JPS6144692B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension for an automobile, and particularly to a rear suspension that utilizes the reaction force of a stabilizer (hereinafter referred to as stabilizer reaction force) to cause changes in tire posture such as toe-in.

BACKGROUND ART In the rear suspension of an automobile, in order to improve steering stability and ride comfort, it is desired that the tires be toe-in during driving, especially when cornering. By toe-in, the tires have a slip angle to increase resistance against lateral force caused by centrifugal force applied to the vehicle body during cornering, and the grip of the rear wheels is improved, which strengthens the tendency for understeer. This is because the stability of the vehicle can be improved.

It is also known that a camber change is applied to tires as a method of increasing drag during cornering. That is, by applying a reverse camber change to the outer rear wheel during cornering, it is possible to increase the resistance against lateral force.

Various types of rear suspensions have been known in the past that have a toe-in effect against lateral force during cornering, but all of them are somewhat complex in construction. For example, the one described in Japanese Patent Publication No. 52-37649 uses three rubber bushings and the hardness of the bushings is changed, and the one described in West German Patent Publication No. 2158931 or West German Patent Publication No. 2355954 is The wheel hub is supported via a vertical shaft and a spring, making the structure complex.
Further, these rear suspensions only have the effect of toe-in, and cannot change the camber at the same time.

An object of the present invention is to provide a rear suspension that toes the rear wheels during cornering with an extremely simple structure.

A further object of the present invention is to provide a rear suspension having a structure that allows for camber change at the same time as toe-in.

The rear suspension of the present invention connects a vehicle body side support member such as a support arm that is swingably connected to the vehicle body and a wheel support member such as a wheel hub that rotatably supports a rear wheel by an elastic bushing. The end of the stabilizer is connected to the wheel support member, and the stabilizer reaction force changes the attitude of the wheel support member when a one-sided bump occurs during cornering. This is characterized in that the toe-in and the reverse camber direction are changed as necessary.

In other words, it attempts to create a toe-in effect by changing the attitude of the wheel support member using the stabilizing reaction force when the stabilizer bumps.
Furthermore, any type of suspension can be used as long as it is capable of producing a camber change at the same time, the wheel support member is elastically connected to the vehicle body side support member, and a stabilizer can be attached. It can also be applied to things.

In the present invention, the vehicle body side support member includes, for example, the semi-trailing arm of a semi-trailing type rear suspension, the strut of a strut type rear suspension, the upper and lower arms of a cross-bond type rear suspension, and the upper and lower arms of a deion type rear suspension. This is a general term for various supporting members attached to the vehicle body side, such as the rear suspension tube, and the type of rear suspension that is the subject of the present invention includes any type of rear suspension that supports tires in a toe-in manner. It is not limited to a specific thing.

According to the rear suspension of the present invention, when a lateral force is applied during cornering, the stabilizing reaction force caused by a bump on one side effectively causes the outer tire to toe-in, providing sufficient resistance against the lateral force, resulting in stable driving. is realized. At the same time, it is also possible to use the stabilization reaction force to create camber changes, which, combined with the effect of the stabilizer, realizes even more stable cornering.

The stabilizer reaction force in the present invention includes a horizontal component force and a vertical direction (rotation direction) component force, as well as a reaction force against deformation of opening the stabilizer outward and a reaction force against deformation of closing the stabilizer inward. The posture of the wheel support member can be changed using any one of these forces or a combination of two or more of these forces.

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

Figures 1 and 3 show examples of using the horizontal component of the stabilizer reaction force. The present invention is applied to a ring type suspension.

In FIG. 1, two lateral links 1a and 1b forming the vehicle body side support member are attached to a vehicle body side bracket 2.
The wheel hub 3 is pivotally supported at one end thereof, and the other end is pivotally supported by a wheel hub 3 forming a wheel support member. (The figure shows the left rear wheel viewed from the inside.) Elastic bushings are adopted for the shaft supports 3a and 3b to which the wheel hub 3 and the lateral links 1a and 1b are connected. The wheel hub 3 can be moved in the toe-in direction of the wheel hub 3 or further in the reverse camber direction. A laterally extending arm 4 is further integrally formed on the wheel hub 3, and the tip of the arm 4 is connected to one end of a stabilizer 6 via a control rod 5. As is well known, the stabilizer 6 includes a central portion 6a that extends laterally and is pivotally supported on the vehicle body by a bracket 7, and arm portions 6 that are integrally connected to both ends of the central portion 6a and extend in the longitudinal direction of the vehicle.
a, which generates a reaction force that presses the wheel downward during a one-sided bump. A rear end of a trailing ring 8 that extends further forward is connected to the wheel hub 3.

As shown in FIGS. 2A and 2B, the control rod 5 transmits the horizontal component H of the stabilizer reaction force N from the arm portion 6b of the stabilizer 6 to the arm 4 of the wheel hub 3, and moves the tire 9 in the toe-in direction T. Rotate (change posture). That is, this control rod 5 connects the rear end of the arm 4 that is located inside the rear tire 9 and extends rearward, and the tip of the arm 6b of the stabilizer 6 that is located on the upper inside side of the control rod 5. The stabilizer reaction force N acts as a vertical component force V that presses the arm 4 downward and a horizontal component force H that pushes the arm 4 outward. The attitude of the hub 3 is changed in the toe-in direction T around the wheel center WC.

In the example shown in FIG. 1, the arm 6b of the stabilizer 6 extends forward, but it may have a shape in which it extends backward. Further, in this example, the arm 4 of the wheel hub 3 extends rearward, and the control rod 5 is inclined from the upper inner side to the lower outer side.
may be inclined from the upper outer side to the lower inner side. In this case, the horizontal component of the stabilizing reaction force acts inward, pulling the front of the wheel hub 3 inward and causing toe-in.

In the example shown in FIG. 3, a wheel hub 12 is attached to the tip of a semi-trailing arm 10 having two arms 10a and 10b that are pivotally supported on the vehicle body through shaft supports 11a and 11b that have built-in elastic bushings.
is pivoted. An arm 13 extending rearward is integrally formed on this wheel hub 12, and a control rod 1 is attached to a rear end 13a of this arm 13.
4 is connected to the tip 15a of the forward bending arm portion of the stabilizer 15, and this tip 15a is located above and inside the rear end of the arm 13 of the wheel hub 12, and the control rod 14 is connected from the top inside to the bottom outside. It is leaning towards.

Therefore, in this example as well, the stabilizing reaction force generated when bumping on one side acts on the wheel hub 12 and, therefore, on the tire 1 at the same time as in the case of FIGS. 2A and 2B.
It has a horizontal component force that acts in the direction T that causes the outer rear tire 16 to toe in during cornering.

In the above two embodiments, toe-in is performed using the horizontal component of the stabilizing reaction force. Next, an example using the vertical component (rotational component) will be explained with reference to FIG.

Figure 4 is a principle diagram of the right rear wheel viewed from the rear inside.
Four arms 21 and 24 are integrally provided on the wheel hub 20, and the arm 21 extends rearward and downward.
is rotatably supported by a vehicle body side support member (not shown; for example, a semi-trailing arm) by a ball joint 25, and the second and third arms 22,
23 extends upward and rearward and upward and forward, respectively, and is supported by the vehicle body side support member by elastic bushings 26 and 27, respectively, so that its posture can be changed with respect to the vehicle body side support member. The fourth arm 24 extends rearward, and the tip of a forward bending arm 28a of the stabilizer 28 is connected to the rear end 24a via a control rod 29. The control rod 29 extends vertically, and the stabilizing reaction force when bumping on one side acts on the fourth arm 24 from top to bottom, moving the wheel hub 20 clockwise (in FIG. 4).
It is designed to rotate. As is clear from the figure, the elastic bushings 26 and 27 are arranged so that the rear side of the second arm 22 is on the inside, and the rear side of the third arm 23 is on the outside. Clockwise rotation of 20 is guided inward at the front and outward at the rear, ie in the toe-in direction.

Therefore, when bumping on one side, stabilizer 2
8, the arm 28a is the fourth part of the wheel hub 20.
acts to push down the arm 24 of
The wheel hub 20 rotates clockwise around the ball joint 25, and the elastic bushings 26, 2
The posture can be changed in the toe-in direction T by the guidance 7.

In this way, in the third embodiment shown in FIG. 4, the stabilizer reaction force N is a force (rotational force) that pushes the arm 24 of the wheel hub downward without producing a horizontal component force.
As a result, the rotation of the wheel hub 20 is guided in the toe-in direction to achieve the desired purpose.

In addition, in this embodiment, the control rod 29
It doesn't have to be there.

FIG. 5 shows an example in which a component of the stabilizer reaction force due to stabilizer deformation is utilized for the toe-in effect of the present invention. Figure 5 is a top view of the left rear wheel, showing the arm 3 extending rearward from the wheel hub 30 in a semi-trailing type rear suspension.
The tip of the stabilizer 32 is connected to the tip of the stabilizer 1. Stabilizer 32 is control link 3
3 is supported by the vehicle body, extends horizontally, and is connected to the arm 31 of the wheel hub 30.

In this state, if there is a bump, the stabilizer 32
The forwardly bent portion 32a is lifted upward and rotated about the central straight portion 32b. At this time, the locus of rotation of the connecting portion 34 is the sixth
When viewed from the front and rear of the vehicle as shown in Figure A,
The tip side of the arm 31 of the wheel hub 30 is connected to the shaft supports 35a and 35b of the semi-trailing arm 35.
The center of the stabilizer 32 is a circular arc A′, whereas the tip side of the stabilizer 32 is a straight line portion 32b in the center.
Since it is a circular arc centered on , it becomes straight line B in FIG. Therefore, when bumping, the stabilizer 32
The bent portion 32a is pressed inward and deformed, generating a reaction force R that tends to open outward. This outward stabilizing reaction force R displaces the wheel hub 30 in the toe-in direction T, thereby producing a toe-in effect. In other words, the difference between the above two trajectories is determined by the difference between the two trajectories mentioned above.
a, 36b and the control link 33, and when bumping, the tire changes its attitude in the toe-in direction.

As is clear from Fig. 6A, the trajectory arc A' of the connecting portion 34 on the wheel hub side is located inside of the trajectory B on the stabilizer side in the portion above the horizontal, and outward or at the same position in the portion below. Therefore, an outward stabilizing reaction force R is generated only during a bump, and an outward stabilizing reaction force R is no longer generated during a rebound.

Furthermore, if the connecting portion 34 is located below the horizontal, the bent portion 34 of the stabilizer 32 will
a is opened outward, and this reaction force acts inward, but the wheel hub 30 and stabilizer 32
By arranging the connecting portion 34 ahead of the wheel center, this can be used to achieve toe-in when bumping. (See FIG. 6B) In this way, the attitude of the wheel hub can be changed in the toe-in direction by using the reaction force caused by the inward and outward deformation of the stabilizer.

In each of the above four embodiments, the effect of toe-in the tire by the stabilizing reaction force was explained.
At the same time, it is also possible to create a reverse camber using the stabilizer reaction force.

For example, in the embodiment shown in FIG. 1, the arm 4 of the wheel hub is connected to the wheel center WC as shown in FIG. 2B.
Since it is connected to the control rod 5 at a lower position than the wheel center WC, and the horizontal component H of the stabilizer reaction force N acts outward at a position lower than the wheel center WC, a camber change occurs in the tire 9 (reverse camber). It is possible to add more resistance to lateral forces.

In the embodiment shown in FIG. 3, the control rod 14 and the rear end 1 of the arm 13 of the wheel hub 12 are
If the connecting portion with 3a is located at a position lower than the wheel center, it is possible to make a reverse camber change simultaneously with toe-in.

In the embodiment shown in FIG. 4, if the point at which the control rod 29 acts on the fourth arm 24 of the wheel hub is inside the center of rotation of the ball joint 25, the elasticity of the elastic bushes 26, 27 This allows the wheel hub 20 to be displaced around the ball joint 25 in the reverse camber direction.

As described above, the rear suspension of the present invention utilizes reaction forces such as horizontal component force, vertical component force, and reaction force against deformation of the stabilizer during a bump, thereby causing the tire to undergo toe-in or even a change in posture due to a camber change. It is highly practical as it has an extremely simple structure, has a small number of parts, and occupies a small amount of space.

[Brief explanation of the drawing]

Fig. 1 is a perspective view showing an embodiment of the rear suspension of the present invention, Fig. 2A is a plan principle view showing the main parts thereof, Fig. 2B is an elevational principle view thereof, and Fig. 3 is a rear suspension of the present invention. A plan view showing the second embodiment of the pension, FIG. 4 a principle diagram showing the third embodiment, FIG. 5 a plan view showing the fourth embodiment, and FIG. 6A showing the main parts thereof. FIG. 6B is an explanatory diagram showing another example. 1a, 1b...Lateral link, 3, 12, 2
0,30...Wheel hub, 4,13,21,3
1...Wheel hub arm, 5, 14, 29...
...Control rod, 6, 15, 28, 32...
... Stabilizer, 10, 35 ... Semi-trailing arm, 3a, 3b, 11a, 11b, 26,
27, 36a, 36b...Elastic body bush (elastic shaft support), 25...Ball joint, 33...
...control link.

Claims (1)

[Claims] 1. A vehicle body side support member that is swingably coupled to the vehicle body, a wheel support member that rotatably supports a rear wheel, and a member that is located between the vehicle body side support member and the wheel support member and that elastically connects both. combine,
An elastic bush that can change the attitude of the wheel support member with respect to the vehicle body side support member, and a stabilizer whose end is connected to the wheel support member and that changes the attitude of the wheel support member by the stabilizing reaction force when bumping on one side. A rear suspension for an automobile is characterized in that a toe-in effect is produced by stabilizing reaction force when bumping on one side.