JPH0517042B2 - - Google Patents
Info
- Publication number
- JPH0517042B2 JPH0517042B2 JP60113643A JP11364385A JPH0517042B2 JP H0517042 B2 JPH0517042 B2 JP H0517042B2 JP 60113643 A JP60113643 A JP 60113643A JP 11364385 A JP11364385 A JP 11364385A JP H0517042 B2 JPH0517042 B2 JP H0517042B2
- Authority
- JP
- Japan
- Prior art keywords
- rubber member
- suspension
- ring
- shaped spacer
- inner cylinder
- 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 - Lifetime
Links
- 239000000725 suspension Substances 0.000 claims description 54
- 125000006850 spacer group Chemical group 0.000 claims description 25
- 238000006073 displacement reaction Methods 0.000 description 3
- 229920004943 Delrin® Polymers 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/04—Buffer means for limiting movement of arms
-
- 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
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/051—Trailing arm twist beam axles
- B60G21/052—Mounting means therefor
-
- 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
- B60G2204/1434—Mounting of suspension arms on the vehicle body or chassis in twist-beam axles arrangement
-
- 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
-
- 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
- B60G2204/44—Centering or positioning means
- B60G2204/4402—Spacers or shims
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Springs (AREA)
- Vehicle Body Suspensions (AREA)
- Vibration Prevention Devices (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、自動車の車体とサスペンシヨンアー
ムとの間に介設されるブツシユ装置、特に詳細に
は自動車の乗心地性能を向上させるために、サス
ペンシヨンのチルト剛性を低下させる機能を備え
たブツシユ装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a bushing device interposed between an automobile body and a suspension arm, and more particularly to a bushing device for improving the ride comfort performance of an automobile. This invention relates to a bushing device having a function of reducing the tilt rigidity of a suspension.
（従来技術）
車体に揺動自在に支持されたサスペンシヨンア
ームを備える自動車のサスペンシヨンにおいて
は、上記揺動の方向と異なる方向の力を吸収する
ために、サスペンシヨンアームの一端はブツシユ
装置を介して車体に支持されるようになつてい
る。このブツシユ装置は一般に、例えば実開昭51
−117948号公報に示されるように、車体に固定し
たブラケツトに支持された回動軸に内筒を嵌装
し、この内筒の外側にはサスペンシヨンアームの
一端が固定される外筒を配し、そしてこれら内、
外筒の間に、弾力的に変形しうるラバー部材を充
填して構成される。(Prior Art) In an automobile suspension equipped with a suspension arm that is swingably supported by the vehicle body, one end of the suspension arm is equipped with a bushing device in order to absorb force in a direction different from the direction of the swing. It is designed to be supported by the vehicle body through the This bushing device is generally used, for example, in
As shown in Publication No. 117948, an inner cylinder is fitted onto a rotating shaft supported by a bracket fixed to the vehicle body, and an outer cylinder to which one end of the suspension arm is fixed is arranged outside the inner cylinder. And among these,
It is constructed by filling an elastically deformable rubber member between the outer cylinders.
一方上述のようなサスペンシヨンアームを備え
るサスペンシヨンの一つとして、いわゆるコツペ
ルレンケル式サスペンシヨンが知られている。こ
のサスペンシヨンは第２，３図に示すように、左
右の車輪１０Ｌ，１０Ｒをそれぞれ回転自在に支
持して車体前後方向に延びるサスペンシヨンアー
ム１１Ｌ，１１Ｒの前端を、トーシヨンバー１２
を介して一体化し、そして上記アーム１１Ｌ，１
１Ｒをそれぞれブツシユ装置２０を介して、揺動
軸１３Ｌ，１３Ｒまわりに揺動可能に車体１５に
に支持してなるものである。このような構造のサ
スペンシヨンは、左右のアーム１１Ｌ，１１Ｒを
トーシヨンバー１２で一体化しているから、独立
懸架式のサスペンシヨンに比べれば横剛性が十分
に高いものとなつている。またこのサスペンシヨ
ンは、第４図に示すように左右輪１０Ｌ，１０Ｒ
の一方のみがバンプあるいはリバウンドして両輪
が上下方向に互いに逆相となつた際には、トーシ
ヨンバー１２がねじれて両アーム１１Ｌ，１１Ｒ
の角度差を吸収するので、一般的な車輪式サスペ
ンシヨンよりも乗心地性能が優れたものとなつて
いる。 On the other hand, a so-called Koppel-Lenkel suspension is known as one type of suspension equipped with a suspension arm as described above. As shown in FIGS. 2 and 3, in this suspension, the front ends of suspension arms 11L and 11R, which rotatably support left and right wheels 10L and 10R and extend in the longitudinal direction of the vehicle body, are connected to a torsion bar 12.
and the arms 11L, 1
1R is supported by the vehicle body 15 via a bushing device 20 so as to be swingable around swing shafts 13L and 13R, respectively. In a suspension having such a structure, the left and right arms 11L and 11R are integrated by the torsion bar 12, so the lateral rigidity is sufficiently high compared to an independent suspension. In addition, this suspension has left and right wheels 10L and 10R as shown in Figure 4.
When only one of the wheels bumps or rebounds and the two wheels are vertically out of phase with each other, the torsion bar 12 is twisted and both arms 11L, 11R
The suspension absorbs the angular difference between the wheels, resulting in superior ride comfort compared to general wheel-type suspensions.
ところで上記のようなサスペンシヨンにおいて
は従来、第５図に示すようなブツシユ装置２０が
使用されてきた。図示されるように、車体１５に
はブラケツト２１が固定され、このブラケツト２
１には回動軸２２が固定されている。この車幅方
向に延びる回動軸２２は第２図の揺動軸１３Ｌ，
１３Ｒとなるものであり、該回動軸２２には内筒
２３が回動自在に嵌装され、該内筒２３の外側に
は外筒２４が配されている。そしてこの内筒２３
と外筒２４との間にはゴム等のラバー部材２５が
充填されている。このラバー部材２５の片側面２
５ａおよび外筒２４の片側面２４ａとブラケツト
２１との間において内筒２３には、例えばデルリ
ン等からなる滑動リング２６とリング状スペーサ
２７とが嵌装され、外筒２４が回動軸２２に対し
て円滑に回動可能とされている。そして前記アー
ム１１Ｌ，１１Ｒの一端は、上記外筒２４の周面
に溶接等により固定される。このような構造のブ
ツシユ装置２０を用いれば、アーム１１Ｌ，１１
Ｒに対して車体横方向の荷重が加わつても、この
荷重はブラケツト２１によつて受け止められ、横
剛性の高いコツペルレンケル式サスペンシヨンが
実現される。 By the way, in the above-mentioned suspension, a bushing device 20 as shown in FIG. 5 has conventionally been used. As shown in the figure, a bracket 21 is fixed to the vehicle body 15.
1 has a rotation shaft 22 fixed thereto. This rotating shaft 22 extending in the vehicle width direction is the swinging shaft 13L shown in FIG.
13R, an inner cylinder 23 is rotatably fitted onto the rotation shaft 22, and an outer cylinder 24 is disposed outside the inner cylinder 23. And this inner cylinder 23
A rubber member 25 such as rubber is filled between the outer cylinder 24 and the outer cylinder 24 . One side 2 of this rubber member 25
A sliding ring 26 made of, for example, Delrin, and a ring-shaped spacer 27 are fitted into the inner cylinder 23 between one side 24a of the outer cylinder 24 and the bracket 21, and the outer cylinder 24 is attached to the rotating shaft 22. It is said that it can be rotated smoothly. One ends of the arms 11L and 11R are fixed to the circumferential surface of the outer cylinder 24 by welding or the like. If the bushing device 20 having such a structure is used, the arms 11L, 11
Even if a load is applied to R in the lateral direction of the vehicle body, this load is received by the bracket 21, and a Koppel-Lenkel suspension with high lateral rigidity is realized.
しかしながら上記のブツシユ装置２０において
は、前記第４図に示したように左右の車輪１０
Ｌ，１０Ｒが上下方向に互いに逆相となつたと
き、アーム１１Ｌ，１１Ｒが回動軸２２に対して
傾こうとしても、外筒２４およびラバー部材２５
の両端面がブラケツト２１に当接しているため、
ほとんど傾き得ない。したがつてアーム１１Ｌ，
１１Ｒを傾けようとする力は、ほとんど前述した
トーシヨンバー１２のねじれでしか吸収され得
ず、そのためサスペンシヨンのチルト剛性（ひね
り抵抗）が高くなり、自動車の乗心地性能を高め
る上で問題となつていた。 However, in the above bushing device 20, as shown in FIG.
When L and 10R are in opposite phases to each other in the vertical direction, even if the arms 11L and 11R try to tilt with respect to the rotation axis 22, the outer cylinder 24 and the rubber member 25
Since both end surfaces of are in contact with the bracket 21,
Almost impossible to lean. Therefore, arm 11L,
Most of the force that tries to tilt the 11R can only be absorbed by the twisting of the torsion bar 12 mentioned above, which increases the suspension's tilt rigidity (twisting resistance), which becomes a problem in improving the ride comfort of the car. Ta.
（発明の目的）
そこで本発明は、以上述べたコツペルレンケル
式サスペンシヨン等のチルト剛性を低下させ、よ
つて自動車の乗心地性能を高めることができるブ
ツシユ装置を提供することを目的とするものであ
る。(Object of the Invention) Therefore, it is an object of the present invention to provide a bushing device that can reduce the tilt rigidity of the above-mentioned Koppel-Lenkel suspension, etc., and thereby improve the ride comfort of an automobile. .
（発明の構成）
本発明の自動車用サスペンシヨンのブツシユ装
置は、先に述べたような車体前後方向に延びる左
右１対のサスペンシヨンアームと、これらのサス
ペンシヨンアーム間に橋渡されたトーシヨンバー
とを有する自動車用サスペンシヨンにおいて、
車体に固定されたブラケツトに回動自在に支持
され、サスペンシヨンアームの前端が固定される
ブツシユ装置であつて、
上記ブラケツトに取り付けられて車幅方向に延
びる回動軸に嵌装された内筒と、この内筒の外側
に配され上記サスペンシヨンアームの前端が固定
される外筒との間に第１ラバー部材が充填され、
この第１ラバー部材および上記外筒の片側面と
ブラケツトとの間において、該ブラケツトに対面
する側に滑動リングが、また上記片側面に対面す
る側にリング状スペーサがそれぞれ介設されると
ともに、
上記滑動リングおよびリング状スペーサの内径
が内筒の外径よりも大きく設定される一方、第１
ラバー部材が外筒の上記片側面まで達しない長さ
に形成され、
それにより該滑動リングおよびリング状スペー
サと内筒との間に形成された間隙および、内外筒
間でかつ第１ラバー部材とリング状スペーサとの
間に形成された間隙内に、第１ラバー部材よりも
軟質の第２ラバー部材が充填されていることを特
徴とするものである。(Structure of the Invention) The automotive suspension bushing device of the present invention includes a pair of left and right suspension arms extending in the longitudinal direction of the vehicle body as described above, and a torsion bar bridged between these suspension arms. A bushing device rotatably supported by a bracket fixed to the vehicle body, to which the front end of the suspension arm is fixed, the bushing device having a rotation shaft attached to the bracket and extending in the width direction of the vehicle. A first rubber member is filled between an inner cylinder fitted into the inner cylinder and an outer cylinder arranged outside the inner cylinder and to which the front end of the suspension arm is fixed, and the first rubber member and the outer cylinder between one side of the bracket and the bracket, a sliding ring is interposed on the side facing the bracket, and a ring-shaped spacer is interposed on the side facing the one side, and the inner diameter of the sliding ring and the ring-shaped spacer is is set larger than the outer diameter of the inner cylinder, while the first
The rubber member is formed to a length that does not reach the one side surface of the outer cylinder, thereby forming a gap between the sliding ring and the ring-shaped spacer and the inner cylinder, and between the inner and outer cylinders and the first rubber member. A second rubber member that is softer than the first rubber member is filled in the gap formed between the ring-shaped spacer and the ring-shaped spacer.
（実施例）
以下、図面に示す実施例に基づいて本発明を詳
細に説明する。(Example) Hereinafter, the present invention will be described in detail based on an example shown in the drawings.
第１図は本発明の第１実施例による自動車用サ
スペンシヨンのブツシユ装置を示すものである。
なおこの第１図に示すブツシユ装置５０は、前記
第２，３および４図に示したサスペンシヨンにお
いて、従来のブツシユ装置２０（第５図参照）に
代えて装着されうるものである。自動車の車体１
５に固定されたブラケツト２１には車幅方向に延
びる回動軸２２が固定され、この回動軸２２には
内筒２３が回動自在に嵌装され、該内筒２３の外
側には外筒２４が配されている。そして内筒２３
と外筒２４の間には、ゴム等からなる第１ラバー
部材５１が充填されている。この第１ラバー部材
５１の片側面５１ａおよび外筒２４の片側面２４
ａとブラケツト２１との間には、前述したデルリ
ン等からなりブラケツト２１に接する滑動リング
５２と、上記外筒２４の片側面２４ａに接するリ
ング状スペーサ５３とが介設されている。これら
滑動リング５２とリング状スペーサ５３は、その
内径が内筒２３の外径よりも大径となるように形
成されている。それにより滑動リング５２および
リング状スペーサ５３と内筒２３との間にはリン
グ状の間隙が形成され、この間隙内には第２ラバ
ー部材５４が充填されている。この第２ラバー部
材５４は、前記第１ラバー部材５１と同様にゴム
等からなるが、該第１ラバー部材５１よりも軟質
のラバー部材を用いて形成されている。また、外
筒２４の片側面２４ａが第１ラバー部材５１の片
側面５１ａよりも突出するように形成されている
ため、内外筒間において上記片側面５１ａとリン
グ状スペーサ５３との間にも間隙が形成されてお
り、第２ラバー部材５４はこの間隙内に充填され
るフランジ状部分を有する形状とされている。 FIG. 1 shows a bushing device for an automobile suspension according to a first embodiment of the present invention.
The bushing device 50 shown in FIG. 1 can be installed in place of the conventional bushing device 20 (see FIG. 5) in the suspensions shown in FIGS. 2, 3, and 4. car body 1
A rotating shaft 22 extending in the vehicle width direction is fixed to the bracket 21 fixed to the bracket 5, and an inner cylinder 23 is rotatably fitted onto the rotating shaft 22. A tube 24 is arranged. And inner cylinder 23
A first rubber member 51 made of rubber or the like is filled between the outer cylinder 24 and the outer cylinder 24 . One side 51a of the first rubber member 51 and one side 24 of the outer cylinder 24
A sliding ring 52 made of the aforementioned Delrin or the like and in contact with the bracket 21, and a ring-shaped spacer 53 in contact with one side surface 24a of the outer cylinder 24 are interposed between the a and the bracket 21. The sliding ring 52 and the ring-shaped spacer 53 are formed so that their inner diameters are larger than the outer diameter of the inner cylinder 23. As a result, a ring-shaped gap is formed between the sliding ring 52 and the ring-shaped spacer 53 and the inner cylinder 23, and the second rubber member 54 is filled in this gap. The second rubber member 54 is made of rubber or the like like the first rubber member 51, but is formed using a rubber member that is softer than the first rubber member 51. Furthermore, since the one side surface 24a of the outer cylinder 24 is formed to protrude more than the one side surface 51a of the first rubber member 51, there is also a gap between the one side surface 51a and the ring-shaped spacer 53 between the inner and outer cylinders. is formed, and the second rubber member 54 is shaped to have a flange-like portion that fills this gap.
外筒２４の、上記片側面２４ａと反対側の端部
は、外側に折り曲げられてフランジ部２４ｂとさ
れている。そして第１ラバー部材５１の、上記片
側面５１ａと反対側の端部にもフランジ部５１ｂ
が形成され、このフランジ部５１ｂは上記外筒２
４のフランジ部２４ｂとブラケツト２１との間に
充填されている。 The end of the outer tube 24 opposite to the one side surface 24a is bent outward to form a flange portion 24b. A flange portion 51b is also provided at the end of the first rubber member 51 opposite to the one side surface 51a.
is formed, and this flange portion 51b is connected to the outer cylinder 2.
It is filled between the flange portion 24b of No. 4 and the bracket 21.
なお勿論ながら、第１図に示したブツシユ装置
５０と対に設けられるブツシユ装置は、該ブツシ
ユ装置５０と左右対称に配置され、各ブツシユ装
置の外筒２４の周面にサスペンシヨンアーム１１
Ｌ，１１Ｒの前端が固定される。 Of course, the bushing devices provided in pairs with the bushing device 50 shown in FIG.
The front ends of L and 11R are fixed.
第２，３および４図に示すコツペルレンケル式
サスペンシヨンにおいて、上述のブツシユ装置５
０が装着された場合、第４図に示すように左右の
車輪１０Ｌ，１０Ｒが上下方向に互いに逆相とな
ると、サスペンシヨンアーム１１Ｌ，１１Ｒには
（すなわち外筒２４には）、回動軸２２に対して傾
けようとする荷重が作用する。するとこの場合、
滑動リング５２およびリング状スペーサ５３と内
筒２３との間、そして第１ラバー部材５１とリン
グ状スペーサ５３との間には、第１ラバー部材５
１よりも軟質の第２ラバー部材５４が配されてい
るため、これら滑動リング５２およびリング状ス
ペーサ５３は第２ラバー部材５４を弾力的に変形
させながら、回動軸２２に対して容易に傾き得
る。つまりリング状スペーサ５３に当接している
外筒２４が、第１および第２ラバー部材５１，５
４を変形させつつ、回動軸２２に対して容易に傾
き得るようになる。 In the Koppellenkel type suspension shown in FIGS. 2, 3 and 4, the above-mentioned bushing device 5
0 is installed, and the left and right wheels 10L and 10R are in opposite phases in the vertical direction as shown in FIG. A load is applied that tends to tilt 22. Then in this case,
A first rubber member 5 is provided between the sliding ring 52 and the ring-shaped spacer 53 and the inner cylinder 23, and between the first rubber member 51 and the ring-shaped spacer 53.
Since the second rubber member 54, which is softer than the first rubber member 54, is disposed, the sliding ring 52 and the ring-shaped spacer 53 can easily tilt with respect to the rotation axis 22 while elastically deforming the second rubber member 54. obtain. In other words, the outer cylinder 24 in contact with the ring-shaped spacer 53 is connected to the first and second rubber members 51 and 5.
4 can be easily tilted with respect to the rotation axis 22.
このように外筒２４、すなわちサスペンシヨン
アーム１１Ｌ，１１Ｒが傾き得れば、前記バンプ
やリバウンドによる荷重に対するサスペンシヨン
のひねり抵抗が小さくなり（つまりチルト剛性が
低くなり）、その乗心地性能が向上する。第６Ａ
図はこの実施例のブツシユ装置５０を装着したコ
ツペルレンケル式サスペンションのチルト剛性
を、前記従来のブツシユ装置２０を装着したコツ
ペルレンケル式サスペンシヨンのチルト剛性と比
較して示すものである。このグラフにおいて縦
軸、横軸にそれぞれ、前記バンプ等によりサスペ
ンシヨンアーム１１Ｌ，１１Ｒに加わるひねり方
向の荷重と、その変位をとつてある。この第６Ａ
図から明らかなように、本発明のブツシユ装置５
０によれば、サスペンシヨンのチルト剛性が大い
に低下する。 If the outer cylinder 24, that is, the suspension arms 11L and 11R can be tilted in this way, the twisting resistance of the suspension against the load caused by the bumps and rebounds will be reduced (that is, the tilt rigidity will be reduced), and the ride comfort performance will be improved. do. 6th A
The figure shows the tilt rigidity of a Koppel-Lenkel suspension equipped with the bushing device 50 of this embodiment in comparison with the tilt rigidity of a Koppel-Lenkel suspension equipped with the conventional bushing device 20. In this graph, the vertical and horizontal axes represent the load in the twisting direction applied to the suspension arms 11L, 11R by the bumps and the like, and the displacement thereof. This 6th A
As is clear from the figure, the bushing device 5 of the present invention
According to 0, the tilt rigidity of the suspension is greatly reduced.
一方第６Ｂ図と第６Ｃ図は、同じく上記ブツシ
ユ装置５０を装着した場合と、従来のブツシユ装
置２０を装着した場合のコツペルレンケル式サス
ペンシヨンの横剛性、前後剛性を比較して示すも
のである。第６Ｂ図における縦軸、横軸はそれぞ
れ、サスペンシヨンアーム１１Ｌ，１１Ｒに加わ
る横方向の荷重と、その変位であり、また第６Ｃ
図における縦軸、横軸はそれぞれ、同じくサスペ
ンシヨンアーム１１Ｌ，１１Ｒに加わる車体前後
方向の荷重と、その変位である。第６Ｃ図に示さ
れるように前後剛性は、従来のブツシユ装置２０
を用いた場合とほとんど変わりがない。また第６
Ｂ図に示されるように横剛性は、従来のブツシユ
装置２０を用いた場合よりも若干低下するが、実
用上問題にならない程度である。つまり本装置に
おいては、第５図の構造と同様、外筒２４の片側
面２４ａとブラケツト２１との間にリング状スペ
ーサ５３と滑動リング５２とが介設されているの
で、第５図の構造と比べても横剛性の低下がほと
んど無いのである。 On the other hand, FIGS. 6B and 6C compare the lateral rigidity and longitudinal rigidity of the Koppel-Lenkel suspension when the bushing device 50 described above is installed and when the conventional bushing device 20 is installed. The vertical and horizontal axes in FIG. 6B are the lateral loads applied to the suspension arms 11L and 11R, respectively, and their displacements, and the 6C
The vertical and horizontal axes in the figure represent the load in the longitudinal direction of the vehicle body applied to the suspension arms 11L and 11R, respectively, and the displacement thereof. As shown in FIG. 6C, the front and rear rigidity is different from that of the conventional bushing device 20.
There is almost no difference when using . Also the 6th
As shown in Figure B, the lateral rigidity is slightly lower than when the conventional bushing device 20 is used, but this is not a problem in practice. In other words, in this device, as in the structure shown in FIG. 5, a ring-shaped spacer 53 and a sliding ring 52 are interposed between one side surface 24a of the outer cylinder 24 and the bracket 21, so that the structure shown in FIG. There is almost no decrease in lateral stiffness compared to the previous model.
（発明の効果）
以上詳細に説明した通り本発明の自動車用サス
ペンシヨンのブツシユ装置においては、滑動リン
グおよびリング状スペーサと内筒との間に形成さ
れた間隙および、内外筒間でかつ第１ラバー部材
とリング状スペーサとの間に形成された間隙内
に、第１ラバー部材よりも軟質の第２ラバー部材
を充填させたことにより、左右の車輪が互いに逆
相になつた際には、滑動リングおよびリング状ス
ペーサがこの第２ラバー部材を弾力的に変形させ
ながら回動軸に対して容易に傾き得るようにな
り、ひいてはサスペンシヨンアーム前端が固定さ
れている外筒が容易に傾き得るようになる。そこ
で本装置によれば、バンプやリバウンドによる荷
重に対するサスペンシヨンのチルト剛性が低下
し、その乗心地性能が確実に向上する。(Effects of the Invention) As described above in detail, in the bushing device for an automobile suspension of the present invention, the gap formed between the sliding ring and the ring-shaped spacer and the inner cylinder, and the space between the inner and outer cylinders and the first By filling the gap formed between the rubber member and the ring-shaped spacer with the second rubber member that is softer than the first rubber member, when the left and right wheels are in opposite phases to each other, The sliding ring and the ring-shaped spacer elastically deform the second rubber member so that it can easily tilt with respect to the rotation axis, and as a result, the outer cylinder to which the front end of the suspension arm is fixed can easily tilt. It becomes like this. Therefore, according to the present device, the tilt rigidity of the suspension against loads caused by bumps and rebound is reduced, and its ride comfort performance is reliably improved.
その一方本発明のブツシユ装置においては、外
筒の片側面とブラケツトとの間に滑動リングおよ
びリング状スペーサが介設されているから、サス
ペンシヨンアームに横向きの力が加わつた際に
は、この力が外筒、リング状スペーサおよび滑動
リングを介してブラケツトに受け止められ得る。
したがつて、上記のような軟質の第２ラバー部材
を配設したことによるサスペンシヨンの横剛性低
下はほとんどない。 On the other hand, in the bushing device of the present invention, since a sliding ring and a ring-shaped spacer are interposed between one side of the outer cylinder and the bracket, when a lateral force is applied to the suspension arm, this Force can be received by the bracket via the barrel, ring-shaped spacer and sliding ring.
Therefore, there is almost no reduction in the lateral rigidity of the suspension due to the provision of the soft second rubber member as described above.
そこで本装置によれば、コツペルレンケル式サ
スペンシヨン等の横剛性、前後剛性は従来と同程
度に高く保つた上でチルト剛性を低下させること
ができ、よつて強度が高くしかも乗心地性能に優
れたサスペンシヨンを形成することが可能にな
る。 Therefore, with this device, it is possible to reduce the tilt stiffness while maintaining the lateral stiffness and longitudinal stiffness of Koppel-Lenkel suspensions, etc., at the same level as before, resulting in high strength and excellent riding comfort. It becomes possible to form a suspension.
第１図は本発明の第１実施例によるブツシユ装
置を示す立断面図、第２，３および４図はそれぞ
れ、本発明のブツシユ装置が取り付けられるサス
ペンシヨンを示す平面図、側面図および概略立面
図、第５図は従来のブツシユ装置の一例を示す立
断面図、第６Ａ，６Ｂおよび６Ｃ図は、上記第１
実施例装置が適用されたサスペンシヨンの剛性特
性と、従来のブツシユ装置が適用されたサスペン
シヨンの剛性特性とを比較して示すグラフであ
る。
１１Ｌ，１１Ｒ…サスペンシヨンアーム、１２
…トーシヨンバー、１５…車体、２１…ブラケツ
ト、２２…回動軸、２３…内筒、２４…外筒、２
４ａ…外筒の片側面、５０…ブツシユ装置、５１
…第１ラバー部材、５１ａ…第１ラバー部材の片
側面、５２…滑動リング、５３…リング状スペー
サ、５４…第２ラバー部材。
FIG. 1 is an elevational sectional view showing a bushing device according to a first embodiment of the present invention, and FIGS. 2, 3, and 4 are a plan view, a side view, and a schematic elevational view showing a suspension to which the bushing device of the invention is attached, respectively. 5 is an elevational sectional view showing an example of a conventional bushing device, and FIGS. 6A, 6B, and 6C are the above-mentioned
It is a graph showing a comparison between the rigidity characteristics of a suspension to which the embodiment device is applied and the rigidity characteristics of a suspension to which a conventional bushing device is applied. 11L, 11R...Suspension arm, 12
... Torsion bar, 15... Vehicle body, 21... Bracket, 22... Rotating shaft, 23... Inner cylinder, 24... Outer cylinder, 2
4a... One side of the outer cylinder, 50... Bushing device, 51
...first rubber member, 51a...one side of the first rubber member, 52...sliding ring, 53...ring-shaped spacer, 54...second rubber member.
Claims (1)
ンシヨンアームと、これらのサスペンシヨンアー
ム間に橋渡されたトーシヨンバーとを有する自動
車用サスペンシヨンにおいて、 車体に固定されたブラケツトに回動自在に支持
され、サスペンシヨンアームの前端が固定される
ブツシユ装置であつて、 前記ブラケツトに取り付けられて車幅方向に延
びる回動軸に嵌装された内筒と、この内筒の外側
に配された前記サスペンシヨンアームの前端が固
定される外筒との間に第１ラバー部材が充填さ
れ、 この第１ラバー部材および前記外筒の片側面と
前記ブラケツトとの間において、該ブラケツトに
対面する側に滑動リングが、また前記片側面に対
面する側にリング状スペーサがそれぞれ介設され
るとともに、 前記滑動リングおよびリング状スペーサの内径
が前記内筒の外径よりも大きく設定される一方、
前記第１ラバー部材が外筒の前記片側面まで達し
ない長さに形成され、 それにより該滑動リングおよびリング状スペー
サと内筒との間に形成された間隙および、内外筒
間でかつ第１ラバー部材とリング状スペーサとの
間に形成された間隙内に、前記第１ラバー部材よ
りも軟質の第２ラバー部材が充填されていること
を特徴とする自動車用サスペンシヨンのブツシユ
装置。[Scope of Claims] 1. In an automobile suspension having a pair of left and right suspension arms each extending in the longitudinal direction of the vehicle body and a torsion bar bridged between these suspension arms, A bushing device that is movably supported and to which the front end of a suspension arm is fixed, includes an inner cylinder fitted to a rotating shaft attached to the bracket and extending in the vehicle width direction, and an inner cylinder fitted on the outside of the inner cylinder. A first rubber member is filled between the outer cylinder to which the front end of the disposed suspension arm is fixed, and a first rubber member is filled between the first rubber member and one side of the outer cylinder and the bracket. A sliding ring is interposed on the side facing the one side, and a ring-shaped spacer is interposed on the side facing the one side, and the inner diameters of the sliding ring and the ring-shaped spacer are set larger than the outer diameter of the inner cylinder. on the other hand,
The first rubber member is formed to a length that does not reach the one side surface of the outer cylinder, so that a gap is formed between the sliding ring and the ring-shaped spacer and the inner cylinder, and between the inner and outer cylinders and the first rubber member. A bushing device for an automobile suspension, characterized in that a second rubber member that is softer than the first rubber member is filled in a gap formed between the rubber member and the ring-shaped spacer.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60113643A JPS61271106A (en) | 1985-05-27 | 1985-05-27 | Bushing device in automobile suspension device |
| KR1019850004659A KR910006555B1 (en) | 1985-05-27 | 1985-06-29 | Bush for suspension system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60113643A JPS61271106A (en) | 1985-05-27 | 1985-05-27 | Bushing device in automobile suspension device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61271106A JPS61271106A (en) | 1986-12-01 |
| JPH0517042B2 true JPH0517042B2 (en) | 1993-03-08 |
Family
ID=14617437
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60113643A Granted JPS61271106A (en) | 1985-05-27 | 1985-05-27 | Bushing device in automobile suspension device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS61271106A (en) |
| KR (1) | KR910006555B1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3688028B2 (en) * | 1995-10-13 | 2005-08-24 | トヨタ自動車株式会社 | Twist beam suspension |
| US6022034A (en) * | 1996-10-09 | 2000-02-08 | Toyota Jidosha Kabushiki Kaisha | Twist beam suspension |
| KR100398191B1 (en) * | 2000-12-21 | 2003-09-19 | 현대자동차주식회사 | Bush assembly of rear suspension system for minicar |
| DE102018118340B4 (en) | 2018-07-30 | 2024-03-28 | Saf-Holland Gmbh | Commercial vehicle axle suspension |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5968833U (en) * | 1982-10-30 | 1984-05-10 | マツダ株式会社 | Suspension rubber bushing |
-
1985
- 1985-05-27 JP JP60113643A patent/JPS61271106A/en active Granted
- 1985-06-29 KR KR1019850004659A patent/KR910006555B1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| KR910006555B1 (en) | 1991-08-28 |
| KR860008892A (en) | 1986-12-18 |
| JPS61271106A (en) | 1986-12-01 |
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