Thrust aligning bearing and strut-type suspension provided with same

Abstract

To provide a thrust aligning bearing for reducing the steering force in steering operation by a steering device incorporated in a strut-type suspension, and to provide a strut-type suspension provided with the same. A thrust aligning bearing 100 is provided with: a vehicle body-side annular member 110 on a vehicle body side; and a swing-side annular member 120, which swingably supports this vehicle body-side annular member 110 in a state of being overlapped from below. 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 with a spherical center O1 as a center. 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 axis KA.

Description

Thrust aligning bearing and strut suspension equipped with same

[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 superimposed on the vehicle body side annular member and is capable of swinging freely relative to the vehicle body side annular member, and to a strut-type suspension that comprises the same.

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

[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 tilt angle of the hub carrier relative to the ground (see, for example, Patent Document 1).

[0004] The 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 that is fixed to the shock absorber and abuts against 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 and supports the coil spring (i.e., the shock absorber) so that it can rotate freely, and an upper support that is fixed to the vehicle body.

[0005] The shock absorber has a piston rod whose lower end (the side farther from the vehicle body) is connected to the top of the hub carrier of the steering device and whose tip 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 the bearing upper support and has a piston rod inserted therethrough. The rotation axis of the bearing is coaxial with the central axis of the shock absorber's piston rod (hereinafter referred to as the "rod axis"). In other words, in the strut of a strut-type suspension, the bearing is rotatable around the rod axis.

[0008] The lower arm of the strut suspension described above is connected to the lower part of the hub carrier of the steering device via a ball joint.

[0009] In such strut suspensions, the line connecting the center of the ball joint at the end of the lower arm and the attachment point between the strut's piston rod and the vehicle's upper mount 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). Because the lower arm is supported by 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 the vehicle is traveling. Therefore, the length of the kingpin axis and the angle of the kingpin axis extending from the attachment point with the vehicle's upper mount are not constant while the vehicle is traveling. In other words, the kingpin axis is able to swing freely around a certain swing center line.

[0010] Japanese Patent Application Laid-Open No. 2007-154938 (see, in particular, FIG. 2)

[0011] In a vehicle employing 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 rotation axis of the bearing and the kingpin axis are aligned when the vehicle is stationary, the strut expands and contracts depending on the condition of the road surface (ground) while the vehicle is traveling, changing the angle of the kingpin axis, which can cause the kingpin axis and the rotation axis of the bearing to no longer be aligned.

[0012] When the kingpin axis and the bearing rotation axis do not coincide, rotating the hub carrier relative to the lower arm through steering operation of the steering device applies unnecessary offset load to the bearing, generating frictional resistance.In other words, with conventional strut suspensions, when steering, in addition to the steering force that is actually required, resistance to the frictional resistance generated in the bearing can occur depending on the road surface condition.

[0013] Therefore, the present invention is intended to solve the problems of 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 required for steering operations using a steering device incorporated in a strut suspension, and a strut suspension equipped with the same.

[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 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, wherein the strut has 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 abutting against 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 that is extendable toward the body and has a tip fixed to the upper mount and is inserted into the coil spring, the vehicle body side annular member having the piston rod of the strut inserted therein, the swinging side annular member being pressed toward 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 facing surface of the vehicle body side annular member that faces the swinging side facing surface of the swinging side annular member being formed spherically about a spherical center, the swinging side facing surface of the swinging side annular member being formed spherically so as to engage with the spherical vehicle body side facing surface of the vehicle body side annular member, and the spherical center of the vehicle body side facing surface of the vehicle body side annular member being positioned on a kingpin axis that 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 providing, in addition to the configuration of the thrust aligning bearing 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, that coincides with the swing center line of the kingpin shaft, and the swing range of the oscillating side annular member is equal to or greater than the swing range of the kingpin shaft.

[0016] The invention of claim 3 further solves the above-mentioned problem by, in addition to the configuration of the thrust aligning bearing described in claim 1, having the spherical center of the vehicle body-facing surface of the vehicle body-side annular member coincide 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 problem by, in addition to the configuration of the thrust aligning bearing described in any one of claims 1 to 3, placing an annular center plate between the vehicle body side annular member and the oscillating side annular member, the annular 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 relative to the vehicle body side annular member.

[0018] The invention of claim 5 further solves the above-mentioned problems by including, in addition to the configuration of the thrust aligning bearing described in any one of claims 1 to 3, an annular upper spring seat that abuts the upper end of the coil spring, and an annular center plate that is arranged between the upper spring seat and the oscillating side annular member, is integrated 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 has a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member.

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

[0020] The invention of claim 7 is a strut-type suspension attached to the vehicle body, 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 relative 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 damps 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 according to any one of claims 1 to 3, thereby solving the above-mentioned problem.

[0021] According to the thrust aligning bearing of the invention of claim 1, the center of the sphere on the vehicle body-facing surface of the vehicle body-side annular member is positioned on the kingpin axis that connects the fastening point between the piston rod of the strut and the upper mount and the center of the ball joint provided at the tip of the lower arm.As a result, when the angle of the kingpin axis changes due to road surface conditions during travel, 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 that is caused by road surface conditions, and makes it possible to reduce the steering force required when steering using the steering device.

[0022] According to the thrust aligning bearing of the invention of claim 2, in addition to the effects achieved by the thrust aligning bearing of the invention of 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 greater 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 condition of the road surface while traveling, so that not only can the oscillating side annular member reliably follow the oscillation of the kingpin shaft, but also, when the angle changes and the oscillating side annular member oscillates relative to the car body side annular member, the oscillation range of the oscillating side annular member relative to the car body side annular member is minimized, so that the space occupied by the thrust aligning bearing in the vehicle can be minimized.

[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-facing surface of the vehicle body-side annular member coincides with the fastening point between the piston rod of the strut and the upper mount, so that fluctuations in the angle of the kingpin axis due to road surface conditions while driving and fluctuations in the angle of the rotation axis of the thrust aligning bearing substantially coincide. This further reduces the frictional resistance in the thrust aligning bearing due to road surface conditions, and makes it possible to further reduce the steering force required when steering using the steering device.

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

[0025] According to the thrust aligning bearing of the invention of claim 5, in addition to the effects achieved by the thrust aligning bearing of the invention of any one of claims 1 to 3, it is provided with an annular center plate that is arranged between the upper spring seat and the oscillating side annular member and is integral with the upper spring seat, sliding freely rotatably around the axis of the upper spring seat relative to the oscillating side annular member, and has a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member.As a result, when the oscillating side annular member and the upper spring seat 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 seat 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 oscillation 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 of claim 6, in addition to the effects achieved by the thrust aligning bearing of the invention of any one of claims 1 to 3, there is provided an annular center plate which is arranged between the upper spring seat and the oscillating side annular member and is integral with the oscillating side annular member, sliding freely rotatably around the axis of the oscillating side annular member relative to the upper spring seat, and which has a lower friction coefficient than the vehicle body side annular member or the oscillating side annular member.As a result, when the oscillating side annular member and the upper spring seat 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 seat 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 oscillation 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 of claim 7, in addition to the effects achieved by the strut suspension of the invention of 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 top of the hub carrier of the steering device and that damps the vibration 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.As a result, when the angle of the kingpin axis changes depending on the condition of the road surface during travel, the oscillating-side annular member oscillates relative to the vehicle-body-side annular member, and the inclination of the rotation axis of the thrust aligning bearing follows the change in angle of the kingpin axis, thereby reducing the frictional resistance in the thrust aligning bearing caused by the condition of the road surface and making it possible to reduce the steering force required when steering using the steering device.

[0028] FIG. 1B 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. FIG. 1C is an enlarged view of a main portion of FIG. 1A. FIG. 1D is an exploded perspective view of the thrust aligning bearing shown in FIG. 1E. FIG. 1F is an exploded perspective view of a thrust aligning bearing according to a second embodiment of the present invention. FIG. 1G 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. 1H is a cross-sectional view of the oscillating-side annular member shown in FIG. 3. FIG. 1I is a cross-sectional view of the center plate shown in FIG. 3. FIG. 1J is a cross-sectional view of the upper spring seat shown in FIG. 3. FIG. 1J is a bottom view of the oscillating-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. 1I is an exploded perspective view of a thrust aligning bearing that is a modified example of the second embodiment of the present invention shown in FIG.

[0029] The present invention is a thrust aligning bearing comprising a strut of a strut-type suspension attached to a vehicle body, the strut comprising 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 the steering direction and regulates the inclination angle of the hub carrier relative to the ground, the strut comprising 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 comprising 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 top of the hub carrier of the steering device and attenuates the vibration of the coil spring, a lower spring seat fixed to the shock absorber and abutting against the underside of the coil spring, and an upper mount fixed to the vehicle body, the shock absorber being extendable and retractable towards the vehicle body side, with its 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 the load from the upper end of the coil spring into which the strut piston rod is inserted, the vehicle body-side facing surface of the vehicle body-side annular member that faces the swinging-side facing surface of the swinging-side annular member is formed spherically around a spherical center, the swinging-side facing surface of the swinging-side annular member is formed spherically so as to engage with the spherical vehicle body-side facing surface of the vehicle body-side annular member, and the spherical center of the vehicle body-side facing surface of the vehicle body-side annular member is located on a kingpin axis that connects the fastening point between the strut piston rod and the upper mount and the center of a ball joint provided at the tip of the lower arm, and any specific embodiment is acceptable as long as the strut piston rod is incorporated into a strut-type suspension and reduces the steering force during steering operation by a steering device.

[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 swing side annular member, a resin center plate with low frictional resistance or a rolling element may be placed between the vehicle body side annular member and the swing side annular member.

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

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

[0034] 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. The 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 the hub carrier STc can rotate freely in the steering direction and that regulates the tilt angle of the hub carrier STc with respect to the ground.

[0035] <1.1. Strut> The strut 11 includes 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 top of the hub carrier STc of the steering device and that damps the vibrations of the coil spring 11a, a lower spring seat 11c that is fixed to the shock absorber 11b and comes into contact with the lower end of the coil spring 11a, an upper mount 11d that is fixed to the vehicle body CB, and a thrust aligning bearing 100 that is provided between the upper mount 11d and the coil spring 11a.

[0036] 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 upper end of the coil spring 11a contacts the upper spring seat SS, and the lower end of the coil spring 11a contacts 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 Fig. 1A and 1B, the shock absorber 11b incorporates a piston rod 11b1 that is retractable toward the vehicle body CB, has its tip fixed to the upper mount 11d, and is inserted into the coil spring 11a.

[0038] 1A and 1B , the upper mount 11d has a bracket 11d1 attached to the vehicle body CB, a cover member 11d2 fixed to the bracket 11d1 and on which the thrust aligning bearing 100 is attached, an annular member 11d3 disposed within the space defined by the bracket 11d1 and the cover member 11d2 and through which the piston rod 11b1 is inserted, and an elastic body 11d4 disposed within the space defined by the bracket 11d1 and the cover member 11d2 and connecting the bracket 11d1 and the annular member 11d3. 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 a nut N onto the tip of the piston rod 11b1 to fasten the nut N to the piston rod 11b1. When shock absorber 11b is fixed to upper mount 11d, as shown in Fig. 1A, the washer W comes into contact with annular member 11d3 of upper mount 11d due to the nut N being threadedly engaged with piston rod 11b1. The point of contact between washer W and annular member 11d3 on the central axis RA of piston rod 11b1 when washer W comes into contact with annular member 11d3 of upper mount 11d due to the nut N being threadedly engaged with piston rod 11b1 is defined as "fastening point P1 between piston rod 11b1 and upper mount 11d."

[0039] 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. Note that a hub STh is attached to the hub carrier STc of the steering device, and the hub STh is journaled so as to be rotatable in the vehicle traveling direction and to which a wheel T is fixed.

[0040] In the strut suspension 10 of this embodiment, a kingpin axis KA connects a fastening 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. This kingpin axis KA serves as the center of rotation during steering (i.e., the central axis when the wheel T is steered).

[0041] 2. Detailed Structure of the Thrust Aligning Bearing Next, the structure of the thrust aligning bearing 100 will be described in detail with reference to Figures 1B and 2. Figure 2 is an exploded perspective view of the thrust aligning bearing shown in Figure 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 into which the piston rod 11b1 is inserted, a swinging side annular member 120 which is placed on top of the vehicle body side annular member 110 from below and supports it so that it can swing freely, and an annular center plate 130 which is arranged between the vehicle body side annular member 110 and the swinging side annular member 120.

[0043] 2, the vehicle-body-side annular member 110 has a recess 111 on the inside that engages with a protrusion 11d2a formed on the cover member 11d2 of the upper mount 11d. The engagement between the protrusion 11d2a of the upper mount 11d and the recess 111 of the vehicle-body-side annular member 110 suppresses rotation of the vehicle-body-side annular member 110 relative to the upper mount 11d.

[0044] The vehicle-body-side annular member 110 has a spherical outer peripheral surface 112. As shown in FIG. 1B, the spherical center O1 of the vehicle-body-side annular member 110 coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d. In other words, the spherical center O1 of the vehicle-body-side annular member 110 is located on the kingpin axis KA.

[0045] <2.2. Oscillating-Side Annular Member> As shown in FIG. 2, the oscillating-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] The swing-side opposing surface 123, which is the inner peripheral surface of the swing-side annular member 120 and faces the vehicle-body-side opposing surface 112 of the vehicle-body-side annular member 110, is formed spherically 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 swing-side opposing surface 123 also coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d. The spherical center O2 of the swing-side opposing surface 123 is also located on the central axis CA of the swing-side annular member 120.

[0047] Because the swing-side annular member 120 is swingable relative to the vehicle-body annular member 110, the central axis CA of the swing-side annular member 120 is swingable within a swing range α around a swing center line CAc, which is the swing center of the swing-side annular member 120 relative to the vehicle-body annular member 110. The swing center line CAc of the swing-side annular member 120 coincides with the swing center line KAc of the kingpin axis KA, as shown in FIG. 1B . Furthermore, 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 . Note that, in a 1G state, in which the vehicle is stationary on 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, this flange 131 is able to engage with the engagement groove 122 of the swing-side annular member 120. Therefore, by engaging with the swing-side annular member 120, the center plate 130 becomes one with the swing-side annular member 120 and slides rotatably around the central axis CA of the swing-side annular member 120 relative to the vehicle-body-side annular member 110.

[0050] Furthermore, an inner surface 132 of the center plate 130 facing the vehicle-body-side opposing surface 112 of the vehicle-body-side annular member 110 is curved to engage with the vehicle-body-side opposing surface 112 of the vehicle-body-side annular member 110. Similarly, an outer surface 133 of the center plate 130 facing the swing-side opposing surface 123 of the swing-side annular member 120 is curved to engage with the swing-side opposing surface 123 of the swing-side annular member 120. In other words, 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 the Thrust Aligning Bearing Next, the behavior of the thrust aligning bearing 100 will be described with reference to FIG. 1B.

[0052] 3.1 Rotation of the Thrust Aligning Bearing First, when the driver operates the steering wheel, the hub carrier STc of the steering device rotates about 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 the shock absorber 11b causes the coil spring 11a, which abuts against the lower spring seat 11c fixed to the shock absorber 11b, to twist. This torsion of the coil spring 11a causes the upper spring seat SS abutting against the coil spring 11a and the oscillating-side annular member 120 (and center plate 130) of the thrust aligning bearing 100 abutting against the upper spring seat SS, to rotate about the central axis CA relative to the vehicle-body-side annular member 110.

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

[0054] When the coil spring 11a contracts, the kingpin axis KA swings around 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 around the fastening point P1 in a direction approaching the ground G (hereinafter referred to as the "X- direction"). Following this swing of the kingpin axis KA (i.e., expansion and contraction of the coil spring 11a), the swing-side annular member 120 swings relative to the vehicle-body-side annular member 110 around a swing center line CAc of the swing-side annular member 120 via the coil spring 11a.

[0055] 4. Effects According to the strut suspension 10 and thrust aligning bearing 100 of the present embodiment described above, the spherical center O1 of the vehicle-body-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 of the strut 11 and the upper mount 11d 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 G) while traveling, the oscillating-side annular member 120 oscillates relative to the vehicle-body-side annular member 110, causing the tilt of the rotation axis of the thrust aligning bearing 100 (central axis CA of the oscillating-side annular member 120) to follow the change in angle of the kingpin axis KA. This reduces the frictional resistance in the thrust aligning bearing 100 that is caused by the condition of the ground G, and makes it possible to reduce the steering force required when steering using the steering device.

[0056] Furthermore, the swing center line CAc, which is the center of swing of the oscillating 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 oscillating side annular member 120 is approximately equal to the swing range β of the kingpin axis KA. As a result, the oscillating side annular member 120 will not fall off the vehicle body side annular member 110 when the kingpin axis KA swings due to the condition of the ground G. This not only enables the oscillating side annular member 120 to reliably follow the swing of the kingpin axis KA, but also minimizes the swing range α of the oscillating side annular member 120, thereby minimizing 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, fluctuations in the angle of the kingpin axis KA due to the condition of the ground G and fluctuations in the angle of the rotation axis of the thrust aligning bearing 100 approximately coincide. This further reduces the frictional resistance in the thrust aligning bearing 100 due to the condition of the ground G, and enables further reduction in the steering force required for steering operations using the steering device.

[0058] In addition, a ring-shaped center plate 130, which is integral with the oscillating side ring member 120 and is freely oscillating relative to the vehicle body side ring member 110, and which slides freely rotatably around the center axis CA of the oscillating side ring member 120 relative to the vehicle body side ring member 110, is arranged between the vehicle body side ring member 110 and the oscillating side ring member 120.This reduces the frictional resistance between the vehicle body side ring member 110 and the oscillating side ring member 120 compared to when the center plate 130 is not provided, so the oscillating side ring member 120 can be rotated smoothly relative to the vehicle body side ring member 110.

[0059] Next, a thrust aligning bearing 200 according to a second embodiment of the present invention and a strut suspension 10 equipped with the same will be described with reference to Figures 3 to 5C. Figure 3 is an exploded perspective view of the thrust aligning bearing according to the second embodiment of the present invention, Figure 4 is an enlarged cross-sectional view of essential parts of a vehicle equipped with a strut suspension having the thrust aligning bearing according to the second embodiment of the present invention, Figure 5A is a cross-sectional view of the swing-side annular member shown in Figure 3, Figure 5B is a cross-sectional view of the center plate shown in Figure 3, and Figure 5C is a cross-sectional view of the upper spring seat shown in Figure 3. Like the thrust aligning bearing 100 of the first embodiment, the thrust aligning bearing 200 of the second embodiment is incorporated into the strut suspension 10 of the first embodiment, and therefore a description of the strut suspension 10 will be omitted.

[0060] 3 and 4 , the thrust aligning bearing 200 includes a vehicle-body-side annular member 210 on the vehicle body CB side, which is fixed to the upper mount 11 d and into which the piston rod 11 b 1 is inserted, a swing-side annular member 220 which is placed on top of the vehicle-body-side annular member 210 and is swingable 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 11 a, and an annular center plate 240 which is arranged between the swing-side annular member 220 and the upper spring seat 230.

[0061] 3, the vehicle-body-side annular member 210 has a recess 211 on the inside that engages with a protrusion 11d2a (see FIG. 4) formed on the cover member 11d2 of the upper mount 11d. The engagement between the protrusion 11d2a of the upper mount 11d and the recess 211 of the vehicle-body-side annular member 210 suppresses rotation of the vehicle-body-side annular member 210 relative to the upper mount 11d.

[0062] The vehicle-body-side facing surface 212, which is the outer peripheral surface of the vehicle-body-side annular member 210, is formed in a spherical shape. As in the first embodiment, the spherical center O1 of this vehicle-body-side facing surface 212 also coincides with the fastening point P1 between the piston rod 11b1 and the upper mount 11d, as shown in Figure 4. In other words, the spherical center O1 of the vehicle-body-side facing surface 212 is located on the kingpin axis KA.

[0063] 1.2. Oscillating-Side Annular Member The oscillating-side opposing surface 221, which is the inner peripheral 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 spherically 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 oscillating-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 oscillating-side annular member 220 coincides with the kingpin axis KA. Furthermore, the spherical center O2 of the oscillating-side opposing surface 221 is located on the central axis CA of the oscillating-side annular member 220.

[0064] Because the swing-side annular member 220 is swingable relative to the vehicle-body annular member 210, the central axis CA of the swing-side annular member 220 is swingable within a swing range α around a swing center line CAc, which is the swing center of the swing-side annular member 220 relative to the vehicle-body annular member 210. The swing center line CAc of the swing-side annular member 220 coincides with the swing center line KAc of the kingpin axis KA, as shown in FIG. 4 . Furthermore, the swing range α of the central axis CA of the swing-side annular member 220 is approximately equal to the swing range β of the kingpin axis KA, as shown in FIG. 4 . Note that in a 1G state, in which the vehicle is stationary on 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 swinging side annular member 220 has a cylindrical outer circumferential surface 222 extending vertically and an annular horizontal surface 223 extending horizontally in the radial direction from the upper end of this cylindrical outer circumferential surface 222.

[0067] 3, the upper spring seat 230 has a plurality of arc-shaped walls 231 standing upright on its upper surface, with arc-shaped engagement grooves 232 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 vertically 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 abuts against the upper surface of the coil spring 11a at the outer circumferential surface 233a of the cylindrical vertical wall portion 233 and the lower surface 234a of the annular flange portion 234.

[0068] 5B , the annular center plate 240 has a vertical wall portion 241 extending vertically 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 swing-side annular member 220. Furthermore, the lower surface 242a of the flange portion 242 abuts against the upper surface 234b of the annular flange portion 234 of the upper spring seat 230, and the upper surface 242b of the flange portion 242 abuts against the annular horizontal surface 223 of the swing-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 Figure 2, this tongue piece 242c is capable of engaging with the engaging groove 232 of the upper spring seat 230. Therefore, by engaging with the upper spring seat 230, the center plate 240 becomes one with the upper spring seat 230 and is capable of rotating freely around the central axis CA of the swing-side annular member 220 relative to the swing-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 the Thrust Aligning Bearing Next, the behavior of the thrust aligning bearing 200 will be described with reference to FIG.

[0072] <2.1. Rotation of the Thrust Aligning Bearing> When the driver operates the steering wheel and the hub carrier STc of the steering device rotates about the kingpin axis KA, 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 the strut 11, i.e., the rotation of the shock absorber 11b, twists the coil spring 11a, which abuts against the lower spring seat 11c fixed to the shock absorber 11b. This torsion of the coil spring 11a causes the upper spring seat 230 and center plate 240, which abut against the coil spring 11a, to rotate relative to the swing-side annular member 220.

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

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

[0075] <2.3. Summary> From the above, the thrust aligning bearing 200 of this embodiment responds to the torsion of the coil spring 11 a that accompanies the rotation of the shock absorber 11 b by the rotation of 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 the sliding of 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-facing 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 11 b1 of the strut 11 and the upper mount 11 d and the center P2 of the ball joint 12 a 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 G) during travel, the oscillating-side annular member 220 oscillates relative to the vehicle-body-side annular member 210, causing the tilt 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) to follow the change in the angle of the kingpin axis KA. This reduces the frictional resistance in the thrust aligning bearing 200 that is caused by the condition of the ground G, and makes it possible to reduce the steering force required when steering using the steering device.

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

[0078] Furthermore, because 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, fluctuations in the angle of the kingpin axis KA due to the condition of the ground G and fluctuations in the angle of the rotation axis of the thrust aligning bearing 200 approximately coincide. This further reduces the frictional resistance in the thrust aligning bearing 200 due to the condition of the ground G, and enables further reduction in the steering force required for steering operation by the steering device.

[0079] Furthermore, the center plate 240 is disposed between the upper spring seats 230 and the swing-side annular member 220, and is integral with the upper spring seats 230, sliding and rotatable about the axis of the upper spring seats 230 relative to the swing-side annular member 220. The center plate 240 has a lower friction coefficient than the vehicle body side annular member 210 or the swing-side annular member 220. When the swing-side annular member 220 and the upper spring seats 230 swing and rotate relative to the vehicle body side annular member 210, Furthermore, 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, so that the main movement of the oscillating side annular member 220 relative to the vehicle body side annular member 210 is due to the oscillation 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, thereby further reducing the steering force required for steering operation by the steering device.

[0080] <Modifications> 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 center axis CA of the swing-side annular member is approximately equal to the swing range β of the kingpin axis KA. However, even if the swing range α of the center 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 the vehicle body-side annular member when the kingpin axis KA swings due to the condition of the road surface while traveling, and the swing-side annular member can reliably follow the swing of the kingpin axis KA, just as in the case where the swing range α of the center axis CA of the swing-side annular member is approximately equal to the swing range β of the kingpin axis KA.

[0082] For example, in the first embodiment, the rocking-side annular member 120 is formed with a concave engagement groove 122 and the center plate 130 is formed with a convex flange 131, but it is also possible to provide a convex flange on the rocking-side annular member 120 and a concave engagement groove on the center plate 130. Similarly, in the second embodiment, the upper spring seat 230 is formed with a concave engagement groove 232 and the center plate 240 is formed with a convex tongue 242c, but it is also possible to provide a convex tongue on the upper spring seat 230 and a concave engagement groove on the center plate 240.

[0083] For example, in the second embodiment, the upper spring seats 230 and the center plate 240 are integrated by engaging the tongues 242c of the center plate 240 with the engagement grooves 232 of the upper spring seats 230. However, the following modification may be made. That is, in this modification of the second embodiment, instead of providing the engagement grooves 232 in the upper spring seats 230 as in the second embodiment, as shown in Fig. 6, a plurality of arc-shaped walls 223aA protrude (hang down) from the annular horizontal surface 223A of the swing-side annular member 220A, and arc-shaped engagement grooves 223bA are formed between these arc-shaped walls 223aA. Then, as shown in Fig. 7, the tongues 242c of the center plate 240 engage with the engagement grooves 223bA of the swing-side annular member 220A to integrate the swing-side annular member 220A and the center plate 240, allowing the center plate 240 to slide rotatably relative to the upper spring seats 230 around the axis R of the swing-side annular member 220A.

[0084] In this way, the center plate 240 is disposed between the upper spring seat 230 and the swing-side annular member 220A, and is integral with the swing-side annular member 220A, sliding rotatably around the axis R of the swing-side annular member 220A relative to the upper spring seat 230. The center plate 240 has a lower friction coefficient than the vehicle body side annular member 210 or the swing-side annular member 220A. When the swing-side annular member 220A and the upper spring seat 230 swing 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 oscillation 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, thereby further reducing the steering force required for steering operation by the steering device.

[0085] DESCRIPTION OF SYMBOLS 10 Strut type suspension 11 Strut 11a Coil spring 11b Shock absorber 11b1 Piston rod 11c Lower spring seat 11d Upper mount 11d1 Bracket 11d2 Cover member 11d2a Convex portion 11d3 Annular member 11d4 Elastic body 12 Lower arm 12a Ball joint 100, 200 Thrust aligning bearing 110 Vehicle body side annular member 111 Recessed portion 112 Vehicle body side opposing surface 120 Swing side annular member 121 Arc-shaped wall 122 Engagement groove 123 Swing side opposing surface 130 Center plate 131 Flange 132

[0033] Inner surface 133... Outer surface 210... Vehicle body side annular member 211... Recess 212... Vehicle body side opposing surface 220, 220A... Oscillating side annular member 221, 221A... Oscillating side opposing surface 222, 222A... Cylindrical outer peripheral surface 223, 223A... Annular horizontal surface 223aA... Arc-shaped wall 223bA... Engagement groove 230... Upper spring seat 231... Arc-shaped wall 232... Engagement groove 233... Cylindrical vertical wall portion 233a... Outer peripheral surface 233b... Inner peripheral surface 234... Annular flange portion 234a... Lower surface 234b... Upper surface 240... Center plate 241... Vertical wall portion 241a... Outer surface241b ... Inner peripheral surface 242 ... Flange portion 242a ... Lower surface 242b ... Upper surface 242c ... Tongue CB ... Vehicle 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 ... Oscillation center line of kingpin axis CA ... Central axis of oscillating side annular member CAc ... Oscillation center line of oscillating side annular member P ... Rotation axis of fixed side annular member Q ... Rotation axis of vehicle body side annular member R ... Axis center of oscillating side annular member α ... Oscillation range of the central axis of the oscillating side annular member β: Swing range of kingpin shaft P1: Fastening point P2: Center of ball joint O1: Center of sphere of annular member on vehicle body side O2: Center of sphere of annular member on swing side

Claims

1. A thrust aligning bearing comprising a strut of a strut-type suspension attached to a vehicle body, the strut 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 as to be rotatable in the steering direction and regulates the inclination angle of the hub carrier relative to the ground, the strut comprising a vehicle body side annular member on the vehicle body side and a swinging side annular member that swingably supports the vehicle body side annular member while overlapping it from below, 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 damps the vibration of the coil spring, a lower spring seat fixed to the shock absorber and abutting the lower end of the coil spring, and an upper mount fixed to the vehicle body, the shock absorber incorporates a piston rod that is extendable toward the vehicle body side and has a tip fixed to the upper mount, and is inserted into the coil spring, a piston rod of the strut 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 an 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 opposing the swinging side opposing surface of the swinging side annular member is formed into a spherical shape centered on a spherical center, the swinging side opposing surface of the swinging side annular member is formed into 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 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 thrust aligning bearing as described in claim 1, characterized in that the oscillation center line that is the center of oscillation of the oscillating side annular member relative to the vehicle 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 greater than the oscillation range of the kingpin shaft.

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

4. A thrust aligning bearing as described in any one of claims 1 to 3, characterized in that an annular 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 disposed between the vehicle body side annular member and the oscillating side annular member.

5. A thrust aligning bearing as claimed in any one of claims 1 to 3, characterized in that it comprises: an annular upper spring seat abutting the upper end of the coil spring; and an annular center plate, 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, and has a friction coefficient lower than that of the vehicle body side annular member or the oscillating side annular member.

6. A thrust aligning bearing as claimed in any one of claims 1 to 3, characterized in that it comprises: an annular upper spring seat abutting the upper end of the coil spring; and an annular center plate, which is arranged between the upper spring seat and the oscillating side annular member and is integral 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 and has a lower friction coefficient than either the vehicle body side annular member or the oscillating side annular member.

7. A strut-type suspension equipped with a strut for absorbing shocks and vibrations transmitted from the ground to the vehicle body and a lower arm for supporting a hub carrier of a steering device incorporated in the vehicle body so as to be rotatable in the steering direction and regulating the inclination angle of the hub carrier with respect to the ground and attached to the vehicle body, wherein the strut is equipped with a coil spring for absorbing 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 the vibration 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 a thrust aligning bearing as defined in any one of claims 1 to 3.

Images