JPS5920715A - Rear suspension of motor car - Google Patents

Abstract

PURPOSE:To make a toe-in effect improve, by a method wherein mutual relative positions among a ball joint, two rubber bushings, a wheel conter and the edge part of a stabilizer and a direction of the rubber bushings are specified for arrangement. CONSTITUTION:A ball joint 11 and a rubber bushing 12 are arranged in the rear of the lower part and in the front to a wheel center W respectively, and they are positioned by the surface P including the ball joint 11 and the rubber bushings 12 and 13 far inner side of a car body than the wheel center W at the center height CL and far outer side of the car body of the wheel center W on the ground GL, in the vertical surface including the central axle C of a wheel. In addition to the above, the rubber bushings 12 and 13 are made to direct by facing inward in the rear and facing outward in the rear respectively and a connecting part between the edge part 16a of a stabilizer 16 and the rear edge 15a of an arm 15 of a wheel hub 10 is positioned on the upper part of the center of an oscillation in the rear of the ball joint 11. With this constitution, an improvement of a toe-in effect can be contrived.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension for an automobile, and particularly to a novel rear suspension with excellent toe-in effect.

For automobile suspensions, it is desired that the tires be inflated by one inch during driving, especially when cornering, in order to improve steering stability, riding comfort, and the like. In other words, as is well known, when cornering, the centrifugal force applied to the vehicle body acts on the suspension as a lateral force, causing the tires to significantly exceed the turning limit G.
Therefore, it is desirable to counter this lateral force with a large resistance force. This drag force can be increased by increasing the slip angle by moving the tire 1 to -in. In addition, by increasing this drag and improving the grip of the rear wheels, it is possible to strengthen the tendency for understeer and improve the stability of the car. Furthermore, when cornering, when you step on or release the accelerator, driving force and braking force are applied to Tie 17, but when you release the accelerator, Tie V suddenly tows out. There is a tendency to 1.-in. This causes the tie 'I7 to toe in or toe out during cornering, resulting in a decrease in steering stability (hereinafter referred to as steering stability).

Also, when you step on the brakes or apply engine braking, the rubber bushings provided to improve riding comfort are located inside the tire grounding point, so the braking force increases the This results in poor steering stability. The softer the rubber bushings, the better the ride quality, so a car with a good ride quality will have poor handling stability. Therefore, a rear suspension that provides toe-in even when braking force is applied by brakes or engine braking is desired. In other words, the rear suspension, which always tends to move 1-1 in, always achieves stable cornering. Furthermore, the toe-in tendency of the A7 suspension is desirable not only when cornering, but also from the standpoint of high-speed straight-line performance, which is particularly required for sports cars. That is,
In reality, the road surface is not completely flat, and there are always large and small irregularities, but these irregularities cause disturbance to the tires from various directions. In addition, when the car is in a crosswind while driving, it acts as a lateral force, but
@Even if it's not the wind, it acts on the car's tires as a disturbance from all directions. Even in response to these disturbances, if the rear suspension works to avoid toe-in of the rear wheels, the interior will tend to understeer and become stable. These disturbances, no matter what they are at one stop, end up acting as lateral force, braking force, or driving force on the tie A7.
C.It is something that acts.

Therefore, the A71 Nasu Pension is desired to have the effect of bringing the tires 1-1 in with respect to all of lateral force, braking force (2 seconds of braking and engine braking), and driving force. To explain these external forces in detail, the lateral force represented by the thrust load during corner links is the force that acts from the outside to the inside of the tire's ground contact point, and the braking force when the brake is applied is The horns act on the tire's grounding point from front to back, the force from engine braking is the force that acts on the tire's wheel center from front to back, and the driving force is the force that acts on the wheel center from back to front.

This can be expressed in a table as follows.

Various types of V-suspensions have been known in the past that have a 1-hein effect on lateral force during cornering, but all of them are somewhat complex in structure. For example, the one described in Japanese Patent Publication No. 52J7349 uses three rubber bushings and the hardness of the bushings is changed by one. The one described in the issue is one in which the wheel hub is supported via a vertical splinter,
What's the structure? It has become lJm. In addition, this type of suspension A7Fj, which has been known in the past, does not achieve a 1-1 effect against all of the above four types of external forces, but is mainly effective only against lateral forces. There is.

It is an object of the present invention to provide a novel rear suspension that effectively brings the rear wheels in against external forces, particularly during cornering, with an extremely simple structure.

Furthermore, the present invention has a very simple construction, so that when turning,
Regardless of when driving straight, the rear wheels are kept 1-1 in response to any external forces such as lateral force, braking force, engine braking force, and driving force, creating a car with a comfortable ride and high handling stability. The purpose is to provide a completely new type of Norioni 7→Nospension that makes it possible to do this.

In the rear suspension of the present invention, a wheel support member for a rear wheel is attached to a swing member that is partially swingably supported on a vehicle body.
The stabilizer is connected to the wheel support member by connecting the pole joints 1 to 2 through two rubber bushings, and has a center of rotation in the left-right direction of the vehicle body, and is rotatably supported by the vehicle body via a control link. and
In particular, ball joint 1- is placed in the 71st quadrant of the horizontal-vertical coordinates based on the wheel center when viewed from the left side of the vehicle, at least one of the rubber bushes is placed forward of the wheel center, and these two rubber bushes and the hole joint In the vertical plane including the wheel center axis, the plane containing the three parts is located inward of the vehicle body from the left and right center of the wheel at the height of the wheel center. Rotate clockwise from join 1 to the front of the wheel center d3
The swinging member is mounted so that the rotation locus of the wheel support member moves inward in the left-right direction of the vehicle body during a bump, and the end of the stabilizer is mounted with a pole. At the rear of join 1~ and above the rocking center of the rocking member, the wheel support part H
There is C, which is characterized by being connected to.

In the present invention, the swinging member refers to a swinging support member on the vehicle body side that is partially supported on the vehicle body so as to be swingable. Aza suspension struts, type shoebon type rear suspension upper and lower arms, dove ion type glue.
174J-This is a general term for various types of support members that are attached to the vehicle body, such as suspension tubes, and is not limited to a specific type.

Furthermore, the term "wheel member" is a general term for members such as wheel hubs that rotatably support tires, and is not limited to a specific wheel hub.

In addition, in order to support the stabilizer on the vehicle body by allowing some positional displacement of the stabilizer, the control link supports the center part of the stabilizer that extends in the left-right direction of the vehicle. This is a link member connected between the two.

In addition, the quadrant defined in the present invention is a quadrant in which the rear wheel is viewed from the left side of the vehicle body and is located in the orthogonal coordinates when the horizontal and vertical orthogonal axes are imaginary with the wheel center as the center.
It is assumed that each of the fourth quadrants includes the axes at both ends that limit the quadrant (for example, the first quadrant C includes the right half of the horizontal axis and the upper half of the vertical axis).

In the present invention, the rotation/j direction of the wheel support part hand number is also expressed as clockwise direction, counterclockwise direction, etc. when viewed from the left side of the vehicle body.

According to the rear suspension of the present invention, when a lateral force is applied during cornering, it is possible to effectively move the tie A7 1-1 in. This is due to the arrangement of pole join 1~ and rubber bush, and the lateral force is <4 on the wheel support part.
This is because the wheel support member is rotated in the toe-in direction around the pole joins 1 to 1, and the stabilizing anti-no-j caused by a bump on one side during cornering acts to displace the wheel support member in the i-1 in direction. Roughly speaking, according to the present invention, it is possible to effectively move the tire 1.-in when any of the four types of outer horns acts. This too,
This is an effect due to the arrangement of the ball joint and rubber bush.

Hereinafter, embodiments of the present invention will be explained in detail with reference to the drawings.

Figure 1 is a conceptual diagram showing the basic structure and operation of an embodiment of the rear suspension of the present invention, with the right rear wheel in the center and the left (left)
(inside) A view from the rear is shown, and projections from the rear, left, and top are shown on the left, right, and bottom, respectively. The pole join 1-11 is arranged on the lower side behind the wheel center W (i.e. in the fourth quadrant of the above coordinates), and one of the two rubber bushes 12,13 12 is arranged in the front of the wheel center W (i.e. in the second or (3rd quadrant). Also, these two rubber bushes 1, 2.
13 and pole join 1-11 is located on a vertical plane J5 including the wheel center axis C (its projection is shown outside of Figure 1), and the height CL of the wheel center is from the wheel left and right center W. It is located inside the vehicle body and outside the vehicle body on the ground GL.

Furthermore, the shafts 12a, 13a of the rubber bushes 12.13
is an orientation that guides the wheel hub 10 inwardly in front of the wheel center W when the wheel hub 10 rotates clockwise around the ball joint 1, that is, the tire 14
It is placed in a direction that avoids toe-in. Of course, the front rubber bush 12 is oriented rearward inward, and the i-thread rubber bush 13 is oriented rearward outward.

This direction depends on the position of the rubber bushing 12.13 (
The opposite may also be the case. That is, for example, the shaft 12a of the front rubber pusher is directed forward inward, not backward inward.

This is to displace the clockwise rotation of the wheel hub 10 around the ball joint 11 in the toe-in direction in either case.

Further, an arm 15 extends rearward from the wheel hub 10,
A front end 16a of a front bent portion 16A of the stabilizer 16 is connected to the rear @15a of the arm 15. The intermediate flame portion 16B of the stabilizer 16 extends in the left-right direction of the vehicle body, and has one end 17a supported by a narrow end 171) of the control link 17 connected to the vehicle body-side bracket 18 via the bracket 19. It is rotatably supported. Therefore, at the time of bump, the end 16a of the stabilizer 16 in the left projection view of FIG.
It follows the vertical trajectory A and moves vertically.

On the other hand, the wheel hub 10 is supported by a swing member J3 which is a support member on the vehicle body side such as a semi-trailing arm that is partially swingably supported by the vehicle body. It is attached so that its rotation locus moves inward in the left-right direction of the vehicle body (as shown by locus B on the first left).

Further, the end portion 16a of the stabilizer and the wheel hub 1
The connecting portion with the rear end 15a of the arm 15 of 0 is located behind the ball joint 11 and above the center of swing of the swing member.

Hereinafter, the toe-in effect due to external force will be explained in detail in this embodiment with reference to FIG.

In FIG. 1, the vertical imaginary axis passing through the ball joint 11 is taken as I't, 1, the imaginary axis in the width direction of the vehicle body, and the imaginary axis in the longitudinal direction is N.

The lateral force (S) acts on the grounding point G of tie A7 from the outside to the inside, and the braking force (B) acts on the grounding point G from the front to the rear ().
The engine braking force (E) acts on the wheel center W from the front to the rear, and the driving force (K) acts on the wheel center W from the back to the front.

: When a lateral force (S) is applied to the tie A7 during J-knarling, a rotational moment is generated from above around the L axis in the opposite direction, and the elasticity of the rubber bushings 12 and 13 causes the wheel hub 10 to It is displaced around the ball joint 1-11 in the toe-in direction. At this time, if the elasticity of the front rubber bushing 12 on the inside in the right angle direction and the elasticity of the rear rubber bushing 13 on the outside in the prize direction are increased, a 1-1-in effect can be obtained.

At the same time, due to the bump on one side during cornering, the wheel hub 10 attempts to move upward and inward along the trajectory B of the end 15a of the arm 15, but at this time, due to the upward trajectory A of the end 16a of the stabilizer 16, , receives an external Hestabi reaction force HF.

Therefore, the rear portion of the wheel hub 10 is displaced outward,
Therefore, it is displaced in the toe-in direction. Also, at this time, the vertical component VF of the stabilizing reaction force from the stabilizer 16 is directed downward (
It works by pressing. - The wheel hub 10 rotates around the ball joints 1 to 11 in the training direction (as seen from the left side) by the vertical component VF of this stabilizer reaction force. This clockwise rotation causes the front side of the wheel hub 10 to be displaced inwardly and the rear side to be outwardly due to the orientation of the axes of the rubber bushes 12, 13, as described above, and as a result, the wheel hub 10 is displaced in the toe-in direction.

In this way, during cornering, both the lateral horn (S) and the stabilizing reaction force (HF, VF) produce a toe-in effect, making it possible to effectively toe-in the tie A7.

Next, brake horn (B), engine braking force (E)
, the toe-in effect due to driving force (K) will be explained.

When the braking force (13) acts on the grounding point G from front to back, the wheel hub 10 is moved from the pole joint 1 to Around 11 (around L axis)
rotationally displaced counterclockwise when viewed from above, that is, downward in the toe-in direction. On the other hand, this braking force (B) has the effect of causing the wheel huff 10 to rotate in the anti-clockwise direction (viewed from the left side) around the M axis. As a result, the wheel hub 10 tends to be displaced in the 1-1 direction. At this time, if the above-mentioned braking force (B) around the L axis is larger, a 1-in effect can be obtained after all, so there is no problem. By providing a stopper on the front side of either one of 73, it is possible to reliably move 1-1 inches.

When the engine braking force (E) acts on the wheel center W from front to back, the tire tries to rotate around M Qllll in the training direction. Clockwise rotation around the M-axis displaces the wheel hub 10 in the toe-in direction depending on the orientation of the rubber bushings 12, 13, as in the case of the vertical component of the stabilizer reaction force (-V'F). However, at this time, since the wheel center W is located outside the plane P that connects the pole joins 1 to 11 and the rubber pushpieces t12 and t13, the engine braking force (E) is 1 - around the L axis.
1 no 7 j It acts in one direction. However, in this case, the 1-1-in effect due to rotation around the M-axis is larger than the 1-1-out effect around the L-axis (rubber butt shoe 12
, 13 is due to the fact that the bushing is more easily deformed in the axial direction than in the thickness direction, and the rigidity of the front bushing 12 in the outward direction perpendicular to the axis is increased), so a toe-in effect is obtained after all.

When the driving force (K) acts on the wheel center W from the rear to the front, this is a force in the opposite direction to the engine braking force (E), so the wheel hub 10 has a 1-1 inch tendency around the L axis and a 1-1 inch tendency around the M axis. As a result of the comprehensive action of the toe-out 1 to tendency due to the rotation of the surroundings and the orientation of the rubber bush 12.13, the toe-out is attempted. Therefore, the rubber bush 12.13
By installing a stopper in front of either one of them to restrict rotational displacement in the counterclockwise direction around the M axis, it is possible to reliably rotate the rubber bushes and pole joints 1 to 11 around the L axis with the stopper in front. The wheel hub 10 can be displaced in the toe-in direction around the connecting line.

As is clear from the detailed description of the above embodiments, according to the present invention, for four external forces: lateral force (S), pre-force (13), engine braking force (E), and driving force (K),
It has the effect of moving the tire 1-1 in when any outside j is applied, and even when a one-sided bump occurs due to cornering, etc., the tire on the bumped side is affected by the stabilizing reaction force (V
F, I-IF), a rear suspension with a toe-in effect can be obtained. Therefore, it is possible to always maintain stability of the vehicle during driving such as cornering, and to achieve a width that improves maneuverability without impairing ride comfort.

In addition, this toe-in effect is advantageous in building a sports car with excellent high-speed linearity, so the practical value of the Nyorori A7 suspension of the present invention is extremely high.

Next, an embodiment in which the present invention is applied to a rear suspension of Remi i to railing type will be explained with reference to Figs. 2A, 2B, 20, 3Δ, 3B, 4Δ, 4B, and 5. . Figure 2A is a view of the right rear wheel viewed from above, Figure 2B is a side view of it viewed from outside (the tie V is shown with an imaginary line), Figure 20 is a view of the right rear wheel viewed from above, Figure 20 is a left side view of the right rear wheel. This is a diagram seen from.

Two arms 20A and 20B extend forward in a bifurcated shape.
Each arm 20 of the semi 1-railing arm 20 has
The front ends of A and 20B are swingably supported by shaft supports 21a and 21b on the vehicle body, and the wheel hub 22 is mounted on the outside of the rear body 20C with a pole joint l-23, a first rubber bush 24, and a second rubber bush 25. It is supported through. Further, the wheel huff 22 is integrally provided with an arm 22A extending rearward, and this arm 22A
The rear end of the rear bending portion 27A of the stabilizer 27 supported by the vehicle body via the control link 26 is connected to the rear end.

A cross section of the front rubber bushing 24 is shown in Figures 3A and 3B. As is clear from these cross-sectional views, the rubber bush 24 is integrally fixed to the wheel hub 22 so as to allow the wheel hub 22 to largely move inward to the vehicle body, but not to move outward. Arm part 2
2a and the shaft portion 20d integrally fixed to the main body 20c of the semi-1 railing arm 20, the rubber 24a is made soft on the outside of the vehicle body and hardened on the inside of the vehicle body. That is, there is a hard rubber or stopper 24 between the shaft portion 20d and the inner side of the vehicle body of the 77-m 22a.
A/ is inserted to prevent the arm 22a from displacing outward.

IUi side of Geva-Butush 25 in the rear is 1st/lA, 4
Shown in Figure B. As clearly shown in Fig. 4Δ, among the pair of flanges fixed to the main body 20C side of the semi-1~ray link arm, the front flange 20e and the wheel hub 2
A stopper 25a is provided between the second arm 221) to prevent forward displacement.

FIG. 5 is a cross-sectional view showing the details of the pole engine 1-23, and shows the arm 2 integrally provided on the wheel hub 22.
2I3 is rotatably supported on the 7 langes 20f and shaft 20 (+) on the main body 2Oc side of the Remi 1 herering arm 20. This shaft 20g has a spherical surface and does not form the ball of hole join 1. -C is here.

In this example, the effect on the stabilizer reaction force is exactly the same as the example shown in Figure 1 above, and it is clear from the figure, so we will not explain it. Omitted. However, any of these forces can cause the tire to change by 1-1 inch to achieve the desired effect.

[Brief explanation of the drawing]

Fig. 1 is a conceptual diagram showing the details of the rear suspension suspension according to the present invention, including a perspective view of the right rear wheel seen from the left rear;
2A shows an example in which the present invention is applied to a semi-I-railing type glue V suspension; 1 shows a partially cutaway top view of the right rear wheel; FIG. 213 shows an example in 2Δ FIG. 2C is a side view of the tie A7 seen from outside, FIG. 2C is a view of FIG. 2A seen from the notch, FIG. 3A is a sectional view taken along line A-A of the front rubber bushing 24, and FIG. 3B is a Its central cross-sectional view, FIG. 4A, is B-B of the rear rubber bush 25.
A thin cross-sectional view, FIG. 4B is a central cross-sectional view thereof, and FIG. 5 is a cross-sectional view of the ball joint 23. 10... Wheel hub 11, 23... To ball joint 1 12.13, 24.25... Rubber bush 14... Tie' (y 15.22A... Arm 16.27...・Stabilizer 17.26...Con [~Roll link 20...Semi 1~Railing arm FIG, 2A 52 FIG, 2B FIG 2C FIG, 5

Claims (1)

[Scope of Claims] A rocking member whose part is swingably supported on the vehicle body, supported at three points by this rocking member via hole joints 1 to 2 and two rubber bushes, which allows the rear wheel to rotate freely. It consists of a supported wheel support member, J3, and a stabilizer that has a rotation center in the left-right direction of the vehicle body and is rotatably supported on the vehicle body with a control link fr L, and the hole joins 1 to 1 are wheels seen from the left side of the vehicle body. It is arranged in the fourth quadrant of the horizontal-vertical coordinates of the center reference, at least one of the two rubber bushes is arranged in front of the wheel center, and the wheel center includes these two rubber bushes and the ball joint. On the lid surface including the shaft, the rubber bushing is located inside the heavy body from the left and right center of the wheel at the height of the wheel center, and outside the vehicle body on the ground, and the shaft of the rubber bushing supports clockwise rotation around the hole joint of the wheel support member. It is placed in front of the center in a direction that guides you inward,
The swinging member is mounted so that the rotation locus of the bump old wheel support member moves inward in the left-right direction of the vehicle, and the end of the stabilizer is located behind the pole joint 1- and at the center of the swinging member. A rear suspension for an automobile, characterized in that the rear suspension is connected to a wheel support member above the center of swing.