JP3154778B2 - Vehicle suspension device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system.

[0002]

2. Description of the Related Art Conventionally, as a vehicle suspension device, a strut type and a double wishbone type are generally well known, and are often used in actual vehicles.

However, in the strut type suspension device, the virtual kingpin axis, which is the steering rotation axis of the wheel, is a straight line connecting the connection point between the upper end of the damper device and the vehicle body and the connection point between the lower arm and the wheel support member. However, this virtual kingpin axis is not desirable in terms of vehicle performance. In other words, from the viewpoint of vehicle performance, the virtual kingpin axis is
Ideally, the wheel slightly passes through the inside of the vehicle body than the center line in the width direction of the wheel on the rotation center line of the wheel, and passes slightly outside the vehicle body from the center line in the width direction of the wheel so as to have a slight negative kingpin offset on the ground contact surface of the wheel. However, this is because the virtual kingpin axis of the strut-type suspension device is inclined more inwardly than the ideal virtual kingpin axis.

On the other hand, in a double wishbone type suspension device, the virtual kingpin axis is
A straight line connecting the connection point between the upper arm and the wheel support member and the connection point between the lower arm and the wheel support member can be brought closer to the ideal virtual kingpin axis by appropriately setting the two connection points. However, in the case of the double wishbone type, two connection points of the upper arm and the lower arm with the vehicle body are required to counter the horizontal load acting on the wheels, etc., and the arrangement setting of other parts Is limited. In particular, when this double wishbone type suspension device is used as a front wheel suspension device for an FF type vehicle, this layout limitation becomes an important problem. In addition, in the strut type suspension device,
Since there is no upper arm, there is no layout problem.

[0005] In order to combine the advantages of the conventional strut type and the double wishbone type and to eliminate the disadvantages, a number of suspension devices have been proposed. Conventional example will be described with reference to a gazette.

A first conventional example is disclosed in Japanese Patent Laid-Open No. 2-220904.
This is disclosed in Japanese Patent Application Publication No. This conventional example basically belongs to the improved type of the double wishbone type, in which the upper arm is constituted by one link member, and the lower end of the damper device is connected to the lower arm to act on the wheels. The load is also supported by the damper device. According to this conventional example, since there is only one connection point between the upper arm and the vehicle body, the degree of freedom in layout can be increased accordingly.

A second conventional example is disclosed in DE 3839463A1.
It is disclosed in a gazette. In this conventional example, as in the first conventional example, the upper arm is formed by one link member, while the lower end of the damper device is connected to the wheel support member. It has the advantage that the degree can be increased.

A third conventional example is disclosed in Japanese Patent Application Laid-Open No. 1-136804.
This is disclosed in Japanese Patent Application Publication No. This conventional example also basically belongs to the improved type of the double wishbone type, in which an intermediate member is provided between the wheel support member and the upper arm, and the lower end of the damper device is connected to the intermediate member. In addition, the wheel supporting member is pivotally connected to the intermediate member via a ball joint, and the upper arm is pivotally connected only to be able to swing up and down.

[0009]

However, the above-described first to third conventional examples also have the following disadvantages. That is, in the first conventional example, since the lower end of the damper device is connected to the middle portion of the lower arm in the vehicle width direction, the damper device does not respond to the vertical external force acting on the wheel at the time of bump rebound of the wheel. Must be increased by an amount corresponding to the lever ratio. Therefore, it is necessary to increase the size of the damper device and the lower arm connected thereto, which causes an increase in weight.
In the case of the FF type vehicle, the drive shaft is arranged to extend in the vehicle width direction on the rotational center line of the wheel. In order to avoid interference between the drive shaft and a damper device connected to the lower arm, a lower end of the damper device is provided. It is necessary to provide a forked connecting member for passing the drive shaft between the lower arm and the lower arm. Since this connecting member receives all the forces generated by the damper device, it must have a large rigidity, and it becomes large. This also has the disadvantage of further increasing the weight.

In the second conventional example, since the wheel supporting member must also form an arm for connecting to the damper device, there is a disadvantage that the shape is complicated and the weight increases. Further, since the lower end of the damper device extends below the rotation center line of the wheel, in the case of an FF type vehicle, it is necessary to avoid interference between the damper device and the drive shaft, and the layout is accordingly free. The degree decreases. Further, there is a disadvantage that the virtual kingpin axis is considerably inclined upward and inward of the vehicle body, which is far from the ideal one.

In the third conventional example, since the wheel supporting member and the intermediate member are connected by the ball joint, the horizontal load (lateral force, longitudinal force) acting on the wheel cannot be received by the damper device. . For this reason, the connection point of the upper arm with the vehicle body is 2
Points are required, and the degree of freedom in layout cannot be increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and an object of the present invention is to improve the performance by bringing a virtual kingpin shaft closer to an ideal one and to reduce the size, weight, and layout. It is an object of the present invention to provide a vehicle suspension device capable of improving the degree of freedom.

[0013]

According to a first aspect of the present invention, there is provided a suspension apparatus for a vehicle, comprising: a wheel support member for rotatably supporting a wheel; and a lower end provided at one end of the wheel support member. is pivotally connected to the lower arm whose other end is pivotally attached vertically swingably to the vehicle body, the upper end is pivotally attached to the vehicle body, a damper device for buffering the vertical vibration of the wheel, against the lower end of the damper device Shaft circumference in the longitudinal direction of the vehicle
Connected so that it can rotate only
Around the vertical axis of the vehicle body with respect to the upper end of the wheel support member.
A connecting member coupled to the possible only rotate, so one end is swingable back and forth and up and down directions against the vehicle body 1
At the point, and the other end is connected to the above damper device or
It is possible to rotate only around the body longitudinal axis with respect to the member.
And an upper arm connected in such a manner.

The inventions of claims 2 to 9 are all dependent on the invention of claim 1 and more specifically show them.

That is, in order to make the virtual kingpin axis closer to the ideal one, the lower arm is constituted by two front and rear link members, and one end of each link member is connected to the wheel support member. At the lower end, the other end is pivotally attached to the vehicle body, and the two link members are arranged such that their axes intersect outside the vehicle body from the pivotal connection point with the wheel support members.

[0016] The invention of claim 3, wherein, in the above-described upper arm, the pivot end of the damper device or connecting member has a pair of branch portions interposing the dampers over device or connecting member, both said bifurcation to at the tip configured to be pivotally mounted on dampers over device or connecting member respectively.

According to a fourth aspect of the present invention, in order to reduce the number of parts, the connecting member, the upper arm and the damper device are connected so as to be relatively rotatable around one connecting shaft extending substantially in the longitudinal direction of the vehicle body. Configuration.

According to a fifth aspect of the present invention, the vertical axis of the connecting member is provided so as to be inclined with respect to the vertical direction when viewed from the side of the vehicle body in a plan view.

According to a sixth aspect of the present invention, the vertical axis of the connecting member is provided so as to be inclined with respect to the vertical direction in plan view when viewed in the vehicle longitudinal direction.

According to a seventh aspect of the present invention, a connecting shaft between the connecting member and the damper device is provided so as to be inclined with respect to a horizontal direction in a plan view when viewed from the side of the vehicle body.

According to an eighth aspect of the present invention, a connecting shaft for connecting the connecting member and the damper device is provided so as to be inclined with respect to the longitudinal direction of the vehicle body in a plan view when viewed from above the vehicle body.

According to a ninth aspect of the present invention, the upper arm is formed of a single link member extending in the vehicle width direction, and the damper device or the damper device is connected via a connecting shaft extending in the vehicle longitudinal direction at the outer end of the vehicle body. It is configured to be connected to the connecting member.

[0023]

According to the above-mentioned structure, according to the first aspect of the present invention,
The lower end of the damper device is connected to the upper end of the wheel support member via a connecting member, and does not extend downward to near the rotation center line of the wheel. Therefore, even in the case of an FF type vehicle, the damper device and the drive shaft interfere. No special structure is required to avoid this interference. Further, since the vertical load acting on the wheels is input to the damper device at a ratio of substantially the lever ratio 1, it is not necessary to particularly increase the size of the damper device or the like. Further, since the upper arm is connected to the vehicle body at only one point, the degree of freedom in layout is increased accordingly.

In addition, the camber change characteristic can be set to a value equal to or higher than that of a double wishbone type suspension device for a strut type suspension device or more.

In the case of the second aspect of the present invention, when the wheel is steered, the instantaneous center of rotation of the wheel supporting member or the upper side of the wheel is determined by the vertical axis in which the wheel supporting member is the connecting shaft with the connecting member. And the structure consisting of the damper device, the connecting member and the upper arm is displaced about a straight line connecting the vehicle body connecting point at the upper end of the damper device and the vehicle body connecting point of the upper arm. The intersection point of the axis extension line and the straight line is located at a position closer to the center line side of the wheel in the vehicle width direction. On the other hand, the instantaneous rotation center point on the lower side of the wheel support member is the intersection of the axes of the two link members constituting the lower arm. Therefore, the virtual kingpin axis is a straight line passing through the two instantaneous rotation center points,
This virtual kingpin axis is closer to the center line side of the wheel in the vehicle width direction, and is closer to an ideal one than a double wishbone type suspension device.

Further, in the invention according to claim 5 or 6,
Since the upper and lower axis of the connecting member is inclined with respect to the vertical direction, when the steering wheel is in association with the wheel supporting member is rotated around the vertical axis, Cass motor angle of the wheel is changed.

In the invention according to claim 7 or 8, the connecting shaft between the connecting member and the damper device is inclined with respect to the horizontal direction or the longitudinal direction of the vehicle body. with the the upper end of the wheel support member is rotated around the connecting shaft, calibration <br/> is te angle of the wheel is changed.

[0028]

Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 to 4 show a front wheel suspension device for an FF type vehicle according to a first embodiment of the present invention. Reference numeral 1 denotes a knuckle member as a wheel supporting member for rotatably supporting a wheel (front wheel) 2. In the center of the knuckle member 1,
An insertion port 3 through which a drive shaft (not shown) is inserted is formed. Reference numeral 4 denotes a lower arm for connecting the lower end of the knuckle member 1 to the vehicle body side, reference numeral 5 denotes an upper arm for connecting the upper end of the knuckle member 1 to the vehicle body side, and reference numeral 6 denotes a damper device comprising a shock absorber for buffering the vertical movement of the wheel 2. .

[0030] The lower arm 4 is composed link members 11 and 12 of the two front and rear, the front link member 11 extends substantially linearly along the vehicle width direction, one end of the link member 11, a ball joint 13, the other end of the link member 11 swings up and down with respect to a cross member 14 as a vehicle body strength member via a rubber bush 15 whose axis extends in the vehicle longitudinal direction. It is connected as possible. The rear link member 12 is formed in a curved shape, and one end of the link member 12 is connected to the link member 11 at the lower end of the knuckle member 1.
At a position close to the rear side of the pivot point (the center of the ball joint 13) via the ball joint 16,
The other end of the link member 12 is connected to the cross member 14 at a position far away from the link member 11 via a rubber bush 17 so as to be vertically swingable. Therefore, the axes of the link members 11 and 12 are pivotally connected to the knuckle member 1 (the ball joints 13 and 12).
16 center) at a point O1 outside the vehicle body.

The knuckle member 1 is integrally formed with an arm 1a extending rearward from the vicinity of the insertion opening 3, and a tie rod 20 of a steering device is attached to the tip of the arm 1a.
Are connected. A connecting member 21 is mounted on the upper end of the knuckle member 1 and the connecting member 21
Is connected to the lower ends of the upper arm 5 and the damper device 6.

The upper end of the knuckle member 1 and the connecting member 21
As shown in detail in FIG. 5, a vertical shaft 23 extending vertically is attached to the upper end of the knuckle member 1, and a sleeve member 24 is fitted on the outer periphery of the vertical shaft 23. . On the outer peripheral surface of the sleeve member 24, a cylindrical surface 24a, an upper conical surface 24b which is continuous with the upper end of the cylindrical surface 24a and gradually expands in diameter as going upward, and which is continuous with and lower than the lower end of the cylindrical surface 24a. A lower conical surface 24c that gradually increases in diameter toward the side is formed, and a first boss portion 21a of the connecting member 21 is rotatably fitted to the outer peripheral surface of the connecting member 21 via a bush 25 made of resin. I have. On the inner peripheral surface of the first boss portion 21a, a cylindrical surface 21b, an upper conical surface 21c, and an upper conical surface which face the cylindrical surface 24a, the upper conical surface 24b, and the lower conical surface 24c of the sleeve member 24 at a predetermined distance, respectively. The surface 21d is formed. Therefore, the connecting member 21 is provided so as to be rotatable only around the upper and lower shafts 23 with respect to the upper end of the knuckle member 1. Resistance is caused by surface contact between the outer peripheral surface and the inner peripheral surface of the first boss portion 21a.

One end (inside end of the vehicle body) of the upper arm 5 is connected to a bracket 31 mounted on the cross member 14 via a rubber bush 32 whose axis extends in the front-rear direction of the vehicle body so as to be vertically swingable. On the other hand, a pair of branched portions 5a, 5a are formed at the other end (outside end of the vehicle body) of the upper arm 5 so as to sandwich the lower end of the damper device 6 from both front and rear sides. The distal end of the branch portion 5a is connected to the connecting member 21 via a rubber bush 33 whose axis extends in the front-rear direction so as to be vertically swingable.

Further, the upper end of the damper device 6 is elastically supported on the vehicle body 7 via a rubber mount 36, and a coil spring 37 is disposed on the outer periphery of the upper portion of the damper device 6. On the other hand, a bracket 38 is fitted to the lower end of the damper device 6,
Has a pair of arms 38a, 38a extending bifurcated from a fitting portion to the damper device 6;
a, 38a are the branch portions 5a, 5a of the upper arm 5;
a, and is connected to the connecting member 21 so as to be able to swing up and down around the same axis as the branch portions 5a, 5a.

FIG. 6 shows a connecting portion between the connecting member 21 and the upper arm 5 (branch portion 5a) and the lower end of the damper device 6 (specifically, the arm portion 38a of the bracket 38).
As shown in detail in FIG. 2, the tip side surface of each arm 38a of the bracket 38 at the lower end of the damper device 6 is inscribed inside the rubber bush 33 at the tip of each branch 5a of the upper arm 5, respectively. One connecting shaft 39 is provided to penetrate the rubber bush 33 and the distal end of the arm portion 38a at both branch portions 5a, 5a of the upper arm 5, and a sleeve member 4 is provided on the outer periphery of the connecting shaft 39.
0 is fitted between the two arm portions 38a, 38a of the bracket 38 in a state of being sandwiched between the distal end portions thereof. The outer peripheral surface of the sleeve member 40 has a cylindrical surface 40a and the cylindrical surface 4a.
0a, a front conical surface 40b which is continuous with the front end and gradually increases in diameter toward the front side, and a rear conical surface 40 which is continuous with the rear end of the cylindrical surface 40a and gradually expands in diameter toward the rear side.
The second boss 21e of the connecting member 21 is rotatably fitted to the outer peripheral surface of the connecting member 21 via a bush 41 made of resin. On the inner peripheral surface of the second boss portion 21e, a cylindrical surface 21f, a front conical surface 21g, and a rear conical surface opposing the cylindrical surface 40a, the front conical surface 40b, and the rear conical surface 40c of the sleeve member 40 at a predetermined distance, respectively. A conical surface 21h is formed. Therefore, the connecting member 2
1. The upper arm 5 and the damper device 6 can rotate relative to each other only around the connecting shaft 39 (up and down swingable).
It is connected to.

The rubber bush 33 at the tip of the branch 5a of the upper arm 5 is connected to the branch 5 as shown in FIG.
a, an outer cylinder 33a fixed to the tip, an inner cylinder 33b disposed concentrically with the outer cylinder 33a and having a connecting shaft 39 inserted therein, and an outer cylinder 33b between the outer cylinder 33a and the inner cylinder 33b. Intermediate cylinder 33c arranged concentrically with the rubber 3 filled between the three cylinders 33a to 33c.
3d and 33d. The rubber bushes 15, 17, 32 other than the rubber bush 33 are not shown, but are basically the same as the rubber bush 33, but there are those having an intermediate cylinder and those having no intermediate cylinder.

Next, the operation and effect of the first embodiment will be described. When the wheel 2 is steered left and right by receiving the steering force from the tie rod 20 via the knuckle member 1, the knuckle member 1 The lower end side, that is, the instantaneous rotation center point on the lower arm 4 side is the intersection O1 between the axes of the two link members 11 and 12 constituting the lower arm 4. Further, the instantaneous rotation center point on the upper end side of the knuckle member 1 is rotated by the knuckle member 1 about a vertical axis 23 which is a connection axis with the connection member 21, and from the damper device 6, the connection member 21 and the upper arm 5. Is rotated about a straight line L1 connecting the vehicle body connection point at the upper end of the damper device 6 (the center point of the rubber mount 36) and the vehicle body connection point of the upper arm 5 (the center point of the rubber bush 32). An intersection O2 between the axis extension line L2 of the vertical shaft 23 and the straight line L1 is obtained. Therefore, the virtual kingpin axis is defined by the two intersections O1
, O2, the virtual kingpin axis L3 approaches the center line L4 in the width direction of the wheel 2 and rises substantially vertically, and the width of the wheel 2 on the rotation center line L5 of the wheel 2 Approaching the ideal one passing slightly outside of the vehicle body than the center line L4 in the width direction of the wheel 2 so as to pass slightly inside the vehicle body than the center line L4 in the direction and slightly negative kingpin offset (−Δ) on the ground contact surface of the wheel 2. Therefore, the suspension performance can be improved.

In addition, a lower end of the damper device 6 is connected to an upper end of the knuckle member 1 via a connecting member 21.
Since it does not extend downward near the rotation center line L5 of the wheel 2, the damper device 6 does not interfere with the drive shaft. Therefore, it is not necessary to adopt a special structure for avoiding the interference, and the structure can be simplified, and the device can be reduced in size and weight. Further, since the vertical load acting on the wheel 2 is input to the damper device 6 at a ratio of substantially the lever ratio 1, the damper device 6 is particularly required from the viewpoint of generating a damping force corresponding to the vertical load. There is no need to increase the size, and the size and weight can be further reduced.

Furthermore, since the upper arm 5 is connected to the vehicle body at only one point, the degree of freedom in layout can be increased accordingly.

In addition, the upper arm 5 branches into a forked shape so as to sandwich the damper device 6 and the connecting member 21 at the connecting portion side thereof, and one end of each of the branch portions 5a, 5a is connected to one of them. Since they are connected to each other by the connecting shaft 39 so as to be able to swing up and down, the connecting strength can be increased and the number of parts can be reduced.

Next, when the vertical shaft 23 is inclined with respect to the vertical direction (vertical direction) and the connecting shaft 39 is inclined with respect to the horizontal direction or the longitudinal direction of the vehicle body, the effect on the wheel alignment of the wheels 2 is affected. Will be described with reference to FIGS.

As shown in FIG. 7A, the vertical shaft 23
Is inclined rearward with respect to the vertical direction when viewed from the side of the vehicle body, the upper end side of the wheel 2 rotates around the vertical shaft 23 when the wheel 2 is steered. The caster angle increases (see FIG. 7B). Further, the camber angle of the wheel 2 changes in the negative direction as the caster angle increases.

As shown in FIG. 8A, the vertical shaft 23
Is inclined forward with respect to the up-down direction when viewed from the side of the vehicle body, the upper end of the wheel 2 rotates around the vertical shaft 23 when the wheel 2 is steered. The caster angle decreases (see FIG. 8B). In addition, the camber angle of the wheel 2 changes in the positive direction as the caster angle decreases.

As shown in FIG. 9, when the upper and lower shafts 23 are inclined inward of the vehicle body with respect to the vertical direction when viewed in a plan view in the vehicle longitudinal direction, the upper end of the wheel 2 is The rotation about the vertical shaft 23 causes a change similar to the case where the vertical shaft 23 is inclined rearward with respect to the vertical direction in a plan view when viewed from the side of the vehicle body (FIG. 7B).
), The caster angle of the wheel 2 increases.

As shown in FIG. 10, when the upper and lower shafts 23 are inclined outwardly of the vehicle body with respect to the vertical direction in a plan view when viewed in the vehicle longitudinal direction, the upper end of the wheel 2 is The rotation about the vertical shaft 23 causes a change similar to the case where the vertical shaft 23 is inclined forward with respect to the vertical direction when viewed from the side of the vehicle body in plan view (FIG. 8).
(See (b)), the caster angle of the wheel 2 decreases.

As shown in FIG. 11A, the connecting shaft 3
9 is inclined forward and upward with respect to the horizontal direction in a plan view viewed from the side of the vehicle body, the upper end side of the wheel 2 rotates around the connection shaft 39 when the wheel 2 bumps. The caster angle of No. 2 decreases (see FIG. 11B). The caster angle of the wheel 2 also decreases when the wheel 2 rebounds.

As shown in FIG. 12A, the connecting shaft 3
9 is inclined forward and downward with respect to the horizontal direction in a plan view from the side of the vehicle body, the upper end side of the wheel 2 rotates around the connection shaft 39 when the wheel 2 bumps. The caster angle of No. 2 increases (see FIG. 12B). Also, when the wheel 2 rebounds, the caster angle of the wheel 2 increases.

As shown in FIG. 13A, the connection shaft 3
When 9 is inclined forward and inward with respect to the front and rear direction of the vehicle body when viewed from above the vehicle body, the upper end side of the wheel 2 rotates around the connection shaft 39 when the wheel 2 is bumped. The caster angle of the wheel 2 decreases (see FIG. 13B). The caster angle of the wheel 2 also decreases when the wheel 2 rebounds.

As shown in FIG. 14A, the connecting shaft 3
9 is inclined forward and outward with respect to the front-rear direction of the vehicle body when viewed from above the vehicle body, the upper end side of the wheel 2 rotates around the connection shaft 39 when the wheel 2 bumps, The caster angle of the wheel 2 increases (see FIG. 14B). Also, when the wheel 2 rebounds, the caster angle of the wheel 2 increases.

FIG. 15 shows a vehicle suspension system according to a second embodiment of the present invention. In the case of the second embodiment,
The upper arm 51 is formed of a single link member extending in the vehicle width direction, and has one end (an inner end of the vehicle body) pivotally attached to the vehicle body via a rubber bush 51 whose axis extends in the vehicle front-rear direction, and the other end. The lower end (bracket 38) of the damper device 6 and the connecting member 21 are connected via a rubber bush 53 and a connecting shaft 54 extending in the front-rear direction of the vehicle.
(A second boss 21e) so as to be vertically swingable. The other structure is the same as that of the first embodiment, and the same members are denoted by the same reference numerals and description thereof will be omitted.

In the second embodiment, the first
The same effect as in the embodiment can be achieved, and the upper arm 51 is structurally simple, so that the weight can be further reduced.

The present invention is not limited to the first and second embodiments, but includes various other modifications. For example, in connecting the connecting member 21 to the upper end of the knuckle member 1 so as to be rotatable only around the vertical axis 23, a configuration is used in which a sleeve member 24 and a resin bush 25 are used (see FIG. 5). As shown in FIG. 16, the first member of the connecting member 21 is provided on the outer periphery of the vertical shaft 23 attached to the knuckle member 1 via bearings 61 and 62.
You may comprise so that the boss | hub part 21a may be fitted.

In the first embodiment, the connecting member 2
1, the upper arm 5 and the damper device 6 are pivotally connected to each other around one connecting shaft 39 extending substantially in the longitudinal direction of the vehicle body so as to be relatively rotatable, that is, vertically swingable. A lower end of the damper device 6 is pivotably mounted on the lower end of the damper device 6 so as to be able to swing up and down around the connecting shaft.
May be pivotally connected to the damper device 6 or the connecting member 21 so as to be vertically swingable around a connecting shaft different from the connecting shaft between the connecting member 21 and the damper device 6.

Further, in each of the above embodiments, the present invention
Although the description has been given of the case where the present invention is applied to a front wheel suspension device of an F-type vehicle, the present invention is not limited to this, and it is needless to say that the present invention can be applied to various vehicle suspension devices.

[0055]

As described above, according to the vehicle suspension device of the present invention, the damper device and the drive shaft do not interfere with each other, and it is not necessary to adopt a special structure for avoiding the interference. Since it is not necessary to increase the magnitude of the damping force of the damper device against the vertical load acting on the device, the size and weight of the device can be reduced. Further, since the connection point of the upper arm with the vehicle body is only one point, the degree of freedom in layout can be increased accordingly. Further, since the camber change characteristics can be set to be equal to or more than the strut type and to the double wishbone type, the suspension performance can be improved.

In particular, according to the second aspect of the present invention, the instantaneous rotational center points on the upper side and the lower side of the wheel supporting member are shifted toward the center line in the vehicle width direction of the wheel, and the virtual kingpin axis is positioned on the rotational center line of the wheel. Since it can pass closer to the ideal one passing slightly outside the vehicle than the center line in the width direction of the wheel so that it passes slightly inside the vehicle body than the center line in the width direction of the wheel and slightly negative kingpin offset on the ground contact surface of the wheel, Suspension performance can be further improved.

According to the third aspect of the present invention, by connecting the upper arm to the damper device or the connecting member at two points, the connection strength can be increased.

According to the fourth aspect of the present invention, the number of parts can be reduced by connecting the connecting member, the upper arm and the damper device coaxially.

[0059] In the present invention of claim 5 or 6, wherein it is possible to change the Cass data angle of the wheel when steering the wheels, can contribute to improve vehicle performance.

[0060] In the present invention of claim 7 or 8, wherein it is possible to change the Cass data angle of the wheel when the bump rebound of the wheel, can contribute to improve vehicle performance.

According to the ninth aspect of the present invention, the upper arm has a simple shape, so that the weight can be further reduced.

[Brief description of the drawings]

FIG. 1 is a perspective view of a suspension device according to a first embodiment of the present invention.

FIG. 2 is a front view in which a part is also cut away when viewed from the front of the vehicle body.

FIG. 3 is a plan view of the same.

FIG. 4 is a side view of the same.

FIG. 5 is a sectional view showing a connection structure between a knuckle member and a connection member.

FIG. 6 is a cross-sectional view showing a connection structure between a connection member, an upper arm, and a damper device.

FIG. 7 is an explanatory diagram for explaining an effect of a tilt of a vertical axis on a wheel alignment of a wheel.

FIG. 8 is an explanatory view of the same.

FIG. 9 is an explanatory diagram of the same.

FIG. 10 is an explanatory diagram of the same.

FIG. 11 is an explanatory diagram for explaining an effect on wheel alignment of a wheel due to an inclination of a connection shaft.

FIG. 12 is an explanatory diagram of the same.

FIG. 13 is an explanatory diagram of the same.

FIG. 14 is an explanatory view of the same.

FIG. 15 is a view corresponding to FIG. 3 showing a second embodiment of the present invention.

FIG. 16 is a cross-sectional view showing a modification of the connection structure between the knuckle member and the connection member.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Knuckle member (wheel support member) 2 Wheel (front wheel) 4 Lower arm 5,51 Upper arm 5a Branch part 6 Damper device 11,12 Link member 21 Connecting member 23 Vertical axis 39,54 Connection axis

Claims (9)

(57) [Claims] 1. A wheel support member rotatably supporting a wheel, a lower arm having one end pivotally attached to a lower end of the wheel support member and the other end pivotally attached to a vehicle body so as to be vertically swingable, a pivoted, the damper device for buffering the vertical vibration of the wheel, in the vehicle longitudinal direction of the shaft around against the lower end of the damper device
Only the wheels are connected so that they can rotate.
Turn only around the vertical axis of the vehicle body with respect to the upper end of the support member.
A connecting member coupled to a rolling possible, it becomes swingable in the longitudinal and vertical directions one end against the body
At one point, and the other end is the above damper device
Or rotate only around the longitudinal axis of the vehicle body relative to the connecting member
A vehicle suspension device, comprising: an upper arm movably connected to the upper arm. 2. The lower arm comprises two front and rear link members, one end of each of which is pivotally connected to the lower end of a wheel support member and the other end of which is pivotally connected to a vehicle body. 2. The vehicle suspension device according to claim 1, wherein the axes are arranged such that their axes intersect at a position outside the vehicle body with respect to a pivotal connection point with the wheel support members. 3. The upper arm has a pair of branch portions sandwiching the dambar device or the connecting member at an end of the upper arm pivotally connected to the damper device or the connecting member. 2. The method according to claim 1, wherein the member is pivotally attached to the member.
A suspension device for a vehicle as described in the above. 4. The vehicle suspension device according to claim 1, wherein the connection member, the upper arm, and the damper device are connected to each other around one connection shaft extending substantially in the front-rear direction of the vehicle body so as to be relatively rotatable. 5. The vehicle suspension device according to claim 1, wherein a vertical axis of the connecting member is provided to be inclined with respect to a vertical direction in a plan view as viewed from a side of the vehicle body. 6. The vehicle suspension device according to claim 1, wherein a vertical axis of the connecting member is provided so as to be inclined with respect to the vertical direction when viewed in a plan view as viewed in the vehicle longitudinal direction. 7. The vehicle suspension device according to claim 1, wherein a connection shaft between the connection member and the damper device is provided to be inclined with respect to a horizontal direction in a plan view as viewed from a side of the vehicle body. 8. The suspension system for a vehicle according to claim 1, wherein a connecting shaft between the connecting member and the damper device is provided to be inclined with respect to the front-rear direction of the vehicle body when viewed from above the vehicle body. 9. The upper arm comprises a single link member extending in the vehicle width direction, and is connected to the damper device or the connection member via a connection shaft extending in the vehicle front-rear direction at a vehicle body outer end. The vehicle suspension device according to claim 1.