JPS62110506A - Rear suspension device for vehicle - Google Patents

Abstract

PURPOSE:To reduce a toe variation in rear wheels as well as to improve a feeling of driving comfortableness, by dividing a trailing arm into two parts at the body side and wheel side, connecting them rotatably, while connecting an outer end part to this connected part, and installing a control arm therein. CONSTITUTION:A trailing arm 6 supporting rear wheels 1 is divided into two parts, at an arm 8 at the body side and an arm 9 at the wheel side, and the body side arm 18 is set up in the inner side in a body width direction to the wheel side arm 9. And, a cylindrical part is formed in a front end part of the wheel side arm 9, and a tip end part of the body side arm 8 is inserted into this cylindrical part, while a turning shaft 11 is pierced through between them. On the other hand, an outer end part of a control arm 20 is connected to this turning shaft 11 via a ball joint 21, while an inner end part of the said arm 20 is rotatably connected to a suspension cross-member 4 With this constitution, and the time of rocking in a wheel support part, a toe variation in the rear wheel 1 is reducible, thus a feeling of car driving comfortableness in improvable.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in the structure of a rear suspension device for a vehicle mounted on a vehicle such as an automobile.

(Prior Art) In general, as a rear suspension device for vehicles such as automobiles, the one shown in ATZ (1971) 7, pages 248 to 250 is known. A trailing arm is arranged along the width direction of the vehicle body and is connected to the front end side or the vehicle body side, and the rear end side is attached to the wheel side.A trailing arm is located along the approximate width direction of the vehicle body and the inner end side is attached to the vehicle body side. A pair of upper and lower lateral arms are provided, each of which is rotatably mounted at a rearward position than the other, and whose outer end is attached to the wheel side.The rear wheel is supported by these trailing arms and the pair of upper and lower lateral arms. When the vehicle body turns (cornering), an external force (lateral force) is applied to the outer rear wheel from the lateral direction, so this lateral force is absorbed by a pair of upper and lower wheels arranged approximately in the width direction of the vehicle. It is designed to be received by the lateral arm.

[Problems to be solved by the invention] Generally, in this type of device, the front end of the trailing arm is rotatably supported on the vehicle body side, and
The inner ends of each pair of upper and lower lateral arms are rotatably supported on the vehicle body side, so as the vehicle body moves up and down while the vehicle is running, the entire suspension system moves up and down, moving the vehicle body from its normal position in the vertical direction. When moving, the wheel support part that connects the vehicle body side connection part (first connection part) of the trailing arm and the vehicle body side connection part (second connection part) of each pair of upper and lower lateral arms is rotated. The wheel support part swings around the center line of motion, and as the wheel support part swings, one of the rear wheels
- There was a problem where changes occurred.

In this case, the length of each pair of upper and lower lateral arms is limited, for example, depending on the mounting space of the suspension device within the vehicle body, and it is difficult to set the length of each of these lateral arms to be long. Ta. Therefore, 1.
In the conventional structure described above, the swing center line of the wheel support connecting between the vehicle body side connecting portion of the trailing arm and the vehicle body side connecting portion of each pair of upper and lower lateral arms is connected to the longitudinal direction line of the vehicle body. Since the angle between the wheels is relatively small, the entire suspension system moves up and down as the car body moves up and down while the vehicle is running, and when the car body moves up and down from its normal position, the wheel support parts move around the center line of swing. There is a problem in that the toe change of the rear wheels due to the center rocking motion becomes relatively large, resulting in poor ride comfort of the vehicle.

This invention was made in view of the above-mentioned problems, and it is possible to reduce the toe change of the rear wheels when the wheel support section swings as the vehicle body moves up and down while the vehicle is running, thereby improving the ride comfort of the vehicle. It is an object of the present invention to provide a rear suspension device for a vehicle that can improve the performance of the vehicle.

[Means for solving problems]

That is, the present invention has a trailing arm whose front end is rotatably connected to the vehicle body and whose rear end is connected to the rear wheel, and whose outer end is pivotally connected to the rear of the trailing arm. It includes a pair of upper and lower lateral arms whose ends are pivotally connected to the vehicle body side, a first connecting portion between the trailing arm and the vehicle body side, and a first connecting portion between each of the pair of upper and lower lateral arms and the vehicle body side. In a rear suspension device for a vehicle in which a wheel support part is supported so as to be swingable about a swing center line of the wheel support part that connects a second connecting part, the vehicle body side arm has a trailing arm pivotally connected to the vehicle body side. and a wheel-side arm connected to the rear wheel side, and the vehicle body-side arm is placed on the inside in the vehicle width direction with respect to the wheel-side arm, and the axis between the vehicle body-side arm and the wheel-side arm is They are connected so as to be rotatable about a rotation axis that is arranged in a substantially vertical direction, and the outer end is connected to a portion near the connection between the vehicle body side arm and the wheel side arm, and the inner end The control arm is connected to the vehicle body and prevents the toe change of the rear wheels due to the vertical movement of the vehicle body.

[Function] Vehicle body side arm of trailing arm, vehicle IQ side 7-
The lateral arm and the lateral arm form a four-section link, and the toe-in effect is obtained by the link motion of this link against rearward forces such as braking force of the vehicle body. By locating the lateral arm on the front side of the vehicle body rather than the connection between these lateral arms and the 1-railing arm side, when a lateral force is applied to the rear wheel on the outer wheel side during a turning operation of the vehicle body, this lateral force is reduced. The momentary center of the suspension arm, which is formed by the intersection of the center line of the vehicle body side arm of the trailing arm that receives the support, and the center line of the lateral arm, is set to the rear side of the axle, and when the vehicle body turns, the momentary center of the suspension arm is set to the rear side of the axle. By obtaining a toe-in effect on the outer rear wheel when a lateral force is applied from the outside, and a toe-out effect on the inner rear wheel when a lateral force is applied to the inner rear wheel from the inside, In addition, the control arm prevents toe changes in the rear wheels that occur when the wheel support swings about the center line of swing of the wheel support when the vehicle body moves in the vertical direction. This is how it was done.

〔Example〕

A first embodiment of the present invention will be described below with reference to FIGS. 1 to 5. Figures 1 and 2 schematically show the main parts of a rear suspension system for a vehicle such as an automobile, where l is a rear tire, 2 is a propeller shaft on the vehicle body side, 3 is a body frame, and 4 is a This is a suspension cross member. This suspension cross member ″4
The suspension cross member 4 is arranged along the vehicle width direction, and is installed between a pair of body frames 3 and 3 arranged on the left and right sides of the vehicle body. The suspension cross member 4 is bent toward the rear of the vehicle body. In this case, the suspension cross member 4 is attached to the body frame 3 via a cross member bush 5 formed of an elastic body.

Further, 6 is a trailing arm that supports the rear wheel, 7a,
? b is a pair of upper and lower lateral arms (upper link 7a
and lower link 7b). The trailing arm 6 is divided into an additional link (body side arm) 8 pivotally connected to the vehicle body side and a trailing link (wheel side arm) 9 connected to the rear wheel side. In this case, the additional link 8 is arranged on the inside in the vehicle width direction with respect to the trailing link 9. Furthermore, as shown in FIG. 3, a cylindrical portion 10 is formed at the front end of the trailing link 9, and the distal end side of the rod-shaped additional link 8 is inserted into this cylindrical portion lo. The base end side of this additional link 8 is elastically pivotally connected to the suspension cross member 4 via a bush formed of an elastic body. In addition, the tip side of these additional links 8 and the cylindrical part 1 of the trailing link 9
0, a rotation shaft 11 is attached in a penetrating manner.

The rotation shaft 11 is arranged with its axial center facing substantially vertical, and the rotation axis 11 is provided between the tip end side of the additional link 8 and the cylindrical portion 10 of the trailing link 9. movably connected. Further, a bush 1 formed of an elastic body is provided between the circle r1 portion 10 of the trailing link 9 and the tip end side of the additional link 8.
2 or more have been interposed. A pair of notches 12a and 12b are formed on both sides of the bushing 12, and as the bushing 12 deforms, the relative distance between the trailing link 9 and the additional link 8 about the rotation axis 11 changes. Rotational movement is possible. Furthermore, a substantially cylindrical axle housing 1 is provided at the rear end of the trailing link 9.
3 and a hub carrier 14 fitted to the outer circumferential surface of the axle housing 13 are each physically fixed by means such as welding. An upper support part 15 for pivotally supporting the upper link 7a of the lateral arm is formed in the upper part of the hub carrier 14, and a lower support part 16 for pivotally supporting the lower link 7b of the lateral arm is formed in the lower part of the hub carrier 14. has been done.

Further, the outer end of the upper link 7a of the lateral arm is pivotally connected to the upper support part 15 of the hub carrier 14 via a ball joint 17, and the inner end is connected to the curved part of the suspension cross member 4 on the vehicle body side. It is elastically pivoted to a portion near the rear protrusion 4a at the tip via a bush formed of an elastic body. Also, the lower link 7b of the lateral arm is also the upper link 7.
Almost the same as a, the outer end is the lower support Yjj of the hub carrier 14.
It is pivotally connected to the section 16 via a ball joint 18, and the inner end has a bush formed of an elastic material in the vicinity of the rear protrusion 4a at the tip of the curved part of the suspension cross member 4 on the vehicle body side. It is elastically pivoted through the In this case, the connection between the upper link 7a and lower link 7b of the lateral arm and the suspension cross member 4 on the vehicle body side is lower than the connection between the upper link 7a and lower link 7b of the lateral arm and the trailing link 9 side. It is located at the front of the vehicle. These additional links 8 of the trailing arm 6. The trailing link 9 and the lateral arm (upper link 7a and lower link 7b) constitute a four-section link as shown in FIG. 1 connection part and upper and lower upper links 7
The wheel support part is supported so as to be swingable about a swing center line of the wheel support part that connects the second connection part between the lower link a and the lower link 7b and the vehicle body side. Further, the connecting portion between the upper link 7a of the lateral arm and the trailing link 9 side is located closer to the front of the vehicle body than the connecting portion between the lower link 7b of the lateral arm and the trailing link 9 side, and is located in the vehicle width direction. placed inside. Further, a shock absorber bracket is formed at the rear end of the trailing link 9, and the lower end of the strut type shock absorber 19 is connected to this shock absorber bracket.

On the other hand, additional link 8 and trailing link 9
The outer end of a control arm 20 is connected via a ball joint 21 to a rotation shaft 11 that rotatably connects the two. The inner end of this control arm 20 is rotatably connected to the suspension cross member 4.

Further, a differential device bias 22 is attached to the rearward protruding portion 4a at the tip of the curved portion of the suspension cross member 4. The rear end portion of the differential device 22 is supported by a differential support member 23 installed between the left and right body frames 3 in a suspended state. Furthermore, this differential support member 23 is elastically connected to the body frame 3 side via a differential support member bushing 24 formed of an elastic body. In addition, 25
is a drive shaft, and 26 is a wheel spindle for the rear wheel.

Therefore, in the above configuration, the additional link 8 of the trailing arm 6. As shown in FIG. 4, the trailing link 9 and the lateral arm (upper link 7a and lower link 7b) connect the additional link 8 of the trailing arm 6 and the trailing link 9. A four-section link is constructed that changes the toe of the rear wheel by moving the position of the spindle 26 of the rear wheel in accordance with the relative rotation between the trailing link 9 and the additional link 8. When a rearward force acts on the vehicle body, such as during braking, this rearward force causes the rotation shaft 11 to shift between the trailing link 9 and the additional link 8.
It is possible to make a rotational movement about 3 pairs around the center, and to change the toe of the rear wheel by deforming the link from the normal position to the toe-in position in accordance with this rotational movement.

In addition, the connecting portion between the upper link 7a and lower link 7b of the lateral arm and the suspension cross member 4 on the vehicle body side is positioned closer to the vehicle body than the connecting portion between the upper link 7a and lower link 7b of the lateral arm and the trailing link 9 side. Since it is located on the front side, it is formed by the intersection of the center line of the additional link 8 of the trailing arm 6 and the center line of the lateral arm (the center line between the center line of the upper link 7a and the center line of the lower link 7b). The instantaneous center of the suspension arm can be set to the rear of the axle. Therefore, for example, when a lateral force is applied from the outside to the rear wheel on the outer side during a turning operation of the vehicle body, the lateral horn causes a relative movement between the trailing link 9 and the additional link 8 about the rotation axis 11. This rotational movement deforms the link to create a toe-in effect on the outer rear wheel, and a toe-in effect on the inner rear wheel when a lateral force is applied from the inside to the inner rear wheel. Since a toe-out effect can be provided, it is possible to reliably cause the vehicle to have an understeer tendency when the vehicle body turns. Therefore, it is possible to improve the turning performance and safety of the vehicle when the vehicle body turns.

Furthermore, the connecting portion between the upper link 7a of the lateral arm and the trailing link 9 side is arranged closer to the front of the vehicle body than the connecting portion between the lower link 7b of the lateral arm and the trailing link 9 side, and on the inside in the vehicle width direction. Therefore, the virtual kingpin axis that supports the wheel (the line connecting the connection between the upper link 7a of the lateral arm and the trailing link 9 side and the connection between the lower link 7b of the lateral arm and the trailing link 9 side) It can be held in a state where the axis (directed along the axis) is tilted forward. Therefore, when a forward force is acting on the vehicle body, such as during normal driving, an inward turning moment can be generated around this virtual kingpin axis, and a toe-in effect can be given to the rear wheels.

In addition, the connecting portion between the upper link 7a and lower link 7b of the lateral arm and the suspension cross member 4 on the vehicle body side is positioned closer to the vehicle body than the connecting portion between the upper link 7a and lower link 7b of the lateral arm and the trailing link 9 side. Since the upper link 7a and the lower link 7b of the lateral arm are arranged on the front side and diagonally to the vehicle width direction, the entire rear suspension device can be made smaller than when these are arranged in the vehicle width direction. be able to.

Furthermore, the proximal end side of the additional link 8 of the trailing arm 6 is elastically pivotally connected to the suspension cross member 4 via a bush formed of an elastic body, and the upper link 7a and lower link 7b of the lateral arm are The inner end of the suspension cross member 4 is elastically pivoted to a portion of the suspension cross member 4 in the vicinity of the rear protrusion 4a at the tip of the curved portion through a bush formed of an elastic material, so that the suspension cross member 4 is attached to the body frame 3 side. A rear suspension device can be attached to this suspension cross member 4 before installation.

Therefore, it is possible to improve the workability of the vehicle body assembly work. In addition, since the central portion of the suspension cross member 4 is curved toward the rear of the vehicle body, workability is improved when the differential device 18 is mounted on the rear protrusion 4a at the tip of the curved portion of the suspension cross member 4. It is also possible to aim for

Further, the outer end of the control arm 20 is connected via a ball joint 21 to a rotation shaft 11 that rotatably connects the additional link 8 and the trailing link 9, and the inner end of the control arm 20 is Since the end portion is rotatably connected to the suspension cross member 4, as the vehicle body moves up and down while the vehicle is running, the entire suspension system moves down -L, and the vehicle body moves up and down from its normal position, and the trailing arm 6 and the vehicle body side connecting portions (second connecting portions) of each pair of upper and lower lateral arms (upper link 7a and lower link 7b). When the wheel support portion swings about the swing center line, relative rotational movement between the additional link 8 and the trailing link 9 can be suppressed by the mount roll arm 20. Therefore, as shown by the solid line characteristic curve A in FIG. 5, it is possible to prevent the toe change of the rear wheels due to the movement of the vehicle body in the vertical direction. In other words, when the control arm 20 is not installed (conventional example), the entire suspension system moves up and down as the vehicle body moves up and down while the vehicle is running, as shown by the virtual characteristic curve B in FIG. or when moving vertically from the normal position, the vehicle body side connecting portion (first connecting portion) of the trailing arm 6 and the vehicle body side connecting portion (first connecting portion) of each pair of upper and lower lateral arms (upper link 7a and lower link 7b). The wheel support swings around the center line of swing of the wheel support that connects the wheel support (connection part 2), and the toe change of the rear wheel occurs as the wheel support swings. When the control arm 20 is installed, the entire suspension system moves up and down as the vehicle body moves up and down while the vehicle is running, and the vehicle body moves up and down from its normal position, as shown by the solid line characteristic curve A in FIG. It is possible to reduce the toe change of the rear wheels of the vehicle, and it is possible to improve the ride comfort of the vehicle.

Further, FIGS. 6 to 8 show a second embodiment of the present invention. In this embodiment, the control arm 20 in the first embodiment is connected to an actuator 31 for rear wheel steering mounted on the vehicle body. In this case, the actuator 31 for rear wheel steering is a piston 33a of a hydraulic power cylinder 32a, 32b as shown in FIG.
, 33b, and are disposed on the left and right rear wheels 1, 1, respectively. Furthermore, the left chambers 34 a, 34 of the left and right power cylinders 32 a, 32 b
b are communicated via a connecting pipe 35, and
Right chambers 36a, 3 of left and right power cylinders 32a, 32b
6b are communicated via a connecting pipe 37.

On the other hand, Figure 8 shows the actuator 31.31 for rear wheel steering.
38 is a front tire, 39 is a steering device equipped with a power steering system, and 40 is a steering wheel. This steering wheel 40 is connected to a control valve 43 of a power cylinder 42 via a shaft 41. This control valve 43 includes a power steering pump 44. Reservoir tank 45. A left chamber 46 and a right chamber 47 of the power cylinder 42 are connected to each other.

Further, both ends of a piston rod 49 of a piston 48 that partitions a left chamber 46 and a right chamber 47 of the power cylinder 42 are connected to knuckle arms 51a and 51b that support the front wheels via tie rods 50a and 50b.

Further, the power cylinder 42 has a communication pipe 52a.

It is connected to the hydraulic switching valve 53 via 52b. In this case, the hydraulic switching valve 53 is housed in a valve body 54 and within the valve body 54 so as to be movable in the axial direction.
Biasing springs 55a are provided at both left and right ends.

It is formed by a spool 56 with 55b.

On the left side of the valve body 54, a valve left chamber 57a1 is provided.
A valve right chamber 57b is provided on the right side.
The valve left chamber 57a of the hydraulic switching valve 53 and the left chamber 46 of the power cylinder 42 are connected via a communication pipe 52a, and the valve right chamber 57b of the hydraulic switching valve 53 and the right chamber of the power cylinder 42 are connected. Between 47 and 47.

They are connected via a communication pipe 52b. Furthermore, a pair of small diameter portions are formed in the central portion of the spool 56.
A first valve chamber 58a and a second valve chamber 58b are respectively formed inside the valve body 54 by these small diameter portions. A first boat 59a is provided in the first valve chamber 58a.

A second port 59b and a third port 59c are provided respectively, and a fourth port 59c is provided in the second valve chamber 58b.
Port 59d1 5th boat 59e and 6th boat 59
f is provided respectively. In addition, the first port 59a
The fifth port 59e is connected to the reservoir tank 45, and the second boat 59b and the fourth port 59d are connected to a pump 60 for steering the rear wheels.

This pump 60 is formed by a vehicle speed proportional pump that discharges hydraulic oil at a flow rate corresponding to the vehicle speed, and in the case of a low speed state below the tonne speed or a predetermined set speed, this pump 60 is held in a stopped state, and the vehicle speed It is designed to be driven when the speed exceeds a predetermined set speed. Further, the third port 59c is connected to the connecting pipe 37, and the sixth port 59f is connected to the connecting pipe 35.

Therefore, in the above configuration, when the vehicle is traveling straight, the steering wheel 40 is held in a neutral state, so that the front wheels are held in a straight state with almost no inclination, as shown by the solid line in FIG. There is. In this state, the pistons 33a and 33b of the actuator 31 for rear wheel steering are held at neutral positions within the power cylinders 32a and 32b, and the rear wheels are in a straight-ahead state with almost no inclination, as shown by the solid line in FIG. is held in Therefore, in this case, the first
Similarly to the embodiment described above, when a rearward force is applied to the vehicle body, such as during a braking operation, this rearward force causes the trailing link 9 and the additional link 8 to move relative to each other about the rotation axis 11. This rotational movement causes the link to be deformed from the normal position to the toe-in position, thereby changing the toe of the rear wheel. Furthermore, as the vehicle body moves up and down while the vehicle is running, the entire suspension device moves up and down, and the vehicle body moves vertically from its normal position, and connects the trailing arm 6 to the vehicle body side connecting portion (first connecting portion) and the upper and lower pair. When the wheel support part swings around the swing center line of the wheel support part that connects the vehicle body side connection part (second connection part) of each lateral arm (upper link 7a and lower link 7b), Since the rotational movement between the additional link 8 and the trailing link 9 can be suppressed by the control arm 20, it is possible to prevent the toe change of the rear wheel due to the downward movement of the vehicle body. I can do it.

In addition, when a vehicle running at a relatively high speed is turned to the left in FIG. 8, the steering wheel 40
The control valve 43 of the power cylinder 42 is
is driven, and the piston 48 in the power cylinder 42 moves to the right in FIG. Furthermore, this piston 48
As the piston rod moves, the knuckle arms 51a and 51b turn to the left via tie rods F50a and 50b connected to both ends of the piston rod 49, so that the front wheels are steered to the left as shown by the dotted line in FIG. It has become. Also,
As the piston 48 in the power cylinder 42 moves, a portion of the high-pressure hydraulic oil in the T chamber 46 of the power cylinder 42 enters the valve left chamber 57a of the hydraulic switching valve 53 via the communication pipe 52a as a pilot signal. Introduced as pressure. Therefore, the spool 56 in the hydraulic switching valve 53 moves to the left in FIG.
Since port a and the fourth port 59d are each closed,
The hydraulic oil discharged from the pump 60 for rear wheel steering is introduced into the first valve chamber 8a via the second boat 59b (7), and is further transferred from the first valve chamber 58a to the third port 5.
9c, the left and right power cylinders 32a via the connecting pipe 37
, 32b to the right of ¥36a and 36b, respectively. Therefore, since the pistons 33a and 33b in the left and right power cylinders 32a and 32b move to the left in FIG. 8, the rotation shaft 11 is moved to the left via the control arms 20 and 20, Additional link 8 centered around rotation axis 11
and the trailing link 9 rotate relative to each other, and as the trailing link 9 rotates, the rear wheel moves to the eighth position.
As shown by the dotted line in the figure, the vehicle is steered to the left to prevent oversteer of the vehicle. In this case, the left chambers 34a, 34 of the power cylinders 32a, 32b
The hydraulic oil in b is connected to the connecting pipe 35, the 6th bow 1-59 f
, the second valve chamber 58b1, and the fifth boat 59e in order to be returned into the reservoir tank 45.

Furthermore, when a vehicle running at a relatively high speed is turned to the right in FIG. 8, the rear wheels are steered in the same direction as the front wheels by substantially the same operation. In addition, when the running speed of the vehicle is relatively low, the rear wheel steering pump 6
0 is maintained in a stopped state, and when the vehicle speed exceeds a predetermined set speed, this pump 60 is driven and the rear wheels are steered.

Further, FIGS. 9 to 11 show a third embodiment of the present invention. In this system, an actuator 61 for steering the rear wheels is formed by a piston 62 of a hydraulic cylinder, and a piston rod 63 drives each of the left and right rear wheels.
, 64 are integrally connected. In this case, the inner ends of the piston rods 63 and 64 are attached to the piston 62, and the outer ends are connected to the inner ends of the left and right control arms 20 and 20 for rotation nJ. There is. Furthermore, the left and right control arms 20.
Each outer end of 20 is connected to the outer surface of the trailing link 9 near the rotation shaft 11 via a bracket 65.

Therefore, in this case, the actuator 61 that drives each of the left and right rear wheels is a piston 6 of a single hydraulic cylinder.
2, the cost can be reduced compared to the case where a pair of hydraulic cylinders is used.

Furthermore, when an external force is applied to the rear wheels from the road surface, when a pair of hydraulic cylinders is used, the left and right rear wheels may leak due to leakage of hydraulic oil in the left and right hydraulic cylinders, or compression of the hydraulic oil. Since the two do not operate independently (toe change), the stability of operation can be improved.

Note that the present invention is not limited to the above embodiments. For example, as in the fourth embodiment shown in FIGS. 12 and 13, the control arm 20 is connected to a cylindrical first arm 71 connected to the suspension cross member 4 on the vehicle body side, and The outer end of the second arm 72 is connected to the rotation shaft 11 between the additional link 8 and the trailing link 9. 1
The second arm 71 and the second arm 72 may be connected to each other so as to be rotatable about a rotation shaft 73 that is arranged substantially vertically. In this case, a bushing 74 made of an elastic material is inserted between the first arm 71 and the second arm 72, and inside the bushing 74 there are shown as shown in FIG. Notches 75a on both sides.

75b are formed respectively. Therefore, in this case, the notches 75a and 75b of the bushing 74 allow rotational movement between the additional link 8 and the trailing link 9 about the rotation axis 11, and the notches 75a and 75b of the bushing 74 The portions without portions 75a and 75b make it possible to suppress rotational movement between the additional link 8 and the trailing link 9 about the rotational axis 11 when the entire suspension device moves up and down. .

Further, as in the fifth embodiment shown in FIG. A bushing 82 formed of an elastic material is inserted between the rotary shaft 11 and the rotating shaft 11, and notches 83a and 83b are provided in the front and rear parts of the bushing 82, respectively, so that the J tip of the bushing 82 is inserted. A configuration may be adopted in which rotational movement between the additional link 8 and the trailing link 9 about the rotational axis 11 is allowed by 83a and 83b.

Furthermore, it goes without saying that various other modifications can be made without departing from the gist of the invention.

[Effect of the invention] According to this invention, the trailing arm can be pivoted toward the vehicle body.
The vehicle body side arm is divided into a vehicle body side arm connected to the rear wheel side, and a middle wheel side arm connected to the rear wheel side. The outer end is attached to a portion near the connection between the vehicle body side arm and the wheel side arm. A control arm is provided which is connected to the vehicle body and whose inner end is connected to the vehicle body to prevent the toe change of the rear wheels due to the vertical movement of the vehicle body. It is possible to reduce the toe change of the rear wheels during the I3 dynamic operation, and it is possible to improve the ride comfort of the vehicle.

[Brief explanation of drawings]

1 to 5 show a first embodiment of the present invention, in which FIG. 1 is a plan view showing a schematic configuration of main parts of a rear suspension device for a vehicle, FIG. 2 is a perspective view of the same, and FIG. Figure 3 is a vertical cross-sectional view of the main part showing the connection between the vehicle body side arm and the wheel side arm of the trailing arm, Figure 4 is a perspective view showing the connection of the link, and Figure 5 is the tow of the rear wheel. Characteristic diagrams showing change characteristics, FIGS. 6 to 8, show a second embodiment of the present invention. FIG. The figure is the same perspective view, No. 8
The figure is a schematic configuration diagram showing a hydraulic circuit that drives an actuator for rear wheel steering, Figures 9 to 1I show a third embodiment of the present invention, and Figure 9 is a rear suspension system for a vehicle. FIG. 10 is a perspective view of the same, FIG. 11 is a schematic configuration diagram showing a hydraulic circuit for driving an actuator for rear wheel steering, FIG. 12 and FIG.
3 shows a fourth embodiment of the present invention, FIG. 12 is a schematic diagram of the main part, and FIG. 13 is a diagram showing the xm-xm diagram of FIG.
A line sectional view and FIG. 14 are schematic configuration diagrams of main parts showing a fifth embodiment of the present invention. 6... Trailing arm, 7a... Upper link (lateral arm), 7b... Lower link (lateral arm), 8... Additional link (body side arm), 9... Trailing link ( wheel side arm)
, 11... Rotation axis, 20... Control arm. Applicant's representative Patent attorney Takehiko Suzue] 2nd mouth Figure 11 Figure 12 Factors Figure 13 Figure 14

Claims (3)

[Claims] (1) A trailing arm whose front end is rotatably pivoted to the vehicle body and whose rear end is connected to the rear wheel, and whose outer end is pivoted to the rear of the trailing arm and whose inner end is provided with a pair of upper and lower lateral arms pivotally connected to the vehicle body side, a first connecting portion between the trailing arm and the vehicle body side, and a second connecting portion between each of the pair of upper and lower lateral arms and the vehicle body side.
In a rear suspension device for a vehicle in which a wheel support part is supported so as to be swingable about a swing center line of the wheel support part that connects a connecting part of and a wheel-side arm connected to the rear wheel side, the vehicle body-side arm is arranged on the inside in the vehicle width direction with respect to the wheel-side arm, and a space between the vehicle body-side arm and the wheel-side arm is arranged. They are connected to be rotatable about a rotation shaft whose axial center direction is substantially vertical, and whose outer end portions are connected to a portion near the connection portion between the vehicle body side arm and the wheel side arm. 1. A rear suspension device for a vehicle, comprising a control arm whose inner end is connected to the vehicle body to prevent a change in toe of a rear wheel due to vertical movement of the vehicle body. (2) The rear suspension device for a vehicle as set forth in claim (1), wherein the control arm is connected to an actuator for rear wheel steering mounted on the vehicle body. (3) The actuator for rear wheel steering is formed by a piston of a hydraulic cylinder, and the piston rods that respectively drive the left and right rear wheels are integrally connected. A rear suspension device for a vehicle as described in (2).