JPH07257124A - Vehicle suspension device - Google Patents

Abstract

PURPOSE:To restrain a suspension from being resiliently deformed during a suspension stroke, with no detrimental affection upon another suspension characteristic. CONSTITUTION:A lower part of a knuckle 1 is swingably connected to a vehicle body by means of a lower arm 2. The upper part of the knuckle 1 is coupled to the vehicle body through a third arm 3 by means of an upper arm 4 which is coupled to the upper end of the side arm 3 so as to be swingable around a predetermined attaching axis L2, and which is coupled to the vehicle body so as to be swingable about a predetermined attaching axis L3. The upper arm 4 is composed of a vehicle side member 11 and a wheel side member 12 which are smoothly rotatable, relative to each other by means of a bearing.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension system for a vehicle, and in particular, an arm constituting either the lower region or the upper region swings around a predetermined axis both on the vehicle body and on the wheel supporting member. The present invention relates to a so-called double wishbone type vehicle suspension system which is operably connected.

[0002]

2. Description of the Related Art As a conventional so-called double wishbone type vehicle suspension device, for example, the actual open shaft 63-96.
There is one described in Japanese Patent No. 908. This is because a wheel is rotatably supported by a wheel support member such as a knuckle, and a lower portion of the wheel support member, which is a lower region, and a vehicle body side member are swingably connected by a lower arm extending in the vehicle width direction. ing.

Further, a lower end of a third arm extending in the vertical direction is rotatably connected to an upper portion of the wheel support member so as to be rotatable around a kingpin axis, and the wheel support member and the vehicle body in the upper region are connected via the third arm. The upper side is swingably connected to the side. The lower arm is
The A-arm has an A-shaped upper portion pivotally supported by a wheel support member at one point via a ball joint. Further, on the vehicle body side, two mounting portions that are opposed to each other at a predetermined interval in the front-rear direction of the vehicle body are attached to the vehicle body-side member via bushes, respectively, so that the vehicle body-side mounting shaft around the two mounting portions is connected. The lower arm is swingable. As a result, during the suspension stroke, the wheel side attachment point of the lower arm swings vertically.

The upper arm is a substantially H-shaped arm, is connected to the upper end of the third arm via a bush so as to be swingable around a predetermined mounting axis, and is mounted on the third arm side. It is connected to a member on the vehicle body side via a bush so as to be swingable around a predetermined mounting axis parallel to the axis. At the time of bouncing, an alignment change such as a camber change is caused by the behavior of the upper arm and the lower arm.

In the above conventional example, the upper arm is connected to the wheel support member via the third arm,
There is also a vehicle suspension device in which the upper arm is directly connected to the upper portion of the wheel support member so as to be swingable around a predetermined axis without the intervention of the third arm.

[0006]

DISCLOSURE OF THE INVENTION The conventional suspension for a vehicle described above.
In the device, as shown in the schematic diagram of FIG.
Wheel side mounting shaft L₂₀And body side mounting axis L_{twenty one}And
Because they are set parallel to each other, as shown below
There's a problem. Of the wheel support member 42 by the lower arm 41
Considering restraint, the lower arm in the wheel support member 42
41 mounting point P_FiveIs the lower arm 41 attached to the vehicle body
Axis L _{twenty two}Since it is restrained so that it can only swing around,
3, the vehicle body side mounting shaft L_{twenty two}Centered on
The mounting point P_FiveTo the vehicle body side mounting axis L_{twenty two}Length of perpendicular to
H₁Up and down with radius as (arm length of lower arm 41)
Orbit C on the arc drawn in the direction₁Can only move along
Has become.

On the other hand, considering the restraint of the wheel support member 42 by the upper arm 40, the behavior of the mounting point P ₅ is as follows.
It is determined by the combination of the swing of the wheel side mounting axis L ₂₀ around the vehicle body side mounting axis L ₂₁ and the swing of the mounting point P ₅ around the wheel side mounting axis L _{20 in} the upper arm 40. That is,
The attachment point P _5, as shown in FIG. 14, while moving along an arcuate orbit C ₂ where the wheel-side mounting shaft L ₂₀ as the rotation axis, the wheel-side mounting shaft L ₂₀ which is a rotation axis Since the upper rotation center O ₁ swings around the vehicle body side mounting shaft L ₂₁ as a rotating shaft, the mounting point P ₅ is eventually the arcuate track C.
It will be restrained on the curved surface D ₁ obtained when the ₅ is rotated about the vehicle body side mounting axis L ₂₁ .

Therefore, the point P ₅ on the wheel support member 42 is
Is constrained by the lower arm 41 on the arcuate path C ₁ and at the same time constrained by the upper arm 40 on the curved surface D ₁ . At this time, if the arcuate trajectory C ₁ by the lower arm 41 is not on the curved curved surface D _{1 by the} upper arm 40, the wheel support member 42 is restrained by the lower arm 41 and the wheel support member 42 by the upper arm 40 during the suspension stroke. The restraint of (1) causes a mechanical error, and this error is absorbed by elastic deformation of the suspension.

This is because, particularly in the large stroke region, the distance between the arcuate trajectory C ₁ and the curved surface D ₁ is large, and the suspension must be elastically deformed greatly. Therefore, this mechanical error is preferably zero or small, but for that purpose, the arcuate trajectory C ₁ by the lower arm 41 needs to be positioned on or near the curved surface D ₁ .

However, in the above-mentioned conventional example, since both mounting shafts L _20, L ₂₁ of the upper arm 40 are arranged in parallel to each other, the curved surface D ₁ at which the mounting point P ₅ is restrained by the upper arm 40 is mounted on both sides. a plane perpendicular to the axis L _20, L _21. Therefore, in order for the arcuate trajectory C ₁ of the lower arm 41 to follow the curved surface D ₁ , the vehicle body side mounting axis L ₂₂ of the lower arm 41 is perpendicular to the restraint curved surface D ₁ , that is, the vehicle body side mounting axis of the upper arm 40. It is necessary to dispose parallel to L ₂₁ .

As described above, in the conventional vehicle suspension system, in order to suppress the elastic deformation caused in the suspension by reducing or reducing the above mechanical error, the vehicle body side mounting shaft L ₂₂ of the lower arm 41 is attached to the upper arm. Although there is no choice but to set the vehicle body side mounting axis L _{21 of} 40 to be substantially parallel to each other, if the vehicle body side mounting axis L _{22 of} the lower arm 41 and the vehicle body side mounting axis L _{21 of the} upper arm 40 are arranged in parallel, for example, the moment when viewed from the side. There is a problem in setting the alignment characteristics of the suspension and layout of the suspension such that the center of rotation cannot be set at an appropriate position or a desired caster angle change cannot be obtained.

On the contrary, the vehicle body side mounting axis L ₂₁ of the upper arm 40 is adjusted so as to obtain a desired suspension alignment.
And the vehicle body side mounting axis L _{22 of the} lower arm 41 are inclined relative to each other, elastic deformation occurs in the suspension during the suspension stroke. When the above mechanical error is absorbed by the elastic deformation of the suspension, the suspension member, particularly the connecting portion, receives a force associated with the stroke, which increases the friction of the suspension and deteriorates the riding comfort performance of the vehicle. Inconvenience occurs.

The present invention has been made in view of the above problems, and an object thereof is to suppress the elastic deformation generated in the suspension during the suspension stroke without adversely affecting other suspension characteristics. I am trying.

[0014]

In order to achieve the above object, in the vehicle suspension device according to the first aspect of the present invention, the vehicle suspension device can swing about a predetermined axis with respect to the vehicle body side member. A first arm connected to the wheel support member so as to be swingable about a predetermined axis; and a first arm connected to the vehicle body side member so as to be swingable about a predetermined axis and to the wheel support member. An upper region between a vehicle body side member and a wheel support member, which includes a second arm swingably connected around a predetermined point, and one of the first arm and the second arm supports a wheel. And the other constitutes a lower region. In the vehicle suspension device, the first arm is configured to rotate so that the two mounting shafts are relatively rotatable about an axis extending in the extending direction of the arm. It is characterized by having a mechanism.

In the vehicle suspension device according to the second aspect of the present invention, the vehicle suspension device is swingably connected to the vehicle-body-side member about a predetermined axis and is also connected to the wheel support member by a predetermined axis. A first arm that is swingably coupled to the first arm and a first arm that is swingably coupled to the vehicle body-side member about a predetermined axis and is swingably coupled to the wheel support member about a predetermined point. A vehicle having two arms, one of the first arm and the second arm constitutes an upper region between a wheel supporting member supporting a wheel and a vehicle body side member, and the other constitutes a lower region. In the suspension device for vehicle, the vehicle body side mounting shaft and the wheel side mounting shaft are tilted with respect to each other so that the vehicle body side mounting shaft or its extension line and the wheel side mounting shaft or its extension line in the first arm intersect in plan view. I placed it It is a symptom.

At this time, in the vehicle suspension device according to the third aspect of the present invention, the vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are arranged on a common plane. It is characterized by that. Further, in the vehicle suspension device according to claim 4 of the present invention, the vehicle suspension device is swingably connected to the vehicle body side member about a predetermined axis line and is swingable about the predetermined axis line with respect to the wheel support member. A first arm that is movably connected to the first arm and a second arm that is swingably connected to the vehicle-body-side member about a predetermined axis and is swingably connected to the wheel support member about a predetermined point. And a vehicle suspension device in which one of the first arm and the second arm constitutes an upper region between a wheel supporting member supporting a wheel and a member on the vehicle body side, and the other constitutes a lower region. In the above, the vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are set at positions relatively twisted by a predetermined angle around an axis extending in the extending direction of the first arm. Is characterized by.

According to the fifth aspect of the present invention, in the vehicle suspension device, the vehicle body side mounting shaft or the extension line thereof and the wheel side mounting shaft or the extension line thereof in the first arm are viewed in plan view. It is characterized in that the vehicle body side mounting shaft and the wheel side mounting shaft are arranged so as to be inclined so as to intersect with each other. Further, in the vehicle suspension device according to claim 6 of the present invention, the vehicle body-side mounting shaft and the wheel-side mounting shaft of the first arm extend in the extending direction of the first arm. It is characterized in that it is set at a position twisted by a predetermined angle relative to the surroundings.

[0018]

Considering the restraint of the wheel support member by the second arm 50, the attachment point P ₆ of the second arm 50 on the wheel support member is at the vehicle body side attachment axis L _{30 of} the second arm 50.
Since it is constrained to be swingable only around it, as shown in FIG. 9, a perpendicular line H ₂ (the _second line) from the mounting point P ₆ to the vehicle body side mounting shaft L ₃₀ is centered around the vehicle body side mounting shaft L ₃₀ . It is movable only along an orbit C ₄ on an arc drawn in the up-and-down direction with the radius of the second arm 50).

On the other hand, considering the restraint of the wheel support member by the first arm 52, the behavior of the attachment point P ₆ is
Of the wheel 52 side mounting axis L ₃₂ about the vehicle body side mounting axis L ₃₁ and the swinging of the mounting point P ₆ around the wheel side mounting axis L ₃₂ . That is, as shown in FIG. 10, the attachment point P ₆ moves along the track C ₅ in an arc shape with the wheel-side attachment shaft L ₃₂ as a rotation axis, and at the same time, the wheel-side attachment shaft that is the rotation axis. Since the rotation center O ₂ on L ₃₂ swings around the vehicle body side attachment axis L ₃₁ as a rotation axis, the attachment point P ₆ eventually rotates the arcuate track C ₅ around the vehicle body side attachment axis L _31. It will be restrained on the curved surface D ₂ obtained at the time.

Therefore, the point P ₆ on the wheel support member is
At the same time as being constrained to the arcuate trajectory C ₄ by the second arm 50, it is constrained on the curved surface D ₂ by the first arm 52. The restraint curved surface D ₂ is attached to the vehicle body side mounting axis L _31.
When the wheel mounting shaft L ₃₂ is parallel to
An intersection O ₂ (a center of rotation of the above arc) of a perpendicular drawn from the attachment point P ₆ to the wheel side attachment axis L ₃₂ , and an intersection O _{3 of} a perpendicular drawn from the intersection O ₂ to the vehicle body side attachment axis L ₃₁ (the above arc) It is located on a plane that passes through both intersections O _{2 and} O ₃ of the rotation center of the rotation center) and is perpendicular to both mounting axes L _{31 and} L ₃₂ .

On the other hand, when the wheel-side mounting shaft L ₃₂ is rotated by a predetermined angle with respect to the vehicle-body-side mounting shaft L ₃₁ about the axis L ₃₃ extending in the extension direction of the arm, the constrained curved surface D is obtained.
₂ is offset from the vertical surface in the extending direction of the vehicle body mounting axis L _{31 by} an amount corresponding to the rotation amount, and
The curved surface changes to have a curvature corresponding to the amount of rotation. In view of this, as described in claim 1, when the rotation mechanism is provided for the first arm 52, the wheel-side mounting shaft L ₃₂ is provided with respect to the vehicle body-side mounting shaft L ₃₁ . It becomes relatively freely rotatable about an axis L ₃₃ extending in the extension direction of the arm, and the position of the constrained curved surface D ₂ by the first arm 52 is parallel to the extension direction of the vehicle body mounting axis L ₃₁ in the left-right direction. Can be moved to.

Therefore, the mounting of the second arm 50 on the vehicle body side
Axis L₃₀And one body side mounting axis L ₃₁And settings are mutually
Even if the second arms 50 are not arranged in parallel,
Above-mentioned mounting point P₆Arcuate trajectory C of_FourBut,
Constrained curved surface D constrained by the first arm 52₂Always on
Relative to the first arm 52 so that
Is absorbed by the positive rotation.

Further, as described in claim 2,
The vehicle body side mounting axis L ₄₁ and the wheel side mounting axis L ₄₂ are arranged so that the vehicle body side mounting axis L ₄₁ or its extension line and the wheel side mounting axis L ₄₂ or its extension line intersect in a plan view in the first arm. Then, the arcuate trajectory C ₅ drawn by the attachment point P ₇ with the wheel side attachment axis L ₄₂ of the first arm as the rotation axis is perpendicular to the vehicle body attachment axis L ₄₁ as shown in FIG. 11. The one that was facing was the body side mounting axis L
It is set at a position inclined by an amount corresponding to the inclination of the wheel side mounting axis L ₃₂ with respect to ₃₁ (from C ₆ to C in FIG. 11).
Move to position ₅ ).

Therefore, the constrained curved surface by the first arm is set to be tilted from the vehicle body mounting axis L _{31 by} an amount corresponding to the tilt between the two mounting axes L _{41 and} L ₄₂ in plan view, and A curvature corresponding to the inclination is given to the constrained curved surface. As a result, the vehicle body side mounting shaft L of the first arm L
_{Even if 31} and the vehicle body side mounting axis L _{43 of} the second arm are not arranged in parallel, the vehicle body side mounting axis L of the first arm
_By inclining the wheel-side mounting axis L ₄₂ relative to ₄₁ , the arcuate trajectory of the second arm can be made to follow or approach the constrained curved surface of the first arm.

At this time, as described in claim 3,
To the vehicle body side mounting shaft L of the first arm₄₁And car
Wheel side mounting axis L₄₂When and are placed on the same plane
As shown in Fig. 11 above, mount the mounting point on the wheel side.
Axis L₄₂Wheel side mounting shaft L when swinging around₄₂Upper times
Turning center O_FourAlthough the constrained surface is only tilted around
As described in claim 4, the vehicle body side mounting shaft L₄₁And the wheel side
Mounting axis L₄₂Axis L extending in the extension direction of the arm₄₄Around
When set to a position twisted by a predetermined angle,
As shown, the constrained curved surface corresponds to the twisted angle,
Body side mounting axis L ₄₁Offset parallel to the extension direction of the
Be set.

Further, even in the vehicle suspension device described in claim 1, as described in claim 5,
The vehicle body side mounting shaft L ₃₁ and the wheel side mounting shaft L ₃₂ are arranged so that the vehicle body side mounting shaft L ₃₁ or the extension line thereof and the wheel side mounting shaft L ₃₂ or the extension line of the first arm 52 intersect in a plan view. Alternatively, the constrained curved surface D ₂ may be initially set in a state in which the constrained curved surface D ₂ has a predetermined inclination.

Further, even in the vehicle suspension device described in claim 1, as described in claim 6, the vehicle body side mounting shaft and the wheel side mounting shaft in the first arm are: By setting a position twisted by a predetermined angle relative to the axis extending in the extending direction of the first arm,
It may be initially set in a state of being offset to the left and right in parallel with the extending direction of the vehicle body side mounting shaft.

[0028]

Embodiments of the present invention will be described with reference to the drawings.
It should be noted that this embodiment is a wishbone type vehicle suspension device. First, the structure will be described. As shown in FIG. 1, the basic structure is the same as the conventional one, and a wheel (not shown) is rotatably supported by a knuckle 1 which is a wheel supporting member.
The lower part of the knuckle 1 and the vehicle body side are swingably connected by a lower arm 2 (second arm) extending in the vehicle width direction.

A lower end of a vertically extending third arm 3 is rotatably coupled to the upper portion of the knuckle 1, and the upper end of the third arm 3 and the vehicle body side are connected to the upper arm 4.
It is swingably connected by the (second arm).
The lower arm 2 is an A-arm, and is supported at one point so that the upper end of the A-shape is directed toward the knuckle 1 side and below the knuckle 1 via a ball joint 5 so as to be swingable. Further, a pair of vehicle-body-side mounting portions 2 that face each other with a predetermined interval in the vehicle body front-rear direction with the lower portion of the A-shape facing the vehicle body side.
a is attached to the vehicle body side via a bush. As a result, the lower arm 2 can swing about the mounting axis L ₁ that connects the centers of the pair of vehicle body side mounting portions 2a.

The connecting portion between the upper portion of the knuckle 1 and the third arm 3 includes a connecting bracket 6 fixed to the lower end portion of the third arm 3 and a tubular member 7 fixed to the upper portion of the knuckle 1.
Are coaxially pivoted by a bolt member 8 penetrating both members 6 and 7. By setting the axis of the bolt member 8 so as to coincide with the kingpin axis, the knuckle 1 is an axis that connects the connecting portion and the rotation center point of the ball joint 5 that connects the lower arm 2 and the lower portion of the knuckle 1. That is, it is rotatable about the kingpin axis.

A bearing is provided between the inner surface of the cylindrical member 7 and the bolt member 8 to facilitate the relative rotation of the third arm 3 with respect to the knuckle 1. The third arm 3 is curved outward in the vehicle width direction so as to bypass the upper portion of the wheel (not shown) as it extends upward. The upper arm 4 connected to the upper part of the third arm 3 is
A substantially H-shaped arm, which is connected to the upper end of the third arm 3 via a bush 9 so as to be swingable around a predetermined mounting axis L ₂ and is fixed to the vehicle body side bracket. On the other hand, it is connected via a bush 10 so as to be swingable around a predetermined mounting axis L ₃ parallel to the mounting axis on the side of the third arm 3.

In each of the bushes, the inner cylinder and the outer cylinder are arranged substantially coaxially, and a bush body made of a rubber elastic body is interposed between the both cylinders. The upper arm 4 is composed of a vehicle body side member 11 and a wheel side member 12, as shown in FIG. Body side member 11
Is integrated with a bush 10 arranged on the vehicle body side, and a pair of projecting members 11a project from the outer cylinder 10a of the bush 10 in parallel in the extending direction of the upper arm 4 and The outer ring side of the bearing 11b is coaxially fixed between the tip ends of the member 11a.

Inside the inner ring of the bearing 11b, the tip end side of the bolt member 12a constituting the wheel side member 12 is inserted toward the vehicle body side member and fixed by screwing the nut 13 into the tip end portion. . The base side of the bolt member 12a constitutes a cover member 12b that covers the upper side of the outer cylinder of the bush 9 fixed to the upper part of the third arm 3 and that has a pair of ears 12c that can face each end of the bush 9. In addition, the holes formed in both ears 12c and the inner cylinder of the bush 9 are inserted into the inner cylinder of the bush 9 with bolts and bolted, whereby the third arm 3 is swingably connected to the third arm 3 through the bush 9. ing.

As a result, the vehicle-body-side member 11 and the wheel-side member 12 of the upper arm 4 can smoothly rotate about the axis extending in the extending direction, and the connecting portion between the vehicle-body-side member 11 and the wheel-side member 12 can be connected. It constitutes a rotating mechanism. Further, a tip end of a knuckle arm 13 extending rearward from the knuckle 1 is connected to a tip end of a tie rod 14 of a steering mechanism, and steering of a steering wheel (not shown) causes the knuckle 1 and a wheel (not shown) to move through the steering mechanism. It is designed to steer.

Although not shown, the third arm 3
A shock absorber that extends vertically in parallel with the third arm 3 is provided between the lower portion and the vehicle body, and a coil spring is arranged substantially coaxially on the outer circumference of the shock absorber. The vehicle body side mounting axis L _{1 of the} lower arm 2 and the vehicle body side mounting axis L _{3 of the} upper arm 4 are set in accordance with the alignment characteristics of the desired suspension and are not arranged in parallel as in the conventional case.

In the vehicle suspension device having the above-described structure, when the wheels are moved up and down, the knuckle 1 and the third arm 3 move up and down together with the wheels, so that the lower arm 2 and the upper arm 4 stroke up and down. Along with this, the shock absorber and the coil spring expand and contract. here,
Consider the restraint of the knuckle 1 by the two arms 2 and 4 when the lower arm 2 and the upper arm 4, which are suspension arms, vertically stroke as described above.

First, the knuckle 1 is restrained by the lower arm 2.
Considering the bundle, mounting the lower arm 2 on the knuckle 1
Point P₁Is a vehicle body side mounting axis L of the lower arm 2.₁Around
Since the vehicle body side mounting shaft L is swingably restrained₁
At the center and the attachment point P ₁To the vehicle body side mounting axis L₁
Up and down with the perpendicular to (radius of the lower arm 2) as the radius
It is possible to move only along the locus on the arc drawn in the direction.
It

On the other hand, considering the restraint of the knuckle 1 by the upper arm 4, the behavior of the mounting point P _{1 is} as follows: the mounting axis L ₂ around the vehicle body side mounting axis L ₃ of the upper arm _4.
And the swing of the mounting point P ₁ around the wheel-side mounting axis L ₂ are determined. That is, the mounting point P ₁
Is moving along an arcuate locus with the wheel-side mounting axis L ₂ as a rotation axis, and the rotation center on the wheel-side mounting axis L _{2 that} is the rotation axis is the vehicle-body-side mounting axis L ₃ as the rotation axis. As a result, the mounting point P ₁ is eventually restrained on the curved surface D obtained when the arcuate locus is swung around the vehicle body side mounting axis L ₃ .

Thus, the point P on the knuckle 1 is
₁ is constrained by the lower arm 2 in an arcuate locus, and at the same time constrained on the curved surface D by the upper arm 4. However, because they are not disposed parallel to the vehicle body-side mounting shaft L ₃ and the vehicle body-side mounting shaft L ₃ of the lower arm 2,
As described above, when the two mounting shafts L _{2 and} L ₃ provided at both ends of the upper arm 4 are set to be parallel to each other, the constrained curved surface D by the upper arm 4 is the vehicle body side mounting shaft L ₃ Becomes a plane perpendicular to the lower arm 2
The arcuate locus due to is not included in the curved surface D, and the distance between the arcuate locus and the curved surface D becomes large especially in a large stroke region.

Therefore, as it is, the restraint by the lower arm 2 and the restraint by the upper arm 4 cause a mechanical error during the suspension stroke. At this time, in the related art, this mechanical error causes elastic deformation of the suspension, specifically, for example, a twisting force is input to the upper arm 4, but since the upper arm 4 is a rigid body, it is used for mounting the upper arm 4. It is transmitted as a twisting force to 9 and 10, and the mechanical error is mainly absorbed by the bending of the bushes 9 and 10.

However, in the present embodiment, the upper arm 4
The wheel-side member 12 and the vehicle-body-side member 11 constituting the above-mentioned structure relatively rotate, and the two mounting shafts L _{2 and} L ₃ are rotationally displaced relative to each other by an amount corresponding to the mechanical error, whereby the constrained curved surface is formed. It fluctuates left and right. Therefore, the rotational displacement absorbs the mechanical error during the suspension stroke, and the twisting force or the like input to the bushes 9 and 10 is greatly reduced.

As described above, in the embodiment of the present application, the vehicle body side mounting axis L _{1 of the} lower arm 2 and the vehicle body side mounting axis L of the upper arm 4 are taken into consideration due to the alignment characteristics of the other suspensions.
_{Even if 3} is not arranged in parallel, the elastic deformation of the suspension that occurs during the suspension stroke is greatly reduced. As a result, the friction generated in the suspension is reduced and the durability of the suspension is improved as compared with the conventional case.

In the above embodiment, the wheel side member 12 and the vehicle body side member 11 of the upper arm 4 are rotatable with respect to each other by the bearing 11b, but they can be rotated around the axis extending in the extending direction of the upper arm 4. Therefore, instead of the above bearing, a rubber elastic body may be interposed between the wheel side member 12 of the upper arm 4 and the vehicle body side to form a rotating mechanism so that they can rotate with respect to each other. Good.

Next, the second embodiment will be described. Second
As shown in FIG. 3, the vehicle suspension system of the embodiment has the same structure as that of the first embodiment except for the structure of the upper arm 20, the third arm 21 of the upper arm 20, and the structure of the mounting shaft to the vehicle body side. Has become. As shown in FIGS. 4 and 5, the upper arm 20 (first arm) of the second embodiment includes a cover member 20a that covers the outer cylinder of the bush 22 on the vehicle body side and the outer cylinder of the bush 23 on the wheel side. Are integrally connected by the upper arm body 20b.

Further, the vehicle body side mounting shaft L ₄ passing through the inner cylinder of the vehicle body side bush 22 and both ears 2 of the cover member 20a.
With the wheel-side mounting shaft L ₅ through the interposed been holes are arranged in the same plane in 0c, as an extension of both the mounting shaft L _5, L ₄ intersect is set at a predetermined slope from each other ing. In particular, in the second embodiment, the wheel-side mounting shaft L ₅ is different from the vehicle-body-side mounting shaft L ₄ in the upper arm 20.
Is set so that the receding angle becomes larger.

The retreat angle means the inclination of the mounting axis with respect to the center line extending in the vehicle front-rear direction as viewed from above the vehicle body, and the direction in which the retreat angle is large means that the intersection of the center line and the mounting axis is forward. It means that the inclination of the mounting shaft is tilted toward the center line side by moving to. Curved D where P ₁ is constrained points on the knuckle 1 by the upper arm 20 in such a configuration, the point by the swinging of the wheel-side mounting shaft L ₅ around P
₁ moves along an arcuate locus, and the center of rotation of the point P _{1 on} the wheel-side mounting axis L ₅ swings around the vehicle body-side mounting axis L ₄ , so that the curved surface D at which the point P ₁ is constrained Is a curved surface generated by swinging the arcuate locus around the vehicle body side mounting axis L ₄ .

If the vehicle body side mounting axis L ₄ and the wheel side mounting axis L ₅ are in a parallel state, the generated curved surface D is the point P ₂
To the wheel-side mounting axis L ₅ from the intersection of the perpendiculars (the center of rotation of the above-mentioned arc), and from that intersection to the vehicle-body-side mounting axis L ₄
Although the vehicle body side mounting axis L ₄ is perpendicular to both mounting axes L _{4 and} L ₅ passing through both intersecting points of the perpendicular line (the center of rotation of the above arc), the second embodiment, Since the wheel-side mounting shaft L _{5 has} a receding angle larger than the vehicle-body-side mounting shaft L ₄ by γ, the arc-shaped locus of the point P ₂ with the wheel-side mounting shaft L ₅ as the center of rotation is the wheel-side mounting shaft L _5. The direction is inclined by γ with respect to L ₅ .

Therefore, when the wheel-side mounting axis L ₅ is displaced with respect to the vehicle body-side mounting axis L ₄ by the receding angle γ, the constraining curved surface D at the point P ₁ constrained by the upper arm 20 is approximately the lower arm. It is possible to displace the arcuate locus constrained by 2 in the state of being rotated in the direction having the receding angle around the point P ₁ . Further, when the vehicle body side mounting axis L ₄ and the wheel side mounting axis L ₅ are parallel to each other, the constraining curved surface D is a flat surface, but if not parallel as described above, it has a predetermined curvature. It becomes a curved surface.

That is, the restraining curved surface D at which the point P ₁ is restrained by the upper arm 20 by giving a predetermined retreat angle of the wheel side mounting shaft L ₅ to the vehicle body side mounting shaft L ₄ .
Since the inclination and the curvature can be changed, by giving an appropriate retreat angle to the wheel-side mounting axis L ₅ , the arcuate locus in which the point P ₁ is constrained by the lower arm 2 becomes the constraining curved surface D by the upper arm 20. Since the mechanical errors are set to be sufficiently close to each other, the elastic deformation of the suspension generated during the suspension stroke is significantly reduced. As a result,
The friction generated in the suspension is reduced,
The durability of the suspension is improved.

The magnitude and direction of the retreat angle (positive direction or negative direction) are determined by the inclination of the vehicle body side mounting axis L ₄ of the upper arm 20 with respect to the vehicle body side mounting axis L ₆ of the lower arm 23. Next, a third embodiment will be described.
First, the structure will be described. As shown in FIG. 6, the basic structure is the same as that of the second embodiment, and the axis L ₇ extending in the extending direction with respect to the main body 30a of the upper arm 30 (first arm).
By imparting a twist around a predetermined twist angle, the vehicle body side mounting shaft L ₉ and the wheel side mounting shaft L ₈ are twisted relatively by a predetermined angle with the extending direction of the upper arm 30 as the axis L _7. Is set.

The other structure is similar to that of the second embodiment. In particular, in the second embodiment, the wheel side mounting shaft L ₈ is set in a direction in which the dihedral angle increases with respect to the vehicle body side mounting shaft L ₉ . The large dihedral angle means that when viewed from the front of the vehicle,
On the other hand, it means that the outer side in the vehicle width direction is set to be inclined more upward than the axis.

The point P on the knuckle 1 when both the mounting axes L _{8 and} L ₉ of the upper arm 30 are set in this way
The constraint curve of ₃ is a curved surface having a predetermined curvature. By applying a suitable dihedral the wheel side mounting shaft L ₈ with respect to the vehicle body-side mounting shaft L _9, changes the curvature and position in the lateral direction of the constraint curved D to the point P ₃ is restrained by the upper arm 30 Therefore, the wheel-side mounting axis L ₈ is twisted by a predetermined angle around the axis L _{7 with} respect to the vehicle-body-side mounting axis L ₉ by a predetermined angle, so that the point P by the lower arm 31 can be obtained. It is possible to adjust the arcuate locus of ₃ so as to be sufficiently close to the constrained curved surface D.

As a result, since the above mechanical error is reduced, the elastic deformation of the suspension generated during the suspension stroke is significantly reduced, and the suspension is more elastic than before.
The friction generated in the suspension is reduced,
The durability of the suspension is improved. In the third embodiment, by arranging at a position twisted both mounting shaft L _8, L ₉ relatively predetermined angle around the extending direction of the axis L7 of the upper arm 30, constrained curved by the upper arm 30 While displacing the position and curvature of D in position, in addition to this, as in the second embodiment, by setting the relative inclination of the two mounting shaft L _8, L ₉ in plan view the By giving a predetermined inclination to the constrained curved surface D, the point P ₃ by the lower arm 31 is further increased.
It is advisable that the arcuate locus that constrains is along the constrained curved surface D.

In all of the above embodiments, the upper arm is connected to the knuckle which is the wheel supporting member via the third arm. However, if the target wheel is not the steered wheel, the wheel side of the upper arm is directly connected to the knuckle. It may be connected to the upper part of the knuckle. Further, in all the above-mentioned embodiments, the lower arm is the second arm in the present invention and the upper arm is the first arm in the present invention. However, the A arm is adopted as the upper arm and the lower arm is substantially H-shaped. By adopting the above, the upper arm may be the second arm in the present invention and the lower arm may be the first arm in the present invention.

[0055]

As described above, in the vehicle suspension system of the present invention, two arms are provided in the upper region and the lower region in order to set the suspension alignment characteristics and the like to desired values. Even if the vehicle body side mounting shafts are not arranged in parallel with each other, the elastic deformation of the suspension due to a mechanical error that occurs during the suspension stroke is reduced, so that the friction of the suspension is reduced and the suspension friction is reduced. It has the effect of improving comfort.

Further, in the present invention, in order to prevent the elastic deformation of the suspension, there is an effect that the relationship between the mounting axes of both arms on the vehicle body side is not limited and the degree of freedom in setting suspension characteristics and layout are improved. According to the present invention of claim 1, by setting the both end mounting shafts of the first arm to rotate with respect to each other, the curved surface for restraining the wheel supporting member by the first arm becomes dynamically movable, The mechanical movement is absorbed by the arbitrary movement of the constrained curved surface, and the elastic deformation of the suspension is reduced.

At this time, as described in claim 5, the vehicle body side mounting shaft or the extension line of the first arm and the wheel side mounting shaft or the extension line of the first arm are arranged so as to intersect each other in plan view. If the mounting shaft and the wheel-side mounting shaft are inclined with respect to each other, an appropriate inclination can be initially set on the restraint surface, and the mechanical error can be absorbed more smoothly.

Similarly, as described in claim 6, the vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are relatively arranged around the shaft extending in the extending direction of the first arm. When it is set at a position twisted by a predetermined angle, the constraint surface is offset to an appropriate position for initial setting, and the mechanical error can be absorbed more smoothly.
Further, in the vehicle suspension device described in claim 1,
A new joint is set as compared with the conventional one because the arm of the vehicle is provided with the turning mechanism. However, in the vehicle suspension device according to any one of claims 2 to 4, a new joint is provided. There is no such a case, which is more advantageous in terms of cost than the suspension system for a vehicle according to claim 1.

According to the second aspect of the present invention, the vehicle body side mounting shaft and the wheel are arranged so that the vehicle body side mounting shaft or the extension line of the first arm and the wheel side mounting shaft or the extension line thereof intersect in a plan view. By arranging the side mounting shafts so as to be inclined with respect to each other, the first arm can be installed even if the axis of the body mounting shaft of the second arm and the axis of the body mounting shaft of the first arm are not arranged in parallel. The curved surface for restraining the wheel supporting member by the arm can be set to an arbitrary inclination irrespective of the axis of the vehicle body side mounting shaft, and an arcuate trajectory for restraining the wheel supporting member by the second arm can be set on the restraining curved surface. It is possible to bring them along or bring them closer to each other, and thus it is possible to suppress the above mechanical error to be smaller than before.

At this time, when the vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are arranged on a common plane as described in claim 3, as described above, The constrained curved surface is tilted around a predetermined position, and the mechanical error is suppressed to be smaller than in the conventional case. At this time, when the arrangement positions of the first arm and the second arm are separated from each other in a plan view, the vehicle body side mounting shaft and the wheel side mounting shaft in the first arm are set as described in claim 4. To
When the position is twisted relative to the axis extending in the extending direction of the arm by a predetermined angle, the constrained curved surface is moved to the second position.
It is possible to approach by a circular arc-shaped track that restrains the wheel support member by the arm, and the above mechanical error can be suppressed to a smaller level than before.

[Brief description of drawings]

FIG. 1 is a perspective view showing a vehicle suspension device according to a first embodiment of the present invention.

FIG. 2 is a plan view showing an upper arm of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 3 is a perspective view showing a vehicle suspension device according to a second embodiment of the present invention.

FIG. 4 is a plan view showing an upper arm of a vehicle suspension system according to a second embodiment of the present invention.

FIG. 5 is a front view showing an upper arm of a vehicle suspension device according to a second embodiment of the present invention.

FIG. 6 is a perspective view showing a vehicle suspension device according to a third embodiment of the present invention.

FIG. 7 is a plan view showing an upper arm of a vehicle suspension device according to a third embodiment of the present invention.

FIG. 8 is a front view showing an upper arm of a vehicle suspension device according to a third embodiment of the present invention.

FIG. 9 is a diagram showing the behavior of the second arm in the vehicle suspension device of the present invention.

FIG. 10 is a diagram showing the behavior of the first arm in the vehicle suspension device of the present invention.

FIG. 11 is a diagram showing the behavior of the first arm in the vehicle suspension device of the present invention.

FIG. 12 is a schematic configuration diagram showing a conventional vehicle suspension device.

FIG. 13 is a diagram showing a behavior of a lower arm in a conventional vehicle suspension system.

FIG. 14 is a diagram showing a behavior of an upper arm in a conventional vehicle suspension system.

[Explanation of symbols]

1 Knuckle (wheel support member) 2 Lower arm (second arm) 4 Upper arm (first arm) 11 Vehicle body side member 12 Wheel side member 11b Bearing (part of turning mechanism) P ₁ Attachment point L ₁ Vehicle body of lower arm side mounting axis L ₂ upper arm of the wheel-side mounting shaft L ₃ upper arm of the body-side mounting shaft 23 lower arm (second arm) 20 upper arm (first arm) body side mounting of P ₂ attachment points L ₆ lower arm axis L ₅ the upper arm Wheel-side mounting axis of L ₄ Upper-body mounting axis of upper arm 31 Lower arm (second arm) 30 Upper arm (first arm) P ₃ Mounting point L ₈ Wheel-side mounting axis of upper arm L ₉ Vehicle-side mounting axis of upper arm D ₂ Constrained curved surface

Claims (6)

[Claims] 1. A first arm, which is swingably connected to a vehicle body side member about a predetermined axis and is swingably connected to a wheel support member about a predetermined axis line, and a vehicle body side member. A second arm that is swingably connected around a predetermined axis and is swingably connected around a predetermined point with respect to the wheel support member. The first arm and the second arm
In the vehicle suspension device, one of the arms forms an upper region between the wheel supporting member that supports the wheel and the vehicle body-side member, and the other forms a lower region. A suspension system for a vehicle, comprising: a rotating mechanism that allows the two mounting shafts to relatively rotate about an axis extending in the extending direction. 2. A first arm, which is swingably connected to a vehicle body side member about a predetermined axis and is swingably connected to a wheel support member about a predetermined axis line, and a vehicle body side member. A second arm that is swingably connected around a predetermined axis and is swingably connected around a predetermined point with respect to the wheel support member. The first arm and the second arm
One of the arms of the vehicle body constitutes an upper region between a wheel supporting member for supporting a wheel and a vehicle body side member, and the other constitutes a lower region. Alternatively, the vehicle suspension device is characterized in that the vehicle body-side mounting shaft and the wheel-side mounting shaft are tilted with respect to each other so that the extension line and the wheel-side mounting shaft or the extension line intersect in a plan view. 3. The vehicle suspension system according to claim 2, wherein the vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are arranged on a common plane. 4. A first arm, which is swingably connected to a vehicle body side member about a predetermined axis and is swingably connected to a wheel support member about a predetermined axis line, and a vehicle body side member. A second arm that is swingably connected around a predetermined axis and is swingably connected around a predetermined point with respect to the wheel support member. The first arm and the second arm
One of the arms of the vehicle body constitutes an upper region between a wheel supporting member for supporting a wheel and a vehicle body side member, and the other constitutes a lower region. The vehicle suspension device, wherein the wheel-side mounting shaft and the wheel-side mounting shaft are set at positions relatively twisted by a predetermined angle around an axis extending in the extending direction of the first arm. 5. The vehicle body side mounting shaft and the wheel side mounting shaft are tilted relative to each other so that the vehicle body side mounting shaft or its extension line and the wheel side mounting shaft or its extension line in the first arm intersect in a plan view. The suspension system for a vehicle according to claim 1, wherein the suspension system is arranged as follows. 6. The vehicle body side mounting shaft and the wheel side mounting shaft of the first arm are set at positions relatively twisted by a predetermined angle around an axis extending in the extending direction of the first arm. The vehicle suspension system according to claim 1, wherein: