JP2008174056A - Steering wheel suspension system - Google Patents

Abstract

An object of the present invention is to reduce the amount of movement of a tire ground contact center position in the vehicle front-rear direction while making it possible to increase the maximum tire turning angle when turning in and out.
A wheel suspension device for a steering wheel according to the present invention includes a four-bar link and a three-bar link, and a first node a of the four nodes of the four-bar link is provided on a wheel side member. The second node b, which is diagonal to the first node, is provided on the vehicle body side, and the free end side of the fifth link 5 of the three-node link 60 is connected to the third node c of the four-node link 50. Then, the free end side of the seventh link 7 of the three-bar link 60 is connected to the knuckle arm 8 at a position offset with respect to the first node a of the four-bar link 50, and the sixth link 6 of the three-bar link 60 Are connected to the fourth node d of the four-node link 50 at a position offset with respect to the two nodes e and f of the three-node link 60, and the first node of the four-node link 50 is approximately in the vehicle width direction during steering. A degree-of-freedom restraining mechanism 1 that restrains the degree of freedom of movement of the four-joint link 50 or the three-joint link 60 so as to move on a substantially straight line in parallel. Further comprising: a.
[Selection] Figure 1

Description

  The present invention relates to a wheel suspension device for a steered wheel including a mechanism for moving a kingpin shaft to the outside in the vehicle width direction during steering.

Conventionally, in a wheel steering device that steers a wheel while being displaced outwardly in the vehicle width direction at the time of steering, it extends from the vehicle body outward in the vehicle width direction and is swingable in the vehicle longitudinal direction so that the vehicle body A knuckle having a first link member and a second link member that are attached and rotatably supporting a wheel is attached to an end portion of the first link member far from the vehicle body side attachment end so as to be steerable, and the vehicle body of the first link member A free end far from the vehicle body side attachment end of the second link member is connected between the side attachment end and the knuckle attachment end, and one of the vehicle body side attachment ends of the first link member and the second link member is displaced in the vehicle longitudinal direction. A second link member that is movable in response to turning from the neutral position of the knuckle and that is displaceable in the vehicle longitudinal direction of the first link member or the second link member that can be displaced in the vehicle longitudinal direction. There is known a wheel steering device provided with an outboard mechanism that displaces the knuckle mounting end of the first link member toward the vehicle body side mounting end of the member or the first link member to displace the knuckle mounting end of the first link member outward in the vehicle width direction ( For example, see Patent Document 1).
JP 2006-142889 A

  By the way, it is necessary to design the wheel house so that the steering wheel of the wheel (typically, the front wheel) does not interfere with the tire and other parts when the tire is turned to the maximum. In a normal suspension configuration, the tire is cut around the kingpin shaft that is substantially fixed in the vehicle width direction with respect to the vehicle. Therefore, if the tire is cut in both the inner cutting direction and the outer cutting direction, the tire is inside the wheel house. Get into the big. Therefore, if the arrangement and size of parts such as the engine, transmission, and body side member inside the tire are determined, the overall width of the vehicle will increase if the tire turning angle is increased to reduce the minimum turning radius of the vehicle. End up.

  In this respect, in the wheel steering device disclosed in Patent Document 1 described above, the knuckle is displaced outwardly in the vehicle width direction when the tire is cut by the outing mechanism. It is possible to increase the tire cutting angle in both the internal cutting direction and the external cutting direction without sacrificing space.

  However, in the wheel steering device disclosed in Patent Document 1 described above, because of the configuration of the outing mechanism, the knuckle is displaced forward in the vehicle width while being displaced outward in the vehicle width when the tire is cut. In addition to this, there is a problem in that the amount of movement of the tire ground contact center position in the vehicle front-rear direction becomes large, and the steering force required at the time of stationary is increased.

  Therefore, the present invention provides a wheel suspension for a steered wheel that can increase the maximum tire cutting angle at the time of inner cutting and outer cutting and can reduce the amount of movement of the tire ground contact center position in the vehicle longitudinal direction. The purpose is to provide a device.

In order to achieve the above object, a wheel suspension device for a steered wheel according to a first invention comprises first, second, third and fourth links connected via four nodes, and is movable in a substantially plane. A closed four-section link,
It consists of fifth, sixth and seventh links connected in sequence via two sections, and comprises an open three-section link movable in a substantially plane,
The first node of the four nodes of the four-node link is provided on the wheel side member, and the second node at a diagonal position with respect to the first node is provided on the vehicle body side,
The free end side of the fifth link of the 3-node link is connected to the third node of the 4-node link, and the free end side of the seventh link of the 3-node link is connected to the first node of the 4-node link. The 6th link of the 3 link is connected to the 4th link of the 4 link at a position offset with respect to the 2 link of the 3 link. And
And a degree-of-freedom restraining mechanism for restraining the degree of freedom of movement of the four-node link or the three-node link so that the first node of the four-node link moves substantially parallel to the vehicle width direction during steering. It is characterized by.

2nd invention is the wheel suspension apparatus for steering wheels which concerns on 1st invention,
The freedom degree restraining mechanism restrains the freedom degree of movement of the four-joint link or the three-joint link so that the tire ground contact center position moves on a substantially straight line substantially parallel to the vehicle width direction during steering. .

  According to the present invention, it is possible to reduce the amount of movement of the tire ground contact center position in the vehicle front-rear direction while making it possible to increase the maximum tire turning angle at the time of inner cutting and outer cutting.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a plan view showing a main configuration of a wheel suspension device 90 for a steered wheel according to an embodiment of the present invention in a top view, and the wheel suspension device 90 for a steered wheel when the tire turning angle is neutral (nominal). The state of the main configuration of is shown. In FIG. 1, Fr represents the front direction of the vehicle and Rr represents the rear direction of the vehicle (that is, the left wheel configuration), but the front-rear direction may be reversed.

  The wheel suspension device 90 for a steered wheel according to the present embodiment includes a four-joint link 50, a three-joint link 60, and a control link 11 as a degree of freedom restraining mechanism as main components.

  The four-node link 50 includes first, second, third, and fourth links 1, 2, 3, and 4 that are connected via four nodes (pivots) a to d. The four-bar link 50 has a closed form that is movable in a plane. That is, the first, second, third, and fourth links 1, 2, 3, and 4 are disposed in the same plane, and the first, second, third, and fourth links 1, 2, 3, and 4 are arranged. Each is connected to two adjacent links. The four nodes a to d constitute a rotation axis in a substantially vertical direction (perpendicular to the paper surface) and are realized by pin coupling.

  Of the four nodes a to d of the four-node link 50, the first node a is provided on the wheel side. In the illustrated example, the first node a is mounted on a knuckle arm 8 that supports the knuckle 9 so as to be swingable about a swing axis B (an axis substantially parallel to the vehicle longitudinal direction). That is, the pins constituting the first node a are mounted on the knuckle arm 8. The first section a constitutes the rotation center (kingpin axis) of the tire. The first section a may be attached to a wheel side member other than the knuckle arm 8 (for example, the knuckle 9).

  Of the four nodes a to d of the four-node link 50, the second node b that is diagonal to the first node a is provided on the vehicle body side. In the illustrated example, the second node b is mounted on the vehicle body side member 10 that can swing around the swing axis A (axis substantially parallel to the vehicle longitudinal direction) with respect to the vehicle body. The vehicle body side member 10 may be attached so as to be swingable with respect to the vehicle body via, for example, rubber bushes 10a and 10b.

  Of the four nodes a to d of the four-node link 50, the remaining two nodes (third node c and fourth node d) are not directly provided on the vehicle body side member or the wheel side member. The positions of the first, second, third and fourth links 1, 2, 3 and 4 are determined by their movements.

  The three-node link 60 includes fifth, sixth, and seventh links 5, 6, and 7 that are sequentially connected via two nodes e and f. The three-bar link 60 has an open form that is movable in a plane. That is, the fifth, sixth and seventh links 5, 6 and 7 are arranged in the same plane, the fifth link 5 is connected to the sixth link 6 at the node e, and the sixth link 6 is connected to the node f. Therefore, the seventh link 7 and the fifth link 5 are not directly connected to each other. The movable plane of the three-link 60 is parallel to the movable plane of the four-link 50, for example, in the vehicle height direction by the thickness of the fifth, sixth and seventh links 5, 6 and 7. May be offset.

  One free end side of the three-node link 60 (= the free end side of the fifth link 5) is connected to the first and third links 1 and 3 of the four-node link 50 at the third node c. Accordingly, the corresponding one ends of the fifth link 5 of the three-node link 60 and the first and third links 1 and 3 of the four-node link 50 are positioned by the third node c and around the third node c. Relative rotation is possible.

  The other free end side of the three-node link 60 (= the free end side of the seventh link 7) is articulated to the knuckle arm 8 at a node g. The seventh link 7 has a function of causing the knuckle arm 8 to act on the knuckle arm 8 around the first node a by moving the node g (that is, a function of transmitting a steering force to the knuckle arm 8). In order to secure this function, the node g is set at a position offset from the first node a of the four-node link 50.

  The position of the third link 60 that divides the sixth link 6 is connected to the fourth link 50 at the fourth node d. That is, the fourth node d of the four-node link 50 is attached at a position that internally divides the sixth link 6 of the three-node link 60.

  One end of the control link 11 is connected to the vehicle body side member 10 at a node i, and the other end is connected to the three-link 60 at a node e. Accordingly, the corresponding one ends of the fifth and sixth links 5 and 6 of the control link 11 and the three-node link 60 are positioned by the node e and are relatively rotatable around the node e. The control link 11 has a function of restricting the freedom of movement of the node e. The movable locus of the node e corresponds to the movable locus of the end of the control link 11 that rotates with the node i as a rotation fulcrum. The length and attachment point (node i) of the control link 11 are determined so that the movable locus of the node e is a substantially straight line that is substantially parallel to the vehicle width direction. In order to make the movable locus of the node e substantially straight, the control link 11 is constituted by a relatively long link as shown in FIG.

  Next, the operation of the main configuration of the wheel suspension device 90 for a steered wheel configured as described above will be described with reference to FIGS. 2 (A) to 2 (B).

  2A shows the state of the main configuration of the wheel suspension device 90 for a steered wheel when the tire is cut off, and FIG. 2B shows the main configuration of the wheel suspension device 90 for a steered wheel at the neutral time (nominal time). The state of the configuration (the same state as FIG. 1) is shown, and FIG. 2 (C) shows the state of the main configuration of the wheel suspension device 90 for a steered wheel when the tire is turned inside. 2A to 2B, the control link 11 is not shown for the sake of convenience for ensuring the clarity of the drawing. Further, in FIGS. 2A to 2B, the tire ground contact center position is indicated by the reference symbol h.

  As shown in FIG. 2A, when the node e is displaced inward in the vehicle width direction, the fifth link 5 and the sixth link 6 of the three-node link 60 are accordingly moved inward in the vehicle width direction via the node e. It breaks into a “ku” character. As a result, a force acts on the four-bar link 50 in a direction in which the distance in the vehicle front-rear direction between the third and fourth nodes c and d decreases. By the action of this force, the four-joint link 50 moves in such a manner that the angle between the first and second links 1 and 2 and the angle between the third and fourth links 3 and 4 are reduced, and the first joint a is the vehicle. Move distance α [mm] outward in the width direction. As a result, the rotation center (kingpin axis) of the tire moves a distance α [mm] outward in the vehicle width direction. On the other hand, as described above, when the fifth link 5 and the sixth link 6 of the three-node link 60 are folded inward in the vehicle width direction to form a “<” character, the nodes f and g of the three-node link 60 are in the vehicle width direction. Extruded outward. Thereby, one end (node g) of the knuckle arm 8 is pushed outward in the vehicle width direction, thereby realizing the outer steering. In this way, in this embodiment, as described above, the outer turning steering is realized while the rotation center of the tire is moved outward in the vehicle width direction.

  Further, as shown in FIG. 2C, when the node e is displaced outward in the vehicle width direction, the fifth link 5 and the sixth link 6 of the three-node link 60 are accordingly moved in the vehicle width direction via the node e. It folds outward and becomes a “ku” character. As a result, a force acts on the four-bar link 50 in a direction in which the distance in the vehicle front-rear direction between the third and fourth nodes c and d decreases. By the action of this force, the four-joint link 50 moves in such a manner that the angle between the first and second links 1 and 2 and the angle between the third and fourth links 3 and 4 are reduced, and the first joint a is the vehicle. Moves a distance β [mm] outward in the width direction. As a result, the rotation center (kingpin axis) of the tire moves a distance β [mm] outward in the vehicle width direction. Β and α may be the same value. On the other hand, as described above, when the fifth link 5 and the sixth link 6 of the three-node link 60 are folded outwardly in the vehicle width direction and become “<”, the nodes f and g of the three-node link 60 are in the vehicle width direction. Pull inside. As a result, the one end (node g) of the knuckle arm 8 is drawn inward in the vehicle width direction, thereby realizing the inner turning steering. In this way, in this embodiment, as described above, the inner turning steering is realized while the rotation center of the tire is moved outward in the vehicle width direction.

  According to the main configuration of the wheel suspension device 90 for a steered wheel according to the present embodiment described above, the following excellent effects can be obtained.

  As described above, the center of rotation of the tire is moved outward in the vehicle width direction at the time of the inner cut steering and the outer cut steering, so that both the inner cut and the outer cut are avoided while avoiding interference between the tire, the vehicle body, the engine, and the like. The cutting angle can be increased. Therefore, according to the present embodiment, it is possible to increase the tire cutting angle in both the inner cutting direction and the outer cutting direction without increasing the overall width of the vehicle or sacrificing the space of the engine room or the like. is there.

  Further, at the time of inner turning steering and outer turning steering, the rotation center of the tire is moved substantially linearly outward in the vehicle width direction. The amount can be reduced. Therefore, according to the present embodiment, it is possible to reduce the steering force necessary for stationary steering while increasing the tire turning angle in any cutting direction of cutting and outer cutting.

  Next, an example in which the main configuration of the wheel suspension device 90 for a steered wheel according to this embodiment is mounted on a vehicle will be described with reference to FIGS.

  FIG. 3 is a diagram showing a configuration in which the wheel suspension device 90 for a steered wheel according to this embodiment is applied as a lower arm of a McPherson strut suspension.

  In the example shown in FIG. 3, the McPherson strut suspension includes a strut 14 as part of the link mechanism. The strut 14 may be constituted by a shock absorber, and a coil spring (not shown) is provided as a spring element around the strut 14.

  One end (tie rod end) 12 of the tie rod 13 is attached to the node e of the wheel suspension device 90 for a steered wheel. The other end of the tie rod 13 is connected to a rack bar (not shown) extending in the left-right direction of the vehicle. For example, in the case of the rack and pinion type steering, when the steering wheel is steered, the rotation of the pinion shaft is converted into the movement of the rack bar in the vehicle width direction and the movement of the rack bar in the vehicle width direction through the tie rod 13. The above-described node e is displaced in and out of the vehicle width direction. As a result, the steering of the wheels is realized as described with reference to FIG.

  FIG. 4 is a diagram showing a configuration in which the wheel suspension device 90 for a steered wheel according to the present embodiment is applied as an upper arm of a double wishbone suspension.

  In the example shown in FIG. 4, the double wishbone suspension includes a lower arm (A arm) 15 supported so as to be swingable about a swing axis C with respect to the vehicle body. One end (tie rod end) 12 of the tie rod 13 is attached to the node e of the wheel suspension device 90 for a steered wheel. The other end of the tie rod 13 is connected to a rack bar (not shown) extending in the left-right direction of the vehicle. For example, in the case of the rack and pinion type steering, when the steering wheel is steered, the rotation of the pinion shaft is converted into the movement of the rack bar in the vehicle width direction and the movement of the rack bar in the vehicle width direction through the tie rod 13. The above-described node e is displaced in and out of the vehicle width direction. As a result, the steering of the wheels is realized as described with reference to FIG. In the example shown in FIG. 4 (the same applies to the example shown in FIG. 3), the steering mechanism including the tie rod 13 may have any appropriate configuration. For example, the tie rod 13 is not necessarily driven in conjunction with the operation of the steering wheel, and may be driven by an actuator in conjunction with the steering operation by the driver, or independently of the steering operation by the driver. It may be driven by an actuator.

  In the example shown in FIG. 4, the wheel suspension device 90 for a steered wheel is preferably applied as an upper arm of a double wishbone suspension as described above, but may be applied as a lower arm of a double wishbone suspension. However, it may be applied as each of the lower arm and the upper arm.

  FIG. 5 is a schematic diagram showing the movement in the vehicle width direction of the tire ground contact center position h at the time of stationary steering in the configuration shown in FIG. 3 (McPherson strut suspension), and FIG. The nominal state is shown, and FIG. 5B shows a state where the tire turning angle is maximized. FIG. 6 is a schematic diagram showing the movement in the vehicle width direction of the tire ground contact center position h at the time of stationary steering in the configuration shown in FIG. 4 (double wishbone suspension), and FIG. The nominal state is shown, and FIG. 6B shows a state in which the tire turning angle is maximized.

  As shown in FIG. 5, when the wheel suspension device 90 for a steered wheel is used as a lower arm (even when used as a lower arm of a double-wushbone suspension), the center of rotation of the tire as described above during stationary steering is used. Since (node a constituting the lower end side of the kingpin) is moved outward in the vehicle width direction, the tire ground contact center position h is moved outward in the vehicle width direction as shown in FIG. 5B. .

  Similarly, as shown in FIG. 6, when the wheel suspension device 90 for a steered wheel is used as an upper arm, the center of rotation of the tire (node a constituting the upper end side of the kingpin) is as described above during stationary steering. Since it is moved outward in the vehicle width direction, as shown in FIG. 6B, the tire ground contact center position h is moved outward in the vehicle width direction by δ [mm].

  5 and 6, assuming that the amount of movement of the rotation center of the tire to the outside in the vehicle width direction is the same, the configuration shown in FIG. 6 has the position of the node a positioned more than the configuration shown in FIG. Since the position is higher in the height direction than the ground contact center position h, the amount of movement of the tire ground contact center position h outward in the vehicle width direction can be reduced by the corresponding amount. That is, γ> δ.

  Thus, when the wheel suspension device 90 for a steering wheel according to the present embodiment is used as an upper arm, the tire ground contact center position at the time of stationary steering is compared with the case where the wheel suspension device 90 for a steering wheel is used as a lower arm. Since the amount of movement of h in the vehicle width direction can be reduced, the steering force during stationary steering can be effectively reduced.

  Next, a preferred degree of freedom restriction mode of the degree of freedom restriction mechanism (control arm 11) in the wheel suspension device 90 for a steered wheel according to the present embodiment described above will be described.

  FIG. 7 shows the movement of the node e of the wheel suspension device 90 for a steered wheel 90 during steering when the movement of the node e is constrained on a completely straight locus parallel to the vehicle width direction by the freedom degree restriction mechanism. FIG. 7A is a view showing the movement of the tire ground contact center position h as viewed from above the vehicle, FIG. 7A shows a state when the tire is cut off, and FIG. 7B shows a state when the vehicle is neutral (nominal). FIG. 7 (C) shows a state when the tire is cut inside.

  FIG. 8 shows the movement of the node e of the wheel suspension device 90 for a steered wheel and the associated tire ground contact center position h when the movement of the node e is appropriately permitted in the vehicle longitudinal direction by the degree of freedom restriction mechanism. FIG. 8A shows a state when the vehicle is cut off, FIG. 8A shows a state when the tire is cut off, FIG. 8B shows a state when the vehicle is neutral (nominal), and FIG. Indicates the state when the tire is cut off.

  In the example shown in FIG. 7, the control arm 11 of the wheel suspension device 90 for steered wheels moves the node e and the first node a of the four-node link 50 on a completely straight locus parallel to the vehicle width direction. It is configured. For this reason, as shown in FIGS. 7A and 7B, the tire ground contact center position h moves to the rear side of the vehicle with respect to the nominal time when the tire is cut off inside the vehicle, and the vehicle with respect to the nominal time when the tire is cut off. Move forward.

  On the other hand, in the example shown in FIG. 8, the control arm 11 of the wheel suspension device 90 for steering wheels appropriately allows the movement of the node e in the vehicle front-rear direction, and the tire ground contact center position h is substantially in the vehicle width direction during steering. It is configured to move on a substantially straight line in parallel. For this reason, as shown in FIGS. 8A and 8B, the tire ground contact center position h does not move in the vehicle front-rear direction with respect to the nominal time, both when the tire is internally cut and when the tire is externally cut. . Accordingly, the configuration shown in FIG. 8 can reduce the amount of movement in the vehicle front-rear direction of the tire ground contact center position h during steering as compared to the configuration shown in FIG. Thereby, according to the structure shown in FIG. 8, the steering force at the time of stationary steering can be effectively reduced rather than the structure shown in FIG.

  As shown in FIG. 8, as a method of constructing a freedom degree restraining mechanism for restraining the movement of the node e so that the tire ground contact center position h does not move in the vehicle front-rear direction during steering, the tire ground contact center position h is the vehicle front-rear position. The movable locus of the node e that does not move in the direction is first determined, and then the length of the control arm 11 and the position of the attachment point on the vehicle body side (node i) may be determined based on the movable locus. At this time, as shown in FIG. 9, the node i on the vehicle body side of the control arm 11 is set so as to be offset inward (or outward) in the vehicle width direction with respect to the sliding axis A of the vehicle body side member 10, and during steering. The tire contact center position h may be prevented from moving in the vehicle longitudinal direction.

  Next, a modified example that can be applied to the wheel suspension device 90 for a steered wheel according to the present embodiment described above will be described with reference to FIG.

  FIG. 10 is a plan view showing a main configuration of a wheel suspension device 91 for a steered wheel according to a modification as viewed from above. The main structure of the wheel suspension device 91 for a steered wheel according to this modified example is, instead of the control arm 11 as a degree of freedom restraint mechanism, with respect to the wheel suspension device 90 for a steered wheel described with reference to FIG. The main difference is that the links 21 to 27 are used. In addition, about the structure which may be the same as the wheel suspension apparatus 90 for the steering wheels mentioned above, the same referential mark is attached | subjected and description is abbreviate | omitted.

  The links 21 to 27 are arranged as shown in FIG. 10 so as to be movable in substantially the same plane. The links 21 and 22 are equal-length links having the same length, and one end of each of the links 21 and 22 is connected to the vehicle body side member 10 by a common node a1. The links 23 to 27 are equal-length links having the same length, and the links 23, 24, and 25 are arranged radially around the node a3 as shown in FIG. 10, and the links 24, 25, 26, and 27 are linked. Are connected in a closed configuration via four nodes e, a3, a4 and a5. One end of the link 23 is connected to the vehicle body side member 10 at a node a2.

  Also with the wheel suspension device for steering wheels 91 according to this modification, the node e can be linearly moved in the vehicle width direction, like the wheel suspension device for steering wheels 90 described above. As a result, the center of rotation of the tire can be moved substantially linearly outward in the vehicle width direction at the time of inner turning steering and outer turning steering.

  Moreover, according to this modification, the length required in the vehicle front-rear direction can be shortened by replacing the relatively long control arm 11 in the above-described steering wheel suspension system 90 with the links 21 to 27. it can. Thereby, it is also possible to shorten the length of the vehicle side member 10 in the vehicle front-rear direction.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, as shown in FIG. 2A and the like, the links 5 and 6 of the four-bar link 50 are arranged on a straight line in a rudder angle neutral state. In consideration of the maximum tire turning angle required at the time of inner cutting and outer cutting, it may be bent slightly in the shape of a “<” in the vehicle width direction inside or outside in the steering angle neutral state.

  In the above-described embodiment, as shown in FIG. 2A and the like, the position of the node f of the three-node link 60 is set to an outer division position of the line segment connecting the node e and the node d. As shown in FIG. 11, the position of the node f of the four-node link 50 may be set to an internal division position of a line segment connecting the node e and the node d. In this case, the seventh link 7 is disposed at a position offset to the vehicle rear side with respect to the fourth link 4, and the node 9 is offset to the vehicle rear side with respect to the first node a of the four-node link 50. May be arranged.

  In the above-described embodiment, as shown in FIG. 4 and the like, the tie rod end is attached to the node e. However, the tie rod end is attached to another node (for example, the node f) or a position on another link. May be.

  In the embodiment described above, as shown in FIG. 2A and the like, the control link 11 in the form of an arm or a link constitutes a degree of freedom restraint mechanism, but instead of the control link 11, a slide mechanism or the like can be used. Similar restraint modes may be realized using other mechanisms. For example, a slider may be provided at the node e, and the sliding locus of the slider may be defined by a member in which a slide groove is formed.

  In the above-described embodiment, as shown in FIG. 2 (A) and the like, the links 1, 2, 3, 4 of the four-bar link 50 are equal length links arranged in a diamond shape or a square shape. However, the links 1, 2, 3, and 4 are links having different lengths in other forms as long as the movable locus of the appropriate first section a (and hence the tire ground contact center position h) can be defined as described above. It may be arranged.

  In the above-described embodiment, as shown in FIG. 2A and the like, the first node a, the fourth node d, the node f, and the node g are arranged in the form of a parallelogram. May be arranged.

It is a top view which shows the main structure of the wheel suspension apparatus 90 for steering wheels by a present Example by a top view. It is explanatory drawing of operation | movement of the main structures of the wheel suspension apparatus 90 for steering wheels by a present Example. It is a figure which shows the case where the wheel suspension apparatus 90 for steering wheels by a present Example is applied to a strut suspension. It is a figure which shows the case where the wheel suspension apparatus 90 for steering wheels by a present Example is applied to a double wishbone suspension. FIG. 4 is a schematic diagram showing the movement in the vehicle width direction of a tire ground contact center position h during stationary steering in the configuration shown in FIG. FIG. 5 is a schematic diagram showing the movement in the vehicle width direction of the tire ground contact center position h during stationary steering in the configuration shown in FIG. It is a figure which shows the motion of the node e of the wheel suspension apparatus 90 for steering wheels, etc. at the time of steering in the case where the movement of the node e is constrained on a completely straight locus parallel to the vehicle width direction. It is a figure which shows the case where the movement of the node e is restrained so that the tire ground contact center position h does not move in the vehicle longitudinal direction during steering. 2 is a diagram showing a configuration in which a node i on the vehicle body side of the control arm 11 is set offset inward in the vehicle width direction with respect to a sliding axis A of the vehicle body side member 10. It is a top view which shows the main structure of the wheel suspension apparatus 91 for steering wheels by the modification of this invention in top view. It is a figure which shows the other modification.

Explanation of symbols

a to d first to fourth sections e to g sections h tire ground contact center position 1 first link 2 second link 3 third link 4 fourth link 5 fifth link 6 sixth link 7 seventh link 8 knuckle arm 9 Knuckle 10 Car body side member 11 Control link 12 Tie rod end 13 Tie rod 14 Strut 15 Lower arm 50 4th link 60 3rd link 90, 91 Wheel suspension for steered wheels

Claims (2)

A four-bar link in a closed form, which is composed of first, second, third and fourth links connected via four-bars and is movable in a substantially plane;
It consists of fifth, sixth and seventh links connected in sequence through two sections, and comprises an open three-section link movable in a substantially plane,
The first node of the four nodes of the four-node link is provided on the wheel side member, and the second node at a diagonal position with respect to the first node is provided on the vehicle body side,
The free end side of the fifth link of the 3-node link is connected to the third node of the 4-node link, and the free end side of the seventh link of the 3-node link is connected to the first node of the 4-node link. The 6th link of the 3 link is connected to the 4th link of the 4 link at a position offset with respect to the 2 link of the 3 link. And
And a degree-of-freedom restraining mechanism for restraining the degree of freedom of movement of the four-node link or the three-node link so that the first node of the four-node link moves substantially parallel to the vehicle width direction during steering. A wheel suspension device for a steered wheel.   The freedom degree restraining mechanism restrains the freedom degree of movement of the four-joint link or the three-joint link so that the tire ground contact center position moves on a substantially straight line substantially parallel to the vehicle width direction during steering. The wheel suspension device for a steering wheel as described.

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