JPH10287113A - Suspension device for steering wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension device for steering wheel of the type to position by connecting a single line of upper link to a shock absorber by an intermediate member, in which the aggregating property is improved to realise a compact form, as well as the supporting rigidity to the input in the winding up direction is increased. SOLUTION: By providing an intermediate member 10 and a shock absorber 7 so that the axial line Lc of the intermediate member 10 and the axial line Ls of the shock absorber 7 have an intersection, it is made no moment is operated around the axial line Ls of the shock absorber 7, even though there is an input in the longitudinal direction to an upper link 6 from a knuckle, and thereby, the supporting rigidity of the lower case of the shock absorber 7 and the intermediate member 10 is improved, so as to improve the supporting rigidity in the winding up direction as the whole. And the length of the intermediate member 10 is secured by connecting the intermediate member 10 to the shock absorber 7 at the opposite side in the longitudinal direction of a vehicle to the upper link 6, and thereby, the aggregating property is increased without separating the shock absorber 7 and the upper link 6, so as to realize a compact form.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for steered wheels, such as a front suspension device for an automobile.

[0002]

2. Description of the Related Art A conventional steering wheel suspension apparatus is disclosed in, for example, Japanese Patent Application Laid-Open No. 5-278420 (hereinafter also referred to as a first conventional example). In this first conventional example, a lower end of a wheel supporting member for rotatably supporting a wheel is vertically connected to a vehicle body member via two lower links (lower connecting members) constituting a so-called double pivot type. The upper link (upper connecting member), which is arranged in a substantially vehicle width direction, is connected to the upper end of the wheel supporting member so as to be able to swing up and down and to be steerable. The link is swingably connected to the vehicle body member in the up-down direction. Further, the shock absorber member has an upper end connected to the vehicle body member and a lower end input point connected to the lower link, and a so-called cylinder case and the upper link are connected by separate intermediate members. Direction positioning is performed. Of course, the wheel support member is connected to the steering device via a tie rod member. With such a configuration, it is easy to set the virtual kingpin axis.

[0003] As a similar steering wheel suspension device, there is one described in, for example, JP-A-5-169938 (hereinafter also referred to as a second conventional example). In the steering wheel suspension device of the second conventional example, in addition to the above configuration, the axis of the intermediate member and the axis of the shock absorber member are not parallel but have no intersection, so-called torsional positions. Thus, it is possible to improve the caster angle change during a stroke.

[0004]

However, each of the above-mentioned conventional suspension systems for steered wheels has the following problems. That is, the intermediate member is inclined with the stroke of the wheel or the wheel supporting member.
This is because, among the intermediate members, the stroke amount of the shock absorber member side connection point is substantially equal to the stroke amount of the lower link, while the upper link side connection point is, for example, a lower link portion for an appropriate camber change characteristic. This is because the stroke amount is generally different from the stroke amount. At this time, if the inclination angle generated in the intermediate member becomes too large, unnecessary twisting input or change in geometry occurs, so that the length of the intermediate member must be increased so as not to become too large.

However, in the suspension apparatus for a steered wheel described in the first conventional example, the intermediate member is disposed closer to the upper link than the shock absorber member, that is, the upper link is located rearward of the vehicle from the shock absorber member. For example, the intermediate member is also disposed behind the shock absorber member in the vehicle, and if the upper link is located in front of the vehicle with respect to the shock absorber member, the intermediate member is also disposed in front of the shock absorber member with respect to the vehicle. In this state,
In order to secure the length of the intermediate member, it is necessary to lay out the axis of the upper link and the axis of the shock absorber in the longitudinal direction of the vehicle.

In practice, the layout of the upper link is almost determined by the geometrical conditions such as the setting of the kingpin axis and the securing of the camber rigidity. Therefore, the shock absorber member is inevitably moved forward or backward of the vehicle. However, since the connection point between the upper link and the wheel support member generally constitutes the upper point of the kingpin shaft, before and after the upper link, the tire enters the inside of the vehicle as the wheel is steered, so that the upper link is The shock absorber, which must be separated from the vehicle in the front-rear direction, must be further disposed inside the vehicle to avoid interference with the tire. Then, the connection point of the upper end vehicle body member of the shock absorber member protrudes inside the vehicle, for example, obstructing the engine room, which is not preferable in layout.

When a coil spring is laid out coaxially or substantially coaxially on the upper end of a shock absorber, for example, since the coil spring has a larger outer shape than the shock absorber, interference with the tire due to steering is caused. In order to avoid the above problem, it is necessary to arrange the coil spring further above the wheels, so that there is also a problem that the hood on the front wheel side is low, which is not applicable to a so-called low hood vehicle.

On the other hand, in the steering wheel suspension device according to the second conventional example, in response to a longitudinal input to a connection point of the upper link on the wheel support member side, the intermediate member is provided with a shock absorber. Although it is configured to transmit force to the member and to support the front and rear direction, since the axis of this intermediate member and the axis of the shock absorber member are in a torsional positional relationship, this front and rear input is applied around the axis of the shock absorber member. Moment input, for example, the support rigidity of the rotational freedom around the axis of the cylinder case of the shock absorber member is likely to be insufficient, and as a result, with respect to the input in the front-rear direction to the upper link wheel support member side connection point,
There is a problem in that the support rigidity of the intermediate member becomes insufficient, and in particular, the suspension device cannot sufficiently secure the support rigidity in the windup direction.

The present invention has been developed in order to solve the above-mentioned problems. By intersecting the axis of the intermediate member and the axis of the shock absorber member, the upper link (upper connecting member) side of the wheel supporting member is provided. Prevents moments around the axis from being input to the shock absorber member in response to input in the front-rear direction at the connection point, thereby increasing the support rigidity of the freedom of rotation of the shock absorber member around the axis of the cylinder case. The support rigidity of the member is ensured, and the connection point of the intermediate member on the side of the shock absorber member and the connection point of the upper link (upper connection member) are separated from each other in the vehicle longitudinal direction with the axis of the shock absorber member interposed therebetween.
That is, by extending the intermediate member to the side opposite to the upper link (upper connecting member) across the axis of the shock absorber member, and connecting the intermediate member to the shock absorber member at the extension point,
While maintaining the length of the intermediate member, the offset of the shock absorber member and the coil spring is eliminated to provide a compact and highly intensive steering wheel suspension device, and the connection point between the intermediate member and the upper link (upper connecting member) is reduced. To provide a suspension device for a steered wheel that can secure a sufficient length of an upper link (upper connecting member) while securing a lever ratio required for the upper link (upper connecting member) by being located outside the vehicle. It is intended for.

[0010]

According to one aspect of the present invention, there is provided a suspension apparatus for a steered wheel, comprising: a wheel supporting member for rotatably supporting a wheel;
A tie rod member for connecting the wheel support member to a steering device, one end of which is connected to a lower portion of the wheel support member so as to be vertically swingable and steerable, and the other end is vertically connected to the body member; A lower connecting member slidably connected in the vehicle direction, and one end connected to the upper portion of the wheel support member so as to be vertically swayable and steerable, and the other end disposed substantially in the vehicle width direction. An upper connection member connected to the vehicle body member so as to be vertically swingable, a shock absorber member connected at an upper end to the body member and a lower end connected to the lower connection member, And an intermediate member connected to the upper connection member and the shock absorber member. The axis of the intermediate member and the axis of the shock absorber member intersect with each other and are connected to the upper connection member side connection point of the intermediate member. In and a click absorber member-side coupling point across the axis of the shock absorber member is characterized in being arranged at the vehicle front-rear direction.

In the present invention, first, the axis of the intermediate member and the axis of the shock absorber member intersect with each other, so that even if there is an input in the front-rear direction at the connection point on the wheel support member side of the upper connection member, the shock absorber member can be used. No moment is input around the axis of the shock absorber, and therefore, the support rigidity of the rotational freedom around the axis with respect to, for example, the cylinder case of the shock absorber member is increased, and the support rigidity of the intermediate member is also increased. Rigidity to do-up input also increases. Further, the connection point on the upper connection member side and the connection point on the shock absorber member side of the intermediate member are arranged to be separated from each other in the vehicle front-rear direction with the axis of the shock absorber member interposed therebetween. And extend it to the opposite side of the upper connecting member,
By connecting to the shock absorber member at the extension point, the length of the intermediate member can be secured, so that the shock absorber member can be moved back and forth from the upper connection member and further avoid interference with the tire due to steering Therefore, it is not necessary to dispose the suspension device inside the vehicle or avoid a coil spring disposed coaxially or substantially coaxially with the shock absorber member upward, thereby making the suspension device compact and highly intensive. be able to.

According to a second aspect of the present invention, in the steering device for a steered wheel, the shock absorber member may be configured such that the upper connecting member has a connecting point on the vehicle body side and a connecting point on the wheel supporting member side in a plan view of the vehicle. Are arranged on or near an axis connecting the two.

According to a third aspect of the present invention, in the suspension system for a steered wheel, the shock absorber member is steered from the kingpin axis of the steered wheel in the vehicle width direction and in plan view of the steered wheel. It is characterized by being arranged in the vehicle width direction inside near the steered wheels.

These inventions are all embodiments of the steering wheel suspension device according to the first aspect, and the invention according to the second aspect is obtained as a result satisfying the configuration of the first aspect of the invention. This is a limitation on the configuration, and the invention according to claim 3 indicates a limitation on the configuration obtained as a result of satisfying the configuration of the invention according to claim 2. By satisfying the configurations of the second and third aspects of the present invention, as described above, the shock absorber member is moved back and forth from the upper connecting member and the interference with the tire due to steering is avoided. Without disposing the suspension device inside the vehicle, the convergence of the suspension device can be increased and the layout can be made advantageous.

According to a fourth aspect of the present invention, there is provided a suspension system for a steering wheel according to a fourth aspect of the present invention, wherein a coil spring for elastically supporting the vehicle body is disposed coaxially or substantially coaxially with the shock absorber member, and at least a lower end portion of the steering wheel is provided. Are disposed below the upper end of the.

The present invention is also an embodiment of a steering wheel suspension device according to the first aspect of the present invention, and is arranged coaxially or substantially coaxially with the shock absorber member as described above by satisfying the configuration of the present invention. The coil spring can be lowered, so that the convergence of the suspension device can be increased and the layout can be made advantageous.

According to a fifth aspect of the present invention, in the steering apparatus for a steered wheel, the lower connecting member is a single A.
It is characterized by comprising a mold arm member or a combination of two I-type link members, wherein the upper connecting member comprises one I-type link member.

According to a sixth aspect of the present invention, in the steering device for a steered wheel, the upper connecting member is disposed behind the shock absorber member and connected to the wheel supporting member in the vehicle width direction. The outer end is curved forward.

According to a seventh aspect of the present invention, in the steering device for a steered wheel, the upper connecting member is disposed in front of the shock absorber member in the vehicle and connected to the wheel supporting member in the vehicle width direction. The outer end is curved backward.

[0020] These inventions are all embodiments of each of the steering wheel suspension devices according to the first to fourth aspects, and particularly the invention according to the fifth aspect is the suspension of the steering wheel suspension device according to the first aspect. The premise of the structure is limited, and the invention according to claim 6 or 7 limits the premise of the suspension structure of the suspension device for a steered wheel according to claims 2 to 4. That is, with the premise of the suspension structure shown in these inventions, each of the steered wheel suspension devices according to claims 1 to 4 can be achieved.

Further, in the steering apparatus for a steering wheel according to claim 8 of the present invention, the connection point on the upper connection member side of the intermediate member is disposed outside the axis of the shock absorber member in the vehicle width direction, and The connection point of the member on the side of the shock absorber member is disposed on the inner side in the vehicle width direction with respect to the axis of the shock absorber member.

According to the present invention, for example, by laying out the connection point on the upper connection member side of the intermediate member to the outside of the vehicle while satisfying the requirements of the suspension device for a steered wheel according to the first aspect, for example, Even when the vehicle body member side connection point of the upper connection member comes out of the vehicle, the connection between the upper connection member and the intermediate member can be performed without inserting the wheel support member side connection point of the upper connection member inside the vehicle. Since the lever ratio with the wheel support member side connection point required for the point can be secured, it is possible to sufficiently secure the length of the upper connection member, and as a result, a desired camber angle change characteristic can be obtained. Or a desired kingpin tilt angle can be achieved.

[0023]

As described above, according to the suspension apparatus for a steered wheel according to the first aspect of the present invention, the axis of the intermediate member and the axis of the shock absorber member intersect with each other to thereby provide the shock absorber member. For example, since the support rigidity of the rotational degree of freedom around the axis with respect to the cylinder case and the support rigidity of the intermediate member connected thereto are increased, even if there is an input in the front-rear direction at the wheel support member side connection point of the upper connection member. Therefore, no moment is input around the axis of the shock absorber member, and the rigidity to the overall windup input is increased. Further, the connection point on the upper connection member side and the connection point on the shock absorber member side of the intermediate member are arranged to be separated from each other in the vehicle front-rear direction with the axis of the shock absorber member interposed therebetween. By extending to the opposite side of the upper connecting member by sandwiching it and connecting it to the shock absorber member at the extension point, the length of the intermediate member can be secured, so that the suspension device is compact and highly intensive. Other layouts may be advantageous as a result.

According to the suspension apparatus for a steered wheel according to claim 2 or 3 of the present invention, on the axis connecting the vehicle body member side connection point and the wheel support member side connection point of the upper connection member in plan view of the vehicle. Or, a shock absorber member is disposed in the vicinity thereof, or in a vehicle plan view, the shock absorber member is disposed inside the vehicle width direction from the kingpin axis of the steered wheels and outside the vehicle width direction near the steered wheels to be steered. The suspension system without having to move the shock absorber member back and forth from the upper connection member, and without disposing it inside the vehicle to avoid interference with the tires during steering. , Layout can be advantageous.

According to the fourth aspect of the present invention, the lower end of the coil spring disposed coaxially or substantially coaxially with the shock absorber member is positioned lower than the upper end of the steered wheel. By arranging the coil spring, the coil spring can be lowered to increase the convergence of the suspension device, and the layout can be made advantageous.

Further, according to the suspension apparatus for a steered wheel according to claims 5 to 7 of the present invention, there is a premise of the suspension structure shown in these inventions.
4 to 4 can be achieved.

According to the suspension device for a steered wheel according to claim 8 of the present invention, the upper connecting member side connecting point of the intermediate member is laid out so as to be further outside the vehicle, so that the upper connecting member and the upper connecting member can be connected to each other. Since the lever ratio with respect to the wheel supporting member side connecting point required at the connecting point with the intermediate member can be secured, it is possible to sufficiently secure the length of the upper connecting member, and as a result, It is possible to obtain a camber angle change characteristic and achieve a desired kingpin tilt angle.

[0028]

Embodiments of the present invention will be described below with reference to the drawings. Here, among the suspension devices for the steered wheels of the present invention which are implemented by being reversed to the front left and right wheels, description will be made exemplifying the front suspension device for the front left wheel. Of course, for the front right wheel, the drawing may be reversed, and “right” in the description may be replaced with “left” and “left” may be replaced with “right”.

FIG. 1 is a perspective view showing a schematic structure of a first embodiment of the present invention. In the figure, reference numeral 1 denotes a knuckle as a wheel supporting member for rotatably supporting a front wheel 2 and has a central portion. Is formed with a cylindrical portion 1a for inserting and supporting the axle of the front wheel, and a lower A arm 4 as a lower connecting member is provided on a lower end portion 1b via a ball joint or the like (not shown).
Are connected so as to be able to swing up and down and to be steered, and the upper end portion 1c
The upper link 6 as an upper connecting member is connected via a ball joint or the like (not shown) so as to be able to swing up and down and to be steered, and a tie rod 8 is attached to a supporting portion 1d which protrudes and extends rearward at the center. Are connected.

The lower A arm 4 is provided at a lower portion in the wheel house in a vehicle width direction (hereinafter, also simply referred to as a vehicle width direction).
The outer end in the vehicle width direction is rotatably connected to the lower end 1b of the knuckle 1 via the ball joint or the like (not shown). Is bifurcated, and each end is connected to a vehicle body member such as a suspension member (not shown) via elastic bushes 4a and 4b, and is formed in an approximately A shape when viewed from a plane. Therefore, this lower link 4
In this case, the vertical movement of the knuckle 1, that is, the bounding and the rebound, are allowed, but the movement of the knuckle 1 in the front-rear direction is prevented. Then, the knuckle 1 and the lower A by the ball joint (not shown) or the like are used.
The substantial connection point with the arm 4 is the lower point of the assumed virtual kingpin axis.

The upper link 6 is formed in a substantially I-shape in which the outer end in the vehicle width direction is curved forward in a plan view.
It is arranged in the upper part inside the wheel howl in the vehicle width direction. The outer end in the vehicle width direction is rotatably connected to the upper end 1c of the knuckle 1 via the above-mentioned ball joint or the like so as to be able to swing up and down and steer, and the inner end is connected to the elastic bush 6a. Through a vehicle body member such as a suspension member (not shown). In addition, the knuckle 1 is composed of the upper link 6 alone.
Cannot be prevented from moving back and forth. However, since the movement of the upper link 6 in the front-rear direction is regulated by an intermediate member to be described later, a virtual connection pin between the knuckle 1 and the upper link 6 by the ball joint or the like (not shown) is assumed to be a virtual kingpin shaft. Will be the upper point of.

In the present embodiment, the lower end of the lower case (cylinder case) 7a of the shock absorber 7 is
The lower A arm 4 is connected to the center of the lower A arm 4 so as to be able to swing up and down. More specifically, two bearings 4c each having a circular hole having an axis substantially in the longitudinal direction of the vehicle are coaxially protruded from the upper surface of a central portion of the lower A arm 4, and a lower case 7a of the shock absorber 7 is interposed therebetween. And a rotary shaft such as a bolt (not shown) is inserted from the outside of one of the bearings 4c to the other from the cylindrical portion 7c of the lower case 7a of the shock absorber 7. The shock absorber 7 and the lower A arm 4 are connected so as to be able to swing around the rotation axis, that is, vertically. The upper end of the piston rod 7b of the shock absorber 7 is swingably connected to a vehicle body member such as a strut housing (not shown). Thus, the shock absorber 7 is provided upright on the vehicle front side with respect to the upper link 6.

In the present embodiment, a coil spring 9 is disposed at the upper end of the shock absorber 7 coaxially or substantially coaxially with the shock absorber 7. The coil spring 9 has a lower end connected to a lower case 7a of the shock absorber 7, and an upper end connected to a vehicle body member such as the strut housing. In the present embodiment, the coil spring 9 is not disposed above the wheels as described later.

In the present embodiment, the upper link 6 and the shock absorber 7 are connected by an intermediate member 10. More specifically, this intermediate member 10
Has a substantially I-shaped rear end portion 10a curved to the inside of the vehicle, and the rear end portion 10a is swingably connected to a substantially central upper surface of the upper link 6 via a ball joint or the like (not shown). Have been. Also, this intermediate member 10
The front end portion 10b is curved slightly downward,
The shock absorber 7 is vertically swingably connected to a lower case 7a. More specifically, a connecting cylindrical member 11 is fixed to the lower case 7a of the shock absorber 7, and from the cylindrical member 11 forward,
A cylindrical portion 11a having a circular hole in the vehicle width direction protrudes. Then, the front end portion 10b of the intermediate member 10 is applied to the cylindrical portion 11a of the cylindrical member 11, and a rotary shaft such as a bolt is inserted into the circular hole of the cylindrical member 11 via a bush or the like (not shown). The shock absorber 7 and the intermediate member 10 are swingably connected. By connecting the shock absorber 7 and the upper link 6 by the intermediate member 10 in this manner, the upper link 6 can be positioned in the front-rear direction.

The tie rod 8 connects the knuckle 1 to a steering device (not shown). When the tie rod 8 is moved by the steering device, the knuckle 1 and the front wheel 2 are connected to the knuckle 1 and the upper link 6. Is turned around an imaginary kingpin axis having a connection point between the knuckle 1 and the lower A arm 4 as a lower point.

The above is the schematic configuration of the steering wheel suspension device of the present embodiment. Next, the operation of the above-described embodiment will be described. In particular, in order to clarify the correlation between the intermediate member 10 and the shock absorber 7, This will be described with reference to the skeleton diagram of FIG. 2 which is a skeleton of FIG. Here, in order to clarify the relationship between FIG. 1 and FIG. 2, reference numerals such as substantial connection points and center points will be described. A substantial connection point between the lower A arm 4 and the knuckle 1 is A
Point, substantial connection point between the upper link 6 and the knuckle 1 and the point B, the straight line connecting both the virtual kingpin axis L _K. The substantial connection point between the upper link 6 and the intermediate member 10 is designated as point C, and the substantial connection point between the intermediate member 10 and the shock absorber 7 is designated as point D. Further, the substantial connection point between the upper link 6 and the vehicle body member is point E,
Substantial two connection points between the arm 4 and the vehicle body member are point F and point F '. Further, the substantial connection point of the shock absorber 7 with the vehicle body member is defined as point U, the substantial connection point with the lower A arm 4 is defined as point L, and the axis of the shock absorber 7 connecting the two points is defined as L _S. Also, the center point of the wheel is set to point O.

First, in this embodiment, the intermediate member 10
The line connecting the upper link 6 side connection point C and the shock absorber 7 side connection point D, that is, the substantial axis L _{C of the} intermediate member 10 has an intersection with the axis L _S of the shock absorber 7. It is laid out as follows. Here, as described above, the input in the front-rear direction of the connection point B between the knuckle 1 and the upper link 6 is also input to the shock absorber 7 from the upper link 6 via the intermediate member 10, and these are used in the front-rear direction. At the same time, the upper link 6 is positioned in the front-rear direction. At this time, the intermediate member 1
0 is substantially the axis L _C of the shock absorber 7.
Because of the intersection with _S , the input in the front-rear direction acting on the connection point B between the knuckle 1 and the upper link 6 may act as a bending force on the shock absorber 7 via the intermediate member 10. , Does not act as a moment.

Further, in the present embodiment, the longitudinal input to the connection point B between the knuckle 1 and the upper link 6 does not act as a moment about the axis L _S of the shock absorber 7, compared to the second conventional example. The support rigidity of the rotational freedom of the lower case (cylinder case) 7a of the shock absorber 7 is increased, and therefore the support rigidity of the intermediate member 10 is increased, so that the support rigidity in the windup direction of the entire suspension device is increased. There is.

In this embodiment, the intermediate member 10 is extended from the rear to the front of the shock absorber 7, and the extended front end 10b is connected to the front cylinder of the cylindrical member 11 fixed to the lower case 7a of the shock absorber 7. Part 11
a, and a rear end 10 a curved inwardly is connected to the upper surface of the central portion of the upper link 6. Therefore, it is easy to secure a sufficient length of the intermediate member 10 without separating the upper link 6 and the shock absorber 7.

In the steering device for a steered wheel according to the present embodiment, the intermediate member 10 can have a sufficient length without separating the shock absorber 7 and the upper link 6, so that the shock absorber 7 can be moved back and forth in the vehicle. The engine room is not obstructed by laying it further inside the vehicle while leaving it apart. When the coil spring 9 is laid out coaxially or substantially coaxially on the upper end of the shock absorber 7, it is not necessary to lay the coil spring 9 above the tire so that the coil spring 9 does not interfere with the tire. It is also possible to apply to other vehicles. From these, shock absorber 7,
The configuration between the coil spring 9 and the upper link 6 is, for example, that the shock absorber 7 is disposed on or near a substantial axis of the upper link 6 in a plan view of the vehicle, and that the kingpin of the front wheel 2 which is a steering wheel. Axis L _K
It is sufficient that the coil spring 9 is disposed more inward in the vehicle width direction and the outermost side in the vehicle width direction that does not interfere with the front wheel 2, or at least the lower end of the coil spring 9 disposed coaxially or substantially coaxially with the shock absorber 7 It is arranged in such a form that it is below the upper end of the front wheel 2.

Next, a description will be given of a second embodiment of the steering wheel suspension device according to the present invention. Here, among the suspension devices for the steered wheels of the present invention which are implemented by being reversed to the front left and right wheels, a description will be given exemplifying a front suspension device for the front right wheel. FIG. 5 shows a steering wheel suspension device of the present embodiment, in particular, the upper link 6,
2 shows a relationship between the shock absorber 7 and the intermediate member 10. In this embodiment, a connection point C between the intermediate member 10 and the upper link 6 is added to the configuration of the first embodiment.
A point D is disposed outside the vehicle with respect to the axis L _{S of the} shock absorber 7, and a connection point D between the intermediate member 10 and the shock absorber 7 is also set to the axis L of the shock absorber 7.
_Located inside the vehicle from _S. That is, in the first embodiment, the connection point C on the upper link 6 side and the connection point D on the shock absorber 7 side of the two intermediate members 10 are in the longitudinal direction of the vehicle with the axis L _S of the shock absorber 7 interposed therebetween. Although it is premised that they are separated from each other, in the present embodiment, in addition, the connection point C between the intermediate member 10 and the upper link 6 is to be arranged further outside the vehicle.

Before explaining the advantages of this configuration, the lever ratio required for this type of suspension device will be described. In this type of suspension device, for example, in order to obtain predetermined suspension characteristics such as a predetermined stiffness to a longitudinal input and a damping force to a windup input, for example, a lever ratio α of a shock absorber connection point on the lower A arm side is set. Also, it is necessary to give a predetermined relationship to the lever ratio β at the intermediate member connection point on the upper link side. Here, the lever ratio α of the shock absorber connection point on the lower A arm side is the vehicle body member side connection point F of the lower A arm 4 (here, only the point F is representative of the two connection points F and F ′). When the distance between the point A and the knuckle 1 side connection point A is “1”, the distance from the vehicle body member side connection point F of the lower A arm 4 to the shock absorber 7 side connection point L point is set. Represents the ratio. The lever ratio β of the intermediate member connection point on the upper link side is the vehicle body member side connection point E of the upper link 6.
Assuming that the distance between the point and the knuckle 1 side connection point B is “1”, it represents the ratio of the distance from the vehicle body member side connection point E of the upper link 6 to the intermediate member side connection point C. The lever ratios α and β should be maintained not only mutually but also independently.

Therefore, for example, when the vehicle body member side connection point E of the upper link 6 comes out of the vehicle from the vehicle body side requirement, the lever ratio β of the intermediate member connection point on the upper link side is secured. Knuckle 1 of the upper link
The side connection point B must be inside the vehicle.
Then, since the upper link 6 itself is shortened, a desired camber angle change characteristic cannot be obtained, for example, the camber angle extremely changes in the negative direction during a stroke, or the knuckle 1 of the upper link 6 cannot be obtained. There is a problem that the kingpin tilt angle of the virtual kingpin axis formed by the side connection point B and the knuckle 1 side connection point A of the lower A arm becomes too large.

On the other hand, in the present embodiment, the connection point D on the intermediate member 10 side of the upper link 6 is set outside the vehicle, so that the connection point E on the vehicle body member side of the upper link 6 is set outside the vehicle. Even if the knuckle 1 of the upper link 6
Even if the side connection point B does not enter the inside of the vehicle, the lever ratio β of the intermediate member side connection point of the upper link can be easily secured, and as a result, the overall length of the upper link 6 itself does not need to be shortened much. Therefore, for example, the camber angle does not extremely change in the negative direction at the time of stroke, and it is easy to obtain a desired camber angle change characteristic, or a virtual point constituted by the knuckle 1 side connection point A of the lower A arm. The kingpin tilt angle of the kingpin axis can be set to an appropriate value.

Note that the lower arm 4 in the above embodiment is used.
May be divided into two link members from an integral A-arm. In this case, for example, of the two link members constituting the lower link, a substantially lower I-shaped front lower link member disposed in front of the vehicle is disposed so as to extend substantially in the vehicle width direction, and An outer end in the width direction is rotatably connected to a front portion of the lower end portion 1b of the knuckle 1 via a ball joint or the like, and an inner end thereof is a vehicle body member such as a suspension member via an elastic bush 4a as described above. Connect to At the same time, a substantially lower I-shaped lower link member, which is disposed rearward of the vehicle and whose central portion is curved toward the front of the vehicle, has an inner end in the vehicle width direction as a whole and an outer end as a front. It is arranged diagonally as follows. The outer end of the vehicle in the vehicle width direction is knuckle 1
Is rotatably connected to the rear portion of the lower end portion 1b, and the inner end thereof is connected via the elastic bush 4b in the same manner as described above.
Similarly, it is connected to body members such as suspension members.

There is no problem with respect to the restraining action itself of the knuckle 1 by the lower link composed of the two link members, assuming that this is a division of the A-type lower link. However, since the lower link is divided into two link members, the substantial connection point A between the knuckle 1 and the lower link is, as is well known, the vehicle body side connection point of the front lower link member and the knuckle. , And the axis connecting the vehicle-side connection point of the rear lower link member and the connection point with the knuckle. Therefore, the kingpin axis (virtual kingpin axis) when viewed from the front of the vehicle has a kingpin tilt angle greater than that of the above-described embodiment by the amount that the substantial connection point A between the lower link and the knuckle 1 is moved outward of the vehicle. Setting flexibility increases. This means that, for example, the front-wheel drive vehicle employs the steering wheel suspension device of the present embodiment, increases the kingpin tilt angle, and reduces the distance between the intersection with the road surface and the center point of the tire contact surface, that is, the so-called scrub. By setting a negative value, toe-in change due to torque steer during driving is suppressed, and turning moment during braking where a large braking force is applied to only one of the front wheels is improved to improve running stability It is possible to do. Further, in this embodiment, the virtual kingpin axis is constituted by the above-described substantial connection point A and the virtual point B ′ existing outside the vehicle from the knuckle 1 side connection point B of the upper link. Therefore, it is possible to design so as to reduce the so-called kingpin offset (the distance between the wheel center and the kingpin axis when viewed from the front of the vehicle). Therefore, it is possible to prevent the shimming phenomenon in which the steering device resonates due to the input from the road surface and is transmitted to the steering wheel, so that the riding comfort can be improved.

In the above embodiment, the upper link 6
Is arranged at the rear of the shock absorber 7 and its outer end in the vehicle width direction is bent forward, so that the axis of the upper link 6 approaches the axis of the shock absorber 7, or the shock absorber is positioned on the axis of the upper link 6. 7 can be arranged, but conversely, when the upper link must be arranged in front of the shock absorber, the outer end in the vehicle width direction is curved rearward, so that the same as above. Actions and effects can be obtained.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a first embodiment of a steering wheel suspension device of the present invention.

FIG. 2 is a skeleton diagram of the steering wheel suspension device of FIG. 1;

FIG. 3 is a bottom view for explaining the operation of the steering wheel suspension device of FIG. 1;

4 (a) is a front view and FIG. 4 (b) is a bottom view of the steering wheel suspension device of FIG. 1;

FIG. 5 is a partial explanatory view showing a second embodiment of a steering wheel suspension device of the present invention.

6 is a front view for explaining the operation of the steering wheel suspension device of FIG. 5;

[Explanation of symbols]

1 is a knuckle 2 is a front wheel 4 is a lower A arm (lower connecting member) 6 is an upper link (upper connecting member) 7 is a shock absorber 8 is a tie rod 9 is a coil spring 10 is an intermediate member L _K is a virtual kingpin axis L _S is a shock Absorber axis L _C is the axis of the intermediate member

Continued on the front page (72) Inventor Takuya Murakami Nissan Motor Co., Ltd., 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa

Claims (8)

[Claims] 1. A wheel support member for rotatably supporting a wheel, a tie rod member for connecting the wheel support member to a steering device, and one end capable of swinging vertically below the wheel support member. A lower connecting member that is connected so as to be steerable and has the other end connected to the vehicle body member so as to be swingable in a vertical direction, and is disposed substantially in the vehicle width direction, and one end is provided above the wheel supporting member. An upper connecting member which is vertically slidably and steerably connected and the other end of which is connected to the vehicle body member so as to be vertically oscillatable, and an upper end which is connected to the vehicle body member and a lower end which is the lower portion; A shock absorber member connected to the connection member; and an intermediate member disposed substantially in the vehicle front-rear direction and connected to the upper connection member and the shock absorber member, wherein an axis of the intermediate member and an axis of the shock absorber member are provided. And A steering wheel suspension, wherein the upper connecting member-side connecting point and the shock absorber member-side connecting point of the intermediate member are arranged so as to be separated from each other in the vehicle front-rear direction with respect to the axis of the shock absorber member. apparatus. 2. The vehicle according to claim 1, wherein the shock absorber member is disposed on or near an axis connecting the vehicle body member-side connection point and the wheel support member-side connection point of the upper connection member in a plan view of the vehicle. The steering device for a steered wheel according to claim 1. 3. The vehicle according to claim 2, wherein the shock absorber member is disposed on the vehicle width direction inner side of the kingpin axis of the steered wheel and in the vehicle width direction near the steered wheel to be steered, in a plan view of the vehicle. The steering device for a steered wheel according to claim 2. 4. A coil spring for elastically supporting a vehicle body is disposed coaxially or substantially coaxially with said shock absorber member, and at least a lower end thereof is disposed below an upper end of the steering wheel. The suspension device for a steered wheel according to any one of claims 1 to 3. 5. The apparatus according to claim 1, wherein the lower connecting member comprises one A-shaped arm member or a combination of two I-shaped link members, and the upper connecting member comprises one I-shaped link member. The suspension device for a steered wheel according to any one of claims 1 to 4. 6. The vehicle according to claim 6, wherein the upper connecting member is disposed rearward of the shock absorber member in the vehicle, and has an outer end in the vehicle width direction connected to the wheel support member curved forward. Item 6. A steering device for a steering wheel according to item 5. 7. The vehicle according to claim 7, wherein the upper connecting member is disposed in front of the shock absorber member in the vehicle, and has an outer end in the vehicle width direction connected to the wheel supporting member, which is curved rearward. Item 6. A steering device for a steering wheel according to item 5. 8. A connection point on the upper connection member side of the intermediate member is disposed outside the axis of the shock absorber in the vehicle width direction, and a connection point on the shock absorber member side of the intermediate member is connected to the axis of the shock absorber member. The vehicle according to claim 1, further comprising:
8. The suspension device for a steered wheel according to any one of claims 1 to 7.