JP3452116B2 - 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 vehicle suspension system for connecting a vehicle body and wheels, and more particularly to a vehicle suspension system mainly used for rear wheel suspension.

[0002]

2. Description of the Related Art As a conventional vehicle suspension system, for example,
An axle beam type suspension device as shown in FIG. 16 is known (Japanese Patent Laid-Open No. 5-77765). This suspension system
The axle beam 201 provided at the position of the axle is supported by the trailing arms 202 arranged on both sides of the vehicle body, and in order to further improve lateral rigidity, a lateral link 203 having one end connected to the vehicle body side and the other end connected to the axle beam side is provided. It is provided.

[0003]

However, the axle beam type suspension equipped with such a lateral link has the following problems.

First, the left and right wheels bounce in the same direction.
In the case of a rebounding in-phase suspension stroke (hereinafter, referred to as in-phase stroke), the axle beam 201 moves up and down with respect to the vehicle body. However, as shown in FIG.
Rotates about a connecting portion 203a with the vehicle body. Therefore, as indicated by l in the figure, the ground contact point of the wheel moves laterally, which causes the passenger to feel staggered.

Further, in the case of a reverse phase stroke (hereinafter referred to as a reverse phase stroke) in which both the left and right wheels bounce and rebound in opposite directions, the cornering force acts in the direction indicated by arrow F1 in FIG. 17 (b). Then, a jack-up force for lifting the vehicle body is generated, and the arrow F2
When the cornering force acts in the direction indicated by, a jacking down force that sinks the vehicle body is generated. Therefore, when the vehicle body is rolled, a difference in the jack-up characteristics between the left and right is generated depending on the rolling direction, which gives an occupant a strange feeling.

Further, the left and right wheels are axle beams 20.
Since they are connected by 1, there is a problem that the degree of freedom in designing the toe angle change and the ground camber angle change at the time of turning is low.

The present invention has been made to solve such a problem, and an object thereof is toe angle change, in the case of in-phase stroke in which left and right wheels vertically move in phase with each other.
In the case of a reverse phase stroke in which the left and right wheels move up and down in opposite phases, such changes in the left and right wheels can be suppressed when the left and right wheels move up and down in opposite phases. It is another object of the present invention to provide a new suspension system for a vehicle, which can be optimally set.

[0008]

A suspension system for a vehicle according to a first aspect of the present invention is arranged so as to face each other on both sides of the vehicle, supports left and right wheels respectively, and is swingably supported around a lateral axis of the vehicle. Carrier, a horizontal member that is laid across the vehicle lateral direction, and that is supported by the vehicle body in a state in which it can swing around the vehicle horizontal axis. A first link member having an intermediate support portion to be supported, one of the connecting portions on both sides is connected to the carrier, and the intermediate support portion is located outside a straight line connecting both connecting portions; And a second link member that connects the other connecting portions of the member.

Since the intermediate support portion of the first link member is located outside the line connecting the connecting portions on both sides, the shape of the first link member is, for example, L-shaped.

When the left and right wheels move up and down in the same phase stroke, the carrier, the horizontal member, the first link member, and the second link member are united to swing about the vehicle lateral axis, Changes in alignment can be suppressed. On the other hand, when the left and right wheels move up and down with strokes opposite to each other, the movement of one carrier and the first link member is transmitted to the other carrier and the first link member via the second link member. Then, the left and right carriers are interlocked and displaced in opposite directions. By using this interlocking mechanism, the alignment of the wheels can be changed appropriately.

According to a second aspect of the present invention, there is provided a vehicle suspension system according to the first aspect of the invention, wherein each of the supporting portions of the carrier and the lateral suspension member, which are supported with respect to the vehicle body, extends along the lateral direction of the vehicle. The components are arranged on substantially the same axis.

By arranging the support portions of the carrier and the horizontal member on substantially the same axis, when the left and right wheels move up and down in the same phase stroke, the respective members swing about the same swing axis. Will be done. For this reason, the relative positional relationship of each member does not change, and it is possible to eliminate the alignment change of the wheels during the in-phase stroke.

A vehicle suspension device according to a third aspect is the vehicle suspension device according to the first aspect, wherein one end of the carrier is supported by a horizontal member.

In this case as well, by the same operation as in claim 2,
It is possible to eliminate the alignment change of the wheels when the left and right wheels move up and down with the same phase stroke.

A vehicle suspension system according to a fourth aspect is the vehicle suspension system according to the first aspect, further comprising a first elastic member interposed between the lateral suspension member and the vehicle body.

When the left and right wheels move up and down in the same phase stroke, the horizontal member and the vehicle body are relatively displaced. Therefore, by adjusting the elastic characteristics of the first elastic member interposed therebetween, It is possible to adjust the riding comfort during the in-phase stroke.

A vehicle suspension system according to a fifth aspect is the vehicle suspension system according to the first or fourth aspect, further comprising a second elastic member interposed between each first link member and the lateral suspension member. Configure.

When the vehicle rolls during turning, the left and right wheels move up and down in opposite phase strokes. In such a case, the first link member swings with respect to the horizontal member around the intermediate support portion. Therefore, by adjusting the elastic characteristics of the second elastic member interposed therebetween, it is possible to mainly adjust the state of the attitude change of the vehicle during turning or the like.

A vehicle suspension system according to a sixth aspect is the vehicle suspension system according to the first or fourth aspect, further comprising a third elastic member interposed between each first link member and the vehicle body. To do.

When the left and right wheels move up and down with strokes opposite to each other, the first link member swings about the intermediate support portion with respect to the horizontal member, whereby the first link member is attached to the vehicle body. It will also be displaced. Therefore,
As in the case of claim 5, by adjusting the elastic characteristic of the third elastic member interposed between the vehicle body and the first link member,
It is possible to adjust the state of the posture change of the vehicle during turning or the like. When the left and right wheels move up and down in the same phase stroke, the load applied between the vehicle body and the first link member is also applied to the third elastic member. Therefore, by adjusting the elastic characteristic of the third elastic member, the riding comfort during the in-phase stroke can also be adjusted.

A vehicle suspension system according to a seventh aspect is the vehicle suspension system according to the first or fourth aspect, further comprising a torsion spring member connecting the first link members to each other.

When the left and right wheels move up and down with strokes opposite to each other, the torsion spring member connected to the first link member on both sides is twisted, whereby the restoring force of the torsion spring member increases. Granted to. Therefore, by adjusting the spring force of the torsion spring member, it is possible to adjust the state of the posture change of the vehicle during turning or the like.

A vehicle suspension device according to an eighth aspect is the vehicle suspension device according to the first aspect, wherein the distance between the intermediate support portions of both the first link members and the other connecting portions of the both first link members are equal to each other. To be different from the distance.

For example, when the distance between the intermediate support portions is larger than the distance between the other connecting portions of both the first link members, the bound stroke becomes larger than the rebound stroke, so that the left and right wheels are separated from each other. It acts so that the vehicle height decreases when moving up and down with a reverse phase stroke. On the other hand, when the distance between the other connecting portions of both the first link members is larger than the distance between the intermediate supporting portions, the rebound stroke becomes larger than the bound stroke, so that the left and right wheels are opposite to each other. It works to increase the vehicle height when moving up and down in the phase stroke.

According to a ninth aspect of the vehicle suspension device, the second link member of the first aspect is made of an elastic member.

By adjusting the elastic characteristic of the elastic member which constitutes the second link member, it is possible to adjust the change characteristic of the alignment of the wheels during the in-phase stroke and the anti-phase stroke.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows a connecting mechanism of each link in the structure of a vehicle suspension device (hereinafter, referred to as a suspension device) according to the embodiment, excluding a spring mechanism described later. It should be noted that in the figure, the hatched portion indicates the vehicle body or a portion rigidly connected to the vehicle body.

This suspension system is mainly used as a rear suspension of a front engine front drive (FF) type vehicle, and has wheel carriers 11 and 12, suspension members 20, upper links 31 and 32, lower links 41 and 42, and connection. It is composed of links 50 and the like.

The wheel carriers 11 and 12 are arranged on both sides of the vehicle so as to face each other, and are composed of a metal plate or an A arm considered as a rigid body.
Joints 101 and 102 having three degrees of freedom in the rotational direction
Are supported by the vehicle body at symmetrical positions.
In addition, the wheels 1, 2 are attached to the wheel carriers 11, 12, respectively.
And a brake mechanism (not shown) is assembled,
As a result, the wheels 1 and 2 are each supported by the wheel carrier.

The suspension member 20 is arranged so as to extend in the lateral direction of the vehicle, is curved toward the rear of the vehicle, and has a substantially arched shape with the central portion protruding in a convex shape, as will be described later. The upper links 31, 32 and the lower links 41, 42 are attached to the projecting portions protruding in this convex shape.
Are connected at one end. Further, both ends of the suspension member 20 are supported by the vehicle body at bilaterally symmetrical positions via joints 103 and 104 having three degrees of freedom in the rotation direction, whereby the suspension member 20 is
It is supported by the vehicle body in a state of being swingable around an axis S connecting the joints 103 and 104. It should be noted that the joints 101 and 102, which are the supporting portions of the wheel carriers 11 and 12 with respect to the vehicle body, are also located on the axis S connecting the joints 103 and 104.
˜104 are located on the same axis S.

The L-shaped upper links 31 and 32 are bilaterally symmetrical to each other, and the suspension member 20.
The intermediate support portions 31a and 32a, which are respectively arranged on both sides of the convex portion of the suspension member and are bent at 90 °, are provided on both sides of the convex portion of the suspension member 20 via the joints 105 and 106 having two degrees of freedom in the rotational direction. Are connected to each.

One of the connecting portions of the upper links 31, 32 is
Joints 107, 108 having three degrees of freedom in the rotational direction
It is connected to the wheel carriers 11 and 12 via. As a result, the upper link 31 moves around the axis connecting the joint 105 and the joint 107.
2 is a mechanism that does not rotate around the axis connecting the joint 106 and the joint 108. The joints 105 and 106 are joints having three degrees of freedom in the rotational direction, and the joints 107 and 108 are
Can also be configured with a joint having two degrees of freedom in the rotational direction.

The other connecting portions of the upper links 31, 32 have joints 109, 1 having three degrees of freedom in the rotational direction.
They are connected to each other by connecting links 50 having 10 at both ends.

The lower links 41, 42 are the upper links 31,
A joint 113, which is arranged below 32, has one end connected to the wheel carriers 11 and 12 by joints 111 and 112 having three degrees of freedom in the rotation direction, and the other end 113 having three degrees of freedom in the rotation direction. 114 are connected to both sides of the convex portion of the suspension member 20. One of the joints 111 and 112 and the joints 113 and 114 may be a joint having two degrees of freedom in the rotational direction.

Although not shown in FIG. 1, a spring mechanism 71 is provided between the upper link 31 and the suspension member 20, and a spring mechanism is provided between the upper link 32 and the suspension member 20, as shown in FIG. They are connected by 72. Each spring mechanism 71, 72
In both cases, the upper links 31 and 32 are the intermediate support portions 31.
The mechanism is such that it expands and contracts when it rotates relative to the suspension member 20 about a and 32a. A spring mechanism 73 is also interposed between the vehicle body 60 and the suspension member 20.

Here, the operation of the suspension device configured as described above will be described.

When the left and right wheels 1 and 2 move up and down, the wheel carriers 11 and 12 supporting the wheels 1 and 2 swing up and down around the joints 101 and 102, and this movement causes the upper links 31 and 32 and the upper links 31 and 32 to move. Lower links 41, 42
Be transmitted to. The following mainly describes the movements of the upper links 31, 32 and the suspension member 20.

The left and right wheels 1 and 2 bounce in the same direction.
In the case of the rebound in-phase stroke, the upper link 31 and the upper link 32 are separated from each other by the intermediate support portions 31a and 32a.
The upper link 31 and the upper link 32 are connected by the connecting link 50, so that both upper links 31,
As shown in FIG. 3 (a), the upper links 31, 32 and the suspension member 20 are integrally swung up and down. That is, the wheel carriers 11, 12, the suspension member 20, the upper link 3
Since 1, 32, the lower links 41, 42, and the connecting link 50 integrally swing about the axis S, the relative positional relationship between these members does not change.
Therefore, in the case of the in-phase stroke, it is possible to eliminate the alignment change of the wheels 1 and 2 including the change of the toe angle, the change of the camber angle, and the lateral movement of the ground contact point.

Further, since the vertical movement of the suspension member 20 during the in-phase stroke is transmitted to the vehicle body 60 via the spring mechanism 73, the elastic characteristic of the spring mechanism 73 affects the riding comfort of the vehicle. Therefore, the ride comfort of the vehicle can be adjusted by appropriately setting the elastic characteristics of the spring mechanism 73.

On the other hand, when the left and right wheels 1 and 2 have a reverse phase stroke in which they bound and rebound at mutually opposite timings, the upper links 31 and 32 are connected to the intermediate support portion 3.
3a and 32a respectively swing in the same direction, and one swing is transmitted to the other via the connecting link 50, as shown in FIG. 3B. In this way, the upper links 31, 32 swing more greatly during the reverse phase stroke than during the in-phase stroke, and by utilizing this movement, the alignment of the wheels 1, 2 can be greatly changed.

Further, as the upper links 31, 32 swing, the spring mechanism 71 contracts in the state of FIG. 3B,
The spring mechanism 72 is in an extended state, and both spring mechanisms 71,
The elastic characteristic of 72 affects the swing characteristic of the upper links 31, 32. Such swinging of the upper links 31 and 32 occurs due to, for example, rolling of the vehicle body during turning, so by appropriately setting the elastic characteristics of the spring mechanisms 71 and 72, changes in the posture of the vehicle body during turning can be achieved. The state can be adjusted.

During actual traveling, the above-described operations of the in-phase stroke and the anti-phase stroke are combined, and, for example, when the balance of the vertical forces that the left and right spring mechanisms 71 and 72 handle is lost. Means that the spring mechanism 73 expands and contracts to compensate for this.

Another embodiment of the spring mechanism will be described here.

First, instead of the spring mechanisms 71 and 72 of FIG. 2, as shown in FIG. 4, a spring mechanism 74 is provided between the vehicle body 60 and the upper link 31, and between the vehicle body 60 and the upper link 32, respectively. , 75 may be interposed. With this configuration, in the case of a reverse phase stroke, the spring mechanisms 74 and 75 expand and contract with the swing of the upper links 31 and 32, so that the elasticity of the spring mechanisms 74 and 75 is the same as in the case of FIG. By properly setting the characteristics, it is possible to adjust the posture change state of the vehicle body during turning or the like. On the other hand, in the case of the in-phase stroke, the spring mechanism 73, 74, 75 receives the load associated with the vertical movement. Therefore, by appropriately setting the elastic characteristics of the spring mechanisms 73, 74, and 75, it is possible to adjust the riding comfort during the in-phase stroke. When such a configuration is adopted, the two spring mechanisms 74, 75 function during the reverse phase stroke, and the three spring mechanisms 73, 7 during the in-phase stroke.
Since 4, 75 function, the spring constant at the time of in-phase stroke becomes higher than that at the time of reverse-phase stroke.

Further, a stabilizer 76 as shown in FIG. 5 may be adopted instead of the spring mechanisms 71, 72 of FIG. This stabilizer 76 has the upper link 3 at both ends.
1 and 32, and two central portions 76a are fixed to the suspension member 20. By providing the stabilizer 76 in this way, the spring mechanisms 71, 72 of FIG.
It can exert the same function as.

Further, instead of the spring mechanisms 74 and 75 of FIG. 4, a stabilizer 77 as shown in FIG. 6 may be adopted. This stabilizer 77 has the upper link 3 at both ends.
1, 32, and two central 77a are fixed to the vehicle body 60. By providing the stabilizer 77 in this way, it is possible to exhibit substantially the same function as the spring mechanisms 74 and 75 of FIG. In this case, the vertical movement load during the in-phase stroke is received only by the spring mechanism 73.

In each of the embodiments shown in FIGS. 2 and 4 to 6 described above, an example of a structure in which the upper links 31 and 32 are rigidly connected by the connecting link 50 is shown.
Alternatively, the upper links 31 and 32 may be elastically connected by a spring mechanism 78, and FIGS. 7 and 10 are views corresponding to the respective embodiments of FIGS. 2 and 4 to 6. By connecting the upper links 31 and 32 with the spring mechanism 78 in this manner, the spring mechanism 78 expands and contracts in both the in-phase stroke and the anti-phase stroke to swing the upper links 31 and 32. Therefore, by appropriately setting the spring constant of the spring mechanism 78, it is possible to adjust the change characteristics of the alignment of the wheels during the in-phase stroke and the anti-phase stroke, the riding comfort, and the like.

Next, another embodiment relating to the upper links 31, 32 will be described.

In each of the embodiments illustrated in FIGS. 1 to 6, the upper links 31 and 32 have the intermediate support portions 31a and 32a of 90, respectively.
Although the case of exhibiting an L-shape bent at an angle is illustrated, the state of the vehicle height change at the time of a reverse phase stroke can be set appropriately by appropriately setting the bending angle.

As shown in FIG. 11A, the upper link 3
Bending angle α of the intermediate support portions 31a and 32a in
Is 90 °, the distance between the intermediate support portions 31a and 32a is equal to the distance between the joints 109 and 110, and during the reverse phase stroke, the upper link 31, 32 swings. At this time, the joints 109 and 110 are restrained from each other by the connecting link 50, and as shown in FIG. 11C, the intermediate support portions 31a and 32a (joint 1
05, 106) around the circumference. Then, the rotational movement amount of the one joint 109 and the rotational movement amount of the other joint 110 become equal, so that the magnitude of the bound stroke of the one upper link 31 (32) is larger than that of the other upper link 32 (31). Equal to the size of the rebound stroke. Upper links 31, 32
Make sure that the line connecting the outer ends of is parallel to the road surface,
FIG. 11D shows the wheel position as a reference, and the center portion 50a of the connecting link 50 (in the figure,
The height position from the road surface (indicated by a black circle) is constant. Therefore, when the bending angle α of the upper links 31 and 32 is set to 90 °, it is possible to set so as to eliminate the vehicle height change during the reverse phase stroke.

On the other hand, as shown in FIG.
Intermediate support portions 31a, 32 of the upper links 31, 32
When the bending angle α of a is larger than 90 °, the intermediate support portion 3
The distance between the joints 1a and 32a becomes larger than the distance between the joints 109 and 110.
The upper links 31, 32 swing in the state as shown in (b). At this time, the joints 109 and 110 are restrained from each other by the connecting link 50, as shown in FIG.
As shown in (c), the intermediate support portions 31a and 32, respectively.
It moves on the circumference centered on a (joint 105, 106). In this case, the rotational movement amount of the other joint 109 becomes larger than the rotational movement amount of the one joint 110, so that the size of the bound stroke of the one upper link 31 (32) becomes larger.
It is larger than the size of the rebound stroke in (31). When the line connecting the outer ends of the upper links 31 and 32 is parallel to the road surface and the position of the wheel is used as a reference, it is as shown in FIG. 12D, and the center portion 50a ( The height position from the road surface (indicated by a black circle in the drawing) is lower than that of the center portion 50a ′ before swinging (indicated by a white circle in the drawing). Therefore, the upper links 31, 3
When the bending angle α of No. 2 is larger than 90 °, the vehicle height can be set to be low during the reverse phase stroke, and the size thereof can be set by appropriately setting the bending angle of the upper links 31, 32. It can be adjusted by doing.

Further, as shown in FIG. 13 (a), when the bending angle α of the intermediate support portions 31a, 32a of the upper links 31, 32 is smaller than 90 °, the intermediate support portions 31a,
The distance between the joints 109 and 110 is larger than the distance between the joints 32a, and at the time of the reverse phase stroke, as shown in FIG.
The upper links 31, 32 swing in the state shown in FIG.
At this time, the joints 109 and 110 are connected to each other by the connecting link 5
13 (c) while restraining the movements of each other by 0.
As shown in FIG. 5, the intermediate support portions 31a and 32a (joints 105 and 106) are moved around the circumference. In this case, the rotational movement amount of the other joint 110 becomes larger than the rotational movement amount of the one joint 109, whereby the size of the bound stroke of the one upper link 31 (32) becomes larger. 31)
It is smaller than the size of the rebound stroke. When the line connecting the outer ends of the upper links 31 and 32 is parallel to the road surface and the illustration is based on the position of the wheel, the result is as shown in FIG. The height position from the road surface of (indicated by a black circle in the figure) is higher than that of the center portion 50a ′ before swinging (indicated by a white circle in the figure). Therefore, when the bending angle α of the upper links 31, 32 is smaller than 90 °, the vehicle height can be set to be high during the reverse phase stroke, and the size thereof can be set to the upper links 31, 32. It can be adjusted by appropriately setting the bending angle.

In each of the embodiments described above, the wheel carrier 11, 12 and the suspension member 20 are both supported on the vehicle body through the joints 101, 102 and 103, 104, respectively. As shown, the joints 103, 104
It is also possible to fix the joints 101 and 102 that support one end of the wheel carriers 11 and 12 to the suspension member 20 that is supported by the vehicle body via the. Even in the case of such a configuration, during the in-phase stroke, the wheel carriers 11 and 12, the suspension member 20, the upper links 31 and 32, and the lower links 41 and 42.
Since the connecting link 50 and the connecting link 50 integrally swing about the axis S, substantially the same effect as that of the embodiment shown in FIG. 1 is achieved.

Further, the structure in which the both ends of the suspension member 20 are supported by the joints 103 and 104 has been exemplified, but, for example, as shown in FIG.
This arm 2 is provided by a joint 120 having a degree of freedom.
It is also possible to adopt a configuration that supports 0a.

Further, even if the positional relationship between the upper links 31 and 32 and the connecting link 50 and the lower links 41 and 42 is vertically reversed, the same function is exhibited.

Further, the spring mechanisms 71 to 78 are not particularly limited as long as they are members having a function of elastically connecting the connected members such as a coil spring.

In the above-mentioned embodiment, the example applied to the rear suspension of the FF type vehicle has been described, but it may be applied to the rear suspension of the rear wheel drive vehicle such as the front engine rear drive (FR) type.

Further, the same effect can be obtained by connecting the joints of the respective parts with an elastic body such as rubber.

[0060]

As described above, according to the vehicle suspension device of each claim, one connecting portion of the first link member swingably supported by the horizontal member is connected to the carrier. The other connecting portions are connected by the second link member. For this reason, during the in-phase stroke, each member integrally swings around the lateral axis of the vehicle, so that it is possible to sufficiently suppress the change in the wheel alignment including the change in the toe angle, the change in the camber angle, the change in the scoop, and the like. it can. Further, during the reverse phase stroke, the swing of the one first link member is transmitted to the other first link member via the second link member. Therefore, by using this interlocking mechanism, The alignment change can be optimally set for the left and right wheels.

[Brief description of drawings]

FIG. 1 is a perspective view showing a connecting mechanism of each link in the configuration of a vehicle suspension device according to an embodiment, excluding each spring mechanism.

FIG. 2 is a front view showing a main part of a vehicle suspension device including a spring mechanism.

FIG. 3 (a) is a front view showing an operation during a same-phase stroke by a solid line and a dotted line, and FIG. 3 (b) is a front view showing an operation during a reverse-phase stroke by a solid line and a dotted line.

FIG. 4 is a front view showing another embodiment of the spring mechanism.

FIG. 5 is a front view showing another embodiment of the spring mechanism.

FIG. 6 is a front view showing another embodiment of the spring mechanism.

FIG. 7 is a front view showing an embodiment in which a connecting mechanism in FIG. 2 is replaced with a spring mechanism.

FIG. 8 is a front view showing an embodiment in which the connecting link in FIG. 4 is replaced with a spring mechanism.

9 is a front view showing an embodiment in which a connecting mechanism in FIG. 5 is replaced with a spring mechanism.

10 is a front view showing an embodiment in which a connecting mechanism in FIG. 6 is replaced with a spring mechanism.

11A is a front view of an upper link, FIG. 11B is a front view showing a swinging state of the upper link, and FIG. 11C is an explanatory view showing displacement positions of a connecting link and joints on both sides thereof.
(D) is a front view showing the upper link and the connecting link which are swinging with reference to the position of the wheel.

12A is a front view of an upper link according to another embodiment, FIG. 12B is a front view showing a swinging state of the upper link, FIG.
(C) is explanatory drawing which shows the displacement position of a connection link and the joint of the both sides, (d) is a front view which shows the upper link and connection link which are rocking | fluctuating on the basis of the position of a wheel.

13A is a front view of an upper link according to another embodiment, FIG. 13B is a front view showing a swinging state of the upper link, FIG.
(C) is explanatory drawing which shows the displacement position of a connection link and the joint of the both sides, (d) is a front view which shows the upper link and connection link which are rocking | fluctuating on the basis of the position of a wheel.

FIG. 14 is a configuration diagram showing another embodiment regarding a fixed position of a wheel carrier.

FIG. 15 is a schematic perspective view showing another embodiment relating to a supporting state of a suspension member.

FIG. 16 is a perspective view showing an example of a conventional vehicle suspension device.

FIG. 17 (a) is an explanatory view showing a scup change, and FIG. 17 (b).
FIG. 6 is an explanatory diagram showing generation of a jack-up force and a jack-down force.

[Explanation of symbols]

1, 2 ... Wheels, 11, 12 ... Wheel carriers (carriers), 20 ... Suspension members (horizontal members), 3
1, 32 ... upper link (first link), 41, 42 ... lower link, 50 ... connecting link (second link), 71, 7
2 ... Spring mechanism (second elastic member), 73 ... Spring mechanism (first elastic member)
Elastic member), 74, 75 ... Spring mechanism (third elastic member),
76, 77 ... Stabilizer (torsion spring member).

Continuation of the front page (56) Reference JP-A-7-89322 (JP, A) JP-A-7-32833 (JP, A) JP-A-4-218420 (JP, A) JP-A-9-2037 (JP , A) Actually open 61-18918 (JP, U) Actually open 58-190206 (JP, U) Actually open 62-112907 (JP, U) Actually open 60-180620 (JP, U) Special public 36-17108 (JP, B1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60G 21/05

Claims (9)

(57) [Claims] 1. A carrier, which is disposed on both sides of a vehicle so as to face each other, supports left and right wheels respectively, and is swingably supported around a vehicle lateral axis, and is disposed so as to extend across the vehicle lateral direction. Horizontal members that are supported by the vehicle body in a state of being swingable about the vehicle lateral axis, and intermediate support portions that are respectively disposed on both sides of the vehicle and that are swingably supported by the horizontal members, One of the connecting portions is connected to the carrier, and the intermediate support portion is located outside the straight line connecting the connecting portions; and the other connecting portions of the first link members. And a second link member for connecting the two. 2. The suspension system for a vehicle according to claim 1, wherein the support portions of the carrier and the horizontal member, which are supported with respect to the vehicle body, are arranged substantially on the same axis along the horizontal direction of the vehicle. 3. The vehicle suspension system according to claim 1, wherein one end of the carrier is supported by the lateral suspension member. 4. The suspension system for a vehicle according to claim 1, further comprising a first elastic member interposed between the horizontal member and the vehicle body. 5. A second elastic member interposed between each of the first link members and the lateral member is provided.
Alternatively, the vehicle suspension device according to item 4. 6. The suspension system for a vehicle according to claim 1, further comprising a third elastic member interposed between each of the first link members and the vehicle body. 7. The vehicle suspension device according to claim 1, further comprising a torsion spring member that connects the first link members to each other. 8. The vehicle suspension device according to claim 1, wherein a distance between the intermediate support portions of the both first link members and a distance between the other connecting portions of the first link members are different from each other. 9. The vehicle suspension system according to claim 1, wherein the second link member is formed of an elastic member.