JPH0775930B2 - Vehicle suspension - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a suspension of a vehicle such as a model or a real competition vehicle and a passenger car.

(Prior Art) As a conventional art, there is one shown in FIGS.

4 and 5 show a full trailing type suspension, in which a trailing arm 1 is arranged in the front-rear direction of a vehicle body A, and a front end portion thereof is extended by a fulcrum shaft 2 extending in the width direction of the vehicle body A. A is swingably connected, and a wheel W is attached to the rear end of the trailing arm 1.
A shock absorber 3 for pressing the rear end of the trailing arm 1 downward is attached to the rear part.

Further, FIGS. 6 and 7 show a semi-trailing type suspension in which the trailing arm 4 is arranged in the front-rear direction of the vehicle body A, the front end portion thereof is in the width direction of the vehicle body A, and the inner end is more than the outer end. Is also pivotally connected to the vehicle body A by a fulcrum shaft 5 which is arranged so as to be positioned rearward, a wheel W is attached to a rear end portion of the trailing arm 4, and a rear portion of the trailing arm 4 is attached to a rear portion of the vehicle body A. A shock absorber 6 for pressing the end portion downward is attached.

In addition, in FIG. 5 and FIG. 7, G is a road surface.

(Problems to be Solved by the Invention) In the vehicles shown in FIGS. 4 and 5, the camber angle and tread of the wheel W do not change even if the wheel W moves up and down. When rolling (rotating around the longitudinal axis of the vehicle body), the rolling causes the wheels W to tilt, which reduces the ground contact with the road surface G and makes slipping easier.

6 and 7 can reduce the deterioration of the grounding property of the wheel W on the road surface G due to the rolling of the vehicle body A, but the fulcrum in which the wheel W is inclined in the front-rear direction with respect to the vehicle body A. Since it moves up and down about the axis 5, as shown in FIG. 7, the lateral inclination angle α (camber angle) of the wheel W and the lateral movement amount T (tread) of the lower end Wa of the wheel W during this vertical movement.
Further, there is a drawback that the change in the toe-in angle becomes large and the wear of the tire is accelerated.

It is an object of the present invention to obtain a new vehicle suspension that overcomes the above drawbacks.

(Means for Solving the Problems) The present invention is configured as follows in order to achieve the above object.

That is, one end of a trailing arm extended in the front-rear direction of the vehicle body is rotatably and swingably connected to a longitudinal axis of the vehicle body by a first fulcrum pin, and a wheel is attached to the other end of the trailing arm. Mounting, the lower arm is extended in the widthwise and substantially horizontal direction of the vehicle body, and one end of the lower arm can be swung on the trailing arm by the second fulcrum pin located substantially on the extension line between the first fulcrum pin and the lower end of the wheel. The other end of the lower arm is swingably connected to the vehicle body by the third fulcrum pin, and the upper arm shorter than the lower arm is extended above the lower arm in the width direction of the vehicle body. Is swingably connected to the trailing arm and the vehicle body, and a shock absorber for pressing the trailing arm downward is provided.

(Operation) Since the present invention is configured as described above, when the trailing arm swings up and down about the first fulcrum pin, the lower arm and the upper arm swing up and down with respect to the vehicle body. .

In this case, since the second fulcrum pin of the lower arm is located on a substantially extended line between the first fulcrum pin and the lower end of the wheel, the trailing arm has the first fulcrum when it swings up and down about the first fulcrum pin. The pin rotates around an extension line of the lower end of the wheel, and the lateral movement amount of the lower end of the wheel is reduced.

(Examples) Examples of the present invention will be described below with reference to the drawings.

In the drawings, FIG. 1 is a schematic side view showing an embodiment of the present invention, FIG. 2 is a rear view thereof, and FIG. 3 is a plan view thereof.

In FIGS. 1 to 3, 10 is a plate-shaped trailing arm which extends in the front-rear direction of the vehicle body A and rotates and swings relative to the vehicle body A at its front end by a first fulcrum pin P1 made of a ball joint. Connect movably.

The trailing arm 10 mounts the wheel W at its rear end with its surface oriented vertically.

Further, the front-rear direction intermediate portion of the trailing arm 10 is connected to the vehicle body W by a lower arm 11 and an upper arm 12.

That is, the lower arm 11 is extended in the widthwise and substantially horizontal direction of the vehicle body A, the outer end of which is attached to the trailing arm 10 by the second fulcrum pin P2, and the inner end of which is attached to the vehicle body A by the third fulcrum pin P3. Each is swingably connected.

In this case, the second fulcrum pin P2 is a trailing arm.
It is arranged at the intermediate portion in the front-rear direction of 10 and on the extension line L between the first fulcrum pin P1 and the lower end Wa of the wheel W.

Further, the upper arm 12 is formed to be shorter than the lower arm 11, the upper arm 12 is extended in the width direction of the vehicle body A above the lower arm 11, and the upper arm 12 is inclined so that its outer end is higher than its inner end. The outer end is the fourth fulcrum pin P4
The trailing arm 10 is swingably connected to the vehicle body A by the fifth fulcrum pin P5.

In this example, the above-mentioned second fulcrum pin P2 to fifth fulcrum pin
Let P5 be a ball joint.

Further, as shown in FIG. 1, a shock absorber 13 for pressing the rear end (swing end) of the trailing arm 10 downward is attached to the rear of the vehicle body A.

Next, the operation mode of the above embodiment will be described.

When the trailing arm 10 swings upward about the first fulcrum pin P1, the lower arm 11 and the upper arm 12 swing upward about the third fulcrum pin P3 and the fifth fulcrum pin P5. Become.

In this case, the second fulcrum pin P2 of the lower arm 11 is on the extension line L between the first fulcrum pin P1 and the lower end Wa of the wheel W, and the upper arm 12 is shorter than the lower arm 11.
When the trailing arm 10 swings upward about the first fulcrum pin P1, the trailing arm 10 moves inward (FIG. 2) about the extension line L between the first fulcrum pin P1 and the lower end Wa of the wheel W. It will rotate.

As a result, the wheel W inclines inward (FIG. 2) about the lower end Wa thereof while moving upward.

This means that when the vehicle body A rolls in the direction of the arrow (a) in FIG. 2 due to the centrifugal force during turning, as shown by the phantom line in FIG. In addition, the vehicle body A is maintained substantially perpendicular to the road surface G, the frictional force between the wheels and the road surface does not decrease when the vehicle body A turns, the skid does not easily occur, and the cushioning performance does not deteriorate. .

It should be noted that an inward rotation angle β (camber angle) about the extension line L of the trailing arm 10 when the trailing arm 10 is vertically swung is equal to the length of the lower arm 11 and the upper arm 12. Determined by setting the ratio and mounting angle.

(Effects of the Invention) As is apparent from the above description, according to the present invention, when the trailing arm moves up and down, the trailing arm is centered on a substantially extended line between the first fulcrum pin on the vehicle body side and the lower end of the wheel. Since the wheels are rotated, the tread does not change even if the vehicle body rolls during turning, and the wheels are kept vertical to the road surface.

Therefore, it becomes difficult for the wheels to skid even when the wheels move up and down during the turning and during the turning, and the deterioration of the cushioning performance is prevented.

Further, the second fulcrum pin that connects the lower arm and the trailing arm may be located on a substantially extended line between the first fulcrum pin and the lower end of the wheel, so that the second fulcrum pin is arranged near the first fulcrum pin. As a result, the ground height of the lower arm can be increased to smoothly travel on rough terrain.

[Brief description of drawings]

1 is a schematic side view showing an embodiment of the present invention, FIG. 2 is a rear view thereof, FIG. 3 is a plan view thereof, and FIG. 4 is a schematic plan view showing a first conventional example. FIG. 5 is a rear view, FIG. 6 is a schematic plan view showing a second conventional example, and FIG. 7 is a rear view. 10: trailing arm, 11: lower arm, 12: upper arm, 13: shock absorber, P1 to P5: first fulcrum pin to fifth fulcrum pin, A: vehicle body, W: wheel, Wa: lower end, L: extension line, G: Road surface.

Claims (1)

[Claims] 1. A trailing arm extended in the front-rear direction of a vehicle body is rotatably and swingably connected to a longitudinal axis of the vehicle body by a first fulcrum pin, and the other end of the trailing arm is connected. The wheels are attached to the lower arm, and the lower arm is extended in the width direction and the substantially horizontal direction of the vehicle body. The lower arm is swingably connected, and the other end of the lower arm is swingably connected to the vehicle body by a third fulcrum pin, and an upper arm shorter than the lower arm is extended above the lower arm and extended in the width direction of the vehicle body. A vehicle suspension characterized in that a shock absorber that pushes the trailing arm downward is provided by swingably connecting both ends of the trailing arm and the vehicle body.