JPS59220408A - Car suspension - Google Patents

Car suspension

Info

Publication number
JPS59220408A
JPS59220408A JP9660883A JP9660883A JPS59220408A JP S59220408 A JPS59220408 A JP S59220408A JP 9660883 A JP9660883 A JP 9660883A JP 9660883 A JP9660883 A JP 9660883A JP S59220408 A JPS59220408 A JP S59220408A
Authority
JP
Japan
Prior art keywords
arm
shock absorber
suspension
upper arm
car
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP9660883A
Other languages
Japanese (ja)
Other versions
JPH0460841B2 (en
Inventor
Hiromichi Kawamura
広道 河村
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.)
Mazda Motor Corp
Original Assignee
Mazda 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 Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP9660883A priority Critical patent/JPS59220408A/en
Publication of JPS59220408A publication Critical patent/JPS59220408A/en
Publication of JPH0460841B2 publication Critical patent/JPH0460841B2/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
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/17—Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support

Landscapes

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

Abstract

PURPOSE:To provide a suspension device working with the merit of both strut type and double wishbone type by installing a knuckle arm on a damper device supported by a lower arm and an upper arm, the latter being borne at its top and bottom by the car body with a resilient member interposed. CONSTITUTION:When car wheels move up and down during normal straight run of a car, a lower arm 6 swings vertically while an upper arm 8 is free from oscillative swing owing to sbsorption of vertical vibration by a shock absorber 3, functioning as a strut type suspension. Accordingly the camper change is less to lead to enhancement of the running stability. If a load exceeding the damping ability of shock absorber 3 is applied in the event of bumping phenomenon at the time of turning the head, a pair of resilient members 17, 18 are deformed, and the lower 6 and upper 8 arms swing up and down, functioning as a double wishbone type suspension, when the camper will change to a great extent to increase the force of gripping the road surface. Thus the running stability is enhanced.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は自動車のサスペンションに関する。[Detailed description of the invention] (Industrial application field) The present invention relates to automobile suspensions.

（従来技術〉 自動車のサスペンションとしてストラット型およびダブ
ルウィツシュボーン型のものは多く使用されている。上
記ストラット型の場合、キャンバ変化を比較的小さく設
定し、通常の直進走行時における横力を小さくして走行
安定性を図ることができるが、旋回走行時に車輪がバン
プするなど大きな動的荷重が作用した際でもキャンバ変
化が小さいことから車輪の路面に対するグリノプカの増
大は望めず、走行安定性の向上には限度がある。(Prior art) Strut type and double wishbone type suspensions are often used in automobiles. In the case of the above strut type, the camber change is set to be relatively small, and the lateral force during normal straight-ahead driving is reduced. However, since the camber change is small even when a large dynamic load is applied, such as when the wheels bump when turning, an increase in the glinopka of the wheels relative to the road surface cannot be expected, and the running stability is There are limits to improvement.

一方、ダブルウィツシュボーン型では、比較的大きなキ
ャンバ変化を行なうようにすることができるが、その場
合には逆に直進走行時における走行安定性を損う傾向が
でるという問題がある。On the other hand, with the double wishbone type, it is possible to make a relatively large camber change, but in that case there is a problem in that running stability during straight running tends to be impaired.

従来、例えば、特開昭６６−２．２６７３号公報に開示
されている如く、ダブルウィツシュボーン型とストラッ
ト型とを組合わせ、両型式の利点を兼備したサスペンシ
ョンを構成するという試みはなされてｂるが、上記の如
く、通常の直進走行時の安定性と動的な大荷重が作用し
た場合の走行安定性の双方を充分に満足せしめるのは困
難であった。In the past, attempts have been made to combine a double wishbone type and a strut type to construct a suspension that combines the advantages of both types, as disclosed in Japanese Patent Application Laid-Open No. 66-2.2673. However, as mentioned above, it has been difficult to fully satisfy both the stability during normal straight running and the running stability when a large dynamic load is applied.

（発明の目的） 本発明は、上記ストラット型とダブルウィッシ−ボーン
型の双方の利点を兼備したサスペンションを提供するも
のであり、特に、通常の直進走行時で動的荷重が比較的
小さいときはキャンバ変化の小さいストラット型の特徴
が発揮されるようになし、バンプ時、ロール時、ブレー
キング時など比較的大きな動的荷重が作用するときは、
キャンバ変化の大きなダブルウイノシーボーン型の特徴
が発揮されるようにして、自動車の走行安定性の向上を
図るものである。(Object of the Invention) The present invention provides a suspension that combines the advantages of both the strut type and double wishybone type suspensions. In particular, when the dynamic load is relatively small during normal straight-line driving, the camber suspension is The characteristics of the strut type with small changes are exhibited, and when relatively large dynamic loads are applied such as during bumps, rolls, and braking,
The purpose is to improve the driving stability of the automobile by making full use of the characteristics of the double winnosea bone type, which has a large camber change.

（発明の構成う 本発明にかかる自動車のサスペンションにおいては、タ
イヤを回転自在に支持するナックルアームがショックア
ブソーバに取り付けられている０このショックアブソー
バは、その下端部カＲ体ニ上下揺動自在に取り付けたロ
アアームに支持され、ショックアブソーバの上端部は車
体に上下揺動自在に取り付りたアッパアームに支持され
ている。(In the automobile suspension according to the present invention, a knuckle arm that rotatably supports a tire is attached to a shock absorber.) It is supported by an attached lower arm, and the upper end of the shock absorber is supported by an upper arm attached to the vehicle body so as to be able to swing vertically.

そうして、このアッパアームをその上面側と下面側から
車体に固定した弾性部材で挾み、通常の走行状態では路
面側からの荷重をショックアブソーバで吸収し、キャン
バ変化の比較的小さなストラット型の機能が発揮される
ようにし、大きな動的荷重が作用した際に上記弾性部材
が変形してアッパアームが揺動し、キャンバ変化の比較
的大きなダブルウイソシーボーン型の機能が発揮される
ようにしている。Then, this upper arm is sandwiched between elastic members fixed to the vehicle body from the upper and lower sides, and under normal driving conditions, the load from the road surface is absorbed by the shock absorber, and the strut type with relatively small camber change is used. When a large dynamic load is applied, the above-mentioned elastic member deforms and the upper arm swings, thereby achieving a double-wissy bone type function with a relatively large camber change. .

（実施例） 第７図において、１は自動車の車輪、２はこの車輪１を
回転自在に支持するナックルアームで、このナックルア
ーム２はショックアブソーバ３のシリンダ４の下端部に
取り付けられている０シヨツクアブソーバ６は、その下
端部がロアアーム６の先端部にボールジヨイント７を介
して支持され、上端部、つまり、シリンダ４より突出せ
しめたピストンロッド５の上端部がアッパアーム８の中
央部にラバー９を介して支持されている。(Example) In FIG. 7, 1 is a wheel of an automobile, 2 is a knuckle arm that rotatably supports the wheel 1, and this knuckle arm 2 is attached to the lower end of the cylinder 4 of the shock absorber 3. The lower end of the shock absorber 6 is supported by the tip of the lower arm 6 via a ball joint 7, and the upper end, that is, the upper end of the piston rod 5 that protrudes from the cylinder 4, is supported by a rubber member at the center of the upper arm 8. It is supported through 9.

ロアアーム６は、基端部カサスペンションのクロスメン
バ１０に枢支されて車体に対して上下揺動自在になされ
ている。ロアアーム６の中央部上面と、タイヤハウス１
１に接合した支持部材１２との間にはコイルスプリング
１３が介装されている。コイルスプリング１６の上端の
取付板１４がらはバンプストッパ１５が下方へ突設され
ている。The lower arm 6 is pivotally supported by a cross member 10 of a base end suspension and is vertically swingable with respect to the vehicle body. The upper surface of the center part of the lower arm 6 and the tire house 1
A coil spring 13 is interposed between the support member 12 and the support member 12 joined to the support member 1 . A bump stopper 15 is provided to protrude downward from the mounting plate 14 at the upper end of the coil spring 16.

支持部材１２はタイヤハウス１１と相俟って閉断面を形
成している。The support member 12 forms a closed cross section together with the tire house 11.

一方、アッパアーム８は、ロアアーム６よりも短く、第
２図にも示す如く、その基端部が上記支持部材１２に固
定したブラケット１６に枢支されて車体に対して上下揺
動自在になされている。そしてアッパアーム８の先端部
上面には、タイヤハウス１１に固定した山形の上部弾性
部材１７の下端が当接し、アッパアーム８の基端側下面
には、支持部材１２に固定した山形の下部弾性部材１８
の上端が当接しており、アッパアーム８は両弾性部材１
７．１８で挾持された状態となっている。On the other hand, the upper arm 8 is shorter than the lower arm 6, and as shown in FIG. 2, its base end is pivotally supported by a bracket 16 fixed to the support member 12, so that it can freely swing up and down with respect to the vehicle body. There is. The lower end of a chevron-shaped upper elastic member 17 fixed to the tire house 11 is in contact with the top surface of the distal end of the upper arm 8, and the chevron-shaped lower elastic member 18 fixed to the support member 12 is in contact with the bottom surface of the proximal end of the upper arm 8.
The upper ends of the elastic members 1 and 1 are in contact with each other, and the upper arm 8 is
At 7.18, it was in a pinched state.

ここで、ショックアブソーバ３について説明すれば、シ
リンダ４内はピストンでよ室と王室に仕切うれ、ピスト
ンにはオリフィスが設けられている。ショックアブソー
バ６は上室と下室との間で流体（オイル）がオリフィス
を介して出入することにより伸縮して荷重（振動）を減
衰せしめるが、オリフィスを通過し得る流体量には限度
があるため、大荷重が加わると円滑な伸縮ができず、荷
重に対して抵抗を示す。Here, to explain the shock absorber 3, the inside of the cylinder 4 is partitioned into a lower chamber and a lower chamber by a piston, and the piston is provided with an orifice. The shock absorber 6 expands and contracts as fluid (oil) enters and exits through the orifice between the upper and lower chambers to damp the load (vibration), but there is a limit to the amount of fluid that can pass through the orifice. Therefore, when a large load is applied, it cannot expand and contract smoothly and shows resistance to the load.

しかして、上記両弾性部材１７．１８は、ショックアブ
ソーバ６の減衰能を超える大荷重が作用したときに変形
してアッパアーム８を揺動せしめるようにその弾性係数
が設定されている。なお、第１図中、１９は車体のサイ
ドフレーム、２０はテンションロンドであり、テンショ
ンロア１’２０バ一端がロアアーム６に、他端が車体に
取り付けられている。The elastic coefficients of the elastic members 17 and 18 are set so that when a large load exceeding the damping capacity of the shock absorber 6 is applied, the elastic members 17 and 18 deform and swing the upper arm 8. In FIG. 1, 19 is a side frame of the vehicle body, and 20 is a tension rod, one end of which is attached to the lower arm 6 and the other end to the vehicle body.

上記サスペンションにおいて、通常の直進走行時など路
面からサスペンションに加わる荷重が比較的小さいとき
は、車輪１の上下動に伴ってロアアーム６が上下に揺動
するが、アッパアーム８はショックアブソーバ６によっ
て上下振動が吸収されるため揺動しない。すなわち、シ
ョックアブソーバ６の上端部の支点は変位せず、サスペ
ンションはストラット型の機能を呈し、車輪１のキャン
バ変化は小さい。従って、キャンバ変化による横力（キ
ャンバスラスト）があまり生じないため、走行安定性が
良い。In the above suspension, when the load applied to the suspension from the road surface is relatively small, such as during normal straight-ahead driving, the lower arm 6 swings up and down as the wheel 1 moves up and down, but the upper arm 8 vibrates up and down due to the shock absorber 6. It does not oscillate because it is absorbed. That is, the fulcrum at the upper end of the shock absorber 6 is not displaced, the suspension exhibits a strut-type function, and the camber change of the wheel 1 is small. Therefore, since lateral force (canvas thrust) due to camber change does not occur much, running stability is good.

一方、旋回走行時にバンプ現象やローリング現象が生じ
た場合、あるいは急ブレーキをかけた場合など、ショッ
クアブソーバ３の減衰能を超える大きな荷重がサスペン
ションに作用したときは、弾性部月１７．１８が変形し
、ロアアーム６とともにアッパアーム８が上下に揺動す
る。すなわち、サスペンションはダブルウィツシュボー
ン型の機能を呈し、車輪１のキャンバ変化が大きくなり
、車輪１が若干下開きするようになって路面に対するグ
リップ力が増し、走行安定性が良くなる。なお、バンプ
ストッパ１５は過度の荷重により車輪１が大きくバンプ
した際にロアアーム６に当接し、車輪１とタイヤハウス
１１との干渉およびサスペンションの他の構成要素の破
損を防止する。On the other hand, when a large load that exceeds the damping capacity of the shock absorber 3 is applied to the suspension, such as when a bump or rolling phenomenon occurs during cornering or when sudden braking is applied, the elastic parts 17 and 18 deform. Then, the upper arm 8 swings up and down together with the lower arm 6. That is, the suspension exhibits a double wishbone type function, and the camber change of the wheels 1 increases, causing the wheels 1 to open slightly downward, increasing grip on the road surface and improving running stability. The bump stopper 15 comes into contact with the lower arm 6 when the wheel 1 makes a large bump due to an excessive load, and prevents interference between the wheel 1 and the tire house 11 and damage to other components of the suspension.

（発明の効果） 本発明は上述の如く、ストラット型とダブルウィツシュ
ボーン型とを組合わせたことにより、通常の直進走行時
など比較的小さな荷重が作用するときはキャンバ変化を
小さくして横力の発生を防止し、動的な大荷重が作用す
るときはキャンバ変化を大きくして路面に対するグリッ
プ力を増すことができるため、自動車の走行安定性の向
上が図れ、さらに、通常のストラット型のものよりサス
ペンションの高さを低くすることができる。(Effects of the Invention) As described above, the present invention combines a strut type and a double wishbone type, so when a relatively small load is applied, such as during normal straight-line driving, the camber change is reduced and the lateral This prevents the generation of force, and when a large dynamic load is applied, the camber change can be increased to increase the grip on the road surface, improving the running stability of the car. The suspension height can be lower than that of the previous model.

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

図面は本発明の実施態様を例示し、第１図は自動車のサ
スペンションを示す断面図、第２図はアッパアーム取付
部の平面図である。 １・・・・・・ｉ輪、２・−−−−−ナックルアーム、
３・・・・・・ショックアブソーバ、６・・・・・・ロ
アアーム、８・・・・・・アッパアーム、１０・・・・
・・クロスメンバ、１１・・・・・・タイヤハウス、１
７・・・・・・上部弾性部材、１８・・・・・・下部弾
性部材The drawings illustrate embodiments of the present invention, with FIG. 1 being a sectional view showing a suspension of an automobile, and FIG. 2 being a plan view of an upper arm mounting portion. 1... i-wheel, 2... knuckle arm,
3...Shock absorber, 6...Lower arm, 8...Upper arm, 10...
...Cross member, 11...Tyre house, 1
7... Upper elastic member, 18... Lower elastic member

Claims (1)

【特許請求の範囲】[Claims] （１）　　タイヤを回転自在に支持するナックルアーム
がショックアブソーバに取り付けられていて、このショ
ックアブソーバの下端部は車体に上下揺動自在に取り付
けられたロアアームに支持され、ショックアブソーバの
上端部は車体に上下揺動自在に取り付けられたアッパア
ームに支持され、このアッパアームは車体に固定された
弾性部拐にて上面側と下面側から挾まれていることを特
徴とする自動車のサスペンション。(1) A knuckle arm that rotatably supports the tire is attached to a shock absorber.The lower end of the shock absorber is supported by a lower arm that is attached to the vehicle body so as to be able to swing up and down, and the upper end of the shock absorber is attached to the vehicle body. An automobile suspension characterized in that the upper arm is supported by an upper arm that is vertically swingably attached to the vehicle body, and the upper arm is sandwiched from the upper and lower sides by elastic members fixed to the vehicle body.
JP9660883A 1983-05-30 1983-05-30 Car suspension Granted JPS59220408A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP9660883A JPS59220408A (en) 1983-05-30 1983-05-30 Car suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP9660883A JPS59220408A (en) 1983-05-30 1983-05-30 Car suspension

Publications (2)

Publication Number Publication Date
JPS59220408A true JPS59220408A (en) 1984-12-11
JPH0460841B2 JPH0460841B2 (en) 1992-09-29

Family

ID=14169576

Family Applications (1)

Application Number Title Priority Date Filing Date
JP9660883A Granted JPS59220408A (en) 1983-05-30 1983-05-30 Car suspension

Country Status (1)

Country Link
JP (1) JPS59220408A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63110011A (en) * 1986-10-27 1988-05-14 Fuji Heavy Ind Ltd Rear wheel suspension for automobile
JPS63100304U (en) * 1986-12-21 1988-06-29

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63110011A (en) * 1986-10-27 1988-05-14 Fuji Heavy Ind Ltd Rear wheel suspension for automobile
JPS63100304U (en) * 1986-12-21 1988-06-29
JPH0527283Y2 (en) * 1986-12-21 1993-07-12

Also Published As

Publication number Publication date
JPH0460841B2 (en) 1992-09-29

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