JPH0364321B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention includes a wheel carrier that supports a wheel, a tie rod acts on the wheel carrier, and upper and lower control arms, each of which is pivotally connected to the vehicle body, are pivotally connected to the wheel carrier. The lower control arm, which operates and cooperates with the carrier spring, is supported by the vehicle body etc. by two arm bearings provided one behind the other in the longitudinal direction of the vehicle, and is formed to be resistant to twisting. The end is connected to the connecting member via a rotation bearing with reinforced corners, the axis of rotation of this rotation bearing extends approximately in the longitudinal direction, and the wheel carrier is supported on the continuous member via a pivot bearing with reinforced corners. , relates to a wheel suspension for a steerable front wheel of a motor vehicle, in which the pivot axis of the pivot bearing is approximately vertical.

In the case of a known wheel of this kind (DE 868,117), instead of a top control arm, two parallel tie rods are used which act as arms. The lower control arm is designed so that it does not twist so that it can absorb braking torque by itself.

The control arm of said suspension or the control arm of a conventional suspension of the double control arm type (e.g. Wissbone type) is pivoted so that the wheels are guided elastically in the longitudinal direction to improve riding comfort. Then a problem arises. This is because each arm must be formed to be much softer than the desired longitudinal elasticity of the wheel. For this reason, when braking, the wheel carrier is strongly pulled up around the horizontal axis.
occurs. Suspensions of this type, which tend to twist about the transverse axis under the aforementioned loads, are undesirable because the caster angle is considerably reduced.

If the offset is to be small or negative in order to prevent the steering wheel from being taken off when the brake is applied on one side, this can be done by increasing the kingpin inclination. If the king pin inclination angle is large, the caster distance changes greatly during steering, and in particular, the difference in the caster distance between the outer ring and the inner ring becomes large. If, for driving dynamics reasons, the steering system is not designed according to the so-called Atskermann mechanism (all wheels roll ideally at low speeds), the difference in caster distances is caused by deviations in the travel trajectory. As a result, force is applied to the tires from the side, and this has a negative effect on the automatic return of the steering wheel when driving at low speeds. On the other hand, if the king pin inclination angle is made small, the weight reset effect becomes very weak, resulting in poor steering centering and straight-line running performance.

In the case of steerable double control arm axles, it is known to provide a threaded joint with non-linear axial displacement characteristics between the lower control arm and the wheel carrier in order to achieve a weight reset effect. (West German Patent Publication No.
No. 2332387). However, this structure has significant drawbacks. In the case of threaded joints, it is almost impossible to suppress their wear, play and play over the long life of the wheel. Since the front of the wheel must be raised several millimeters to provide a sufficient weight reset effect, the pitch of the threaded joint must be considerably larger. However, this is almost impossible due to its operation and the wear mentioned above. This threaded joint also has the important disadvantage that one of the operable wheels partially raises the front of the vehicle, while the other simultaneously lowers it.
The result in this case is that sufficient lifting is almost impossible. Therefore, even if a threaded joint with nonlinear axial movement characteristics is provided, such a joint is extremely difficult to manufacture.

The object of the invention is to provide a wheel suspension of the aforementioned kind, which allows the desired design parameters mentioned above, in such a way that the parameters do not adversely affect each other and a good weight reset effect is ensured. .

This problem arises because, in wheel suspensions of the type mentioned at the outset, the pivot bearing is movable in its axial direction, and the wheel carrier and the coupling member are pivotally connected to an approximately vertical tension rod. It is resolved accordingly. With the wheel suspension system according to the present invention, when steering a turning motion, the wheel carrier rotates relative to the connecting member, and when traveling in a straight line, one end of the tension rod having a substantially vertical axis rotates together with the wheel carrier, and the tension The other end of the rod is pivotally connected to the connecting member and does not rotate. The drawbar thus changes from a vertical position to an inclined position, and the swivel bearing is axially movable, causing an axial movement of the coupling member, which is then raised relative to the wheel carrier. It will be in a state where it is Since the connecting member is connected via the swing bearing to the lower control arm that cooperates with the carrier spring, when the steering is returned to a straight line from turning, the connecting member receives a downward force relative to the wheel carrier. . During this pulling down, the pivot end of the drawbar with the coupling member is pulled down, and the drawbar attempts to return to its vertical position, causing the wheel carrier to rotate back. The present invention has made it possible to automatically return the handle after turning in a very good manner. In other words, a good weight reset effect was obtained by the present invention. The length of the tension column and
By selecting the spacing between the point of application of the joint and the pivot axis, the degree of lifting of the front of the vehicle and thus the degree of weight resetting effect can be varied within a wide range.

Hereinafter, the present invention will be explained based on the embodiments shown in the figures.
Other preferred details of the invention are detailed, which are the subject matter of the embodiments claims.

The wheel suspension for the steerable front wheels of a motor vehicle, the essential parts of which are shown in FIG. 1, comprises a wheel carrier 2 that supports a wheel 1, only shown in outline. A tie rod 3 acts on this wheel carrier in order to generate a steering movement. The wheel carrier 2 is pivotally connected to an upper control arm 4 and a lower control arm 5. Both control arms are pivotally connected to the vehicle body or the like, and in the case of the illustrated embodiment, to a cross member 6 fixed to the vehicle body. The lower control arm 5, which cooperates with the carrier spring 7, is directly supported by the aforementioned cross member 6 or the vehicle body by two arm bearings 8 and 9 provided one behind the other in the longitudinal direction L of the vehicle. The vehicle body is also supported by support springs 7 via cross members 6.

The lower control arm 5 is formed to be difficult to twist. The outer end of this lower control arm is connected to a connecting member 12 via a rotation support 10 whose corners are reinforced. The rotational axis 11 of this rotational bearing extends substantially in the longitudinal direction. In this case, as shown in FIG. 3, two rubber sleeves 13 spaced apart and having lateral flanges serve as bearing elements. This rubber sleeve is press-fitted into the vertical hole 15 of the connecting member 12 with the bearing sleeve 14 interposed on the outside. The rubber sleeve is provided with a tube member 16 on the inside. The rubber sleeves are mutually supported by this tubular member and against the lateral bearing eyes 17 of the lower control arm 5. Bearing eye 17
A fixing bolt 18 passes through the pipe member 16.

For steering movement, the wheel carrier 2 is journalled in the coupling member 12 via a pivot bearing 19 whose pivot axis 20 is approximately vertical and which is likewise reinforced at the corners.

The pivot support portion 19 is formed to be movable in its axial direction. For this purpose, as shown in Figure 2,
Two cylindrical bearing surfaces 22 , 23 arranged vertically one above the other are formed on the downward bearing pin 21 of the wheel carrier 2 . In the illustrated embodiment, this bearing surface cooperates with two needle bearings 24, 25 which are accommodated in the coupling member 12.

Furthermore, the coupling member 12 and the wheel carrier 2 are each pivotally connected to a substantially vertical tension rod 26.
Upper ball joint 2 for pivoting the pull rod 26
7 and a lower ball joint 28 are provided. The longitudinal axis of the drawbar 26 extends parallel to the pivot axis 20. The wheel carrier 2 is aligned with this pivot axis 20.
can be rotated relative to the connecting member 12 around.

When the wheel 1 is steered from the straight-ahead position shown in FIG. 1, the pull rod 26 becomes oblique to the pivot axis 20 and the vertical distance between the ball joints 27 and 28 becomes shorter. As a result, the lower control arm 5 is pulled upward relative to the wheel 1 and lifts the vehicle body via the carrier spring 7. This, on the other hand, leads to a good weight reset effect after releasing the handle, as mentioned at the outset.

As can be seen in FIG. 1, the upper control arm 4 is supported directly on the cross member 6 or on the vehicle body by only one joint 29, preferably a rubber joint. In order to possibly correct the camber angle of the wheel 1, the length of the upper control arm 4 may be adjustable.

Furthermore, as can be seen in FIG.
pivots relative to the coupling member 12 about this pivot axis, but is offset toward the inside of the vehicle.
This synergistically changes the camber angle when steering is corrected from the straight-ahead position of the wheels 1. By changing this camber angle, that is, by steering from a straight line, the vertical distance between the ball joints 27 and 28 becomes shorter, and the rotation support part 19 relatively rises, which causes the center of the joint 30 and the connecting member 12 (first The inclination angle of the line (kingpin axis) that connects the intersection of the turning axis 20 and the rotational axis 11 in the figure changes, and the cabin angle changes. The spacing becomes smaller. Therefore, when steering into a turn, the grounding point of the wheel rotates around the kingpin axis, and the change in caster distance (caster trail) that occurs between the wheel grounding point and the point where the kingpin axis intersects with the ground is small. As a result, the operating force for the handle becomes smaller. As a result, there is no problem even if the weight reset effect becomes smaller and weaker. This is because the pull rod 26 together with the axially movable pivot bearing 19 achieves a strong weight resetting effect.

Vertical arm portion 31 of lower control arm 5
The lateral arm portion 32 is formed at a substantially right angle when viewed from above. In the illustrated embodiment, the longitudinal arm section 31 points towards the rear, opposite to the direction of travel.
The lateral arm portion 32 is substantially opposite to the center of the wheel.
The arm bearing 8 provided at the inner end of the vertical arm portion 21 is relatively strong, while the arm bearing 9 provided at the rear free end of the vertical arm portion 21 is relatively soft in the horizontal direction. This is achieved in a known manner, for example, by providing recesses 33 on both sides in the bearing rubber of the arm bearing 9. If a longitudinal shock is applied which is absorbed solely by the lower control arm 5, this lower control arm pivots about the relatively rigid front arm bearing 8 in an approximately horizontal plane. This is because the rear arm bearing 9 can be bent to some extent in the horizontal direction. This allows the wheel suspension to deflect elastically in the longitudinal direction, significantly improving ride comfort.

Since the rear bearing 9 is relatively hard in the vertical direction and the support bases of both arm bearings 8 and 9 are large, the lower control arm 5 is hardly twisted about the horizontal axis by the braking force. Therefore, the "pull-up" mentioned at the beginning is avoided.

Furthermore, as shown in FIG. 1, the tie rod 3 extends substantially parallel to the connection line between the relatively rigid front arm bearing 8 and the pivot axis 20 when viewed from above.
As a result, the wheels 1, which are elastically deflected in the horizontal direction under longitudinal impact, do not change their steering angle during this movement.

According to the present invention, the caster distance is reduced, the steering wheel operation is reduced, and when the vehicle is turned, the connecting member is pulled up against the wheel carrier, the weight reset effect is increased, and the force that attempts to restore the wheel to straight travel is exerted. , good straight-line running performance was obtained.

[Brief explanation of drawings]

FIG. 1 is a perspective view of an embodiment of the novel wheel suspension system, FIG. 2 is a partial sectional view taken in the direction of the arrow in FIG. 1, and FIG. 3 is a partial sectional view taken in the direction of the arrow in FIG. 1...Wheel, 2...Wheel carrier, 3...Tie rod, 4...Atsupa control arm, 5...
...Lower control arm, 7...Carrying spring, 8,
9...Arm bearing, 10...Rotation support part, 11...
...Rotation axis, 12...Connecting member, 19...Swivel support, 20...Swivel axis, 26...Tension rod.

Claims (1)

[Scope of Claims] 1. A wheel carrier that supports a wheel is provided, a tie rod acts on this wheel carrier, and the wheel carrier pivotally acts on upper and lower control arms that are respectively pivotally connected to the vehicle body, etc. A lower control arm that cooperates with a spring is supported by the vehicle body etc. by two arm bearings placed one behind the other in the longitudinal direction of the vehicle, and is formed to be resistant to twisting. It is connected to the connecting member via a reinforced rotary bearing, the axis of rotation of this rotary bearing extends approximately in the longitudinal direction, the wheel carrier is supported on the continuous member via a swivel bearing with reinforced corners, and this swivel bearing A wheel suspension for a steerable front wheel of a motor vehicle, in which the pivot bearing 19 is movable in the direction of its axis, and the wheel carrier 2 and the coupling member 12 are substantially vertical. A wheel suspension system, characterized in that it is pivotally connected to a tension bar 26. 2. Wheel suspension according to claim 1, characterized in that the longitudinal axis of the tension rod (26) extends parallel to the pivot axis (20). 3. The wheel suspension system according to claim 1, wherein the upper control arm 4 is supported on the vehicle body, the cross member 6, etc. by only one joint 29. 4. The wheel suspension system according to claim 3, wherein the length of the upper control arm 4 is adjustable. 5. The wheel suspension system according to claim 3, wherein the wheel-side joint 30 of the upper control arm 4 is offset toward the inside of the vehicle with respect to the turning axis 20. 6 Vertical arm portion 3 of lower control arm 5
1 and the lateral arm portion 32 are formed at a substantially right angle when viewed from above, and the lateral arm portion 3 is substantially opposed to the center of the wheel.
The arm bearing 8 provided at the inner end of the vertical arm portion 2 is relatively strong, and the arm bearing 9 provided at the free end of the vertical arm portion 31 is relatively soft in the horizontal direction. The wheel suspension system according to scope 1. 7. A wheel suspension system according to claim 6, characterized in that the tie rod (3) extends substantially parallel to the connecting axis of the relatively rigid arm bearing (8) and the pivot axis (20) when viewed from above.