JPS6240202B2 - - Google Patents
Info
- Publication number
- JPS6240202B2 JPS6240202B2 JP9868883A JP9868883A JPS6240202B2 JP S6240202 B2 JPS6240202 B2 JP S6240202B2 JP 9868883 A JP9868883 A JP 9868883A JP 9868883 A JP9868883 A JP 9868883A JP S6240202 B2 JPS6240202 B2 JP S6240202B2
- Authority
- JP
- Japan
- Prior art keywords
- arm
- vehicle body
- knuckle
- knuckle arm
- link members
- 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
Links
- 239000000725 suspension Substances 0.000 claims description 10
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 210000000988 bone and bone Anatomy 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
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
- B60G2200/14—Independent suspensions with lateral arms
- B60G2200/143—Independent suspensions with lateral arms with lateral arms crossing each other, i.e. X formation as seen along the longitudinal axis
-
- 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
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/462—Toe-in/out
-
- 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
- B60G2204/422—Links for mounting suspension elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、自動車に装備されるフロントサスペ
ンシヨンに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a front suspension installed in an automobile.
（従来技術）
従来より、このようなフロントサスペンシヨン
として、例えば第１図に示すように、前輪ａを回
転自在に支持するナツクルアームｂと、該ナツク
ルアームｂの上部を車体のメインフレームｃに上
下揺動可能に連結するアツパアームｄと、ナツク
ルアームｂの下部を車体のサブフレームｅに上下
揺動可能に連結するロアアームｆとを備えたダブ
ルウイツシユボーンタイプのものはよく知られて
いる。ここで、上記アツパアームｄおよびロアア
ームｆは、鋼板プレスよりなる一体成形品のいわ
ゆるＡ型アームが一般に多く使用されているが、
２本のリンク部材がナツクルアームを挟んで台形
状に配置されてなるものも使用されることがある
（例えば***特許1938851号明細書および図面等参
照）。尚、第１図中、ｇはシヨツクアブソーバで
ある。(Prior Art) Conventionally, as shown in FIG. 1, for example, such a front suspension has a knuckle arm b that rotatably supports a front wheel a, and an upper part of the knuckle arm b that is attached to the main frame c of the vehicle body so as to be vertically swingable. A double wishbone type vehicle is well known, which includes an upper arm d that is movably connected and a lower arm f that connects the lower part of the knuckle arm b to the subframe e of the vehicle body so that it can swing up and down. Here, as the above-mentioned upper arm d and lower arm f, a so-called A-type arm, which is an integrally molded product made of pressed steel plate, is generally used.
A structure in which two link members are arranged in a trapezoid shape with a knuckle arm in between may also be used (see, for example, the specification of West German Patent No. 1938851 and the drawings). In addition, in FIG. 1, g is a shock absorber.
そして、この種のフロントサスペンシヨンにお
いては、操縦性を高めるために、キングピン軸l1
を車体外方下向きに傾けてキングピンオフセツト
（車体前方より見たときの路面上におけるキング
ピン軸l1と前輪ａの中心線l2との間の間隔）δを
零ないし負の値に近づけるようにすることが一般
に行われている。尚、キングピンl1は、アツパア
ームｄまたはロアアームｆがＡ型アームからなる
ときには該アツパアームｄまたはロアアームｆと
ナツクルアームｂとの連結部を通る直線であり、
アツパアームｄまたはロアアームｆが２本のリン
ク部材からなるときには該両リンク部材の軸心延
長線の交点を通る直線である。 And in this type of front suspension, in order to improve maneuverability, the kingpin axis l 1
Tilt it outward and downward from the vehicle body so that the kingpin offset (the distance between the kingpin axis l1 and the center line l2 of the front wheel a on the road surface when viewed from the front of the vehicle) δ approaches zero or a negative value. It is common practice to do so. In addition, when the upper arm d or the lower arm f is an A-type arm, the king pin l1 is a straight line that passes through the joint between the upper arm d or the lower arm f and the knuckle arm b,
When the upper arm d or the lower arm f consists of two link members, this is a straight line passing through the intersection of the axial extensions of the two link members.
ところが、この場合、上記アツパアームｄは、
車体内側に形成されるエンジンルームとの関係で
その車体連結部（内端部）位置が規制されている
ため、該アツパアームｄの車体左右方向の長さを
キングピン軸l1の傾き分短く設定する必要があ
る。そのため、車体のバンプ時やリバウンド時に
は、前輪ａのキヤンバ角（車体前方より見たとき
の前輪ａの中心線l2と鉛直線とのなす角）が著し
く変化し、直進安定性が悪くなるという問題があ
つた。 However, in this case, the above Atsupah arm d is
Since the position of the vehicle body connection part (inner end) is regulated in relation to the engine room formed inside the vehicle body, the length of the upper arm d in the left-right direction of the vehicle body is set to be shorter by the inclination of the kingpin axis l1 . There is a need. Therefore, when the vehicle bumps or rebounds, the camber angle of the front wheel a (the angle between the center line of the front wheel a when viewed from the front of the vehicle and the vertical line) changes significantly, resulting in poor straight-line stability. There was a problem.
（発明の目的）
本発明の目的は、キングピンオフセツトを零な
いし負の値に近づけるべくキングピン軸を従来の
如く車体外方下向きに傾けたままで、アツパアー
ムの車体左右方向の長さを長くするようにするこ
とにより、バンプ時やリバウンド時におけるキヤ
ンバ角の変化を少なくし、直進安定性を高め得る
ようにするものである。(Object of the Invention) The object of the present invention is to increase the length of the upper arm in the left-right direction of the vehicle while keeping the kingpin axis tilted downward to the outside of the vehicle as in the past in order to bring the kingpin offset close to zero or a negative value. By doing so, changes in the camber angle during bumps and rebounds can be reduced and straight-line stability can be improved.
（発明の構成）
上記目的を達成するため、本発明の構成は、上
記の如きダブルウイツシユボーンタイプのフロン
トサスペンシヨンにおいて、アツパアームを、２
本のリンク部材をクロス配置して構成したもので
ある。このことにより、キングピン軸が上記２本
のリンク部材の交点を通つて車体外方下向きに傾
けられる一方、アツパアームの車体左右方向の長
さが従来よりもその交点から車体外方に突出する
分だけ長くなるようにしたものである。(Structure of the Invention) In order to achieve the above object, the structure of the present invention is such that in the double wish bone type front suspension as described above, the upper arm is
It is constructed by cross-arranging book link members. As a result, the king pin shaft is tilted downward outward from the vehicle body through the intersection of the two link members, while the length of the Atsupa arm in the left and right direction of the vehicle body is increased by an amount that protrudes outward from the intersection point. It was made to be long.
（発明の効果）
したがつて、本発明によれば、キングピンオフ
セツトを零ないし負の値に近づけるべくキングピ
ン軸を車体外方下向きに傾けた状態に維持しつ
つ、アツパアームの車体左右方向の長さを長くす
ることができるので、操縦性の向上を図ることが
できるとともに、バンプ時やリバウンド時におけ
るキヤンバ角変化を少なくして直進安定性の向上
を図ることができるものである。(Effects of the Invention) Therefore, according to the present invention, the length of the upper arm in the left-right direction of the vehicle body can be adjusted while maintaining the kingpin axis in a state in which the kingpin axis is inclined downwardly outward from the vehicle body in order to bring the kingpin offset close to zero or a negative value. Since the length can be increased, maneuverability can be improved, and camber angle changes during bumps and rebounds can be reduced to improve straight-line stability.
（実施例）
以下、本発明の技術的手段の具体例としての実
施例を図面に基づいて説明する。(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.
第２図および第３図はFR型（フロントエンジ
ン・リヤドライブ）自動車の右側フロントサスペ
ンシヨン部を示し、１は車体前後方向に延びる左
右のメインフレームであつて、該メインフレーム
１は、エンジンルーム２の側壁面を構成するフロ
ントフエンダエプロン３の下端部に接合されて閉
断面を形成している。４はエンジンルーム２下方
において車体左右方向に延びるサブフレームであ
つて、該サブフレーム４の両端部はそれぞれ上記
左右のメインフレーム１に連結固定されている。 Figures 2 and 3 show the right front suspension part of an FR type (front engine/rear drive) automobile. Reference numeral 1 denotes left and right main frames extending in the longitudinal direction of the vehicle body, and the main frame 1 is located in the engine compartment. The front fender apron 3 is joined to the lower end of the front fender apron 3 forming the side wall surface of the front fender apron 2 to form a closed cross section. A subframe 4 extends in the left-right direction of the vehicle below the engine room 2, and both ends of the subframe 4 are connected and fixed to the left and right main frames 1, respectively.
また、５は車体外方に突出する支軸部５ａを有
するナツクルアームであつて、該ナツクルアーム
５の支軸部５ａにはベアリング６，６を介して前
輪７がブレーキドラム８と共に回転自在に装着支
持されている。上記ナツクルアーム５本体の上部
はアツパアーム９を介して上記メインフレーム１
に上下揺動可能に連結されており、下部はロアア
ーム１０を介して上記サブフレーム４端部に上下
揺動可能に連結されている。 Reference numeral 5 denotes a knuckle arm having a support shaft portion 5a projecting outward from the vehicle body, and a front wheel 7 is rotatably mounted and supported on the support shaft portion 5a of the knuckle arm 5 via bearings 6, 6 together with a brake drum 8. has been done. The upper part of the main body of the Katsukuru arm 5 is connected to the main frame 1 via the Atsupah arm 9.
The lower part is connected via the lower arm 10 to the end of the sub-frame 4 so as to be swingable up and down.
上記ロアアーム１０は、一般にＡ型アームと称
される鋼板プレスよりなる一体成形品のものであ
つて、その開脚側端部たる内端部は車体前後方向
に平行な支軸１１を介してサブフレーム４に支承
されており、頂角側端部たる外端部はボールジヨ
イント１２を介してナツクルアーム５に連結され
ている。一方、上記アツパアーム９は、２本のリ
ンク部材１３，３３が車体上方からみてクロス配
置されてなるものであつて、該各リンク部材１３
の内端部はそれぞれ車体前後方向に平行な支軸１
４を介してメインフレーム１に支承されており、
外端部はそれぞれボールジヨイント１５を介して
ナツクルアーム５に連結されている。尚、１６は
ステアリング装置（図示せず）からの操舵力をナ
ツクルアーム５に伝達して前輪７の回転進行方向
を変えるタイロツドである。 The lower arm 10 is an integrally molded product made of a pressed steel plate, generally referred to as an A-type arm, and its inner end, which is the end on the open leg side, is connected to the sub-assembly via a support shaft 11 parallel to the longitudinal direction of the vehicle body. It is supported by a frame 4, and the outer end, which is the apex end, is connected to the knuckle arm 5 via a ball joint 12. On the other hand, the upper arm 9 is made up of two link members 13 and 33 disposed crosswise when viewed from above the vehicle body.
The inner ends of each support shaft 1 parallel to the longitudinal direction of the vehicle body.
It is supported on the main frame 1 via 4,
The outer ends are connected to the knuckle arms 5 via ball joints 15, respectively. Reference numeral 16 denotes a tie rod that transmits steering force from a steering device (not shown) to the knuckle arm 5 to change the direction of rotation of the front wheels 7.
したがつて、上記実施例においては、操舵時
（ステアリング装置からの操舵力がタイロツド１
６を介してナツクルアーム５に伝達されるとき）
におけるナツクルアーム５の回転中心軸たるキン
グピン軸l1は、ナツクルアーム５の下部において
は該ナツクルアーム５とロアアーム１０との連結
部（ボールジヨイント１２）中心P1を通るが、ナ
ツクルアーム５の上部においてはアツパアーム９
が平面的にクロス配置された２本のリンク部材１
３，１３からなるものであるため、該ナツクルア
ーム５とアツパアーム９（各リンク部材１３）と
の連結部よりも車体内方側に位置するリンク部材
１３，１３同士の交点P2を通ることになる。つま
り、従来と同様に車体外方下向きに傾いたキング
ピン軸l1が得られ、キングピンオフセツトを零な
いし負の値に近づけることができるので、操縦性
の向上を図ることができる。 Therefore, in the above embodiment, when steering (the steering force from the steering device is
6 to the knuckle arm 5)
The kingpin axis l1 , which is the central axis of rotation of the knuckle arm 5, passes through the center P1 of the connecting part (ball joint 12) between the knuckle arm 5 and the lower arm 10 at the lower part of the knuckle arm 5, but at the upper part of the knuckle arm 5, the king pin axis l1 passes through the center P1 of the connecting part (ball joint 12) between the knuckle arm 5 and the lower arm 10, but at the upper part of the knuckle arm 5, 9
two link members 1 arranged crosswise in a plane
3 and 13, it passes through the intersection point P2 between the link members 13 and 13, which is located on the inside of the vehicle body than the connection part between the knuckle arm 5 and the upper arm 9 (each link member 13). . In other words, as in the conventional case, the kingpin axis l1 tilted outward and downward from the vehicle body is obtained, and the kingpin offset can be brought close to zero or a negative value, so that maneuverability can be improved.
その上、上記各リンク部材１３の車体左右方向
の長さは、従来の如くキングピン軸を車体外方下
向きに傾けるためにリンク部材１３，１３同士の
交点P2位置においてナツクルアーム上部と連結し
たアツパアームよりもその交点P1から外方に突出
する長さ分長くなり、ロアアーム１０の車体左右
方向の長さにより近い値であるため、バンプ時や
リバウンド時におけるナツクルアーム５上部の車
体左右方向の変位量がその下部の変位量とほぼ等
しくなる。この結果、前輪７のキヤンバ角を常に
ほぼ一定に維持することができ、直進安定性の向
上を図ることができる。 Furthermore, the length of each of the link members 13 in the left-right direction of the vehicle body is greater than the length of the Atsupa arm connected to the upper part of the Knuckle arm at the intersection point P2 between the link members 13 and 13 in order to tilt the king pin shaft downwardly outward from the vehicle body as in the past. is longer by the length that protrudes outward from the intersection point P1 , and this value is closer to the length of the lower arm 10 in the left-right direction of the vehicle body, so the amount of displacement of the upper part of the Knuckle Arm 5 in the left-right direction of the vehicle body when bumping or rebounding is It is almost equal to the displacement of the lower part. As a result, the camber angle of the front wheels 7 can always be maintained substantially constant, and straight-line stability can be improved.
尚、上記実施例では、本発明をFR型自動車の
フロントサスペンシヨンに適用した場合について
説明したが、FF型（フロントエンジン・フロン
トドライブ）自動車のフロントサスペンシヨンに
も同様に適用できるのは勿論である。 In the above embodiment, the present invention is applied to the front suspension of an FR type vehicle, but it is of course applicable to the front suspension of a FF type (front engine/front drive) vehicle. be.
また、上記実施例では、ロアアーム１０に一体
成形品のＡ型アームを使用したが、このＡ型アー
ムの代りに２本のリンク部材を三角形状ないしナ
ツクルアームを挟んで台形状に組立ててなるもの
を使用してもよく、要は、アツパアームを平面的
にクロス配置した２本のリンク部材で構成すれば
よいのである。 Further, in the above embodiment, an integrally molded A-type arm is used for the lower arm 10, but instead of this A-type arm, two link members may be assembled into a triangular or trapezoidal shape with a knuckle arm in between. It may be used, and the point is that the upper arm may be constructed of two link members disposed crosswise in a plane.
第１図は従来例としての右側フロントサスペン
シヨン部を示す正面図であり、第２図および第３
図は本発明の実施例を示し、第２図は第１図相当
図、第３図は右側フロントサスペンシヨンを車体
前方内側より見た概略斜視図である。
１…メインフレーム、４…サブフレーム、５…
ナツクルアーム、７…前輪、９…アツパアーム、
１０…ロアアーム、１３…リンク部材。
Figure 1 is a front view showing the right front suspension section as a conventional example, and Figures 2 and 3 are
The drawings show an embodiment of the present invention, and FIG. 2 is a view corresponding to FIG. 1, and FIG. 3 is a schematic perspective view of the right front suspension seen from the front inside of the vehicle body. 1...Main frame, 4...Subframe, 5...
Natsukuru arm, 7...Front wheel, 9...Atsupa arm,
10...Lower arm, 13...Link member.
Claims (1)
と、該ナツクルアームの上部および下部を各々車
体に上下揺動可能に連結するアツパおよびロアア
ームとを備え、上記アツパアームは、２本のリン
ク部材が車体上方からみてクロス配置されてなる
ことを特徴とするフロントサスペンシヨン。1. A knuckle arm that rotatably supports the front wheel, and upper and lower arms that connect the upper and lower parts of the knuckle arm to the vehicle body in a vertically swingable manner, and the upper arm has two link members that cross each other when viewed from above the vehicle body. The front suspension is characterized by being arranged.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58098688A JPS59223507A (en) | 1983-06-01 | 1983-06-01 | Front suspension |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58098688A JPS59223507A (en) | 1983-06-01 | 1983-06-01 | Front suspension |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59223507A JPS59223507A (en) | 1984-12-15 |
| JPS6240202B2 true JPS6240202B2 (en) | 1987-08-27 |
Family
ID=14226441
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58098688A Granted JPS59223507A (en) | 1983-06-01 | 1983-06-01 | Front suspension |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59223507A (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2708075B2 (en) * | 1987-08-10 | 1998-02-04 | 本田技研工業株式会社 | Steering wheel suspension |
| DE3729238A1 (en) * | 1987-09-02 | 1989-03-16 | Bayerische Motoren Werke Ag | REAR SUSPENSION |
| DE3738964C1 (en) * | 1987-11-17 | 1989-04-27 | Daimler Benz Ag | Independent wheel suspension for motor vehicles |
| DE102004014555A1 (en) | 2004-03-25 | 2005-12-22 | Zf Friedrichshafen Ag | Wheel suspension for a steerable vehicle wheel |
| DE102012015333A1 (en) * | 2012-08-02 | 2014-02-06 | Daimler Ag | Wheel suspension for steerable rear wheel of motor vehicle, has steering link that is connected inside with steering device of vehicle and is connected outside with wheel carrier in hinged manner |
| US11260904B2 (en) * | 2020-04-08 | 2022-03-01 | Thomas Towles Lawson, Jr. | Vehicle steering linkage and axle assembly including said linkage |
-
1983
- 1983-06-01 JP JP58098688A patent/JPS59223507A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59223507A (en) | 1984-12-15 |
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