Land vehicles – Suspension modification enacted during travel – Suspension geometry
Patent
1997-08-11
1999-11-02
Rice, Kenneth R.
Land vehicles
Suspension modification enacted during travel
Suspension geometry
280124135, B62D 1700
Patent
active
059755415
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a strut-type suspension apparatus having a split-type lower arm, and more specifically, to a suspension apparatus capable of optimally maintaining rigidity between the lower arm and the body of a vehicle and optimally maintaining the wheel alignment, thereby securing the traveling stability of the vehicle at all times.
BACKGROUND ART
Nowadays, strut-type suspensions, each composed of a strut and a lower arm are frequently used as suspension apparatuses for vehicles. In general, a strut-type suspension is used for a steered wheel, taking advantage of its structural superiority, in particular. Usually, an A-shaped lower arm, composed of two integral arms is used as a lower link of the strut-type suspension of this kind. One arm of the lower arm is located on the front side in the longitudinal direction of the body of a vehicle, and extends outward from the vehicle body in the transverse direction of the vehicle body. The other arm is located on the rear side in the longitudinal direction of the vehicle body, and extends obliquely to the vehicle body from the outer end of the front arm in the transverse direction of the vehicle body. The wheel is attached to the junction (outer end of the lower arm) between the front and rear arms.
As shown in FIG. 26, front and rear junctions 205 and 206 are respectively provided at the respective inner ends, with respect to the transverse direction of the body of a vehicle, of the front and rear arms of an integral-type A-shaped lower arm 200. The rear junction 206 extends along the longitudinal axis of the vehicle body. The front junction 205 is swingably connected to a pair of brackets 203, 203 that protrude from the vehicle body 202, while the rear junction 206 is supported on the vehicle body 202 by means of a bush 207. Thus, the lower arm 200 is swingable in the vertical direction of the vehicle.
The lower arm 200 can never rotate around both the junctions 205 and 206 at a time. When an external force F.sub.W that acts in the longitudinal direction of the vehicle is applied to the wheel 201, as shown in FIG. 27, therefore, a turning moment acts on the lower arm 200, so that the lower arm 200 rotates around an imaginary pivot or imaginary center of rotation P between the junctions 205 and 206. Forces F.sub.A1 and F.sub.B1 that originate in this tuning moment act on the junctions 205 and 206, respectively, in the directions indicated by the arrows (vectors) in FIG. 27.
At this time, the forces F.sub.A1 and F.sub.B1 act obliquely to the respective axes of the front and rear arms of the lower arm 200. As for the force F.sub.B1, in particular, the force F.sub.B1 acts substantially at right angles to the axis of the rear junction 206, so that it acts to bend the rear arm. The pivot P of the lower arm 200 is situated inside the junctions 205 and 206 in the transverse direction of the vehicle body. In other words, an arm length concerned with the turning moment is greater than the length of the lower arm 200. Accordingly, the turning moment caused by the external force F.sub.W has a large value, and correspondingly, the forces F.sub.A1 and F.sub.B1 are considerably great. Thus, the lower arm 200 is subjected to a very heavy load, which is not desirable.
According to the A-shaped lower arm 200, the transmission of the external force F.sub.W to the vehicle body is eased by utilizing the deflection of the arm. If the arm is too flexible, however, the deflection of the arm becomes excessive when the external force F.sub.W increases as the vehicle turns, for example. This results in a problem that the wheel 201 becomes shaky or the alignment of the toe angle or the like changes unexpectedly, so that the traveling stability of the vehicle is lowered. If the arm is too stiff, on the other hand, the application of the external force F.sub.W causes vibration of the vehicle body.
Proposed in Jpn. Pat. Appln. KOKAI Publication No. 5-270221, etc., therefore, is a split-type A-shaped lower arm 200 that is constructed in the manner shown
REFERENCES:
patent: 3942816 (1976-03-01), Scherenberg et al.
patent: 4991867 (1991-02-01), Wasizu et al.
patent: 5098116 (1992-03-01), Edahiro et al.
Harara Mitsuhiko
Matsukawa Tsutomu
Morita Takao
Okamoto Hideaki
Suzuki Hidekazu
Mitsubishi Jidosha Kogyo Kabushiki Kaisha
Rice Kenneth R.
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