JPH05319047A - Suspension device of vehicle - Google Patents
Suspension device of vehicleInfo
- Publication number
- JPH05319047A JPH05319047A JP13030592A JP13030592A JPH05319047A JP H05319047 A JPH05319047 A JP H05319047A JP 13030592 A JP13030592 A JP 13030592A JP 13030592 A JP13030592 A JP 13030592A JP H05319047 A JPH05319047 A JP H05319047A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- vehicle body
- upper arm
- axis
- 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
-
- 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
-
- 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
- B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
-
- 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
- B60G2204/414—Cardan joints
-
- 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
- B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、車両のサスペンション
装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension device.
【０００２】[0002]
【従来の技術】従来、車両のサスペンション装置として
は、ストラット式のものとダブルウィッシュボーン式の
ものとが一般によく知られており、また実車に多く使用
されている。2. Description of the Related Art Conventionally, strut type and double wishbone type suspension devices are generally well known as vehicle suspension devices, and are widely used in actual vehicles.
【０００３】しかし、ストラット式のサスペンション装
置では、車輪の操舵回転軸たる仮想キングピン軸が、ダ
ンパー装置上端の車体との連結点と、ロアアームと車輪
支持部材との連結点とを結ぶ直線となるが、この仮想キ
ングピン軸は、車両の性能上からは望ましいとは言えな
い。つまり、車両の性能上からは仮想キングピン軸は、
車輪の回転中心線上では車輪の幅方向中心線よりも若干
車体内側を通り、車輪の接地面では若干ネガティブキン
グピンオフセットとなるよう車輪の幅方向中心線よりも
若干車体外側を通ることが理想であるが、ストラット式
のサスペンション装置の仮想キングピン軸は、この理想
の仮想キングピン軸よりも車体内側に傾斜したものとな
っているからである。However, in the strut type suspension device, the virtual kingpin axis which is the steering rotation axis of the wheel is a straight line connecting the connection point between the vehicle body at the upper end of the damper device and the connection point between the lower arm and the wheel support member. However, this virtual kingpin axis is not desirable in terms of vehicle performance. In other words, in terms of vehicle performance, the virtual kingpin axis is
Ideally, it should pass slightly inside the vehicle body from the center line in the wheel width direction on the wheel rotation center line, and slightly outside the vehicle body from the center line in the wheel width direction so that there is a slight negative kingpin offset on the ground contact surface of the wheel. However, the virtual kingpin axis of the strut-type suspension device is inclined toward the inside of the vehicle body with respect to the ideal virtual kingpin axis.
【０００４】これに対して、ダブルウィッシュボーン式
のサスペンション装置では、その仮想キングピン軸は、
アッパアームと車輪支持部材との連結点と、ロアアーム
と車輪支持部材との連結点とを結ぶ直線となり、上記両
連結点の適切な設定により理想の仮想キングピン軸に近
付けることができる。しかし、ダブルウィッシュボーン
式のものの場合、車輪に作用する水平荷重等に対抗する
ために、アッパアーム及びロアアームの車体との連結点
は、それぞれ２点ずつ必要であり、その分他の部品の配
置設定が制限される。尚、ストラット式のサスペンショ
ン装置では、アッパアームがない構造であるために、こ
のレイアウト上の問題は少ない。On the other hand, in the double wishbone type suspension device, the virtual kingpin axis is
A straight line connecting the connection point between the upper arm and the wheel support member and the connection point between the lower arm and the wheel support member can be brought close to the ideal virtual kingpin axis by appropriately setting both connection points. However, in the case of the double wishbone type, in order to counter the horizontal load acting on the wheels, it is necessary to connect two points each to the upper arm and the lower arm to the vehicle body. Is limited. The strut-type suspension device has a structure without an upper arm, so that there are few problems in the layout.
【０００５】そこで、従来のストラット式のものとダブ
ルウィッシュボーン式のものとの利点を併せ有し、かつ
欠点を解消するために、数多くのサスペンション装置が
従来提案されており、その一例として、ＤＥ３９１８３
５８Ａ１号公報に開示されるものがある。この公報のサ
スペンション装置は、基本的にはダブルウィッシュボー
ン式の改良型に属するものであって、アッパアームを１
本のリンク部材で構成する一方、ダンパー装置の下端を
車輪支持部材に前後軸廻りにのみ回動可能に連結して、
車輪に作用する荷重をダンパー装置でも支持せしめる構
成としている。この場合、車輪の操舵時、車輪支持部材
の下端側つまりロアアーム側の瞬間回転中心点は、ロア
アームを構成する２本のリンク部材の軸線同士の交点で
あるが、車輪支持部材の上端側の瞬間回転中心点は、車
輪支持部材がアッパアームとの連結点とロアアームとの
連結点を通る上下軸廻りに回動するとともに、車輪支持
部材とダンパー装置とアッパアームとからなる構造体が
ダンパー装置上端の車体連結点とアッパアームの車体連
結点とを結ぶ直線廻りに回動変位することから、上記上
下軸の軸延長線と上記直線との交点となるものと考えら
れる。従って、仮想キングピン軸は、上記二つの交点を
通る直線となるが、この仮想キングピン軸は、車輪の幅
方向中心線側に寄りかつ略鉛直に立ち上がるようにな
り、ダブルウィッシュボーン式のもの同程度に理想の仮
想キングピン軸に近付けることができる。また、アッパ
アームと車体との連結点が１点だけであるので、その分
レイアウト上の自由度を高めることができるという利点
もある。Therefore, in order to combine the advantages of the conventional strut type and the double wishbone type and to eliminate the drawbacks, many suspension devices have been conventionally proposed, and as an example thereof, DE39183.
58A1. The suspension device of this publication basically belongs to an improved double wishbone type, and the upper arm has one
On the other hand, the lower end of the damper device is connected to the wheel support member so as to be rotatable only around the front-rear axis,
The load acting on the wheels is also supported by the damper device. In this case, when the wheel is steered, the instantaneous center of rotation on the lower end side of the wheel support member, that is, on the lower arm side, is the intersection of the axes of the two link members forming the lower arm, but at the moment on the upper end side of the wheel support member. The rotation center point is such that the wheel support member rotates about a vertical axis passing through the connection point with the upper arm and the connection point with the lower arm, and the structure composed of the wheel support member, the damper device, and the upper arm is the vehicle body at the upper end of the damper device. Since it is rotationally displaced about a straight line connecting the connection point and the vehicle body connection point of the upper arm, it is considered that it is an intersection point of the axis extension line of the vertical axis and the straight line. Therefore, the virtual kingpin axis is a straight line that passes through the above-mentioned two intersections, but this virtual kingpin axis becomes closer to the center line of the wheel in the width direction and rises substantially vertically, which is similar to that of the double wishbone type. You can get closer to the ideal virtual kingpin axis. Further, since there is only one connecting point between the upper arm and the vehicle body, there is an advantage that the degree of freedom in layout can be increased accordingly.
【０００６】[0006]
【発明が解決しようとする課題】ところが、上記公報
（ＤＥ３９１８３５８Ａ１）のものでは、アッパアーム
と車輪支持部材との連結部にボールジョイントを用いて
いることから、仮想キングピン軸ないしキングピンオフ
セットの設定と車輪のバンプ・リバウンド時のキャンバ
変化特性の設定とを独立して行うことができないという
欠点がある。すなわち、アッパアームの車体連結点が他
の部材のレイアウトとの関係で変更できない場合等に、
車輪支持部材とアッパアームとの連結部の車幅方向位置
を変えて仮想キングピン軸の傾きないしキングピンオフ
セット量を変更すると、上記アッパアームの車幅方向長
さも変更しなければならず、結局車輪のバンプ・リバウ
ンド時のキャンバ変化特性が変わることになるからであ
る。However, in the above-mentioned publication (DE 3918358A1), since the ball joint is used in the connecting portion between the upper arm and the wheel supporting member, the setting of the virtual kingpin shaft or kingpin offset and the setting of the wheel are performed. There is a drawback that the setting of the camber change characteristic at the time of bump rebound cannot be set independently. That is, when the vehicle body connection point of the upper arm cannot be changed in relation to the layout of other members,
If the tilting of the virtual kingpin axis or the kingpin offset amount is changed by changing the vehicle width direction position of the connecting portion between the wheel support member and the upper arm, the vehicle width direction length of the upper arm must also be changed, and eventually the wheel bump This is because the camber change characteristics during rebound will change.
【０００７】本発明はかかる点に鑑みてなされたもので
あり、その目的とするところは、特に上記車輪支持部材
とアッパアームとの連結構造について改良を加えて、仮
想キングピン軸の設定と車輪のバンプ・リバウンド時の
キャンバ変化特性の設定とを独立して行い得る車両のサ
スペンション装置を提供せんとするものである。The present invention has been made in view of the above points, and an object of the present invention is to improve the connection structure between the wheel supporting member and the upper arm, and to set the virtual kingpin axis and the wheel bump. -It is intended to provide a vehicle suspension device capable of independently setting the camber change characteristic at the time of rebound.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するた
め、本発明の解決手段は、車輪を回転自在に支持する車
輪支持部材と、一端が該車輪支持部材の下端に連結さ
れ、他端が車体に上下揺動可能に連結されたロアアーム
と、上端が車体に連結され、下端が上記車輪支持部材に
前後軸廻りにのみ回動可能に連結されたダンパー装置
と、上記車輪支持部材の上端に上下軸廻りにのみ回動可
能に連結された連結部材と、一端が車体に一点で連結さ
れ、他端が上記連結部材に前後軸廻りにのみ回動可能に
連結されたアッパアームとを備える構成とする。In order to achieve the above-mentioned object, the solution means of the present invention is a wheel supporting member for rotatably supporting a wheel, one end of which is connected to the lower end of the wheel supporting member and the other end of which is A lower arm connected to the vehicle body so as to be vertically swingable, a damper device having an upper end connected to the vehicle body, and a lower end connected to the wheel support member so as to be rotatable only around a front-rear axis, and an upper end of the wheel support member. A structure in which a connecting member rotatably connected only around the vertical axis and an upper arm having one end connected to the vehicle body at one point and the other end rotatably connected only around the longitudinal axis to the connecting member; To do.
【０００９】[0009]
【作用】上記の構成により、本発明では、車輪の操舵
時、車輪支持部材の上部側の瞬間回転中心点は、該車輪
支持部材が連結部材との連結部の上下軸廻りに回動する
とともに、車輪支持部材、ダンパー装置、連結部材及び
アッパアームからなる構造体がダンパー装置上端の車体
連結点とアッパアームの車体連結点とを結ぶ直線廻りに
回動変位することから、上記上下軸の軸延長線と上記直
線との交点となり、車輪の車幅方向中心線側に寄った位
置に位置する。従って、仮想キングピン軸は、上記瞬間
回転中心点と、車輪支持部材の下部側の瞬間回転中心点
（ロアアームがＡ形アームの場合は該ロアアームと車輪
支持部材との連結点、またロアアームが２本のリンク部
材からなる場合は該両リンク部材の軸延長線同士の交
点）とを通る直線となり、この仮想キングピン軸は、車
輪の幅方向中心線側に寄りかつ略鉛直に立ち上がるよう
になり、ダブルウィッシュボーン式のものと同程度に理
想の仮想キングピン軸に近付くことになる。With the above structure, in the present invention, when the wheel is steered, the instantaneous rotation center point on the upper side of the wheel support member is rotated about the vertical axis of the connecting portion of the wheel support member and the connecting member. Since the structure composed of the wheel supporting member, the damper device, the connecting member and the upper arm is rotationally displaced around the straight line connecting the vehicle body connecting point of the upper end of the damper device and the vehicle body connecting point of the upper arm, the axis extension line of the vertical axis is formed. And the above straight line, and is located at a position closer to the center line side of the vehicle width direction of the wheel. Therefore, the virtual kingpin axis is the instantaneous rotation center point and the instantaneous rotation center point on the lower side of the wheel support member (when the lower arm is an A-shaped arm, the connecting point between the lower arm and the wheel support member, and the two lower arms). In the case of the link member of (1), it becomes a straight line passing through (the intersection of the axial extension lines of the both link members), and this virtual kingpin axis rises toward the widthwise center line side of the wheel and rises substantially vertically. It is as close to the ideal virtual kingpin axis as the wishbone type.
【００１０】ここで、上記仮想キングピン軸は、上記上
下軸の傾きを変えることで変更可能である。しかも、ア
ッパアームの車幅方向長さを変えることなく、この上下
軸の傾きを変えることができるので、仮想キングピン軸
の設定と車輪のバンプ・リバウンド時のキャンバ変化特
性の設定とを各々独立して行うことができることにな
る。Here, the virtual kingpin axis can be changed by changing the inclination of the vertical axis. Moreover, since the inclination of the vertical axis can be changed without changing the vehicle width direction length of the upper arm, the setting of the virtual kingpin axis and the setting of the camber change characteristic at the time of bump rebound of the wheel are independently set. You will be able to do it.
【００１１】[0011]
【実施例】以下、本発明の実施例を図面に基づいて説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１２】図１及び図２は本発明の第１実施例に係わ
る車両のサスペンション装置を示し、１は操舵輪たる車
輪（前輪）２を回転自在に支持する車輪支持部材として
のナックル部材であって、該ナックル部材１の下端はロ
アアーム３を介して、ナックル部材１の上端はアッパア
ーム４を介してそれぞれ車体側に連結されている。５は
車輪２の上下動を緩衝するショックアブソーバからなる
ダンパー装置であって、該ダンパー装置５の上端はラバ
ーマウント（図示せず）を介して車体６に弾性的に支持
され、ダンパー装置５の下端は上記ナックル部材１の上
下方向中間部に連結されている。1 and 2 show a vehicle suspension device according to a first embodiment of the present invention, in which reference numeral 1 denotes a knuckle member as a wheel supporting member for rotatably supporting a wheel (front wheel) 2 which is a steered wheel. The lower end of the knuckle member 1 is connected to the vehicle body side via the lower arm 3 and the upper end of the knuckle member 1 is connected to the vehicle body side via the upper arm 4. Reference numeral 5 denotes a damper device that is composed of a shock absorber that cushions the vertical movement of the wheel 2. The upper end of the damper device 5 is elastically supported by the vehicle body 6 via a rubber mount (not shown), and The lower end is connected to the vertical middle part of the knuckle member 1.
【００１３】上記ロアアーム３は前後２本のリンク部材
１１，１２からなり、前側のリンク部材１１は車幅方向
に沿って略直線状に延びており、該リンク部材１１の一
端（外端）は、ボールジョイント１３を介して上記ナッ
クル部材１の下端に連結され、リンク部材１１の他端
（内端）は、軸線が車体前後方向に延びるラバーブッシ
ュ１４を介して車体側の部材（図示しないが、例えばク
ロスメンバ等）に上下揺動可能に連結されている。ま
た、後側のリンク部材１２は湾曲した形状に形成されて
おり、該リンク部材１２の一端（外端）は、上記ナック
ル部材１の下端におけるリンク部材１１の連結点（ボー
ルジョイント１３の中心）の後側に近接した位置にボー
ルジョイント１５を介して連結され、リンク部材１２の
他端（内端）は、上記リンク部材１１とかなり離れた位
置で車体側の部材に対し、ラバーブッシュ１６を介して
上下揺動可能に連結されている。よって、上記両リンク
部材１１，１２の軸線同士は、それらのナックル部材１
との連結点（ボールジョイント１３，１５の中心）より
も車体外側の点Ｏ1 で交わるようになっている。The lower arm 3 is composed of two front and rear link members 11 and 12. The front link member 11 extends in a substantially straight line along the vehicle width direction, and one end (outer end) of the link member 11 is formed. , The other end (inner end) of the link member 11 is connected to the lower end of the knuckle member 1 via a ball joint 13, and a member on the vehicle body side (not shown) via a rubber bush 14 whose axis extends in the vehicle longitudinal direction. , Such as a cross member) so as to be vertically swingable. The link member 12 on the rear side is formed in a curved shape, and one end (outer end) of the link member 12 has a connecting point of the link member 11 at the lower end of the knuckle member 1 (center of the ball joint 13). The other end (inner end) of the link member 12 is connected to a position close to the rear side through a ball joint 15, and a rubber bush 16 is attached to a member on the vehicle body side at a position far away from the link member 11. It is connected so as to be swingable up and down. Therefore, the axes of the two link members 11 and 12 are different from each other in their knuckle member 1
It intersects at a point O1 on the outer side of the vehicle body from the connecting point (center of the ball joints 13 and 15).
【００１４】上記ナックル部材１の上端には連結部材２
１が装着されているとともに、該連結部材２１には上記
アッパアーム４の外端が連結されている。また、ナック
ル部材１には、図示していないが、その上下方向中間部
から後方に延びるアーム部が一体形成され、該アーム部
の先端にステアリング装置のタイロッドが連結されて、
ステアリング装置から伝達される操舵力によりナックル
部材１ないし車輪２が左右に操舵されるようになってい
る。A connecting member 2 is provided on the upper end of the knuckle member 1.
1 is attached, and the outer end of the upper arm 4 is connected to the connecting member 21. Further, although not shown, the knuckle member 1 is integrally formed with an arm portion extending rearward from an intermediate portion in the up-down direction, and a tie rod of a steering device is connected to a tip of the arm portion.
The knuckle member 1 or the wheels 2 are steered left and right by the steering force transmitted from the steering device.
【００１５】上記ナックル部材１の上端と連結部材２１
との連結部においては、図３に詳示するように、ナック
ル部材１の上端に上下方向に延びる上下軸２３が取付け
られ、該上下軸２３の外周にはスリーブ部材２４が嵌着
されている。上記スリーブ部材２４の外周面には、円筒
面２４ａと、該円筒面２４ａの上端と連続しかつ上側に
向うに従って漸次拡径する上側円錐面２４ｂと、上記円
筒面２４ａの下端と連続しかつ下側に向うに従って漸次
拡径する下側円錐面２４ｃとが形成されており、この外
周面には樹脂製のブッシュ２５を介して連結部材２１の
第１ボス部２１ａが回動可能に嵌合されている。上記第
１ボス部２１ａの内周面には、スリーブ部材２４の円筒
面２４ａ、上側円錐面２４ｂ及び下側円錐面２４ｃにそ
れぞれ所定距離隔てて対向する円筒面２１ｂ、上側円錐
面２１ｃ及び上側円錐面２１ｄが形成されている。よっ
て、上記連結部材２１は、ナックル部材１の上端に対
し、上下軸２３の廻りにのみ回動可能に設けられ、上記
上下軸２３と直交する軸廻りの回転力に対しては上記ス
リーブ部材２４の外周面と第１ボス部２１ａの内周面と
の間での面接触により抵抗するようになっている。The upper end of the knuckle member 1 and the connecting member 21.
3, a vertical shaft 23 extending in the vertical direction is attached to the upper end of the knuckle member 1, and a sleeve member 24 is fitted around the outer periphery of the vertical shaft 23. . On the outer peripheral surface of the sleeve member 24, a cylindrical surface 24a, an upper conical surface 24b continuous with the upper end of the cylindrical surface 24a and gradually increasing in diameter as it goes upward, and a continuous lower surface with the lower end of the cylindrical surface 24a. A lower conical surface 24c that gradually expands in diameter toward the side is formed, and the first boss portion 21a of the connecting member 21 is rotatably fitted to this outer peripheral surface via a resin bush 25. ing. The inner peripheral surface of the first boss portion 21a has a cylindrical surface 21b, an upper conical surface 21c, and an upper conical surface that face the cylindrical surface 24a, the upper conical surface 24b, and the lower conical surface 24c of the sleeve member 24 at a predetermined distance. The surface 21d is formed. Therefore, the connecting member 21 is provided so as to be rotatable only around the vertical axis 23 with respect to the upper end of the knuckle member 1, and the sleeve member 24 is provided with respect to the rotational force around the axis orthogonal to the vertical axis 23. The outer peripheral surface and the inner peripheral surface of the first boss portion 21a are brought into surface contact to resist.
【００１６】上記アッパアーム４の内端は、車体側の部
材（図示せず）に対し、軸線が車体前後方向に延びるラ
バーブッシュ２６を介して一点で上下揺動可能に連結さ
れている。また、アッパアーム４は、その中間部から外
端側にかけて二股状に分岐した一対の分岐部４ａ，４ａ
を有し、該両分岐部４ａ，４ａ間に上記連結部材２１の
第２ボス部２１ｅを挟んだ状態で該第２ボス部２１ｅに
連結されている。The inner end of the upper arm 4 is connected to a member (not shown) on the vehicle body side so as to be vertically swingable at one point via a rubber bush 26 whose axis extends in the longitudinal direction of the vehicle body. Further, the upper arm 4 has a pair of bifurcated portions 4a, 4a bifurcated from the intermediate portion to the outer end side.
And is connected to the second boss portion 21e with the second boss portion 21e of the connecting member 21 sandwiched between the branch portions 4a.
【００１７】上記連結部材２１の第２ボス部２１ｅとア
ッパアーム４の外端（詳しくは各分岐部４ａの先端）と
の連結部においては、図４に詳示するように、連結部材
２１の第２ボス部２１ｅを車体前後方向に貫通する前後
軸３１が設けられ、該前後軸３１の両端は、それぞれア
ッパアーム４の各分岐部４ａの先端部を貫通して支持さ
れている。上記前後軸３１の外周にはスリーブ部材３２
がアッパアーム４の両分岐部４ａ，４ａ間に挟まれた状
態で嵌着されている。上記スリーブ部材３２の外周面に
は、円筒面３２ａと、該円筒面３２ａの前端と連続しか
つ前側に向うに従って漸次拡径する前側円錐面３２ｂ
と、上記円筒面３２ａの後端と連続しかつ後側に向うに
従って漸次拡径する後側円錐面３２ｃとが形成されてお
り、この外周面には樹脂製のブッシュ３３を介して上記
連結部材２１の第２ボス部２１ｅが回動可能に嵌合され
ている。上記第２ボス部２１ｅの内周面には、スリーブ
部材３２の円筒面３２ａ、前側円錐面３２ｂ及び後側円
錐面３２ｃにそれぞれ所定距離隔てて対向する円筒面２
１ｆ、前側円錐面２１ｇ及び後側円錐面２１ｈが形成さ
れている。よって、上記連結部材２１とアッパアーム４
とは、上記前後軸３１の廻りにのみ回動可能でかつ前後
軸３１と直交する軸廻りの回転力に対しては上記スリー
ブ部材３２の外周面と第２ボス部２１ｅの内周面との間
での面接触により抵抗するようになっている。At the connecting portion between the second boss portion 21e of the connecting member 21 and the outer end of the upper arm 4 (specifically, the tip of each branching portion 4a), as shown in detail in FIG. A front-rear shaft 31 that penetrates the two boss portions 21e in the front-rear direction of the vehicle body is provided, and both ends of the front-rear shaft 31 are supported by penetrating the tip ends of the respective branch portions 4a of the upper arm 4. A sleeve member 32 is provided on the outer circumference of the front-rear shaft 31.
Are fitted in a state of being sandwiched between both branch portions 4a, 4a of the upper arm 4. On the outer peripheral surface of the sleeve member 32, a cylindrical surface 32a and a front conical surface 32b which is continuous with the front end of the cylindrical surface 32a and which gradually increases in diameter toward the front side.
And a rear conical surface 32c that is continuous with the rear end of the cylindrical surface 32a and that gradually increases in diameter toward the rear side. The outer peripheral surface of the rear conical surface 32c is provided with a resin bush 33 to connect the connecting member. The second boss portion 21e of 21 is rotatably fitted. The inner peripheral surface of the second boss portion 21e faces the cylindrical surface 32a, the front conical surface 32b, and the rear conical surface 32c of the sleeve member 32 at a predetermined distance from each other.
1f, a front conical surface 21g and a rear conical surface 21h are formed. Therefore, the connecting member 21 and the upper arm 4 are
Means that the outer peripheral surface of the sleeve member 32 and the inner peripheral surface of the second boss portion 21e are rotatable with respect to only the front-rear shaft 31 and with respect to the rotational force about the shaft orthogonal to the front-rear shaft 31. It is designed to resist by surface contact between them.
【００１８】さらに、上記ダンパー装置５の下端とナッ
クル部材１の中間部との連結部においては、ダンパー装
置５の下端に、軸線が車体前後方向に延びるボス部５ａ
が形成されている。一方、ナックル部材１の中間部に
は、該ボス部５ａの前後両側に位置する一対の支持部１
ａ，１ａが一体形成されている。そして、前後軸３６を
上記一方の支持部１ａから上記ボス部５ａを貫通して他
方の支持部１ａにまで延設することにより、ダンパー装
置５の下端がナックル部材１に上記前後軸３６の廻りに
のみ回動可能に連結されている。Further, at the connecting portion between the lower end of the damper device 5 and the intermediate portion of the knuckle member 1, a boss portion 5a having an axis extending in the vehicle longitudinal direction is provided at the lower end of the damper device 5.
Are formed. On the other hand, in the middle part of the knuckle member 1, a pair of supporting parts 1 located on both front and rear sides of the boss part 5a
a and 1a are integrally formed. Then, by extending the front-rear shaft 36 from the one support portion 1a through the boss portion 5a to the other support portion 1a, the lower end of the damper device 5 is attached to the knuckle member 1 around the front-rear shaft 36. Is rotatably connected only to.
【００１９】次に、上記第１実施例の作用・効果を説明
するに、車輪２がステアリング装置からの操舵力をナッ
クル部材１を介して受けて左右に操舵されるとき、上記
ナックル部材１の下端側つまりロアアーム３側の瞬間回
転中心点は、該ロアアーム３を構成する２本のリンク部
材１１，１２の軸線同士の交点Ｏ1 である。また、ナッ
クル部材１の上端側の瞬間回転中心点は、該ナックル部
材１が連結部材２１との連結軸である上下軸２３廻りに
回動するとともに、ダンパー装置５、ナックル部材１及
びアッパアーム４からなる構造体がダンパー装置５の車
体連結点とアッパアーム４の車体連結点（ラバーブッシ
ュ２６の中心点）とを結ぶ直線Ｌ1 廻りに回動変位する
ことから、上記上下軸２３の軸延長線Ｌ2 と上記直線Ｌ
1 との交点Ｏ2 となる。従って、仮想キングピン軸は、
上記二つの交点Ｏ1 ，Ｏ2 を通る直線Ｌ3 となるが、こ
の仮想キングピン軸Ｌ3 は、車輪２の幅方向中心線Ｌ4
側に寄りかつ略鉛直に立ち上がるようになり、ダブルウ
ィッシュボーン式のサスペンション装置と同程度に、車
輪２の回転中心線Ｌ5 上では車輪２の幅方向中心線Ｌ4
よりも若干車体内側を通り、車輪２の接地面では若干ネ
ガティブキングピンオフセット（−Δ）となるよう車輪
２の幅方向中心線Ｌ4 よりも若干車体外側を通る理想の
ものに近付くようになるので、サスペンション性能の向
上を図ることができる。Next, to explain the operation and effect of the first embodiment, when the wheel 2 receives the steering force from the steering device through the knuckle member 1 and is steered to the left or right, the knuckle member 1 The instantaneous center of rotation on the lower end side, that is, on the lower arm 3 side is the intersection O1 of the axes of the two link members 11 and 12 forming the lower arm 3. Further, the instantaneous rotation center point on the upper end side of the knuckle member 1 rotates from the damper device 5, the knuckle member 1, and the upper arm 4 while the knuckle member 1 rotates about a vertical shaft 23 that is a connecting shaft with the connecting member 21. Is rotated about a straight line L1 that connects the vehicle body connecting point of the damper device 5 and the vehicle body connecting point of the upper arm 4 (the center point of the rubber bush 26). Above straight line L
It becomes the intersection O2 with 1. Therefore, the virtual kingpin axis is
A straight line L3 passing through the two intersections O1 and O2 is formed, and the virtual kingpin axis L3 is the center line L4 in the width direction of the wheel 2.
As the suspension device of the double wishbone type becomes closer to the side and rises substantially vertically, on the rotation center line L5 of the wheel 2, the center line L4 of the wheel 2 in the width direction is reached.
Since it approaches the inner side of the vehicle body slightly, and approaches the outer side of the vehicle body slightly beyond the center line L4 in the width direction of the wheel 2 so as to have a slight negative kingpin offset (-Δ) on the ground contact surface of the wheel 2, The suspension performance can be improved.
【００２０】その上、上記仮想キングピン軸Ｌ3 は、上
記上下軸２３の傾きを変えることで変更可能であり、ま
た、この上下軸２３の傾きは、車輪２のバンプ・リバウ
ンド時のキャンバ変化特性に何等影響を与えることはな
い。つまり、車輪２のバンプ・リバウンド時には、ロア
アーム３及びアッパアーム４がそれぞれ車体連結点を中
心として上下に揺動するが、その際、アッパアーム４の
車幅方向長さは、その車体連結点（ラバーブッシュ２６
の中心点）から連結部材２１との連結点までの距離であ
り、上下軸２３の傾きによってこのアッパアーム４の車
幅方向長さが変わることはない。従って、仮想キングピ
ン軸Ｌ3 の設定と車輪２のバンプ・リバウンド時のキャ
ンバ変化特性の設定とを各々独立して適切に行うことが
でき、サスペンション性能の向上をより図ることができ
る。In addition, the virtual kingpin axis L3 can be changed by changing the inclination of the vertical axis 23, and the inclination of the vertical axis 23 has a camber change characteristic during bump rebound of the wheel 2. It has no effect. That is, at the time of bump rebound of the wheel 2, the lower arm 3 and the upper arm 4 respectively swing up and down around the vehicle body connecting point. At that time, the length of the upper arm 4 in the vehicle width direction is determined by the vehicle body connecting point (rubber bush). 26
Distance from the center point of the upper arm 4 to the connecting point with the connecting member 21, and the length of the upper arm 4 in the vehicle width direction does not change due to the inclination of the vertical shaft 23. Therefore, the setting of the virtual kingpin axis L3 and the setting of the camber change characteristic at the time of bump rebound of the wheel 2 can be appropriately performed independently and the suspension performance can be further improved.
【００２１】図５は本発明の第２実施例に係わる車両の
サスペンション装置を示す。この第２実施例の場合、車
輪支持部材としてのナックル部材１´の上端部は、第１
実施例の場合におけるナックル部材１よりも上方に長く
延びている。サスペンション装置のその他の構成は、第
１実施例の場合と同じであり、同一部材には同一符号を
付してその説明は省略する。また、この第２実施例にお
いても、第１実施例の場合と同様の作用・効果を奏する
ことができるのは言うまでもない。FIG. 5 shows a vehicle suspension system according to a second embodiment of the present invention. In the case of the second embodiment, the upper end portion of the knuckle member 1'as the wheel supporting member is the first
It extends longer than the knuckle member 1 in the embodiment. The other structure of the suspension device is the same as that of the first embodiment, and the same members are designated by the same reference numerals and the description thereof is omitted. Further, it goes without saying that the second embodiment can also achieve the same actions and effects as those of the first embodiment.
【００２２】尚、本発明は上記第１及び第２実施例に限
定されるものではなく、その他種々の変形例を包含する
ものである。例えば、上記第１実施例では、ナックル部
材１の上端に連結部材２１を上下軸２３廻りにのみ回動
可能に連結するに当り、スリーブ部材２４及び樹脂製の
ブッシュ２５を用いる構成とした（図３参照）が、本発
明は、ナックル部材に取付けた上下軸の外周に、ベアリ
ングを介して連結部材の第１ボス部を嵌装するように構
成してもよい。The present invention is not limited to the first and second embodiments described above, but includes various other modifications. For example, in the first embodiment, the sleeve member 24 and the resin bush 25 are used to connect the connecting member 21 to the upper end of the knuckle member 1 so as to be rotatable only around the vertical shaft 23 (see FIG. However, in the present invention, the first boss portion of the connecting member may be fitted to the outer circumference of the vertical shaft attached to the knuckle member via a bearing.
【００２３】[0023]
【発明の効果】以上の如く、本発明における車両のサス
ペンション装置によれば、仮想キングピン軸を、ダブル
ウィッシュボーン式と同程度に理想のものに近付けるこ
とができるとともに、アッパアームの車幅方向長さを変
えることなく上記仮想キングピン軸の傾きを変更するこ
とができるので、仮想キングピン軸の設定と車輪のバン
プ・リバウンド時のキャンバ変化特性の設定とを各々独
立して適切に行うことができ、サスペンション性能の向
上を図ることができる。As described above, according to the vehicle suspension device of the present invention, the virtual kingpin axis can be made as close to an ideal one as the double wishbone type, and the length of the upper arm in the vehicle width direction can be made closer. Since the inclination of the virtual kingpin axis can be changed without changing the suspension, the virtual kingpin axis and the camber change characteristics at the time of bump / rebound of the wheel can be appropriately set independently and the suspension can be adjusted. The performance can be improved.
【図１】本発明の第１実施例に係わるサスペンション装
置の斜視図である。FIG. 1 is a perspective view of a suspension device according to a first embodiment of the present invention.
【図２】同サスペンション装置の各構成部材の配置状態
を車体前方から見て示す正面図である。FIG. 2 is a front view showing an arrangement state of respective constituent members of the suspension device as seen from the front of the vehicle body.
【図３】ナックル部材と連結部材との連結構造を示す断
面図である。FIG. 3 is a cross-sectional view showing a connecting structure of a knuckle member and a connecting member.
【図４】アッパアームと連結部材との連結構造を示す断
面図である。FIG. 4 is a cross-sectional view showing a connecting structure between an upper arm and a connecting member.
【図５】本発明の第２実施例を示す図１相当図である。FIG. 5 is a view, corresponding to FIG. 1, showing a second embodiment of the present invention.
１，１´ ナックル部材（車輪支持部材） ２ 車輪（前輪） ３ ロアアーム ４ アッパアーム ５ ダンパー装置 ２１ 連結部材 ２３ 上下軸 ３１，３６ 前後軸 1,1 'Knuckle member (wheel support member) 2 Wheel (front wheel) 3 Lower arm 4 Upper arm 5 Damper device 21 Connecting member 23 Vertical axis 31,36 Front-rear axis
Claims (1)
と、 一端が該車輪支持部材の下端に連結され、他端が車体に
上下揺動可能に連結されたロアアームと、 上端が車体に連結され、下端が上記車輪支持部材に前後
軸廻りにのみ回動可能に連結されたダンパー装置と、 上記車輪支持部材の上端に上下軸廻りにのみ回動可能に
連結された連結部材と、 一端が車体に一点で連結さ
れ、他端が上記連結部材に前後軸廻りにのみ回動可能に
連結されたアッパアームとを備えたことを特徴とする車
両のサスペンション装置。1. A wheel support member for rotatably supporting a wheel, a lower arm having one end connected to a lower end of the wheel support member and the other end vertically swingably connected to a vehicle body, and an upper end connected to the vehicle body. A damper device whose lower end is rotatably connected to the wheel support member only about the front-rear axis; a connecting member connected to the upper end of the wheel support member only rotatably about the vertical axis; and one end A vehicle suspension device comprising an upper arm connected to a vehicle body at one point and the other end being connected to the connecting member so as to be rotatable only around a front-rear axis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13030592A JPH05319047A (en) | 1992-05-22 | 1992-05-22 | Suspension device of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13030592A JPH05319047A (en) | 1992-05-22 | 1992-05-22 | Suspension device of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05319047A true JPH05319047A (en) | 1993-12-03 |
Family
ID=15031146
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13030592A Pending JPH05319047A (en) | 1992-05-22 | 1992-05-22 | Suspension device of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05319047A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016047721A (en) * | 2011-06-21 | 2016-04-07 | ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ | Vehicle component having sacrificial rib |
| JP2016159846A (en) * | 2015-03-04 | 2016-09-05 | 本田技研工業株式会社 | Damper fork |
| KR20180043697A (en) * | 2016-10-20 | 2018-04-30 | 주식회사화신 | Steering apparatus for vehicle |
-
1992
- 1992-05-22 JP JP13030592A patent/JPH05319047A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016047721A (en) * | 2011-06-21 | 2016-04-07 | ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ | Vehicle component having sacrificial rib |
| US10239373B2 (en) | 2011-06-21 | 2019-03-26 | Jaguar Land Rover Limited | Vehicle components and sacrificial ribs |
| JP2016159846A (en) * | 2015-03-04 | 2016-09-05 | 本田技研工業株式会社 | Damper fork |
| KR20180043697A (en) * | 2016-10-20 | 2018-04-30 | 주식회사화신 | Steering apparatus for vehicle |
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