JPH0517042B2 - - Google Patents

Description

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.

(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.

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.

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.

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.

(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. .

(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.

(Example) Hereinafter, the present invention will be described in detail based on an example shown in the drawings.

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.

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.

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.

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.

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.

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.

(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.

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.

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.

[Brief explanation of the drawing]

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)

[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.