Thrust aligning bearing and strut-type suspension equipped with the same

Abstract

To provide a thrust alignment bearing reducing steering force in steering operation by a steering device incorporated in a strut-type suspension, and to provide a strut-type suspension equipped with the same.SOLUTION: A thrust aligning bearings 100 each includes a vehicle-body-side annular member 110 on the vehicle body side and a swing-side annular member 120 swingably supported in a state of being overlapped with the vehicle-body-side annular member 110 from below, in which a vehicle-body-side facing surface 112 of the vehicle-body-side annular member 110 facing a swing-side facing surface 123 of the swing-side annular member 120 is formed in a spherical shape around a spherical center O1, and the spherical center O1 of the vehicle-body-side facing surface 112 of the vehicle-body-side annular member 110 is disposed on a king pin shaft KA.SELECTED DRAWING: Figure 1B

Description

[Technical field]

[0001] The present invention relates to a thrust aligning bearing comprising a vehicle body side annular member on the vehicle body side and a swing-side annular member that is overlapped on this vehicle body side annular member and can swing freely relative to the vehicle body side annular member, and to a strut-type suspension comprising the same. [Background technology]

[0002] One type of suspension that suspends wheels attached to a steering device from a vehicle body is an independent suspension that suspends the left and right wheels independently from the vehicle body. The steering device comprises a steering wheel operated by the driver, a motion direction conversion mechanism that engages with the steering shaft which rotates integrally with the steering wheel to convert the rotational motion of the steering shaft into linear motion, a rack bar which is linked to the motion direction conversion mechanism and moves linearly, a hub carrier (knuckle arm) which is connected to the tip of the rack bar via a ball joint, and a hub which is journalled on the hub carrier so as to be freely rotatable in the vehicle travel direction and which fixes the wheels.

[0003] One type of independent suspension is a strut-type suspension that includes a strut that absorbs shocks and vibrations transmitted from the ground to the vehicle body, and a lower arm that supports the hub carrier of the steering device so that it can rotate freely in the steering direction and regulates the inclination angle of the hub carrier with respect to the ground (for example, Patent Document 1).

[0004] A strut in such a strut-type suspension generally comprises a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber that dampens the vibrations of the coil spring, a lower spring seat fixed to the shock absorber and in contact with the lower end of the coil spring, a bearing that abuts against the upper end surface of the coil spring via an upper spring seat and an upper insulator to support the coil spring (i.e. the shock absorber) so that it can rotate freely, and an upper support fixed to the vehicle body.

[0005] The shock absorber has a lower end (the side farther from the vehicle body) connected to an upper part of the hub carrier of the steering device, and has a built-in piston rod that can freely expand and contract toward the vehicle body. The tip of this piston rod is fixed to an upper mount that is fixed to the vehicle body.

[0006] The coil spring has a shock absorber inserted inside.

[0007] The bearing is attached to a bearing upper support, and the piston rod passes through the bearing. The rotation axis of the bearing is coaxial with the central axis of the piston rod of the shock absorber (hereinafter referred to as the "rod axis"). That is, in the strut of a strut-type suspension, the bearing is capable of rotating freely around the rod axis.

[0008] The lower arm in the above-mentioned strut suspension is connected to a lower portion of a hub carrier of the steering device via a ball joint.

[0009] In this type of strut suspension, the line connecting the center of the ball joint at the end of the lower arm and the attachment point between the piston rod of the strut and the upper mount on the vehicle body is called the "kingpin axis," and serves as the center of rotation during steering (i.e. the central axis around which the wheels are steered). And because the lower arm is supported on the strut via a hub carrier, the lower arm, i.e., the center of the ball joint at the end of the lower arm, moves up and down in sync with the expansion and contraction of the strut suspension while driving. Therefore, the length of the kingpin shaft and the angle of the kingpin shaft extending from the fastening point with the upper mount on the vehicle body side do not remain constant while traveling. That is, the kingpin shaft is capable of swinging freely around a certain swing center line. [Prior art documents] [Patent documents]

[0010] [Patent Document 1] JP 2007-154938 A (see FIG. 2 in particular) Summary of the Invention [Problem to be solved by the invention]

[0011] In a vehicle that employs such a strut suspension, the rotation axis of the bearing in the strut suspension is usually aligned with the kingpin axis when the vehicle is stationary (parked). However, even if the bearing rotation axis and kingpin axis are aligned when the vehicle is stationary, the strut will expand and contract depending on the condition of the road surface (ground) while traveling, changing the angle of the kingpin axis, which may result in the kingpin axis and bearing rotation axis no longer being aligned.

[0012] When the kingpin axis and the rotation axis of the bearing do not coincide with each other, if the hub carrier is rotated relative to the lower arm by steering the steering device, an unnecessary offset load is applied to the bearing, generating frictional resistance. That is, with a conventional strut suspension, in addition to the steering force that is essentially required when steering, a resistance force due to the frictional resistance generated in the bearings may be generated depending on the road surface conditions.

[0013] Therefore, the present invention is intended to solve the problems associated with the prior art as described above, and an object of the present invention is to provide a thrust aligning bearing that reduces the steering force exerted during steering operation using a steering device incorporated in a strut suspension, and a strut suspension equipped with the same. [Means for solving the problem]

[0014] The invention according to claim 1 is a thrust aligning bearing comprising a strut of a strut-type suspension which is attached to a vehicle body and which includes a strut that absorbs shocks and vibrations transmitted from the ground to the vehicle body, and a lower arm that rotatably supports a hub carrier of a steering device incorporated in the vehicle body in a steering direction and regulates the inclination angle of the hub carrier with respect to the ground, the strut having a vehicle body-side annular member on the vehicle body side and a swing-side annular member that swingably supports the vehicle body-side annular member in a state where the vehicle body-side annular member is overlapped from below, the strut having a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber whose lower end is connected to an upper part of the hub carrier of the steering device and which damps vibrations of the coil spring, a lower spring seat fixed to the shock absorber and in contact with the lower end of the coil spring, and an upper mount fixed to the vehicle body, The above-mentioned problem is solved by having a built-in piston rod which is extendable and contractable towards the body and has a tip fixed to the upper mount and which is inserted into the coil spring, the vehicle body side annular member has the piston rod of the strut inserted therein, the swinging side annular member is pressed towards the vehicle body side annular member by a load from the upper end side of the coil spring into which the piston rod of the strut is inserted, the vehicle body side opposing surface of the vehicle body side annular member which faces the swinging side opposing surface of the swinging side annular member is formed in a spherical shape centered on a spherical center, the swinging side opposing surface of the swinging side annular member is formed in a spherical shape so as to engage with the spherical vehicle body side opposing surface of the vehicle body side annular member, and the spherical center of the vehicle body side opposing surface of the vehicle body side annular member is located on a kingpin axis which connects the fastening point between the piston rod of the strut and the upper mount and the center of a ball joint provided at the tip of the lower arm.

[0015] The invention according to claim 2 further solves the above-mentioned problem by, in addition to the configuration of the thrust aligning bearing as described in claim 1, a swing center line which is the center of swing of the oscillating side annular member relative to the vehicle body side annular member coincides with a swing center line of the kingpin shaft, and the swing range of the oscillating side annular member is equal to or larger than the swing range of the kingpin shaft.

[0016] The invention of claim 3 further solves the above-mentioned problems by, in addition to the configuration of the thrust aligning bearing as described in claim 1, the spherical center of the vehicle body side facing surface of the vehicle body side annular member coinciding with the fastening point between the piston rod of the strut and the upper mount.

[0017] The invention of claim 4 further solves the above-mentioned problems by, in addition to the configuration of the thrust aligning bearing described in any one of claims 1 to 3, disposing an annular center plate between the vehicle body side annular member and the oscillating side annular member, the center plate being integral with the oscillating side annular member, being freely oscillating relative to the vehicle body side annular member and sliding freely rotatable around the central axis of the oscillating side annular member.

[0018] The invention of claim 5 further solves the above-mentioned problems by comprising, in addition to the configuration of the thrust aligning bearing described in any one of claims 1 to 3, an annular upper spring seat abutting the upper end of the coil spring, and an annular center plate having a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member, which is arranged between the upper spring seat and the oscillating side annular member and is integrated with the upper spring seat so as to slide freely rotatably around the axis of the upper spring seat relative to the oscillating side annular member.

[0019] The invention of claim 6 further solves the above-mentioned problems by comprising, in addition to the configuration of the thrust aligning bearing described in any one of claims 1 to 3, an annular upper spring seat abutting the upper end of the coil spring, and an annular center plate having a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member, which is arranged between the upper spring seat and the oscillating side annular member and is integrated with the oscillating side annular member so as to slide freely rotatably around the axis of the oscillating side annular member relative to the upper spring seat.

[0020] The invention of claim 7 is a strut-type suspension attached to a vehicle body and comprising a strut that absorbs shocks and vibrations transmitted from the ground to the vehicle body and a lower arm that supports a hub carrier of a steering device incorporated in the vehicle body so that it can rotate freely in the steering direction and regulates the inclination angle of the hub carrier with respect to the ground, wherein the strut comprises a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber whose lower end is connected to the upper part of the hub carrier of the steering device and that dampens vibrations of the coil spring, a lower spring seat fixed to the shock absorber and abutting the lower end of the coil spring, and a thrust aligning bearing as defined in any one of claims 1 to 3, thereby solving the above-mentioned problem. Effect of the Invention

[0021] According to the thrust aligning bearing of the invention as defined in claim 1, the spherical center of the vehicle body-facing surface of the vehicle body-side annular member is positioned on the kingpin axis that connects the fastening point of the strut's piston rod and upper mount with the center of the ball joint provided at the end of the lower arm. Therefore, when the angle of the kingpin axis changes due to road surface conditions during driving, the oscillating-side annular member oscillates relative to the vehicle body-side annular member, causing the inclination of the rotation axis of the thrust aligning bearing to follow the change in angle of the kingpin axis. This reduces the frictional resistance in the thrust aligning bearing caused by road surface conditions and makes it possible to reduce the steering force required for steering operation by the steering device.

[0022] According to the thrust aligning bearing of the invention as claimed in claim 2, in addition to the effects achieved by the thrust aligning bearing of the invention as claimed in claim 1, the oscillation center line which is the center of oscillation of the oscillating side annular member relative to the car body side annular member coincides with the oscillation center line of the kingpin shaft, and the oscillation range of the oscillating side annular member is equal to or larger than the oscillation range of the kingpin shaft. This prevents the oscillating side annular member from falling off the car body side annular member when the kingpin shaft oscillates due to the state of the road surface while traveling, and therefore the oscillating side annular member can reliably follow the oscillation of the kingpin shaft. When the angle changes and the oscillating side annular member oscillates relative to the vehicle body side annular member, the range of oscillation of the oscillating side annular member relative to the vehicle body side annular member is minimized, thereby minimizing the space occupied by the thrust aligning bearing in the vehicle.

[0023] According to the thrust aligning bearing of the invention as defined in claim 3, in addition to the effects achieved by the thrust aligning bearing of the invention as defined in claim 1, the spherical center of the vehicle body side facing surface of the vehicle body side annular member coincides with the fastening point of the strut piston rod and upper mount, so that fluctuations in the angle of the kingpin axis due to road surface conditions while traveling and fluctuations in the angle of the rotation axis of the thrust aligning bearing approximately coincide with each other. As a result, frictional resistance in the thrust aligning bearing due to road surface conditions is further reduced, and the steering force during steering operation by the steering device can be further reduced.

[0024] According to the thrust aligning bearing of the invention defined in claim 4, in addition to the effects achieved by the thrust aligning bearing of the invention defined in any one of claims 1 to 3, an annular center plate which is freely oscillating relative to the vehicle body side annular member and which is integrated with the oscillating side annular member to slide freely rotatably around the central axis of the oscillating side annular member relative to the vehicle body side annular member is disposed between the vehicle body side annular member and the oscillating side annular member, so that the frictional resistance between the vehicle body side annular member and the oscillating side annular member is smaller than when a center plate is not provided, and therefore the oscillating side annular member can be smoothly rotated relative to the vehicle body side annular member.

[0025] According to the thrust aligning bearing of the invention defined in claim 5, in addition to the effects achieved by the thrust aligning bearing of the invention defined in any one of claims 1 to 3, the bearing is provided with an annular center plate which is arranged between the upper spring sheet and the oscillating side annular member and which is integrated with the upper spring sheet to slide freely rotatably around the axis of the upper spring sheet relative to the oscillating side annular member, and which has a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member. Therefore, when the oscillating side annular member and the upper spring sheet oscillate and rotate relative to the vehicle body side annular member, the oscillating side annular member slides against the vehicle body side annular member and the upper spring sheet rotates relative to the oscillating side annular member, so that the main movement of the oscillating side annular member relative to the vehicle body side annular member is movement due to the oscillating of the oscillating side annular member relative to the vehicle body side annular member, and the movement distance of the oscillating side annular member relative to the vehicle body side annular member is shortened, and the steering force during steering operation by the steering device can be further reduced.

[0026] According to the thrust aligning bearing of the invention defined in claim 6, in addition to the effects achieved by the thrust aligning bearing of the invention defined in any one of claims 1 to 3, the bearing is provided with an annular center plate which is arranged between the upper spring sheet and the oscillating side annular member and which is integral with the oscillating side annular member and which slides freely rotatably around the axis of the oscillating side annular member relative to the upper spring sheet, and which has a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member. Therefore, when the oscillating side annular member and the upper spring sheet oscillate and rotate relative to the vehicle body side annular member, the oscillating side annular member slides relative to the vehicle body side annular member and the upper spring sheet rotates relative to the oscillating side annular member, so that the main movement of the oscillating side annular member relative to the vehicle body side annular member is movement due to the oscillating of the oscillating side annular member relative to the vehicle body side annular member, and the movement distance of the oscillating side annular member relative to the vehicle body side annular member is shortened, and the steering force during steering operation by the steering device can be further reduced.

[0027] According to the strut suspension of the invention as defined in claim 7, in addition to the effects achieved by the strut suspension of the invention as defined in any one of claims 1 to 3, the strut comprises a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber whose lower end is connected to the upper part of the hub carrier of the steering device and that damps vibrations of the coil spring, a spring seat that is fixed to the shock absorber and abuts against the lower end of the coil spring, and the thrust aligning bearing of any one of claims 1 to 3. Therefore, when the angle of the kingpin shaft changes due to the condition of the road surface during travel, the oscillating-side annular member oscillates relative to the vehicle body-side annular member, so that the inclination of the rotation axis of the thrust aligning bearing follows the change in angle of the kingpin shaft. This reduces the frictional resistance in the thrust aligning bearing caused by the condition of the road surface, and makes it possible to reduce the steering force required for steering operation by the steering device. [Brief description of the drawings]

[0028] [Figure 1A] 1 is a cross-sectional view of a main portion of a vehicle equipped with a strut-type suspension having a thrust aligning bearing according to a first embodiment of the present invention. [Figure 1B] FIG. 1B is an enlarged view of a main part of FIG. 1A. [Diagram 2] FIG. 2 is an exploded perspective view of the thrust aligning bearing shown in FIG. 1. [Diagram 3] FIG. 4 is an exploded perspective view of a thrust aligning bearing according to a second embodiment of the present invention. [Figure 4] FIG. 5 is an enlarged cross-sectional view of a main portion of a vehicle equipped with a strut-type suspension having a thrust aligning bearing according to a second embodiment of the present invention. [Figure 5A] FIG. 4 is a cross-sectional view of the swing-side annular member shown in FIG. [Figure 5B] FIG. 4 is a cross-sectional view of the center plate shown in FIG. 3 . [Figure 5C] FIG. 4 is a cross-sectional view of the upper spring seat shown in FIG. [Figure 6] 4 is a bottom view of a swing-side annular member in a thrust aligning bearing that is a modified example of the second embodiment of the present invention shown in FIG. 3. FIG. [Figure 7]FIG. 4 is an exploded perspective view of a thrust aligning bearing which is a modified example of the second embodiment of the present invention shown in FIG. 3. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] The present invention is a thrust aligning bearing comprising a strut of a strut-type suspension which is attached to a vehicle body and which includes a strut that absorbs shocks and vibrations transmitted from the ground to the vehicle body, and a lower arm that rotatably supports a hub carrier of a steering device incorporated in the vehicle body in a steering direction and regulates the inclination angle of the hub carrier relative to the ground, the strut having a vehicle body-side annular member on the vehicle body side and a swing-side annular member that swingably supports the vehicle body-side annular member while overlapping it from below, the strut having a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber whose lower end is connected to the upper part of the hub carrier of the steering device and which dampens vibration of the coil spring, a lower spring seat fixed to the shock absorber and in contact with the underside of the coil spring, and an upper mount fixed to the vehicle body, the shock absorber being extendable toward the vehicle body side and having a tip fixed to the upper mount. the strut piston rod is inserted into the vehicle body side annular member, the swinging side annular member is pressed towards the vehicle body side annular member by a load from the upper end side of the coil spring into which the strut piston rod is inserted, the vehicle body side opposing surface of the vehicle body side annular member opposing the swinging side opposing surface of the swinging side annular member is formed spherically about a spherical center, the swinging side opposing surface of the swinging side annular member is formed spherically so as to engage with the spherical vehicle body side opposing surface of the vehicle body side annular member, and the spherical center of the vehicle body side opposing surface of the vehicle body side annular member is located on a kingpin axis that connects the fastening point of the strut piston rod and the upper mount and the center of a ball joint provided at the tip of the lower arm, and the specific embodiment may be any as long as the strut piston rod is inserted into the vehicle body side annular member, the swinging side annular member is pressed towards the vehicle body side annular member by a load from the upper end side of the coil spring into which the strut piston rod is inserted, the vehicle body side opposing surface of the vehicle body side annular member opposing the swinging side opposing surface of the swinging side annular member is formed spherically about a spherical center

[0030] For example, the working fluid of the shock absorber of the present invention is not limited to oil, but may be air, a viscous fluid, or the like.

[0031] For example, in the present invention, in order to improve the sliding performance between the vehicle body side annular member and the oscillating side annular member, a resin center plate with low frictional resistance may be arranged between the vehicle body side annular member and the oscillating side annular member, or a rolling element may be arranged. EXAMPLES

[0032] A thrust aligning bearing 100 according to a first embodiment of the present invention and a strut suspension 10 equipped with the same will be described below with reference to FIGS. 1A to 2. FIG.

[0033] <1. Installation environment for strut suspension> First, the environment in which a strut suspension 10 having a thrust aligning bearing 100 according to an embodiment of the present invention is installed will be described with reference to FIGS. 1A and 1B. FIG. 1A is a cross-sectional view of a main portion of a vehicle equipped with a strut-type suspension having a thrust aligning bearing according to one embodiment of the present invention, and FIG. 1B is an enlarged view of the main portion of FIG. 1A.

[0034] As shown in FIG. 1A, a strut suspension 10 of this embodiment is attached to a vehicle body CB of a four-wheeled automobile (vehicle) with an upper mount fixing bolt MB. This strut suspension 10 includes a strut 11 that absorbs shocks and vibrations transmitted from the ground G to the vehicle body CB, and a lower arm 12 that supports a hub carrier STc of a steering device incorporated in the vehicle body CB so that it can rotate freely in the steering direction and regulates the inclination angle of the hub carrier STc with respect to the ground.

[0035] <1.1. Strut> The strut 11 has a coil spring 11a that absorbs shocks and vibrations transmitted from the ground G to the vehicle body CB, a shock absorber 11b whose lower end is connected via a connector B to the upper part of the steering device hub carrier STc and which dampens the vibrations of the coil spring 11a, a lower spring seat 11c fixed to the shock absorber 11b and abutting the lower end of the coil spring 11a, an upper mount 11d fixed to the vehicle body CB, and a thrust aligning bearing 100 provided between the upper mount 11d and the coil spring 11a.

[0036] As shown in FIG. 1B, an upper spring seat SS is interposed between the thrust aligning bearing 100 and the coil spring 11a to prevent the coil spring 11a from directly contacting the thrust aligning bearing 100. Therefore, the coil spring 11a abuts at its upper end against the upper spring seat SS and at its lower end against the lower spring seat 11c.

[0037] As shown in FIG. 1A, the shock absorber 11b is inserted into the coil spring 11a. As shown in FIGS. 1A and 1B, the shock absorber 11b incorporates a piston rod 11b1 that is extendable toward the vehicle body CB, has a tip fixed to an upper mount 11d, and is inserted into the coil spring 11a.

[0038] As shown in Figures 1A and 1B, the upper mount 11d has a bracket 11d1 that is attached to the vehicle body CB, a cover member 11d2 that is fixed to the bracket 11d1 and to which the thrust aligning bearing 100 is attached, an annular member 11d3 that is disposed inside the space partitioned by the bracket 11d1 and the cover member 11d2 and through which the piston rod 11b1 is inserted, and an elastic body 11d4 that is disposed inside the space partitioned by the bracket 11d1 and the cover member 11d2 and connects the bracket 11d1 and the annular member 11d3. Here, the piston rod 11b1 (i.e., the shock absorber 11b) is fixed to the upper mount 11d by inserting the piston rod 11b1 into the annular member 11d3 of the upper mount 11d, inserting a washer W into the piston rod 11b1, and screwing the nut N into the tip of the piston rod 11b1 to fasten the nut N to the piston rod 11b1. When the shock absorber 11b is fixed to the upper mount 11d, as shown in FIG. 1A, the washer W comes into contact with the annular member 11d3 of the upper mount 11d due to the screw engagement between the nut N and the piston rod 11b1. The point of contact between the washer W and the annular member 11d3 on the central axis RA of the piston rod 11b1 when the washer W abuts against the annular member 11d3 of the upper mount 11d due to the screw engagement of the nut N with the piston rod 11b1 is defined as the "fastening point P1 between the piston rod 11b1 and the upper mount 11d."

[0039] <1.2.Lower Arm> As shown in FIG. 1A, a ball joint 12a is provided at the tip of the lower arm 12, and the lower arm 12 and a hub carrier STc of the steering device are connected via this ball joint 12a. The hub carrier STc of the steering device is provided with a hub STh attached thereto so as to be rotatable in the vehicle travel direction and to which a wheel T is fixed.

[0040] In the strut suspension 10 of this embodiment, a connecting point P1 between the piston rod 11b1 and the upper mount 11d and a center P2 of the ball joint 12a provided at the tip of the lower arm 12 are connected to each other via a kingpin axis KA. This kingpin axis KA serves as the center of rotation during steering (that is, the central axis when the wheels T are steered).

[0041] <2. Detailed structure of thrust aligning bearing> Next, the structure of the thrust aligning bearing 100 will be described in detail with reference to FIGS. 1B and 2. FIG. FIG. 2 is an exploded perspective view of the thrust aligning bearing shown in FIG. 1A.

[0042] As shown in Figures 1B and 2, the thrust aligning bearing 100 comprises a vehicle body side annular member 110 on the vehicle body CB side, which is fixed to the upper mount 11d and has the piston rod 11b1 inserted therein, an oscillating side annular member 120 which is supported so as to be freely oscillating while being overlapped from below on the vehicle body side annular member 110, and an annular center plate 130 which is arranged between the vehicle body side annular member 110 and the oscillating side annular member 120.

[0043] <2.1. Body side ring member> As shown in FIG. 2, the vehicle body side annular member 110 has on its inside a recess 111 that engages with a protrusion 11d2a formed on the cover member 11d2 of the upper mount 11d. The convex portion 11d2a of the upper mount 11d and the concave portion 111 of the vehicle body side annular member 110 are engaged with each other, thereby restricting rotation of the vehicle body side annular member 110 relative to the upper mount 11d.

[0044] Further, a vehicle body side opposing surface 112, which is the outer circumferential surface of the vehicle body side annular member 110, is formed into a spherical shape. As shown in FIG. 1B, the spherical center O1 of the vehicle body side facing surface 112 coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d. That is, the spherical center O1 of the vehicle body side opposing surface 112 is disposed on the kingpin axis KA.

[0045] <2.2. Oscillating side annular member> As shown in FIG. 2, the swing-side annular member 120 has a plurality of arc-shaped walls 121 standing upright on the upper surface, and arc-shaped engagement grooves 122 are formed between the arc-shaped walls 121.

[0046] In addition, the oscillating side opposing surface 123, which is the inner surface of the oscillating side annular member 120 and faces the vehicle body side opposing surface 112 of the vehicle body side annular member 110, is formed in a spherical shape so as to engage with the vehicle body side opposing surface 112 of the vehicle body side annular member 110. That is, the spherical center O2 of the oscillation side opposing surface 123 also coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d. Further, the spherical center O2 of the oscillation-side opposing surface 123 is disposed on the central axis CA of the oscillation-side annular member 120.

[0047] Furthermore, since the oscillating side annular member 120 is freely swingable relative to the vehicle body side annular member 110, the central axis CA of the oscillating side annular member 120 is freely swingable within a swing range α around a swing center line CAc, which is the swing center of the oscillating side annular member 120 relative to the vehicle body side annular member 110. As shown in FIG. 1B, the swing center line CAc of the swing-side annular member 120 coincides with the swing center line KAc of the kingpin shaft KA. Further, the swing range α of the central axis CA of the swing-side annular member 120 is substantially equal to the swing range β of the kingpin axis KA, as shown in FIG. 1B. In addition, in a 1G state where the vehicle is stationary on a flat ground, the swing center line CAc of the swing-side annular member 120 coincides with the kingpin axis KA.

[0048] Furthermore, since the oscillating side opposing surface 123 of the oscillating side annular member 120 engages with the vehicle body side opposing surface 112 of the vehicle body side annular member 110, the oscillating side annular member 120 is pressed toward the vehicle body side annular member 110 by the load from the upper end side of the coil spring 11a, which inserts the piston rod 11b1 of the strut 11.

[0049] <2.3. Center plate> As shown in FIG. 2, the annular center plate 130 has a flange 131 that protrudes in the radial direction. As shown in FIG. 2, the flange 131 is capable of freely engaging with the engaging groove 122 of the swing-side annular member 120 . Therefore, the center plate 130 engages with the swing-side annular member 120 and slides integrally with the swing-side annular member 120 rotatably about the central axis CA of the swing-side annular member 120 relative to the vehicle body side annular member 110 .

[0050] Further, an inner surface 132 of the center plate 130 facing the vehicle body side facing surface 112 of the vehicle body side annular member 110 is a curved surface that engages with the vehicle body side facing surface 112 of the vehicle body side annular member 110 . Similarly, the outer surface 133 of the center plate 130 facing the swing-side opposing surface 123 of the swing-side annular member 120 is a curved surface that engages with the swing-side opposing surface 123 of the swing-side annular member 120 . That is, the spherical centers of the inner surface 132 and the outer surface 133 of the center plate 130 also coincide with the fastening point P1 between the piston rod 11b1 and the upper mount 11d.

[0051] <3. Behavior of thrust aligning bearings> Next, the behavior of the thrust aligning bearing 100 will be described with reference to FIG. 1B.

[0052] <3.1. Rotation of thrust aligning bearings> First, when the driver operates the steering wheel, the hub carrier STc of the steering gear rotates around the kingpin axis KA (see FIG. 1A). Therefore, the strut 11 connected to the hub carrier STc via the connector B also rotates about the central axis RA of the piston rod 11b1. This rotation of shock absorber 11b twists coil spring 11a, which is in contact with lower spring seat 11c fixed to shock absorber 11b. Due to the twisting of the coil spring 11a, the upper spring seat SS in contact with the coil spring 11a and the oscillating side annular member 120 (and center plate 130) of the thrust aligning bearing 100 in contact with the upper spring seat SS rotate about the central axis CA relative to the vehicle body side annular member 110.

[0053] <3.2. Oscillation of thrust aligning bearing> Next, a description will be given of the behavior of the thrust aligning bearing 100 when the condition of the ground G changes, the coil spring 11a expands or contracts, and the inclination of the kingpin axis KA changes.

[0054] When the coil spring 11a is compressed, the kingpin axis KA swings about the fastening point P1 in a direction away from the ground G (hereinafter referred to as the "X+ direction"). On the other hand, when the coil spring 11a expands, the kingpin axis KA swings about the fastening point P1 in a direction approaching the ground G (hereinafter referred to as the "X-direction"). Following the swing of the kingpin shaft KA (that is, the expansion and contraction of the coil spring 11a), the swing-side annular member 120 swings about the swing center line CAc of the swing-side annular member 120 relative to the vehicle body-side annular member 110 via the coil spring 11a.

[0055] <4. Effects> According to the strut-type suspension 10 and thrust aligning bearing 100 of the embodiment described above, the spherical center O1 of the vehicle body side facing surface 112 of the vehicle body side annular member 110 is located on the kingpin axis KA that connects the fastening point P1 between the piston rod 11b1 and the upper mount 11d of the strut 11 and the center P2 of the ball joint 12a provided at the tip of the lower arm 12. Therefore, when the angle of the kingpin axis KA changes depending on the condition of the road surface (ground surface G) during travel, the oscillating side annular member 120 oscillates relative to the vehicle body side annular member 110, and the inclination of the rotation axis of the thrust aligning bearing 100 (central axis CA of the oscillating side annular member 120) follows the change in angle of the kingpin axis KA. As a result, the frictional resistance in the thrust aligning bearing 100 caused by the condition of the ground surface G is reduced, and the steering force required for steering operation by the steering device can be reduced.

[0056] Furthermore, the swing center line CAc, which is the center of swing of the swaying side annular member 120 relative to the vehicle body side annular member 110, coincides with the swing center line KAc of the kingpin axis KA, and the swing range α of the swaying side annular member 120 is approximately equal to the swing range β of the kingpin axis KA. As a result, the swaying side annular member 120 will not fall off the vehicle body side annular member 110 due to the swing of the kingpin axis KA caused by the condition of the ground G. This not only enables the swaying side annular member 120 to reliably follow the swing of the kingpin axis KA, but also minimizes the space occupied by the thrust aligning bearing 100 in the vehicle.

[0057] Furthermore, because the spherical center O1 of the vehicle body side opposing surface 112 of the vehicle body side annular member 110 coincides with the fastening point P1 between the piston rod 11b1 of the strut 11 and the upper mount 11d, the fluctuation in angle of the kingpin axis KA due to the condition of the ground G and the fluctuation in angle of the rotation axis of the thrust aligning bearing 100 approximately coincide with each other. As a result, the frictional resistance in the thrust aligning bearing 100 due to the condition of the ground G is further reduced, and the steering force during steering operation by the steering device can be further reduced.

[0058] In addition, a ring-shaped center plate 130 which is integral with the oscillating side annular member 120 and is freely oscillating relative to the vehicle body side annular member 110 and which slides freely rotatably around the central axis CA of the oscillating side annular member 120 relative to the vehicle body side annular member 110 is disposed between the vehicle body side annular member 110 and the oscillating side annular member 120. As a result, the frictional resistance between the vehicle body side annular member 110 and the oscillating side annular member 120 is smaller than when the center plate 130 is not provided, so that the oscillating side annular member 120 can be smoothly rotated relative to the vehicle body side annular member 110. EXAMPLES

[0059] Next, a thrust aligning bearing 200 according to a second embodiment of the present invention and a strut suspension 10 including the same will be described with reference to FIGS. 3 to 5C. FIG. 3 is an oblique exploded view of a thrust aligning bearing according to a second embodiment of the present invention, FIG. 4 is an enlarged cross-sectional view of a main portion of a vehicle equipped with a strut-type suspension having a thrust aligning bearing according to the second embodiment of the present invention, FIG. 5A is a cross-sectional view of the oscillating side annular member shown in FIG. 3, FIG. 5B is a cross-sectional view of the center plate shown in FIG. 3, and FIG. 5C is a cross-sectional view of the upper spring seat shown in FIG. 3. Incidentally, since the thrust aligning bearing 200 of the second embodiment is also incorporated into the strut suspension 10 of the first embodiment, similar to the thrust aligning bearing 100 of the first embodiment, a description of the strut suspension 10 will be omitted.

[0060] <1. Structure of thrust aligning bearing> As shown in Figures 3 and 4, the thrust aligning bearing 200 comprises a vehicle body side annular member 210 on the vehicle body CB side, which is fixed to the upper mount 11d and into which the piston rod 11b1 is inserted, a swinging side annular member 220 which is overlapped on the vehicle body side annular member 210 and can swing freely relative to the vehicle body side annular member 210, an annular upper spring seat 230 which abuts against the upper end of the coil spring 11a, and an annular center plate 240 which is arranged between the swinging side annular member 220 and the upper spring seat 230.

[0061] <1.1. Body side ring member> As shown in FIG. 3, the vehicle body side annular member 210 has a recess 211 on the inside thereof that engages with a protrusion 11d2a (see FIG. 4) formed on the cover member 11d2 of the upper mount 11d. The convex portion 11d2a of the upper mount 11d and the concave portion 211 of the vehicle body side annular member 210 are engaged with each other, thereby restricting rotation of the vehicle body side annular member 210 relative to the upper mount 11d.

[0062] Further, a vehicle body side opposing surface 212, which is the outer circumferential surface of the vehicle body side annular member 210, is formed into a spherical shape. As in the first embodiment, the spherical center O1 of the vehicle body side opposing surface 212 also coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d, as shown in FIG. That is, the spherical center O1 of the vehicle body side opposing surface 212 is disposed on the kingpin axis KA.

[0063] <1.2. Oscillating side annular member> The oscillating side opposing surface 221, which is the inner surface of the oscillating side annular member 220 and faces the vehicle body side opposing surface 212 of the vehicle body side annular member 210, is formed in a spherical shape so as to engage with the vehicle body side opposing surface 212 of the vehicle body side annular member 210. That is, the spherical center O2 of the oscillation side opposing surface 221 also coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d. Therefore, in this embodiment, the central axis CA of the swing-side annular member 220 coincides with the kingpin axis KA. Further, the spherical center O2 of the oscillation-side opposing surface 221 is disposed on the central axis CA of the oscillation-side annular member 220.

[0064] Furthermore, since the oscillating side annular member 220 is freely swingable relative to the vehicle body side annular member 210, the central axis CA of the oscillating side annular member 220 is freely swingable within a swing range α around a swing center line CAc, which is the swing center of the oscillating side annular member 220 relative to the vehicle body side annular member 210. As shown in FIG. 4, the swing center line CAc of the swing-side annular member 220 coincides with the swing center line KAc of the kingpin shaft KA. As shown in FIG. 4, the swing range α of the central axis CA of the swing-side annular member 220 is substantially equal to the swing range β of the kingpin axis KA. In addition, in a 1G state where the vehicle is stationary on a flat ground, the swing center line CAc of the swing-side annular member 220 coincides with the kingpin axis KA.

[0065] Furthermore, since the swaying side opposing surface 221 of the swaying side annular member 220 engages with the vehicle body side opposing surface 212 of the vehicle body side annular member 210, the swaying side annular member 220 is pressed toward the vehicle body side annular member 210 by the load from the upper end side of the coil spring 11a of the strut 11.

[0066] As shown in FIG. 5A, the outer circumferential side of the oscillation side annular member 220 has a cylindrical outer circumferential surface 222 extending in the vertical direction, and an annular horizontal surface 223 extending horizontally in the radial direction from the upper end of this cylindrical outer circumferential surface 222.

[0067] <1.3.Upper spring seat> As shown in FIG. 3, upper spring seat 230 has a plurality of arc-shaped walls 231 standing upright on the upper surface, and arc-shaped engagement grooves 232 are formed between these arc-shaped walls 231. As shown in FIG. 5C, the upper spring seat 230 has a cylindrical vertical wall portion 233 extending in the vertical direction, and an annular flange portion 234 extending horizontally in the radial direction from the upper end of the cylindrical vertical wall portion 233. As shown in FIG. 4, the upper spring seat 230 has an outer circumferential surface 233a of the cylindrical vertical wall portion 233 and a lower surface 234a of the annular flange portion 234 which come into contact with the upper surface of the coil spring 11a.

[0068] <1.4. Center plate> As shown in FIG. 5B, the annular center plate 240 has a vertical wall portion 241 extending in the vertical direction, and an annular flange portion 242 extending horizontally in the radial direction from the upper end of the vertical wall portion 241. As shown in FIG. 4, the outer peripheral surface 241a of the vertical wall portion 241 abuts against the inner peripheral surface 233b of the cylindrical vertical wall portion 233 of the upper spring seat 230, and the inner peripheral surface 241b of the vertical wall portion 241 abuts against the cylindrical outer peripheral surface 222 of the oscillation-side annular member 220. Further, the lower surface 242 a of the flange portion 242 abuts against the upper surface 234 b of the annular flange portion 234 of the upper spring seat 230 , and the upper surface 242 b of the flange portion 242 abuts against the annular horizontal surface 223 of the oscillating side annular member 220 .

[0069] Furthermore, the flange portion 242 of the annular center plate 240 has a tongue piece 242c that further protrudes in the radial direction. As shown in FIG. 2, the tongue piece 242c is capable of freely engaging with the engaging groove 232 of the upper spring seat 230. Therefore, the center plate 240 engages with the upper spring seat 230 and is integral with the upper spring seat 230 to be freely rotatable around the central axis CA of the oscillation-side annular member 220 relative to the oscillation-side annular member 220 .

[0070] The coefficient of friction of the annular center plate 240 is lower than the coefficient of friction of the vehicle body side annular member 210 or the coefficient of friction of the swing-side annular member 220 .

[0071] <2. Behavior of thrust aligning bearings> Next, the behavior of the thrust aligning bearing 200 will be described with reference to FIG.

[0072] <2.1. Rotation of thrust aligning bearings> When the driver operates the steering wheel to rotate the hub carrier STc of the steering device around the kingpin axis KA, the strut 11 connected to the hub carrier STc via the connector B also rotates around the central axis RA of the piston rod 11b1. This rotation of the strut 11, that is, the rotation of the shock absorber 11b, causes the coil spring 11a, which is in contact with the lower spring seat 11c fixed to the shock absorber 11b, to twist. Due to this twisting of the coil spring 11 a, the upper spring seat 230 and the center plate 240 , which are in contact with the coil spring 11 a , rotate relative to the oscillation-side annular member 220 .

[0073] <2.2. Oscillation of thrust aligning bearing> Next, a description will be given of the behavior of the thrust aligning bearing 200 when the condition of the ground G changes, the coil spring 11a expands or contracts, and the inclination of the kingpin axis KA changes.

[0074] When the coil spring 11a contracts, the kingpin shaft KA swings in the X+ direction, and when the coil spring 11a expands, the kingpin shaft KA swings in the X- direction. Following the swing of the kingpin shaft KA (that is, the expansion and contraction of the coil spring 11a), the swing-side annular member 220 swings about the swing center line CAc of the swing-side annular member 220 relative to the vehicle body-side annular member 210 via the coil spring 11a.

[0075] <2.3. Summary> As described above, the thrust aligning bearing 200 of this embodiment responds to the twisting of the coil spring 11a accompanying the rotation of the shock absorber 11b by rotating the upper spring seat 230 and the center plate 240 relative to the oscillating side annular member 220, and responds to changes in the inclination of the kingpin axis KA by sliding the oscillating side annular member 220 relative to the vehicle body side annular member 210.

[0076] <3.Effects> According to the thrust aligning bearing 200 of the present embodiment described above, the spherical center O1 of the vehicle body side opposing surface 212 of the vehicle body side annular member 210 is positioned on the kingpin axis KA that connects the fastening point P1 between the piston rod 11b1 and the upper mount 11d of the strut 11 and the center P2 of the ball joint 12a provided at the tip of the lower arm 12. Therefore, when the angle of the kingpin axis KA changes depending on the condition of the road surface (ground surface G) during travel, the oscillating side annular member 220 oscillates relative to the vehicle body side annular member 210, and the inclination of the rotation axis of the thrust aligning bearing 200 (the central axis of the upper spring seat 230 and the center plate 240, which are coaxial with the central axis CA of the oscillating side annular member 220) follows the change in angle of the kingpin axis KA. As a result, the frictional resistance in the thrust aligning bearing 200 caused by the condition of the ground surface G is reduced, and the steering force required for steering operation by the steering device can be reduced.

[0077] Furthermore, the swing center line CAc, which is the center of swing of the swaying side annular member 220 relative to the vehicle body side annular member 210, coincides with the swing center line KAc of the kingpin axis KA, and the swing range α of the swaying side annular member 220 is approximately equal to the swing range β of the kingpin axis KA. As a result, the swaying side annular member 220 will not fall off the vehicle body side annular member 210 due to the swing of the kingpin axis KA caused by the condition of the ground G. This not only enables the swaying side annular member 220 to reliably follow the swing of the kingpin axis KA, but also minimizes the volume occupied by the thrust aligning bearing 200 in the vehicle.

[0078] Furthermore, since the spherical center O1 of the vehicle body side opposing surface 212 of the vehicle body side annular member 210 coincides with the fastening point P1 between the piston rod 11b1 of the strut 11 and the upper mount 11d, the fluctuation in angle of the kingpin axis KA due to the condition of the ground G and the fluctuation in angle of the rotation axis of the thrust aligning bearing 200 approximately coincide with each other. As a result, the frictional resistance in the thrust aligning bearing 200 due to the condition of the ground G is further reduced, and the steering force during steering operation by the steering device can be further reduced.

[0079] In addition, the center plate 240 is disposed between the upper spring seat 230 and the oscillating side annular member 220, and is integral with the upper spring seat 230 so as to slide rotatably around the axis of the upper spring seat 230 relative to the oscillating side annular member 220. The center plate 240 has a lower friction coefficient than the vehicle body side annular member 210 or the oscillating side annular member 220. When the oscillating side annular member 220 and the upper spring seat 230 oscillate and rotate relative to the vehicle body side annular member 210, Furthermore, since the oscillating side annular member 220 slides relative to the vehicle body side annular member 210 and the upper spring seat 230 rotates relative to the oscillating side annular member 220, the main movement of the oscillating side annular member 220 relative to the vehicle body side annular member 210 is movement due to the oscillating movement of the oscillating side annular member 220 relative to the vehicle body side annular member 210, and the movement distance of the oscillating side annular member 220 relative to the vehicle body side annular member 210 is shortened, and the steering force in steering operation by the steering device can be further reduced.

[0080] <Modification> The above describes the thrust aligning bearing and strut suspension as embodiments of the present invention, but the thrust aligning bearing and strut suspension of the present invention are not limited to the thrust aligning bearing and strut suspension of the embodiments described above.

[0081] For example, in each of the above-described embodiments, the swing range α of the central axis CA of the swing side annular member was approximately equal to the swing range β of the kingpin axis KA. However, even if the swing range α of the central axis CA of the swing side annular member is made larger than the swing range β of the kingpin axis KA, the swing side annular member will not fall off from the vehicle body side annular member in response to the swing of the kingpin axis KA due to the condition of the road surface during travel, just as in the case where the swing range α of the central axis CA of the swing side annular member is approximately equal to the swing range β of the kingpin axis KA. Therefore, the swing side annular member can reliably follow the swing of the kingpin axis KA.

[0082] For example, in the first embodiment, a concave engagement groove 122 was formed on the oscillating side annular member 120 and a convex flange 131 was formed on the center plate 130, but a convex flange may be provided on the oscillating side annular member 120 and a concave engagement groove may be provided on the center plate 130. Similarly, in the second embodiment, a concave engagement groove 232 was formed in the upper spring seat 230 and a convex tongue piece 242c was formed in the center plate 240, but a convex tongue piece may be provided in the upper spring seat 230 and a concave engagement groove may be provided in the center plate 240.

[0083] For example, in the second embodiment, the tongue pieces 242c of the center plate 240 are engaged with the engagement grooves 232 of the upper spring seats 230 to integrate the upper spring seats 230 and the center plate 240, but the following modified example may be used. That is, in the modified example of the second embodiment, instead of providing an engagement groove 232 in the upper spring seat 230 as in the second embodiment, as shown in FIG. 6, a plurality of arc-shaped walls 223aA are protruded (hanging down) from the annular horizontal surface 223A of the oscillating side annular member 220A, and an arc-shaped engagement groove 223bA is formed between these arc-shaped walls 223aA. Then, as shown in FIG. 7, the tongue piece 242c of the center plate 240 is engaged with the engagement groove 223bA of the oscillating side annular member 220A to integrate the oscillating side annular member 220A and the center plate 240, and the center plate 240 is slidably rotated around the axis R of the oscillating side annular member 220A relative to the upper spring seat 230.

[0084] In this way, the center plate 240 is disposed between the upper spring seat 230 and the oscillating side annular member 220A, and is integral with the oscillating side annular member 220A, and is rotatably slidable relative to the upper spring seat 230 around the axis R of the oscillating side annular member 220A. The center plate 240 has a lower friction coefficient than the vehicle body side annular member 210 or the oscillating side annular member 220A. When the oscillating side annular member 220A and the upper spring seat 230 oscillate and rotate relative to the vehicle body side annular member 210, In this case, the oscillating side annular member 220A slides relative to the vehicle body side annular member 210 and the upper spring seat 230 rotates relative to the oscillating side annular member 220A, so that the main movement of the oscillating side annular member 220A relative to the vehicle body side annular member 210 is movement due to the oscillating of the oscillating side annular member 220A relative to the vehicle body side annular member 210, and the movement distance of the oscillating side annular member 220A relative to the vehicle body side annular member 210 is shortened, and the steering force in steering operation by the steering device can be further reduced. [Explanation of symbols]

[0085] 10 Strut suspension 11 Strut 11a ··· Coil spring 11b Shock absorber 11b1 Piston rod 11c Lower spring seat 11d Upper mount 11d1 ··· Bracket 11d2 Lid member 11d2a··· Convex part 11d3 Annular member 11d4 Elastic body 12 Lower arm 12a Ball joint 100, 200 ··· Thrust aligning bearing 110 .... Car body side annular member 111 ...recess 112 - Vehicle body side facing surface 120 .... Swing side annular member 121 ... arc wall 122 ... Engagement groove 123 ..... Swing side facing surface 130 ··· Center plate 131 ··· Flange 132 Inside 133 ... external surface 210 .... Car body side annular member 211 ... Recess 212 Vehicle body side facing surface 220, 220A: Oscillating side annular member 221, 221A: Swing side facing surface 222, 222A: Cylinder outer surface 223, 223A: Circular horizontal surface 223aA... arc wall 223bA... Engagement groove 230 ··· Upper spring seat 231 ... arc wall 232 ... Engagement groove 233 ... Cylindrical vertical wall 233a ... Outer surface 233b Inner peripheral surface 234 Annular flange portion 234a ... bottom surface 234b...Top surface 240 ··· Center plate 241 · · Vertical wall part 241a ... Outer surface 241b Inner peripheral surface 242 Flange section 242a ··· Bottom surface 242b...Top surface 242c... Tongue piece CB... Body MB Upper mount fixing bolt SS ··· Upper spring seat STc ··· Hub carrier STh ··· Hub B... Connector W··· Washer N: Nut T...wheel G... Ground (road surface) RA: Central axis of piston rod KA: Kingpin axis KAc: Center line of the kingpin shaft CA: Central axis of the annular member on the oscillating side CAc: Center line of the swinging ring member on the swinging side P: Rotation axis of the fixed annular member Q: Rotation axis of the annular member on the vehicle body side R: Axis center of the oscillating side annular member α: Swing range of the central axis of the swing-side annular member β: Kingpin axis swing range P1: Fastening point P2: Center of ball joint O1: Center of the sphere of the annular member on the vehicle body side O2: Center of the sphere of the annular member on the swing side

Claims

1. A thrust aligning bearing comprising: a strut of a strut-type suspension which is provided with a strut that absorbs shocks and vibrations transmitted from the ground to a vehicle body, and a lower arm which rotatably supports a hub carrier of a steering device incorporated in the vehicle body in a steering direction and regulates an inclination angle of the hub carrier with respect to the ground, the strut having a vehicle body-side annular member on the vehicle body side, and a swing-side annular member which is overlapped from below on the vehicle body-side annular member and swingably supports the vehicle body-side annular member, the strut comprises a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body, a shock absorber whose lower end is connected to an upper portion of a hub carrier of the steering device and that dampens vibrations of the coil spring, a lower spring seat that is fixed to the shock absorber and comes into contact with the lower end of the coil spring, and an upper mount that is fixed to the vehicle body, the shock absorber includes a piston rod that is extendable toward the vehicle body and has a tip fixed to the upper mount, and is inserted into the coil spring; the piston rod of the strut is inserted into the vehicle body side annular member, the swing-side annular member is pressed toward the vehicle-body-side annular member by a load from an upper end side of the coil spring into which the piston rod of the strut is inserted, a vehicle-body-side opposing surface of the vehicle-body-side annular member opposed to the swing-side opposing surface of the swing-side annular member is formed in a spherical shape with a spherical center as a center, The pivoting-side opposing surface of the pivoting-side annular member is formed in a spherical shape so as to engage with the spherical vehicle-body-side opposing surface of the vehicle-body-side annular member, a spherical center of the vehicle body side facing surface of the vehicle body side annular member is located on a kingpin axis connecting a fastening point between the piston rod of the strut and the upper mount and the center of a ball joint provided at the tip of the lower arm.

2. a swing center line which is a center of swing of the swing-side annular member relative to the vehicle body-side annular member coincides with a swing center line of the kingpin shaft, 2. The thrust aligning bearing according to claim 1, wherein the pivot range of said pivot side annular member is equal to or greater than the pivot range of said kingpin shaft.

3. 2. The thrust aligning bearing according to claim 1, wherein a spherical center of the surface of said vehicle body side annular member facing said vehicle body coincides with a fastening point between a piston rod of said strut and said upper mount.

4. A thrust aligning bearing as described in any one of claims 1 to 3, characterized in that a ring-shaped center plate which is integral with the oscillating side annular member, is freely oscillating relative to the vehicle body side annular member, and slides freely rotatably around the central axis of the oscillating side annular member relative to the vehicle body side annular member, is arranged between the vehicle body side annular member and the oscillating side annular member.

5. an annular upper spring seat abutting against an upper end of the coil spring; A thrust aligning bearing as described in any one of claims 1 to 3, characterized in that it further comprises an annular center plate, which is arranged between the upper spring seat and the oscillating side annular member, and which is integral with the upper spring seat and slides freely rotatably around the axis of the upper spring seat relative to the oscillating side annular member, and which has a friction coefficient lower than that of the vehicle body side annular member or the oscillating side annular member.

6. an annular upper spring seat abutting against an upper end of the coil spring; A thrust aligning bearing as described in any one of claims 1 to 3, characterized in that it further comprises an annular center plate, which is arranged between the upper spring seat and the swaying side annular member, and is integral with the swaying side annular member so as to slide freely rotatably around the axis of the swaying side annular member relative to the upper spring seat, and has a friction coefficient lower than that of the vehicle body side annular member or the swaying side annular member.

7. A strut-type suspension comprising a strut that absorbs shocks and vibrations transmitted from the ground to a vehicle body, and a lower arm that supports a hub carrier of a steering device incorporated in the vehicle body so as to be rotatable in a steering direction and regulates an inclination angle of the hub carrier with respect to the ground, the strut-type suspension being attached to the vehicle body, 4. A strut-type suspension characterized in that the strut comprises: a coil spring that absorbs shocks and vibrations transmitted from the ground to the vehicle body; a shock absorber whose lower end is connected to an upper part of a hub carrier of the steering device and that damps vibrations of the coil spring; a lower spring seat that is fixed to the shock absorber and abuts against the lower end of the coil spring; and the thrust aligning bearing according to any one of claims 1 to 3.

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