくずれる欠点があった。Further, in the above-mentioned device, when the final reduction gear 4 is arranged offset to one side, the position of the ball joint 6 is also offset, which has the disadvantage that the balance between left and right turning performance is lost.

他方、従来より、一対のアッパアーム（図示せず）を用
いた車軸懸架装置がある。On the other hand, conventionally, there is an axle suspension system that uses a pair of upper arms (not shown).

この装置では、一対のアッパアームの後方端部をそれぞ
れ終減速装置の左右側部に連結している。In this device, the rear end portions of the pair of upper arms are connected to the left and right side portions of the final reduction gear, respectively.

このため、アッパアームの配設位置における設計の自由
度が大きくなる長所が得られる。Therefore, there is an advantage that the degree of freedom in designing the arrangement position of the upper arm is increased.

しかしながら、この装置では、車両の前後方向の力に対
しては強いが、車軸方向（横方向）のヵおよびローリン
グに対しては弱かった。However, although this device is strong against forces in the longitudinal direction of the vehicle, it is weak against force in the axle direction (lateral direction) and rolling.

一般に、アッパアームは、車両前後方向および車軸方向
に対して剛性を有し、ローリングに対しては柔軟性を有
し、しかも、それぞれの方向の力に対して十分に耐え得
る強度も有している必要がある。In general, an upper arm is rigid in the longitudinal direction of the vehicle and in the axle direction, has flexibility against rolling, and has sufficient strength to withstand forces in each direction. There is a need.

上記装置では、とくに車軸方向における剛性および強度
が不十分であった。The above device had insufficient rigidity and strength, particularly in the axle direction.

本発明は、上記実情に鑑みてなされたもので、アッパア
ームの配設位置における設計の自由度が高く、かつ車両
前後方向、車軸方向およびローリング方向のそれぞれの
力に対して十分な剛性、柔軟性および強度を有する車軸
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 has a high degree of freedom in designing the arrangement position of the upper arm, and has sufficient rigidity and flexibility against forces in the vehicle longitudinal direction, axle direction, and rolling direction. and an axle suspension system having strength.

Ｃ６課題を解決するための手段 本発明では、上記目的を達成するために、一対のロアア
ームによって車軸を支持し、アッパアームによって終減
速装置を支持した車軸懸架装置において、上記アッパア
ームを略Ｕ字状に形成し、その一対の前方端部を車体に
連結するとともに、その一対の後方端部を上記Ｎ１ｆｉ
速装置の左右側部にそれぞれ連結した構成としている。C6 Means for Solving Problems In order to achieve the above object, the present invention provides an axle suspension system in which an axle is supported by a pair of lower arms and a final reduction gear is supported by an upper arm, in which the upper arm is formed into a substantially U-shape. The pair of front ends are connected to the vehicle body, and the pair of rear ends are connected to the N1fi
The structure is such that they are connected to the left and right sides of the speed device, respectively.

ｄ、　実施例 以下、本発明に係る車軸懸架装置の一実施例について、
添附図面を参照しながら詳細に説明する。d. Example Hereinafter, an example of the axle suspension system according to the present invention will be described.
A detailed description will be given with reference to the accompanying drawings.

第１図〜第５図は、本発明の一実施例を示すものである
。1 to 5 show an embodiment of the present invention.

本実施例の装置では、一対のロアアーム１０．１０によ
って車軸１１．１１を車体（図示せず）に支持するとと
もに、アッパアーム１２によって終減速装置１３を車体
フレーム１４に支持している。In the device of this embodiment, an axle 11.11 is supported on a vehicle body (not shown) by a pair of lower arms 10.10, and a final reduction gear 13 is supported on a vehicle body frame 14 by an upper arm 12.

アッパアーム１２は、一対の直線状腕部１２ａ、　１２
ａと、これら間を中央で結ぶ連絡部１２ｂ　と、それぞ
れの腕部１２ａ、　１２ａと連絡部１２ｂ　とを結ぶ４
角に配設された略三角形の方づえ部１２ｃ、　１２ｃ、
　１２ｃ、　１２ｃ　とから形成されている。The upper arm 12 has a pair of linear arm portions 12a, 12.
a, a connecting part 12b connecting these at the center, and 4 connecting each arm part 12a, 12a and connecting part 12b.
Approximately triangular cane portions 12c, 12c disposed at the corners;
12c, 12c.

アッパアーム１２は、その腕部１２ａ、　１２ａの前方
端部１２ｄ、　１２ｄが車体フレーム１４に回動自在に
連結され、その後方端部１２ｅ、　１２ｅが終減速装置
１３の左右側に突設された支持部１３ａ、　１３ａに回
動自在に連結されている。The upper arm 12 has front end portions 12d, 12d of the arm portions 12a, 12a rotatably connected to the vehicle body frame 14, and rear end portions 12e, 12e of the upper arm 12, which are supported by protrusions on the left and right sides of the final reduction gear 13. It is rotatably connected to the parts 13a, 13a.

アッパアームＩ２の後方端部１２ｅ、　１２ｅと終減速
装置１３の支持部１３ａ、　１３ａとの連結は、第４図
に示すようにボールジヨイント１５．１５を介して行な
うが、あるいは、第５図に示すようにゴムブツシュ１６
．１６を介して行なうようにしても良い。The rear end portions 12e, 12e of the upper arm I2 are connected to the support portions 13a, 13a of the final reduction gear 13 through ball joints 15, 15 as shown in FIG. 4, or as shown in FIG. Rubber bushing 16 as shown
．． 16 may also be used.

本実施例では、アッパアーム１２は、その左右の腕部１
２ａ、　１２ａによって車両前後方向（第３図に示すＡ
方向）に対して剛性を有し、連絡部１２ｂおよび方づえ
部１２ｃ、　１２ｃ、　１２ｃ、　１２ｃによって車軸
方向（第３図に示すＢ方向）に対して同性を有し、連絡
部１２ｂによってローリング方向（第３図に示すＣ方向
）に対して柔軟性を有している。In this embodiment, the upper arm 12 has left and right arm portions 1
2a and 12a in the vehicle longitudinal direction (A shown in Figure 3).
The connecting portion 12b and the armrest portions 12c, 12c, 12c, 12c have the same rigidity in the axle direction (direction B shown in FIG. 3), and the connecting portion 12b has rigidity in the rolling direction. It has flexibility in the direction C (direction C shown in FIG. 3).

とくに、アッパアーム１２は、車軸方向のカに対しては
、連絡部１２ｂの曲げ剛性を大きくすることにより十分
な強度を有し、しがも、前後一対の方づえ部１２ｃ・１
２ｃによっても十分にその方向の剛性および強度が高め
られている。In particular, the upper arm 12 has sufficient strength against forces in the axle direction by increasing the bending rigidity of the connecting portion 12b, and the pair of front and rear support portions 12c and 1
2c also sufficiently increases the rigidity and strength in that direction.

また、連絡部１２ｂのねじり剛性を適当な大きさに設定
する′ことにより、とくに、方づえ部１２ｃ、　１２ｃ
。In addition, by setting the torsional rigidity of the connecting portion 12b to an appropriate value, the support portions 12c, 12c can be improved.
.

１２ｃ、１２ｃの影響を受けないその中央部の弾性によ
りローリング方向の力に対する十分な柔軟性が得られる
。12c, the elasticity of the central portion which is not affected by 12c provides sufficient flexibility against forces in the rolling direction.

第４図において判るように、本実施例では、アッパアー
ム１２の後方端部１２ｅ、　１２ｅの連結位置力、従来
の場合よりも距′ＨＤだけ低い位置になる。As can be seen in FIG. 4, in this embodiment, the connecting position force of the rear ends 12e, 12e of the upper arm 12 is at a position lower by a distance 'HD than in the conventional case.

なお、第１図において、１７は後輪である。In addition, in FIG. 1, 17 is a rear wheel.

ｅ、　発明の詳細 な説明したように、本発明に係る車軸懸架装置によれば
、アッパアームを略Ｕ字状に形成し、その一対の前方端
部を車体に連結しているので、該アッパアームの左右腕
部によって車両前後方向における十分な剛性を得ること
ができ、その連絡部によって車軸方向における十分な剛
性を得ることができ、また、その連絡部のねじり剛性を
適当な大きさに設定することによりローリング方向にお
ける十分な柔軟性を得ることができる。e. As described in detail, according to the axle suspension system according to the present invention, the upper arm is formed in a substantially U-shape, and the pair of front ends thereof are connected to the vehicle body, so that the upper arm is To obtain sufficient rigidity in the longitudinal direction of the vehicle by the left and right arm portions, to obtain sufficient rigidity in the axle direction by the connecting portion, and to set the torsional rigidity of the connecting portion to an appropriate size. This provides sufficient flexibility in the rolling direction.

また、上記効果に加えて、アッパアームの一対の後方端
部を終減速装置の左右側部にそれぞれ連結しているので
、そのアッパアームの配設位置における設計の自由度が
高い。In addition to the above effects, since the pair of rear end portions of the upper arm are respectively connected to the left and right side portions of the final reduction gear, there is a high degree of freedom in designing the arrangement position of the upper arm.

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

第１図〜第５図は本発明に係る車軸懸架装置の一実施例
を示し、第１図はその後方から見た様子を示す概念図、
第２図はその側方から見た様子を示す概念図、第３図は
そのアッパアームを示す斜視図、第４図および第５図は
そのアッパアームと終減速装置との連結方法を示す概念
図、第６図〜第８図は従来の車軸懸架装置を示し、第６
図はその後方から見た様子を示す概念図、第７図はその
側方から見た様子を示す概念図、第８図はそのアッパア
ームと終減速装置との連結位置を示すＷ１念図である。 １０・・・ロアアーム、 １２・・・アッパアーム、 １２ｂ・・・連絡部、 １２ｄ・・・前方端部、 １３・・・終減速装置、 １５・・・ボールジツイント、 １１・・・車軸、 １２ａ・・・腕部、 １２ｃ・・・方づえ部、 １２ｅ・・・後方端部、 １４・・・車体フレーム、 １６・・・ゴムブッシェ。 、届1 to 5 show an embodiment of an axle suspension system according to the present invention, and FIG. 1 is a conceptual diagram showing how it looks from the rear,
FIG. 2 is a conceptual diagram showing the side view, FIG. 3 is a perspective view of the upper arm, and FIGS. 4 and 5 are conceptual diagrams showing the method of connecting the upper arm to the final reduction gear. Figures 6 to 8 show conventional axle suspension systems;
The figure is a conceptual diagram showing how it looks from the rear, Figure 7 is a conceptual diagram showing how it looks from the side, and Figure 8 is a W1 conceptual diagram showing the connection position of the upper arm and final reduction gear. . DESCRIPTION OF SYMBOLS 10...Lower arm, 12...Upper arm, 12b...Connection part, 12d...Front end part, 13...Final reduction gear, 15...Ball gear insert, 11...Axle, 12a ...Arm portion, 12c...Legs, 12e...Rear end, 14...Vehicle frame, 16...Rubber busher. , notification

Claims (1)

【特許請求の範囲】[Claims] 　一対のロアアームによって車軸を支持し、アッパアー
ムによって終減速装置を支持した車軸懸架装置において
、上記アッパアームを略Ｈ字状に形成し、その一対の前
方端部を車体に連結するとともに、その一対の後方端部
を上記終減速装置の左右側部にそれぞれ連結したことを
特徴とする車軸懸架装置。In an axle suspension system in which an axle is supported by a pair of lower arms and a final reduction gear is supported by an upper arm, the upper arm is formed into a substantially H-shape, and its pair of front ends are connected to the vehicle body, and its pair of rear ends are connected to the vehicle body. An axle suspension system characterized in that end portions are respectively connected to left and right side portions of the final reduction gear.
JP23771889A 1989-09-13 1989-09-13 Axle suspension device Pending JPH0399915A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP23771889A JPH0399915A (en) 1989-09-13 1989-09-13 Axle suspension device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP23771889A JPH0399915A (en) 1989-09-13 1989-09-13 Axle suspension device

Publications (1)

Publication Number Publication Date
JPH0399915A true JPH0399915A (en) 1991-04-25

Family

ID=17019470

Family Applications (1)

Application Number Title Priority Date Filing Date
JP23771889A Pending JPH0399915A (en) 1989-09-13 1989-09-13 Axle suspension device

Country Status (1)

Country Link
JP (1) JPH0399915A (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6129367A (en) * 1995-06-16 2000-10-10 Zf Lemforder Metallwaren Ag Axle suspension for rigid axles in vehicles
WO2002045983A1 (en) * 2000-12-06 2002-06-13 The Boler Company Vehicle suspension assembly
EP1428698A1 (en) 1995-06-16 2004-06-16 ZF Lemförder Metallwaren AG Axle suspension for rigid axles in vehicles
KR100461608B1 (en) * 2002-11-01 2004-12-16 기아자동차주식회사 Structure for preventing roll suspension system of shaft of vehicle
EP1557302A3 (en) * 2004-01-21 2006-03-29 Automoviles Utilitarios, S.A. Suspension system for vehicles
EP1787833A1 (en) * 2005-11-22 2007-05-23 Frauenthal Deutschland GmbH Four-point-arm for connecting a rigid axle to the frame of a vehicle, particularly of a utility vehicle
EP2982526A1 (en) * 2014-08-09 2016-02-10 MAN Truck & Bus AG Four point link
EP2982528A1 (en) * 2014-08-09 2016-02-10 MAN Truck & Bus AG Axle suspension for steered rigid axles in vehicles, especially commercial vehicles
WO2022042944A1 (en) * 2020-08-31 2022-03-03 Zf Friedrichshafen Ag Four-point link for a chassis of a motor vehicle

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6129367A (en) * 1995-06-16 2000-10-10 Zf Lemforder Metallwaren Ag Axle suspension for rigid axles in vehicles
EP1428698A1 (en) 1995-06-16 2004-06-16 ZF Lemförder Metallwaren AG Axle suspension for rigid axles in vehicles
WO2002045983A1 (en) * 2000-12-06 2002-06-13 The Boler Company Vehicle suspension assembly
KR100461608B1 (en) * 2002-11-01 2004-12-16 기아자동차주식회사 Structure for preventing roll suspension system of shaft of vehicle
EP1557302A3 (en) * 2004-01-21 2006-03-29 Automoviles Utilitarios, S.A. Suspension system for vehicles
EP1787833A1 (en) * 2005-11-22 2007-05-23 Frauenthal Deutschland GmbH Four-point-arm for connecting a rigid axle to the frame of a vehicle, particularly of a utility vehicle
EP2982526A1 (en) * 2014-08-09 2016-02-10 MAN Truck & Bus AG Four point link
EP2982528A1 (en) * 2014-08-09 2016-02-10 MAN Truck & Bus AG Axle suspension for steered rigid axles in vehicles, especially commercial vehicles
WO2022042944A1 (en) * 2020-08-31 2022-03-03 Zf Friedrichshafen Ag Four-point link for a chassis of a motor vehicle

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