JP3097373B2 - Vehicle suspension - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension for a vehicle such as an automobile, and more particularly to a suspension incorporating a rotary damper.

[0002]

2. Description of the Related Art A rotary damper generally has a housing and a shaft fitted to each other so as to be relatively rotatable about an axis of rotation, and is configured to generate a damping force by the relative rotation of the housing and the shaft. As one of the suspensions of vehicles such as automobiles, the rotary damper is mounted so that the rotation axis of the rotary damper coincides with the pivot axis of the suspension arm as described in Japanese Patent Application Laid-Open No. 2-283511. It is built into the pivot on the body side of the arm,
2. Description of the Related Art A suspension configured to rotate a housing relative to a shaft by pivoting a suspension arm is conventionally known.

According to such a suspension, when the suspension arm pivots around its pivot axis due to the bounding and rebounding of the wheels, the rotary damper is rotated by rotating the housing relative to the shaft around the rotation axis. Since a damping force is generated, compared with a case where the cylinder-piston type shock absorber is disposed between the vehicle body and the suspension arm in a state extending substantially vertically, the vehicle body and the suspension arm Can be reduced and the vehicle interior space can be increased.

[0004]

However, in the suspension in which the rotary damper is incorporated as described above, the relative rotation angle of the rotary damper housing and the shaft is the same as the pivot angle of the suspension arm, and the wheel bouncing. However, the pivot angle of the suspension arm associated with the rebound is not so large, and accordingly the movement flow rate of the hydraulic oil inside the damper is small, so that the damping force cannot be generated with good response, and In order to generate a sufficient damping force with a good response at the relative rotation angle, there is a problem that the rotary damper must be enlarged.

Since the damping force generated by the rotary damper largely depends on the length of the suspension arm that drives the housing to rotate relative to the shaft, a unique rotary damper is set for each suspension having a different length of the suspension arm. Therefore, there is a problem that a rotary damper having a certain damping force characteristic cannot be used in various suspensions.

Further, when an input is applied to the wheels from the road surface in the front-rear direction or the left-right direction during acceleration or deceleration or turning of the vehicle, the force is transmitted to the housing of the rotary damper via the suspension arm, and Gives a torsion effect on the shaft, the rotary damper must have a sturdy structure to withstand such external force, and because the housing and the shaft do not rotate smoothly relative to each other. There is a problem that the damping force is easily disturbed.

The present invention has been made in view of the above-described problems in a conventional suspension incorporating a rotary damper, and a small-sized rotary damper can generate a sufficient damping force with good responsiveness. It is an object of the present invention to provide an improved suspension which can be used commonly in such a suspension and in which the housing and the shaft do not exert an excessive prying action on each other.

[0008]

SUMMARY OF THE INVENTION According to the present invention, there is provided, in accordance with the present invention, a suspension arm which is pivotally supported at one end by a vehicle body about a pivot axis and which supports a wheel carrier at the other end. A housing and a shaft fitted to each other so as to be relatively rotatable about a rotation axis extending in a direction transverse to the direction in which the suspension arm extends, and configured to generate a damping force by the relative rotation of the housing and the shaft. A rotary damper, a support device for supporting the rotary damper from the vehicle body so as to be rotatable about the rotation axis and relatively non-displaceable in a direction transverse to the rotation axis, and substantially supporting the rotary damper on both sides of the rotary damper. First and second links spaced apart in the direction in which the suspension arm extends, the first link being spaced at one end from the axis of rotation. Pivotally attached to the housing at a separated position and pivotally attached to the suspension arm at the other end at a location other than the one end, the second link being spaced at one end from the axis of rotation. A vehicle suspension characterized by being pivotally attached to the shaft at the designated position and pivotally attached to the suspension arm at the other end at a position other than the one end.

[0009]

According to the above-described structure, the rotary damper is supported by the vehicle body by the supporting device so as to be rotatable around its rotation axis and relatively non-displaceable in a direction transverse to the rotation axis. The links are spaced apart on both sides of the rotary damper substantially in the direction of extension of the suspension arm, and the first link is pivotally attached to the housing at one end at a position spaced from the axis of rotation and the other end is linked to the other end. The second link is pivotally attached to the suspension arm at a position other than one end thereof, and the second link is pivotally attached to the shaft at a position separated from the rotation axis at one end and to the suspension arm at the other end. It is pivoted at a part other than one end.

Therefore, when the suspension arm pivots and moves up and down relative to the vehicle body as the wheels bounce and rebound, the first and second links pivotally attached to the suspension arm move up and down together with the suspension arm. Since the rotary damper supported from the vehicle body by the supporting device does not move up and down, the housing and the shaft of the rotary damper are rotated in opposite directions around the rotation axis by the first and second links, respectively. Generates damping force.

In this case, the distance between the rotation axis and one end of the first link may be smaller than the distance between the pivot axis of the suspension arm and the other end of the first link, and the distance between the rotation axis and the second link may be smaller. The distance between one end of the link may also be smaller than the distance between the pivot axis of the suspension arm and the other end of the second link, so that the rotation angle of the housing about the rotation axis is the pivot angle of the suspension arm. And the rotation angle of the shaft about the rotation axis is also larger than the pivot angle of the suspension arm, so that the rotary damper is pivotally mounted on the vehicle body side of the suspension arm so that its rotation axis and the suspension arm pivot axis coincide. A housing and a shaft configured to be rotated relative to the other by pivoting of a suspension arm. The ratio of the relative rotation angle of the housing and the shaft to the pivot angle of the suspension arm is much greater than that of the suspension arm, which enables a small rotary damper to generate sufficient damping force with good responsiveness. It is.

The length of the first and second links, the relative position of one end of the first and second links with respect to the axis of rotation, and the distance between the pivot axis of the suspension arm and the other ends of the first and second links. It is possible to relatively freely set and change the ratio of the relative rotational angular velocity of the housing and the shaft to the rotational angular velocity of the suspension arm associated with wheel bounce and rebound by appropriately setting and changing the distance and the like. This makes it possible to arbitrarily set and change the damping force characteristic of the rotary damper, so that a rotary damper having a certain damping force characteristic can be used in various suspensions.

Further, the rotary damper is supported by the vehicle body so as to be rotatable about its rotation axis and relatively non-displaceable in a direction transverse to the rotation axis, and the housing and the shaft are respectively provided with first and second links. Since it is pivotally attached to the suspension arm via the, input is given to the wheels from the road surface in the vehicle front-rear direction or left-right direction,
Even if the force is transmitted to the suspension arm, the relative displacement of the suspension arm with respect to the vehicle body in the front-rear direction or in the left-right direction is absorbed by the first and second links and their pivots, so that the housing and the shaft are not attached to each other. No excessive prying works on.

[0014]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of an embodiment of the present invention.

FIG. 1 is a perspective view showing one embodiment of a vehicle suspension according to the present invention configured as a four-link type rear suspension. FIG. 2 is a side view of the embodiment shown in FIG. 1, and FIGS. 4 is an enlarged front view and an enlarged side view showing the support structure of the rotary damper shown in FIGS. 1 and 2, respectively.

In these figures, reference numeral 10 denotes an axle housing as a wheel carrier for rotatably supporting the wheel 12, and reference numerals 14 and 16 respectively denote an upper control link and an upper control link extending substantially in the longitudinal direction of the vehicle. Shows the lower control link. The upper control link 14 is pivotally supported at the front end by a joint 18 to the vehicle body 20 and is pivotally attached to the axle housing 10 at the rear end. On the other hand, the lower control link 16 has a pivot 22A extending in the vehicle lateral direction by a joint 22 at the front end.
Is pivotally supported by the vehicle body 20 and pivotally attached to the axle housing 10 at the rear end. 1 and 2
, 24, 25 and 26 are stabilizers, respectively.
3 shows a suspension spring and a lateral rod.

Above the lower control link 16, a rotary damper 30 extending along a rotation axis 28 extending in the vehicle lateral direction is arranged. Rotary damper 30
Since the structure itself does not form the gist of the present invention, a detailed description thereof will be omitted, but the rotary damper extends along the rotation axis 28 as described in, for example, JP-A-56-28008. And a housing 34 which is rotatably fitted to the shaft 32 about the rotation axis 28 such that the housing and the shaft rotate relative to each other to generate a damping force. Has become.

As shown in detail in FIGS. 3 and 4,
A bracket 36 is fixed to the vehicle body 20 by welding, and a bracket 38 is fixed to the bracket 36 so as to face the bracket 36 by a plurality of bolts 38A. Rotary damper 3
0 shaft 32 is connected to the bracket 3 via the bush 40.
6 and 38 rotatably mounted about the axis of rotation 28. A spacer 42 is interposed between the disc portion of the bush 40 and the end surface of the housing 34. Thus, brackets 36 and 38, bush 40, spacer 4
The rotary damper 30 is rotatable about a rotation axis 28 and relatively displaceable in a direction transverse to the rotation axis.
A supporting device 44 for further supporting is constituted.

The housing 34 of the rotary damper 30 is provided integrally with an arm 46 which projects substantially horizontally toward the front of the vehicle perpendicularly to the rotation axis 28. An upper end of a front link 50 as a first link is pivotally connected to a tip of the arm 46 by a ball joint 48.
The link 50 extends substantially vertically. The lower end of the link 50 carries a joint 52 including a rubber bush therein and having an axis extending in the lateral direction of the vehicle. The joint 52 is pivotally mounted on a bracket 54 fixed to the upper surface of the lower control link 16.

On the other hand, the ends of the arms of the yoke 56 are fixedly connected to both ends of the shaft 32 by bolts 58 so as not to rotate relative to each other. The root of the yoke 56 is fixed to the front end of the pivot arm 60 by welding. . Pivot arm 6
Numeral 0 extends substantially horizontally toward the rear of the vehicle perpendicularly to the rotation axis 28, and the upper end of a rear link 64 as a second link is pivotally attached to the rear end of the rear link 64 by a ball joint 62. I have. The link 64 also extends substantially vertically, and the lower end of the link 64 has a rubber bush therein and a joint 66 having an axis extending in the lateral direction of the vehicle.
And the joint 66 is the lower control link 1
6 is pivotally mounted on a bracket 68 fixed to the upper surface.

In the illustrated embodiment, the distance (Rh) between the axis of rotation 28 and the center of the ball joint 48 is determined by the axis 22A of the lower control link 16 and the joint 5A.
It is set smaller than the distance (Lh) between the two axes. Although the distance (Rs) between the rotation axis 28 and the center of the ball joint 62 is slightly larger than the distance (Rh) between the rotation axis 28 and the center of the ball joint 48, the pivot axis of the lower control link 16 is It is set smaller than the distance (Ls) between 22A and the axis of the joint 66.

As shown in FIG. 5, in the embodiment shown, the wheels bounce to cause the lower control link 16 to rotate around its pivot 22A in the neutral position shown in solid lines in FIG. When pivoting upward by the angle θab to the position indicated by the dashed line, the front link 50 is displaced upward, whereby the housing 34 of the rotary damper 30 is moved by the arm 46 around the rotation axis 28 in a clockwise direction as shown in FIG. It is rotated by the angle θhb in the rotation direction. Also, the rear link 64 is displaced upward, so that the shaft 32 is moved to
Is rotated counterclockwise by an angle θsb. Therefore, the shaft and the housing of the rotary damper have a total angle θtb (= θhb) in opposite directions around the axis of rotation relative to each other.
+ Θsb), whereby the rotary damper generates a damping force on the compression side (bound direction of the wheel).

Conversely, when the wheel rebounds, lower control link 16 is angled downward about its pivot axis 22A from the neutral position shown by the solid line in FIG. 5 to the position shown by the imaginary line in FIG. When pivoted, the front link 5
0 is displaced downward, whereby the housing 34 of the rotary damper 30 is rotated by the arm 46 about the rotation axis 28 counterclockwise as viewed in FIG. Further, the rear link 64 is also displaced downward, so that the shaft 3
2 is rotated clockwise about the rotation axis 28 by an angle θsr. Therefore, the shaft and the housing of the rotary damper are rotated by an entire angle θtr (= θhr + θsr) in opposite directions about the rotation axis with respect to each other, whereby the rotary damper generates a damping force on the extension side (rebound direction of the wheel). .

In these cases, links 50 and 64
Are approximately Lh · θab and Ls · θ, respectively.
ab, the rotation angles θhb and θsb of the housing 34 and the shaft 32 are approximately (Lh / Rh) · θab, respectively.
(Ls / Rs) .theta.ab. Links 50 and 64
Are approximately Lh · θar and Ls · θ, respectively.
ar, the rotation angles θhr and θsr of the housing 34 and the shaft 32 are approximately (Lh / Rh) · θar, respectively.
(Ls / Rs) .theta.ar. As described above, (Lh / Rh
)> 1, and (Ls / Rs)> 1, both the housing rotation angle θhb and the shaft rotation angle θsb are larger than the pivot angle θab of the lower control link 16, and the housing rotation angle θhr and the shaft Each of the rotation angles θsr is larger than the pivot angle θar of the lower control link.

Thus, according to the illustrated embodiment, the rotary damper 3 in the case where the wheel bounces and rebounds is used.
0 relative rotation angle θ of the housing 34 and the shaft 32
tb and θtr are such that the rotary damper is incorporated into the lower control link on the vehicle body side so that the rotation axis thereof coincides with the pivot axis of the lower control link, and the shaft is moved relative to the housing by pivoting the lower control link. The rotation angle is much larger than the relative rotation angle (θab, θar) when the rotary damper is rotated, and therefore a sufficient damping force can be generated with good responsiveness without increasing the size of the rotary damper.

According to the illustrated embodiment, the rotary damper 30 has its shaft 32 rotatably supported around the rotation axis 28 by the support device 44, so that the rotary damper 30 can be rotated about the rotation axis from the vehicle body 20. The housing 34 and the shaft 32 are connected to the lower control link 16 by a front link 50 and a rear link 64 each having a pivot portion at both ends. Therefore, when the vehicle is accelerating or decelerating or turning, an input is given to the wheels from the road surface in the vehicle front-rear direction or the left-right direction, and the lower control link 16 is displaced in the vehicle front-rear direction or the left-right direction relative to the vehicle body. However, since the relative displacement of the lower control link with respect to the vehicle body is absorbed by the pivot portions at both ends of the links 50 and 64 and the elastic deformation of these links, the shaft 32 and the housing 34 excessively pry against each other. Does not affect.

Also according to the illustrated embodiment, the lengths of the links 50 and 64, their relative positions with respect to the axis of rotation 28, the distance between the pivot 22A of the lower control link 16 and the lower ends of the links 50 and 64. The ratio of the relative rotation angle of the housing 34 and the shaft 32 to the pivot angle of the lower control link 16 due to wheel bounce and rebound can be set and changed relatively freely by appropriately setting and changing the like. Thus, the damping force characteristic of the rotary damper can be arbitrarily set and changed.

FIG. 6, for example, shows the operation of the embodiment when the lengths of links 50 and 64 are set longer than in FIG. 5 and link 64 is set slightly longer than link 50. It is a skeleton diagram similar to.

In this embodiment, the rotation angle θhb of the housing 34 and the rotation angle θsb of the shaft 32 due to the upward pivoting of the lower control link 16 are larger than those in FIG. The rotation angle θhr of the housing and the rotation angle θsr of the shaft associated with the downward pivoting are smaller than those in FIG. As a result, the relative rotation angle θtb of the housing and the shaft of the rotary damper when the wheel bounces is larger than in the case of FIG. 5, but the relative rotation angle θtr of the housing and the shaft when the wheel rebounds is larger than that of FIG. Therefore, as shown by the broken line in FIG. 7, the damping force on the contraction side for the same pivot angular velocity of the lower control link is the damping force in the case of FIG. 5 (in FIG. 7). (Shown by the solid line), but the damping force on the extension side becomes lower than the damping force in the case of FIG. 5 (also shown by the solid line in FIG. 7).

As can be seen from a comparison between FIGS. 6 and 5, if the lengths of the links 50 and 64 are set to be longer than those in FIG. The damping force on the extension side is lower than in the case of FIG. 5, and the damping force on the extension side is higher than in the case of FIG.

FIG. 8 shows the operation of the embodiment in the case where the lengths of the links 50 and 64 are set smaller than those in FIG. 5, and the length of the link 64 is set slightly longer than the link 50. FIG. 6 is a skeleton diagram similar to FIG.

In this embodiment, the rotation angle θhb of the housing 34 due to the upward pivoting of the lower control link 16 is slightly larger than that in FIG. 5, but the rotation angle θb of the shaft 32 is The rotation angle θhr of the housing and the rotation angle θsr of the shaft accompanying the downward pivoting of the lower control link are slightly smaller than those in FIG.
Are larger than those in FIG. As a result, the relative rotation angle θtb of the housing and the shaft of the rotary damper when the wheel bounces is slightly smaller than that of FIG. 5, but the relative rotation angle θtr of the housing and the shaft when the wheel rebounds is shown in FIG. Therefore, as shown by the phantom line in FIG. 9, the damping force on the contraction side for the same pivot angular velocity of the lower control link is the damping force in the case of FIG. 9 (shown by a solid line), but the extension-side damping force is lower than that of FIG. 5 (also shown by a solid line in FIG. 9). Will also be higher.

As can be seen from a comparison between FIG. 8 and FIGS. 5 and 6, the length of the link 50 is set to an intermediate value between the case of FIG. 5 and the case of FIG. If it is set slightly longer than in the case of (1), the damping force on the compression side becomes higher than in the case of FIG. 5, and the damping force on the extension side becomes slightly lower than that in FIG.

Although not shown in FIG.
Increasing or decreasing the distance between 8 and the centers of ball joints 48 and 62 will reduce and increase the generated damping force, respectively. Similarly, if the distance between the pivot axis of the lower control link 16 and the joints 52 and 66 is increased or decreased, the generated damping force is also increased or decreased.

FIG. 10 is an enlarged partial side view showing a rotary damper supporting structure according to the second embodiment, which is constructed so that the lengths of the links 50 and 64 can be adjusted as described above. In FIG. 10, the same portions as those shown in FIGS. 1 to 4 are denoted by the same reference numerals as those in these drawings.

In this embodiment, links 50 and 64
Have a turnbuckle 70 known per se on their way. The turnback 70 has a connecting pipe 72 and a pair of detent devices 74 disposed at both ends thereof. The length of the links 50 and 64 is adjusted by loosening the detent device 74 and rotating the connecting pipe 72. I am getting it.

Thus, according to the second embodiment shown in FIG. 10, by adjusting the turnbuckle 70, the length of the links 50 and 64 can be set relatively freely without having to remove or replace them. Therefore, the damping force characteristics of the rotary damper can be set and changed more easily than in the embodiment shown in FIGS.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to these embodiments, and various other embodiments may be made within the scope of the present invention. The possibilities will be clear to the skilled person.

For example, in the illustrated embodiment, the rotary damper 30 has its shaft 32 rotatably supported about the rotation axis 28 by the support device 44 so that it can be rotated about the rotation axis from the vehicle body 20. Although the housing 34 is supported so as not to be relatively displaceable in a direction crossing the rotation axis, the housing 34 may be supported by the support device 44 so as to be rotatable around the rotation axis 28 and relatively non-displaceable in a direction crossing the rotation axis.

Also, in the illustrated embodiment, the housing 34
The upper end of the front link 50 is pivotally connected to an arm 46 provided integrally with the shaft 46, and the pivot arm 60 is connected to the shaft 32.
The upper end of the rear link 64 is pivotally connected to the
A rotary damper is arranged so that the extending directions of 6 and 60 are reversed in the vehicle front-rear direction, the upper end of the front link 50 is pivotally attached to the pivot arm 60, and the upper end of the rear link 64 is pivotally attached to the arm 46. Is also good.

In the illustrated embodiment, the distance Rh between the rotation axis 28 of the rotary damper 30 and the center of the ball joint 48 at the upper end of the front link 50 and the ball joint 62 at the upper end of the rotation axis 28 and the rear link 64 are also shown. Is constant, but the ball joint 48
46 and link 60 for receiving bolt portions of
A plurality of holes may be formed along the longitudinal direction of the arm, or may be formed in a long hole extending along the longitudinal direction so that the distances Rh and Rs can be adjusted.

In the second embodiment shown in FIG.
The mechanism for adjusting the lengths of 0 and 64 is a turnbuckle, but the length adjustment mechanism is not limited to the turnbuckle and may be any length adjustment mechanism.

Further, while the embodiment shown is a four-link rear suspension, the suspension of the present invention is not limited to this type, and the present invention provides for a pivotable one end about a pivot axis. The present invention can be applied to any type of suspension as long as it has a suspension arm supported by the vehicle body and supporting the wheel carrier at the other end.

[0044]

As is apparent from the above description, according to the present invention, the distance between the rotation axis of the rotary damper and one end of the first link is different from that of the suspension arm between the pivot axis and the first link. May be smaller than the distance between the edges,
The distance between the rotation axis and one end of the second link may also be smaller than the distance between the pivot axis of the suspension arm and the other end of the second link, so that the rotation angle of the housing about the rotation axis is The suspension arm is larger than the suspension arm pivot angle, and the rotation angle of the shaft around the rotation axis is also greater than the suspension arm pivot angle, so that the rotary damper matches its rotation axis with the suspension arm pivot axis. As compared with the case of a suspension that is incorporated in a pivot portion on the vehicle body side and one of the housing and the shaft is rotated relative to the other by pivoting of the suspension arm,
The ratio of the relative rotation angle of the housing and the shaft to the pivot angle of the suspension arm is much larger, so that a small rotary damper can generate sufficient damping force with good responsiveness.

According to the invention, the lengths of the first and second links, the relative positions of one ends of the first and second links with respect to the rotation axis, the pivot axis of the suspension arm and the first and second links are also provided. The ratio between the relative angular velocity of the housing and the shaft relative to the angular velocity of the suspension arm caused by wheel bounce and rebound can be set and changed relatively freely by appropriately setting and changing the distance to the other end of the housing. This makes it possible to arbitrarily set and change the damping force characteristic of the rotary damper, so that a rotary damper having a certain damping force characteristic can be shared by various suspensions.

Further, according to the present invention, the rotary damper is supported by the supporting device so as to be rotatable about its rotation axis and relatively non-displaceable in a direction transverse to the rotation axis, but the housing and the shaft are respectively formed by the first and second housings. Since the suspension arm is pivotally connected to the suspension arm via the first and second links, an input is applied to the wheels from the road surface in the front-rear direction or the left-right direction, and even if the force is transmitted to the suspension arm, the suspension arm for the vehicle body is The relative displacement of the vehicle in the front-rear or left-right direction is absorbed by the first and second links and their pivots, thereby preventing excessive twisting of the housing and shaft with respect to each other, It is possible to prevent the rotary damper from having an unduly rugged structure, To generate properly damping force by relatively smoothly rotated another to each other Yafuto thereby improving the durability of the rotary damper.

[Brief description of the drawings]

FIG. 1 is a perspective view showing one embodiment of a vehicle suspension according to the present invention configured as a four-link type rear suspension.

FIG. 2 is a side view of the embodiment shown in FIG.

FIG. 3 is an enlarged front view showing a rotary damper support structure in the embodiment shown in FIGS. 1 and 2;

FIG. 4 is an enlarged side view showing a rotary damper support structure in the embodiment shown in FIGS. 1 and 2;

FIG. 5 is a skeleton diagram showing the operation of the embodiment shown in FIGS. 1 to 4;

FIG. 6 is a skeleton diagram showing the operation of the first modification in which the lengths of the first and second links are changed.

7 is a graph showing the damping force characteristics of the rotary damper in the first modified example shown in FIG. 6 in comparison with the characteristics in the case of FIG.

FIG. 8 is a skeleton diagram showing the operation of the second modification in which the lengths of the first and second links are changed.

9 is a graph showing the damping force characteristics of the rotary damper in the second modified example shown in FIG. 8 in comparison with the characteristics in the case of FIG.

FIG. 10 is an enlarged side view showing a rotary damper support structure according to a second embodiment in which the first and second links are configured so that their lengths can be changed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Carrier 14 ... Upper control link 16 ... Lower control link 20 ... Body 30 ... Rotary damper 32 ... Shaft 34 ... Housing 50 ... Front link (first link) 64 ... Rear link (second link) 70 ... Turn buckle

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Mitsuhiro Tabata 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Inventor Tetsuya Aoki 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation ( 56) References JP-A-64-32986 (JP, A) JP-A-3-271015 (JP, A) JP-A-6-219134 (JP, A) JP-A-6-278439 (JP, A) ) Surveyed field (Int.Cl. ⁷ , DB name) B60G 13/06-13/10 F16F 9/12-9/14

Claims (1)

(57) [Claims] 1. A suspension arm which is supported at one end by a vehicle body so as to be pivotable about a pivot axis and which supports a wheel carrier at the other end, and a rotation axis extending in a direction transverse to a direction in which the suspension arm extends. A rotary damper having a housing and a shaft fitted to each other so as to be relatively rotatable around each other and configured to generate a damping force by the relative rotation of the housing and the shaft; and a rotary damper rotatable around the rotation axis. A support device for supporting the rotary damper from the vehicle body so as not to be relatively displaceable in a direction crossing a rotation axis, and first and second devices substantially separated in both sides of the rotary damper in a direction in which the suspension arm extends. Wherein the first link is pivotally attached to the housing at one end at a position spaced from the axis of rotation, and the first link is The second link is pivotally attached to the suspension arm at a position other than the one end thereof, and the second link is pivotally attached to the shaft at a position separated from the rotation axis at one end and is connected to the suspension arm at the other end. A suspension for a vehicle, wherein the suspension is pivotally attached to a suspension arm at a portion other than the one end.