JP3633292B2

JP3633292B2 - Suspension device

Info

Publication number: JP3633292B2
Application number: JP20083698A
Authority: JP
Inventors: 民良笠原
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 1998-07-15
Filing date: 1998-07-15
Publication date: 2005-03-30
Anticipated expiration: 2018-07-15
Also published as: JP2000025434A

Description

【０００１】
【発明の属する技術分野】
この発明はサスペンション装置に関するものであり、車体やサスペンションメンバに取付けられるアッパリンクを廃止して、サスペンション付近の車体及び車室内スペースを活用できるように配慮したサスペンション装置に関するものである。
【０００２】
【従来の技術】
従来のサスペンション装置として、例えば、特開昭６２−１０５７０９号公報に示されるような第１の従来例は、いわゆるパラレルリンク式のストラットサスペンションと称される形式であるが、トー角やキャンバ角を規定するために、ドライブシャフトの前方及び後方に所定のスパンで、前側及び後側のラテラルリンクが配置され、トレーリングリンクで前後方向を規定している。ストラットサスペンション形式とすることで、アッパリンクが必要なくなるので、車体サイドメンバの車両幅方向及び高さ方向の配置自由度が向上し、車輪付近のスペースが有効に活用されている。
【０００３】
特開平８−１８８０２３号公報に示されるような第２の従来例は、いわゆるダブルウィッシュボーン式サスペンションで、この第２の従来例は、ストロークに伴うキャンバ変化の設定自由度が高い特徴を有する。
【０００４】
特開平７−２７６９４７号公報に示されるような第３の従来例は、いわゆるセミトレーリング式サスペンションで、この第３の従来例は、アッパリンクをもたないので、車体サイドメンバの車幅方向及び高さ方向の配置自由度が向上し、車輪付近の車体スペースが有効に活用できる。
【０００５】
特開平３−２２４８１０号公報や実開平５−８０８１２号公報に示されるような第４の従来例は、ともに、車輪支持体側で略車両前後方向に隔たって配置された２点と車体側の２点で、上下方向に沿って揺動する台形アームを備えたサスペンションで、車輪支持体の上部と車体との間に設けられたアッパリンクによって、ストロークに伴うキャンバ変化の設定自由度を高めている。
【０００６】
【発明が解決しようとする課題】
しかしながら、第１の従来例にあっては、アッパリンクがないので、車両に搭載する際のスペース効率は優れるものの、ストロークに伴うキャンバ変化の設定自由度が少なく、特に車輪がバウンドする側でネガティブキャンバを稼げないという課題がある。
【０００７】
第２の従来例にあっては、キャンバ変化の設定自由度は高いものの、所定の長さをもつアッパリンクを車体側に取付ける必要があるために、車体サイドメンバを、アッパリンクよりも上側に設けるか、アッパリンクよりも内側に設ける必要がある。前者の場合はフロア面が高くなり、車内スペースを有効に確保できない。後者の場合は、車体サイドメンバを車両平面視で、直線状にレイアウトすることが困難になり、強度上、サイドメンバに新たに補強を施す必要が生じるという課題がある。
【０００８】
第３の従来例にあっては、キャンバ変化特性の設定自由度が比較的限られているという性能上の課題の他に、タイヤの前側に車両の幅方向にわたってサスペンションの取付点を必要とするため、特に比較的低い位置に乗員を着座させる形式の車体において、後席のシートクッションのスペースを十分に確保することが困難になりやすく、また後席の床下に燃料タンクを配置する車体構造の場合にも、タンクの容量を圧迫するという課題がある。
【０００９】
第４の従来例にあっては、車体に取付けられたアッパリンクでキャンバ角及びその変化特性を決定しているという点において、第２の従来例と同じ課題を有している。
【００１０】
そこでこの発明は、アッパリンクを廃止したものでありながら、車体サイドメンバのレイアウト性に優れ、且つキャンバ変化特性の設定自由度の高いサスペンション装置の提供を課題とする。
【００１１】
【課題を解決するための手段】
請求項１の発明は、車輪を回転自在に支持する車輪支持体と、車輪支持体と車体側部材との間に取付けられて略車幅方向に延在するラテラルリンク部材とを有するサスペンション装置であって、前記ラテラルリンク部材は、一端が略車幅方向に延びる軸線回りに回転可能なように車体側部材に取付けられており、他端が略車幅方向に延びる他の軸線回りに回転可能なように車輪支持体に取付けられており、両軸線は車両平面視において、それぞれの軸線を車両内側に延長した側で交点をもつと共に、ラテラルリンク部材の車体又は車輪支持体側の軸線を構成する取付部材の少なくともいずれか１つが、上下方向の自由度を拘束して、前後方向の自由度を比較的自由にするようなもので、上下方向に隔たった２つの締結点で車輪支持体に取付けられ、車輪支持体と車体側部材との間に配置される略車両前後方向に延びた所定幅を有する１本のトレーリングアームを有することを特徴とする。
また、請求項２の発明は、車輪を回転自在に支持する車輪支持体と、車輪支持体と車体側部材との間に取付けられて略車幅方向に延在するラテラルリンク部材とを有するサスペンション装置であって、前記ラテラルリンク部材は、一端が略車幅方向に延びる軸線回りに回転可能なように車体側部材に取付けられており、他端が略車幅方向に延びる他の軸線回りに回転可能なように車輪支持体に取付けられており、両軸線は車両平面視において、それぞれの軸線を車両内側に延長した側で交点をもつと共に、
ラテラルリンク部材の車体又は車輪支持体側の軸線を構成する取付部材の少なくともいずれか１つが、上下方向の自由度を拘束して、前後方向の自由度を比較的自由にするようなもので、上下方向に隔たって車輪支持体と車体側部材との間に配置される略車両前後方向に延びた２本のトレーリングアームを有することを特徴とする。
【００１２】
請求項３の発明は、ラテラルリンク部材の車体側の軸線を構成する取付部材が、車幅方向に隔てて配置された、対をなす一組のものであることを特徴とする。
【００１３】
請求項４の発明は、ラテラルリンク部材の車輪支持体側の軸線を構成する取付部材が、該軸線を中心に回転自在なベアリング部材であることを特徴とする。
【００１４】
請求項５の発明は、ラテラルリンク部材の車輪支持体側の軸線と高さ違いで、互いに空間的にねじれ位置関係となるように配置され、略車両前後方向に延在し、車輪支持体と車体側部材との間に揺動自在に設けられたトレーリングリンクを有することを特徴とする。
【００１５】
請求項６の発明は、車輪のストロークに伴って伸縮し、その上端部が車体に取付けられるストラット部材を有し、ストラット部材の下部が車輪支持体に対して略車両前後方向に延びる軸線回りにだけ回転できるように取付けられていることを特徴とする。
【００１６】
請求項７の発明は、車輪を回転自在に支持する車輪支持体と、車輪支持体と車体側部材との間に取付けられて略車幅方向に延在するラテラルリンク部材とを有するサスペンション装置であって、
前記ラテラルリンク部材は、一端が略車幅方向に延びる軸線回りに回転可能なように車体側部材に取付けられており、ラテラルリンク部材の他端側における中間部と車輪支持体の上部との間にはアッパアームが取付けられており、ラテラルリンク部材の中間部と車輪支持体側の取付点とを軸線で結んだ時、該軸線と前記一端側の軸線とは、車両平面視において、それぞれの軸線を車両内側に延長した側で交点をもつと共に、
ラテラルリンク部材の車体又は車輪支持体側の軸線を構成する取付部材の少なくともいずれか１つが、上下方向の自由度を拘束して、前後方向の自由度を比較的自由にするようなもので、上下方向に隔たった２つの締結点で車輪支持体に取付けられ、車輪支持体と車体側部材との間に配置される略車両前後方向に延びた所定幅を有する１本のトレーリングアームを有することを特徴とする。
また、請求項８の発明は、車輪を回転自在に支持する車輪支持体と、車輪支持体と車体側部材との間に取付けられて略車幅方向に延在するラテラルリンク部材とを有するサスペンション装置であって、前記ラテラルリンク部材は、一端が略車幅方向に延びる軸線回りに回転可能なように車体側部材に取付けられており、ラテラルリンク部材の他端側における中間部と車輪支持体の上部との間にはアッパアームが取付けられており、ラテラルリンク部材の中間部と車輪支持体側の取付点とを軸線で結んだ時、該軸線と前記一端側の軸線とは、車両平面視において、それぞれの軸線を車両内側に延長した側で交点をもつと共に、ラテラルリンク部材の車体又は車輪支持体側の軸線を構成する取付部材の少なくともいずれか１つが、上下方向の自由度を拘束して、前後方向の自由度を比較的自由にするようなもので、上下方向に隔たって車輪支持体と車体側部材との間に配置される略車両前後方向に延びた２本のトレーリングアームを有ことを特徴とする。
【００１９】
請求項９の発明は、ラテラルリンク部材の車体側の軸線を構成する取付部材が、車幅方向に隔てて配置された、対をなす一組のものであることを特徴とする。
【００２０】
請求項１０の発明は、ラテラルリンク部材の車輪支持体側の軸線を構成する取付部材が、該軸線を中心に回転自在なベアリング部材であることを特徴とする。
【００２１】
請求項１１の発明は、アッパアームの車輪支持体側の取付点と、ラテラルリンク部材の車輪支持体側の取付点とを軸線で結んだ時、該軸線と、車両前後方向に隔たって、空間的にねじれの位置関係となるように、車輪支持体と車体との間に設けられたトーコントロールリンクを有することを特徴とする。
【００２２】
請求項１２の発明は、アッパアームの車輪支持体側の取付点と、ラテラルリンク部材の車輪支持体側の取付点とを軸線で結んだ時、該軸線と、車両前後方向に隔たって、空間的にねじれの位置関係となるように、車輪支持体とラテラルリンク部材との間に設けられたトーコントロールリンクを有することを特徴とする。
【００２８】
【発明の効果】
請求項１の発明では、両軸線が車両内側で交点をもつため、両軸線の配置等を調整することで、ダブルウィシュボーン式サスペンションと同等のキャンバ角変化特性の設定自由度をもたせることができる。車体に取付けられるアッパリンクが必要ないので、例えば車体のサイドメンバを、低く且つ外側に配置することが可能であり、サイドメンバの直線的配置による車体構造の簡素化や、低フロア化による車内スペースの拡大が図りやすくなる。このように、本発明によれば、従来例での問題を解決し、キャンバ角変化特性の設定自由度が高く、レイアウト自由度や車体のスペース効率を高めたサスペンションを提供できる。また、前後方向とワインドアップ角方向の自由度の拘束をトレーリングアームに集約したので、前後剛性の設定自由度が高く、車両の乗り心地性能を向上させることができる。また、上下方向での２つの締結点を有する１本のトレーリングアームで済むため、部品点数の低減を図ることができる。
さらに、請求項２の発明では、両軸線が車両内側で交点をもつため、両軸線の配置等を調整することで、ダブルウィシュボーン式サスペンションと同等のキャンバ角変化特性の設定自由度をもたせることができる。車体に取付けられるアッパリンクが必要ないので、例えば車体のサイドメンバを、低く且つ外側に配置することが可能であり、サイドメンバの直線的配置による車体構造の簡素化や、低フロア化による車内スペースの拡大が図りやすくなる。このように、本発明によれば、従来例での問題を解決し、キャンバ角変化特性の設定自由度が高く、レイアウト自由度や車体のスペース効率を高めたサスペンションを提供できる。また、トレーリングアームが上下で隔てた２本で構成されているため、重量の軽減を図ることができる。
【００２９】
請求項３の発明では、ラテラルリンク部材の車体側の軸線を構成する取付部材が、対をなす一組のものなので、ラテラルリンク部材のこじり方向での結合剛性が向上する。
【００３０】
請求項４の発明では、ラテラルリンク部材の車輪支持体側の軸線を構成する取付部材がベアリング部材であるため、車輪支持体のラテラルリンク部材に対する取付点の位置を低くしてコンパクトに配置でき、スペース面で車両への適用性に優れる。
【００３１】
請求項５の発明では、ラテラルリンク部材とトレーリングリンクの相互作用で、前後方向とワインドアップ角方向を拘束することができる。
【００３２】
請求項６の発明では、ストラット部材でワインドアップ角方向を規制することができる。
【００３５】
請求項７の発明では、車体に取付けなければならないアッパリンクは存在しないので、レイアウト面で見た車両への適用性が高い。前後方向とワインドアップ角方向の自由度の拘束をトレーリングアームに集約したので、前後剛性の設定自由度が高く、車両の乗り心地性能を向上させることができる。また、上下方向での２つの締結点を有する１本のトレーリングアームで済むため、部品点数の低減を図ることができる。
また、請求項８の発明では、車体に取付けなければならないアッパリンクは存在しないので、レイアウト面で見た車両への適用性が高い。さらに、トレーリングアームが上下で隔てた２本で構成されているため、重量の軽減を図ることができる。
【００３６】
請求項９の発明では、ラテラルリンク部材の車体側の軸線を構成する取付部材が、対をなす一組のものなので、ラテラルリンク部材のこじり方向での結合剛性が向上する。
【００３７】
請求項１０の発明では、ラテラルリンク部材の車輪支持体側の軸線を構成する取付部材がベアリング部材であるため、車輪支持体のラテラルリンク部材に対する取付点の位置を低くしてコンパクトに配置でき、スペース面で車両への適用性に優れる。
【００３８】
請求項１１の発明では、車輪支持体と車体との間にトーコントロールリンクを設け、トーコントロール機能をラテラルリンク部材から分離したので、トーコントロールリンクを車幅方向に動かして、操舵可能なサスペンションとして使うこともできる。そして、トー角はラテラルリンク部材とトーコントロールリンクの相互作用で決まるので、前後力や横力が入力した際のトー変化特性を、より自由に設定できる。
【００３９】
請求項１２の発明では、車輪支持体とラテラルリンク部材との間にトーコントロールリンクを設けても、前項と同じ効果が得られる。
【００４６】
【発明の実施の形態】
以下、この発明の複数の実施例を、図面に基づいて説明する。尚、各実施例において、共通する構成部分については同符号を付して説明し、重複する説明は省略する。
【００４７】
図１〜図４は、本発明の第１実施例を示している。
【００４８】
図１は、本実施例の構造の概略斜視図を示す。車輪１を回転自在に支持する車輪支持体２の下部には、下アーム部３が設けられており、該下アーム部３の先端４が、ボールジョイント部材Ｂを介して、ラテラルリンク部材に対して回動可能に取付けられている。ラテラルリンク部材５は、略車幅方向に延在し、略車幅方向に延びる軸線ｎ回りに回転可能なように、二股状の前端６、７で、図示せぬ車体側部材に取付けられている。車輪支持体２の上部には上アーム部８が一体的に延長形成されており、該上アーム部８の先端９は、ラテラルリンク部材５の中間部にボールジョイント部材Ｂを介して回動可能に取付けられている。車輪支持体２の中間部には、中間アーム部１０が設けられており、該中間アーム部１０と、図示せぬ車体側部材との間には、トレーリングリンク１１が設けられている。
【００４９】
図２には、本実施例の車両平面視を示す。図示したように、ラテラルリンク部材５の二股の前端６、７を結ぶ軸線ｎと、下アーム部３と上アーム部８の各先端４、９を結ぶ軸線ｍは、両方が車両内側に向かって延長した先で交点Ｓをもつようにその配置が決定されている。
【００５０】
次に、図３及び図４を用いて、作用を説明する。
【００５１】
まず、車輪１の上下ストロークに伴う、各先端６、７の上下方向の変位量を考える。軸線ｎと軸線ｍが車両内側に延長された交点Ｓで交わっているので、下アーム部３の先端４は、上アーム部８の先端９よりも軸線ｎから遠い位置にある。従って、車輪１のストロークに伴い、遠い先端４が上下変位すると、両先端４、９の上下変位が、軸線ｎ回りのラテラルリンク部材５の回転に起因する変位であることから、近い方の先端９の上下変位は、遠い先端４の上下変位よりも小さくなる。すると、図３に示したように、遠い先端４の上下変位よりも近い先端９の上下変位の方が少ないことで、ストロークに伴う車輪１のキャンバ角の変化をコントロールできる（バウンド側でネガティブキャンバとするといった特性がつくられる）。更に、軸線ｎと軸線ｍの交点Ｓを、ラテラルリンク部材５の一方の前端７から遠く離して設定すると、軸線ｎと軸線ｍが平行に近くなり、その結果、ラテラルリンク部材５の回転に伴う前記各先端４、９の上下変位が近くなり、ストロークに伴うキャンバ変化を少なくできる。また、軸線ｎと軸線ｍの交点Ｓを、前記一方の先端９近くに設定すると、軸線ｎと軸線ｍがなす角が大きくなり、軸線ｎと先端４との距離よりも軸線ｎと先端９の距離が短くなって、その結果、ラテラルリンク部材５の回転に伴う各先端４、９の上下変位において、先端４の上下変位の方が、先端９の上下変位よりも大きくなり、バウンドストロークに伴う、ネガティブ方向へのキャンバ変化を大きくできることがわかる。このように、軸線ｎと軸線ｍの配置や、先端４、９の配置を調整することで、従来のダブルウィシュボーン式サスペンションと同等のキャンバ角変化特性の設定自由度をもたせることができる。
【００５２】
更に、本実施例では、従来のダブルウィッシュボーン式サスペンションで必要とした車体に取付けられるアッパリンクが必要ないので、図４に示したように、車体のサイドメンバＭを、従来のサイドメンバＭ′、Ｍ″に比べ、低く且つ外側に配置することが可能であり、サイドメンバＭの直線的配置による車体構造の簡素化や、低フロア化による車内スペースの拡大が図りやすくなる。
【００５３】
また、ラテラルリンク部材５を車体に取付けるための軸線ｎを、図２に示したように、車両前後方向の関係において、ホイールセンタＷ／Ｃ側に近付けて配置することが可能であり、セミトレーリング式サスペンションのように、車輪１の前方に、平面視で所定の角度／位置をもって置くような必要はなく、軸線ｎの配置の自由度が高い。
【００５４】
このように、本発明によれば、従来例での問題を解決し、キャンバ角変化特性の設定自由度が高く、レイアウト自由度や車体のスペース効率を高めたサスペンションを提供できる。
【００５５】
ここで、この第１実施例におけるサスペンションの拘束自由度は、以下のようになっている。すなわち、車輪支持体２の横方向、キャンバ角方向、トー角方向の自由度は、ラテラルリンク部材５の作用で拘束され、前後方向とワインドアップ角方向は、ラテラルリンク部材５とトレーリングリンク１１の相互作用で拘束されている。
【００５６】
図５には、第２実施例を示す。
【００５７】
第２実施例では、第１実施例に比べて、ラテラルリンク部材５の車体外側の前端６に、略上下方向に延びるコンロッド１２が連結されており、該コンロッド１２を介して車体に取付けられている。また、車輪支持体２の中間アーム部１３と、車体側取付部材（図示せず）とが、略車両前後方向に延び且つ車輪支持体２に対して上下方向に隔たった２つの締結点１４で取付けられる平板状のトレーリングアーム１５で連結されている。ラテラルリンク部材５の前記前端６は、コンロッド１２により、上下方向には拘束されるが、前後方向は比較的フリーであるので、下アーム部３の先端４は、ラテラルリンク部材５によって前後方向の拘束を受けなくなる。従って、本実施例では、車輪支持体２の横方向、キャンバ角方向、トー角方向の自由度は、ラテラルリンク部材５の作用で拘束され、前後方向とワインドアップ角方向は、トレーリングアーム１５の作用で拘束されている。前後方向とワインドアップ角方向の自由度の拘束をトレーリングアーム１５に集約したので、第１実施例に比べて、前後剛性の設定自由度が高く、車両の乗り心地性能を向上させることができる。ここでは、車輪支持体２に、上下方向に隔たった２つの締結点１４を有する平板状の１本のトレーリングアームによる例を示したが、上下方向に隔たって配置される２本のトレーリングアームと置き換えても良い。この場合にも、ラテラルリンク部材５で拘束される車輪支持体２の自由度には変化がない。また、本実施例では、コンロッド１２を一方の前端６に設ける例を示したが、これに代えて、他の前端７や、他の先端４、９にコンロッドを設けても良い。
【００５８】
図６及び図７には、第３実施例を示す。
【００５９】
第３実施例では、上アーム部が廃止されている。そして、第１実施例の軸線ｍに相当する部分の取付け方法を、図７に示したように代えている。すなわち、下アーム部１６の先端１７内に、軸線ｍ方向に配置されたベアリング部材１８を設けている。このベアリング部材１８は、ラテラルリンク部材５に形成された軸部１９の互いに離反する方向に傾斜した面１９ａに設けられており、軸線ｍに沿った方向ではずれないようになっている。本実施例では車輪支持体２から延出する下アーム部１６が特に低く、コンパクトに配置できるので、よりスペース面で車両への適用性に優れる。
【００６０】
図８には、第４実施例を示す。
【００６１】
第４実施例では、第３実施例の中間アーム部及びトレーリングリンクを廃止し、車輪支持体２に、略車両前後方向に延びる軸線ｋ回りに回動可能で、他の自由度を拘束するようなストラット部材２０を取付けたものである。このストラット部材２０は、上端が車体側に取付けられ、車輪の上下動に伴って伸縮する。本実施例では、車輪支持体２の横方向、キャンバ角、トー各方向、及び前後方向の自由度は、ラテラルリンク部材５の作用で拘束され、ワインドアップ角方向が、ストラット部材２０の作用で拘束されている。キャンバ変化の設定自由度は他の実施例と同様である。本実施例では、トレーリングリンクやトレーリングアームを必要としないので、更にコンパクトなサスペンション構成とすることができる。また、本実施例に示したストラット部材２０の車輪支持体２への取付け方法と、第２実施例固有の構造を組み合わせることも可能である。その際は、車輪支持体２の横方向、キャンバ角方向、トー角方向の自由度は、ラテラルリンク部材５の作用で拘束され、ワインドアップ角方向が、ストラット部材２０の作用で拘束され、前後方向が、トレーリングリンクで拘束されることになる。その場合には、第４実施例に比べ、前後方向剛性の設定自由度が更に高まるという効果が得られる。
【００６２】
図９には、第５実施例を示す。
【００６３】
第５実施例の構成を、第１実施例と比較して説明する。車輪支持体２の長い上アーム部は廃止し、短い上アーム部２１にして、この短い上アーム部２１とラテラルリンク部材５の中間部とを、アッパアーム２２にて揺動自在に連結した。このアッパアーム２２はボールジョイント部材Ｂでラテラルリンク部材５に対して連結されている。
【００６４】
また、上アーム部２１の先端２３と、下アーム部３の先端４とを結ぶ軸線ｐと、前後方向で距離を隔てた位置には、後アーム部２４が形成されている。この後アーム部２４には、略車両幅方向に延び、他端を図示せぬ車体側部材に取付けられたトーコントロールリンク２５が揺動自在に取付けられている。本実施例においても、キャンバ変化の設定は、第１実施例のように軸ｎ軸ｍの配置で行うことができ、車体に取付けなければならないアッパリンクは存在しないので、レイアウト面で見た車両への適用性が高い。更に、本実施例において、トーコントロール機能をラテラルリンク部材５から分離したので、トーコントロールリンク２５を車幅方向に動かして、操舵可能なサスペンションとして使うこともできる。そして、トー角はラテラルリンク部材５とトーコントロールリンク２５の相互作用で決まるので、前後力や横力が入力した際のトー変化特性を、より自由に設定できる。
【００６５】
また、トーコントロールリンク２５は車体側部材ではなく、ラテラルリンク部材５側に取付けるような構成とすることも可能である。その際は、第５実施例に比べ、トー変化の設定自由度はやや減少するが、車体側にトーコントロールリンク２５を取付ける必要がないので、よりコンパクトな構成とすることができる。
図１０には、第６実施例を示す。
【００６６】
本実施例の第５実施例との差異は、トーコントロールリンクが廃止され、トレーリングリンク２６が車輪支持体２側で車幅方向に隔たって配置される２点で取付けられる平板形状になっている点である。本実施例では、車輪支持体２の横方向、キャンバ角方向の自由度は、ラテラルリンク部材５及びアッパアーム２２の相互作用で拘束され、前後方向とワインドアップ角方向は、ラテラルリンク部材５とトレーリングリンク２６の相互作用で拘束され、トー角方向はトレーリングリンク２６の作用で拘束されている。本実施例では、一本のトレーリングリンク２６でトー角を拘束したが、車輪支持体２に車幅方向に隔たって配置され、略車両前後方向に延びる２本のトレーリングリンクで、本実施例のトレーリングリンクを置き換えても、同様の作用を発揮する。
【００６７】
図１１及び図１２には、第７実施例を示す。
【００６８】
本実施例の第５実施例との差異は、トーコントロールリンクが廃止され、車輪支持体２の前側から、車輪１の前側に向けて長い中間アーム部２７が延長形成され、該中間アーム部２７の先端を車体に取付けた点である。また、ラテラルリンク部材５の外側の前端６にはコンロッド１２が設けられている。尚、この前端６は、コンロッド１２に替えて、図１２に示すように、上下方向に剛性が高く、前後方向に剛性が低くなるような弾性ブッシュ部材２８を用いて取付けても良い。本実施例では、車輪支持体２の横方向、キャンバ角方向の自由度は、ラテラルリンク部材５及びアッパアーム２２の相互作用で拘束され、前後方向とワインドアップ角方向、トー角方向が、車輪支持体２の中間アーム部２７の姿勢保持作用によって拘束されている。本実施例では、他の実施例に比べ、更にコンパクトで簡素な構成とできる。
【００６９】
図１３には、第８実施例を示す。
【００７０】
第８実施例では、第７実施例に比べて、上アーム及びアッパアームが廃止され、そして低く形成された下アーム１６の先端１７が軸線ｍ方向に配置されたベアリング部材（第３実施例と同様）を介してラテラルリンク部材５に連結されている。本実施例では車輪支持体２から延出する下アーム部１６が特に低く、コンパクトに配置できるので、よりスペース面で車両への適用性に優れる。
【図面の簡単な説明】
【図１】本発明の第１実施例に係る概略斜視図である。
【図２】第１実施例に係る概略平面図である。
【図３】第１実施例に係る概略側面図である。
【図４】第１実施例に係り、サイドメンバとの関係を示す概略側面図である。
【図５】第２実施例に係る概略斜視図である。
【図６】第３実施例に係る概略斜視図である。
【図７】第３実施例のベアリング部材の構造を示す断面図である。
【図８】第４実施例に係る概略斜視図である。
【図９】第５実施例に係る概略斜視図である。
【図１０】第６実施例に係る概略斜視図である。
【図１１】第７実施例に係る概略斜視図である。
【図１２】第７実施例に係るラテラルリンク部材の弾性ブッシュ部材による取付け例を示す断面図である。
【図１３】第８実施例に係る概略斜視図である。
【符号の説明】
１車輪
２車輪支持体
５ラテラルリンク部材
１１、１５、２６トレーリングリンク
２０ストラット部材
２２アッパアーム
２５トーコントロールリンク
ｎ、ｍ軸線
Ｓ交点[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a suspension apparatus, and more particularly to a suspension apparatus in which an upper link attached to a vehicle body and a suspension member is abolished so that a vehicle body and a vehicle interior space near the suspension can be utilized.
[0002]
[Prior art]
As a conventional suspension device, for example, a first conventional example as disclosed in Japanese Patent Application Laid-Open No. 62-105709 is a so-called parallel link type strut suspension, but a toe angle or a camber angle is set. For this purpose, front and rear lateral links are arranged with a predetermined span in front and rear of the drive shaft, and the longitudinal direction is defined by the trailing link. By adopting the strut suspension type, an upper link is not necessary, so that the degree of freedom of arrangement of the vehicle body side member in the vehicle width direction and height direction is improved, and the space near the wheels is effectively utilized.
[0003]
A second conventional example as disclosed in JP-A-8-188023 is a so-called double wishbone type suspension, and this second conventional example has a feature that a camber change setting freedom with a stroke is high.
[0004]
A third conventional example as disclosed in Japanese Patent Application Laid-Open No. 7-276947 is a so-called semi-trailing suspension, and this third conventional example does not have an upper link. In addition, the degree of freedom in arrangement in the height direction is improved, and the vehicle body space near the wheels can be effectively utilized.
[0005]
In the fourth conventional example as disclosed in Japanese Patent Application Laid-Open No. 3-224810 and Japanese Utility Model Laid-Open No. 5-80812, both of the two points arranged on the wheel support side and spaced substantially in the vehicle front-rear direction and the two on the vehicle body side are used. In this respect, the suspension is provided with a trapezoidal arm that swings in the vertical direction, and the upper link provided between the upper part of the wheel support and the vehicle body increases the degree of freedom in setting the camber change associated with the stroke. .
[0006]
[Problems to be solved by the invention]
However, in the first conventional example, since there is no upper link, the space efficiency when mounted on the vehicle is excellent, but the camber change setting freedom associated with the stroke is small, and particularly negative on the side where the wheel bounces. There is a problem that camber cannot be earned.
[0007]
In the second conventional example, although the camber change setting degree of freedom is high, since it is necessary to attach the upper link having a predetermined length to the vehicle body side, the vehicle body side member is placed above the upper link. It is necessary to provide it or to provide it inside the upper link. In the case of the former, the floor surface becomes high and the interior space cannot be secured effectively. In the latter case, it is difficult to lay out the vehicle body side member in a straight line in a plan view of the vehicle, and there is a problem in that it is necessary to newly reinforce the side member in terms of strength.
[0008]
In the third conventional example, in addition to the performance problem that the camber change characteristic setting degree of freedom is relatively limited, a suspension attachment point is required on the front side of the tire across the width direction of the vehicle. Therefore, particularly in a vehicle body of a type in which an occupant is seated at a relatively low position, it is difficult to secure a sufficient space for a seat cushion in the rear seat, and a vehicle tank structure in which a fuel tank is disposed under the floor of the rear seat. Even in this case, there is a problem of pressing the capacity of the tank.
[0009]
The fourth conventional example has the same problem as the second conventional example in that the camber angle and its change characteristic are determined by the upper link attached to the vehicle body.
[0010]
Accordingly, an object of the present invention is to provide a suspension device that is excellent in the layout of the vehicle body side member and has a high degree of freedom in setting camber change characteristics, while eliminating the upper link.
[0011]
[Means for Solving the Problems]
The invention of claim 1 is a suspension device having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction. The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and the other end can rotate around another axis extending in the vehicle width direction. Are attached to the wheel support so that both axes have intersections on the side where the respective axes are extended to the inside of the vehicle in plan view of the vehicle.In addition, at least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the degree of freedom in the front-rear direction is relatively restricted by restricting the degree of freedom in the up-down direction. A single trailing arm attached to the wheel support at two fastening points separated in the vertical direction and having a predetermined width extending between the wheel support and the vehicle body side member and extending substantially in the vehicle front-rear direction. HaveIt is characterized by that.
According to a second aspect of the present invention, there is provided a suspension comprising a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction. The lateral link member is attached to the vehicle body side member so that one end of the lateral link member can rotate about an axis extending in a substantially vehicle width direction, and the other end around another axis extending in a substantially vehicle width direction. It is attached to the wheel support so that it can rotate, and both axes have intersections on the side where each axis extends to the inside of the vehicle in plan view of the vehicle,
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. It is characterized by having two trailing arms extending between the wheel support and the vehicle body side member that are spaced apart in the direction and extending substantially in the vehicle longitudinal direction..
[0012]
Claim 3The present invention is characterized in that the mounting members constituting the axis of the lateral link member on the vehicle body side are a set of pairs that are arranged apart from each other in the vehicle width direction.
[0013]
Claim 4The present invention is characterized in that the mounting member constituting the axis of the lateral link member on the side of the wheel support is a bearing member that is rotatable about the axis.
[0014]
Claim 5The invention is arranged such that the lateral link member has a different height from the axis on the wheel support side of the lateral link member, and is arranged in a spatially twisted relationship with each other, extends substantially in the vehicle longitudinal direction, and the wheel support and the vehicle body side member It has the trailing link provided so that rocking | swiveling was possible.
[0015]
Claim 6The invention has a strut member that expands and contracts with the stroke of the wheel, the upper end portion of which is attached to the vehicle body, and the lower portion of the strut member can rotate only about an axis extending in the vehicle longitudinal direction with respect to the wheel support. It is installed as follows.
[0016]
Claim 7The present invention includes a wheel support that rotatably supports a wheel, and a lateral that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction.LinkA suspension device having a member,
The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and between the intermediate portion on the other end side of the lateral link member and the upper portion of the wheel support body. The upper arm is attached to the intermediate portion of the lateral link member and the attachment point on the wheel support side by an axis line, and the axis line and the axis line on the one end side are respectively the axis lines in the vehicle plan view. Has an intersection on the side extended to the inside of the vehicleWith
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. It is attached to the wheel support at two fastening points separated in the direction, and has one trailing arm having a predetermined width extending between the wheel support and the vehicle body side member and extending substantially in the vehicle front-rear direction.It is characterized by that.
The invention according to claim 8 is a suspension having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction. The lateral link member is attached to the vehicle body side member so that one end of the lateral link member can rotate about an axis extending substantially in the vehicle width direction, and an intermediate portion and a wheel support on the other end side of the lateral link member An upper arm is attached to the upper portion of the vehicle, and when the intermediate portion of the lateral link member and the attachment point on the wheel support side are connected by an axis, the axis and the axis on the one end side are in a vehicle plan view. In addition, at least one of the mounting members that form the axis of the lateral link member on the vehicle body side or the wheel support side has an intersection in the vertical direction, and has an intersection at the side where each axis extends to the inside of the vehicle. In order to make the degree of freedom in the front-rear direction relatively free, and the two extending in the vehicle front-rear direction arranged between the wheel support body and the vehicle body side member spaced apart in the vertical direction. Has trailing armIt is characterized by that.
[0019]
The invention according to claim 9 is characterized in that the attachment members constituting the axis of the lateral link member on the vehicle body side are a set of pairs that are arranged apart from each other in the vehicle width direction.
[0020]
The invention of claim 10 is characterized in that the mounting member constituting the axis of the lateral link member on the side of the wheel support is a bearing member that is rotatable about the axis.
[0021]
According to the eleventh aspect of the present invention, when the attachment point on the wheel support side of the upper arm and the attachment point on the wheel support side of the lateral link member are connected by an axis, the axis is separated in the vehicle front-rear direction and spatially twisted. It is characterized by having a toe control link provided between the wheel support and the vehicle body so that the positional relationship is satisfied.
[0022]
In the invention of claim 12, when the attachment point on the wheel support side of the upper arm and the attachment point on the wheel support side of the lateral link member are connected by an axis, the axis is separated in the vehicle front-rear direction and spatially twisted. It has a toe control link provided between the wheel support and the lateral link member so that the positional relationship ofFeatures.
[0028]
【The invention's effect】
In the first aspect of the invention, since both axes have intersections on the inner side of the vehicle, the degree of freedom in setting the camber angle change characteristic equivalent to that of the double wishbone suspension can be provided by adjusting the arrangement of both axes. . Since the upper link attached to the vehicle body is not required, for example, the side members of the vehicle body can be arranged low and outside, the vehicle body structure can be simplified by the linear arrangement of the side members, and the interior space can be reduced by lowering the floor Can be easily expanded. Thus, according to the present invention, it is possible to provide a suspension that solves the problems in the conventional example, has a high degree of freedom in setting the camber angle change characteristic, and has a high degree of freedom in layout and space efficiency of the vehicle body.In addition, since the restriction of the degree of freedom in the front-rear direction and the windup angle direction is concentrated on the trailing arm, the degree of freedom in setting the front-rear rigidity is high, and the ride performance of the vehicle can be improved. Moreover, since one trailing arm having two fastening points in the vertical direction is sufficient, the number of parts can be reduced.
Furthermore, in the invention of claim 2, since both axes have intersections on the inner side of the vehicle, the degree of freedom in setting the camber angle change characteristic equivalent to that of the double wishbone suspension can be provided by adjusting the arrangement of both axes. Can do. Since the upper link attached to the vehicle body is not required, for example, the side members of the vehicle body can be arranged low and outside, the vehicle body structure can be simplified by the linear arrangement of the side members, and the interior space can be reduced by lowering the floor Can be easily expanded. Thus, according to the present invention, it is possible to provide a suspension that solves the problems in the conventional example, has a high degree of freedom in setting the camber angle change characteristic, and has a high degree of freedom in layout and space efficiency of the vehicle body. Moreover, since the trailing arm is composed of two pieces separated from each other in the vertical direction, the weight can be reduced.
[0029]
Claim 3In this invention, since the mounting members constituting the axis of the lateral link member on the vehicle body side are a pair of pairs, the coupling rigidity of the lateral link member in the twisting direction is improved.
[0030]
Claim 4In the present invention, since the mounting member constituting the axis of the lateral link member on the side of the wheel support is a bearing member, the position of the mounting point relative to the lateral link member of the wheel support can be lowered and arranged compactly, and the vehicle in terms of space Excellent applicability to.
[0031]
Claim 5In this invention, the front-rear direction and the wind-up angle direction can be constrained by the interaction between the lateral link member and the trailing link.
[0032]
Claim 6In this invention, the windup angle direction can be regulated by the strut member.
[0035]
Claim 7In the present invention, since there is no upper link that must be attached to the vehicle body, the applicability to the vehicle in terms of layout is high.Since the restriction of the degree of freedom in the front-rear direction and the windup angle direction is concentrated on the trailing arm, the degree of freedom in setting the front-rear rigidity is high, and the ride performance of the vehicle can be improved. Moreover, since one trailing arm having two fastening points in the vertical direction is sufficient, the number of parts can be reduced.
In the invention of claim 8, since there is no upper link that must be attached to the vehicle body, the applicability to the vehicle in terms of layout is high. Furthermore, since the trailing arm is composed of two pieces separated from each other in the vertical direction, the weight can be reduced.
[0036]
According to the ninth aspect of the present invention, since the mounting members constituting the axis on the vehicle body side of the lateral link member are a pair of pairs, the coupling rigidity of the lateral link member in the twisting direction is improved.
[0037]
In the invention of claim 10, since the mounting member constituting the axis of the lateral link member on the wheel support side is a bearing member, the position of the mounting point with respect to the lateral link member of the wheel support can be lowered and arranged compactly, and the space Excellent in applicability to vehicles.
[0038]
In the invention of claim 11, since the toe control link is provided between the wheel support body and the vehicle body, and the toe control function is separated from the lateral link member, the toe control link is moved in the vehicle width direction as a suspension that can be steered. It can also be used. Since the toe angle is determined by the interaction between the lateral link member and the toe control link, the toe change characteristic when a longitudinal force or a lateral force is input can be set more freely.
[0039]
In the invention of claim 12, even if a toe control link is provided between the wheel support and the lateral link member, the same effect as in the previous item can be obtained.
[0046]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In each embodiment, common constituent parts are described with the same reference numerals, and redundant description is omitted.
[0047]
1 to 4 show a first embodiment of the present invention.
[0048]
FIG. 1 shows a schematic perspective view of the structure of this embodiment. A lower arm portion 3 is provided at a lower portion of a wheel support 2 that rotatably supports the wheel 1, and a tip 4 of the lower arm portion 3 is connected to a lateral link member via a ball joint member B. And is pivotally mounted. The lateral link member 5 extends substantially in the vehicle width direction and is attached to a vehicle body side member (not shown) at the bifurcated front ends 6 and 7 so as to be rotatable around an axis n extending in the substantially vehicle width direction. Yes. An upper arm portion 8 is integrally extended on the upper portion of the wheel support body 2, and a tip 9 of the upper arm portion 8 can be rotated via a ball joint member B to an intermediate portion of the lateral link member 5. Installed on. An intermediate arm portion 10 is provided at an intermediate portion of the wheel support 2, and a trailing link 11 is provided between the intermediate arm portion 10 and a vehicle body side member (not shown).
[0049]
FIG. 2 shows a vehicle plan view of the present embodiment. As shown in the drawing, an axis n connecting the bifurcated front ends 6 and 7 of the lateral link member 5 and an axis m connecting the tips 4 and 9 of the lower arm 3 and the upper arm 8 are both directed toward the inside of the vehicle. The arrangement is determined so as to have the intersection S at the extended point.
[0050]
Next, the operation will be described with reference to FIGS.
[0051]
First, consider the amount of vertical displacement of each of the tips 6 and 7 that accompanies the vertical stroke of the wheel 1. Since the axis line n and the axis line m intersect at the intersection S extending to the inside of the vehicle, the tip 4 of the lower arm portion 3 is located farther from the axis n than the tip 9 of the upper arm portion 8. Accordingly, when the far tip 4 is displaced up and down with the stroke of the wheel 1, the up and down displacement of both the tips 4 and 9 is a displacement caused by the rotation of the lateral link member 5 around the axis n. The vertical displacement of 9 is smaller than the vertical displacement of the distal tip 4. Then, as shown in FIG. 3, since the vertical displacement of the tip 9 closer to the vertical displacement of the distal tip 4 is smaller, the change in the camber angle of the wheel 1 with the stroke can be controlled (negative camber on the bounce side). The characteristics such as Further, when the intersection S between the axis n and the axis m is set far away from the one front end 7 of the lateral link member 5, the axis n and the axis m become nearly parallel, and as a result, the lateral link member 5 is rotated. The vertical displacements of the tips 4 and 9 are close to each other, and the camber change accompanying the stroke can be reduced. Further, when the intersection S between the axis n and the axis m is set near the one end 9, the angle formed between the axis n and the axis m becomes large, and the axis n and the tip 9 are larger than the distance between the axis n and the tip 4. As a result, the vertical displacement of each of the tips 4 and 9 associated with the rotation of the lateral link member 5 is greater than the vertical displacement of the tip 9 and is associated with the bound stroke. It can be seen that the camber change in the negative direction can be increased. In this way, by adjusting the arrangement of the axis n and the axis m and the arrangement of the tips 4 and 9, the camber angle change characteristics can be set with the same degree of freedom as the conventional double wishbone suspension.
[0052]
Further, in this embodiment, since the upper link attached to the vehicle body required by the conventional double wishbone type suspension is not required, as shown in FIG. 4, the side member M of the vehicle body is replaced with the conventional side member M ′. , M ″ and can be disposed on the outside, and the vehicle body structure can be simplified by the linear arrangement of the side members M, and the space in the vehicle can be easily expanded by lowering the floor.
[0053]
Further, as shown in FIG. 2, the axis n for attaching the lateral link member 5 to the vehicle body can be disposed close to the wheel center W / C side in the longitudinal relationship of the vehicle. Unlike the ring suspension, it is not necessary to place the wheel 1 in front of the wheel 1 with a predetermined angle / position in plan view, and the degree of freedom of the arrangement of the axis n is high.
[0054]
Thus, according to the present invention, it is possible to provide a suspension that solves the problems in the conventional example, has a high degree of freedom in setting the camber angle change characteristic, and has a high degree of freedom in layout and space efficiency of the vehicle body.
[0055]
Here, the degree of freedom of restraint of the suspension in the first embodiment is as follows. That is, the degree of freedom in the lateral direction, camber angle direction, and toe angle direction of the wheel support 2 is constrained by the action of the lateral link member 5, and the lateral link member 5 and the trailing link 11 are in the front-rear direction and the windup angle direction. It is restrained by the interaction.
[0056]
FIG. 5 shows a second embodiment.
[0057]
In the second embodiment, compared to the first embodiment, a connecting rod 12 extending in a substantially vertical direction is connected to the front end 6 of the lateral link member 5 outside the vehicle body, and is attached to the vehicle body via the connecting rod 12. Yes. In addition, the intermediate arm portion 13 of the wheel support 2 and the vehicle body side mounting member (not shown) extend in substantially the vehicle front-rear direction and are at two fastening points 14 that are separated from the wheel support 2 in the vertical direction. They are connected by a flat trailing arm 15 to be attached. The front end 6 of the lateral link member 5 is restrained in the vertical direction by the connecting rod 12 but is relatively free in the front-rear direction. Therefore, the tip 4 of the lower arm portion 3 is moved in the front-rear direction by the lateral link member 5. No more restraints. Accordingly, in the present embodiment, the degrees of freedom of the wheel support 2 in the lateral direction, camber angle direction, and toe angle direction are constrained by the action of the lateral link member 5, and the front and rear direction and the windup angle direction depend on the trailing arm 15. It is restrained by the action of. Since the restriction of the degree of freedom in the front-rear direction and the wind-up angle direction is concentrated on the trailing arm 15, the degree of freedom in setting the front-rear rigidity is higher than in the first embodiment, and the riding comfort performance of the vehicle can be improved. . Here, an example of a flat trailing arm having two fastening points 14 separated in the vertical direction is shown on the wheel support body 2, but two trailings arranged in the vertical direction are shown. It may be replaced with an arm. Also in this case, there is no change in the degree of freedom of the wheel support 2 restrained by the lateral link member 5. Moreover, although the example which provides the connecting rod 12 in one front end 6 was shown in a present Example, it may replace with this and may provide a connecting rod in the other front end 7 or the other front ends 4 and 9.
[0058]
6 and 7 show a third embodiment.
[0059]
In the third embodiment, the upper arm portion is eliminated. And the attachment method of the part corresponded to the axis line m of 1st Example is replaced as shown in FIG. That is, the bearing member 18 disposed in the direction of the axis m is provided in the tip 17 of the lower arm portion 16. The bearing member 18 is provided on a surface 19 a inclined in a direction away from each other of the shaft portion 19 formed in the lateral link member 5, and is not displaced in the direction along the axis m. In this embodiment, the lower arm portion 16 extending from the wheel support 2 is particularly low and can be arranged in a compact manner, so that it is more space-efficient and applicable to a vehicle.
[0060]
FIG. 8 shows a fourth embodiment.
[0061]
In the fourth embodiment, the intermediate arm portion and the trailing link of the third embodiment are abolished, and the wheel support 2 can be rotated around an axis k extending substantially in the vehicle front-rear direction, and other degrees of freedom are constrained. Such a strut member 20 is attached. The strut member 20 has an upper end attached to the vehicle body side and expands and contracts as the wheels move up and down. In this embodiment, the lateral direction of the wheel support 2, the camber angle, the toe direction, and the degree of freedom in the front-rear direction are constrained by the action of the lateral link member 5, and the windup angle direction is determined by the action of the strut member 20. It is restrained. The degree of freedom for setting the camber change is the same as in the other embodiments. In this embodiment, since a trailing link and a trailing arm are not required, a more compact suspension configuration can be obtained. It is also possible to combine the method for attaching the strut member 20 to the wheel support 2 shown in this embodiment and the structure unique to the second embodiment. In that case, the freedom of the wheel support 2 in the lateral direction, camber angle direction, and toe angle direction is constrained by the action of the lateral link member 5, and the windup angle direction is constrained by the action of the strut member 20. The direction will be constrained by the trailing link. In that case, an effect that the degree of freedom in setting the longitudinal rigidity is further increased as compared with the fourth embodiment.
[0062]
FIG. 9 shows a fifth embodiment.
[0063]
The configuration of the fifth embodiment will be described in comparison with the first embodiment. The long upper arm portion of the wheel support 2 is abolished, and the short upper arm portion 21 is formed, and the short upper arm portion 21 and the intermediate portion of the lateral link member 5 are connected by the upper arm 22 so as to be swingable. The upper arm 22 is connected to the lateral link member 5 by a ball joint member B.
[0064]
Further, a rear arm portion 24 is formed at a position separated from the axis p connecting the tip 23 of the upper arm portion 21 and the tip 4 of the lower arm portion 3 in the front-rear direction. A toe control link 25 that extends substantially in the vehicle width direction and that has the other end attached to a vehicle body side member (not shown) is swingably attached to the rear arm portion 24. Also in this embodiment, the camber change can be set with the arrangement of the axis n-axis m as in the first embodiment, and there is no upper link that must be attached to the vehicle body. Applicability to is high. Furthermore, in the present embodiment, the toe control function is separated from the lateral link member 5, so that the toe control link 25 can be moved in the vehicle width direction and used as a steerable suspension. Since the toe angle is determined by the interaction between the lateral link member 5 and the toe control link 25, the toe change characteristic when a longitudinal force or a lateral force is input can be set more freely.
[0065]
Further, the toe control link 25 may be configured to be attached to the lateral link member 5 side instead of the vehicle body side member. In that case, compared to the fifth embodiment, the degree of freedom in setting the toe change is slightly reduced, but since it is not necessary to attach the toe control link 25 to the vehicle body side, a more compact configuration can be achieved.
FIG. 10 shows a sixth embodiment.
[0066]
The difference between the present embodiment and the fifth embodiment is that the toe control link is abolished, and the trailing link 26 has a flat plate shape that is attached at two points spaced apart on the wheel support 2 side in the vehicle width direction. It is a point. In the present embodiment, the degree of freedom in the lateral direction and camber angle direction of the wheel support 2 is constrained by the interaction of the lateral link member 5 and the upper arm 22, and the longitudinal link and windup angle directions are in the lateral link member 5 and tray. It is constrained by the interaction of the ring link 26, and the toe angle direction is constrained by the action of the trailing link 26. In this embodiment, the toe angle is constrained by a single trailing link 26. However, the present embodiment is implemented with two trailing links that are arranged on the wheel support 2 in the vehicle width direction and extend substantially in the vehicle longitudinal direction. The same effect can be achieved by replacing the trailing link in the example.
[0067]
11 and 12 show a seventh embodiment.
[0068]
The difference between the present embodiment and the fifth embodiment is that the toe control link is eliminated, a long intermediate arm portion 27 is formed to extend from the front side of the wheel support 2 toward the front side of the wheel 1, and the intermediate arm portion 27. It is the point which attached the tip of to the car body. A connecting rod 12 is provided at the outer front end 6 of the lateral link member 5. The front end 6 may be attached by using an elastic bushing member 28 having high rigidity in the vertical direction and low rigidity in the front and rear direction, as shown in FIG. In this embodiment, the degree of freedom in the lateral direction and camber angle direction of the wheel support 2 is constrained by the interaction of the lateral link member 5 and the upper arm 22, and the wheel support is determined by the front-rear direction, the windup angle direction, and the toe angle direction. The intermediate arm 27 of the body 2 is restrained by the posture maintaining action. In the present embodiment, a more compact and simple configuration can be achieved as compared with the other embodiments.
[0069]
FIG. 13 shows an eighth embodiment.
[0070]
In the eighth embodiment, compared with the seventh embodiment, the upper arm and the upper arm are abolished, and a bearing member in which the tip 17 of the lower arm 16 formed lower is arranged in the axis m direction (similar to the third embodiment). ) To the lateral link member 5. In this embodiment, the lower arm portion 16 extending from the wheel support 2 is particularly low and can be arranged in a compact manner, so that it is more space-efficient and applicable to a vehicle.
[Brief description of the drawings]
FIG. 1 is a schematic perspective view according to a first embodiment of the present invention.
FIG. 2 is a schematic plan view according to the first embodiment.
FIG. 3 is a schematic side view according to the first embodiment.
FIG. 4 is a schematic side view showing a relationship with a side member according to the first embodiment.
FIG. 5 is a schematic perspective view according to a second embodiment.
FIG. 6 is a schematic perspective view according to a third embodiment.
FIG. 7 is a cross-sectional view showing a structure of a bearing member of a third embodiment.
FIG. 8 is a schematic perspective view according to a fourth embodiment.
FIG. 9 is a schematic perspective view according to a fifth embodiment.
FIG. 10 is a schematic perspective view according to a sixth embodiment.
FIG. 11 is a schematic perspective view according to a seventh embodiment.
12 is a cross-sectional view showing an example of attachment of a lateral link member according to a seventh embodiment by an elastic bush member. FIG.
FIG. 13 is a schematic perspective view according to an eighth embodiment.
[Explanation of symbols]
1 wheel
2 Wheel support
5 Lateral link members
11, 15, 26 Trailing link
20 Strut members
22 Upper arm
25 Toe Control Link
n, m axis
S intersection

Claims

A suspension device having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction,
The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and the other end can rotate about another axis extending in the vehicle width direction. It is attached to the wheel support, and both axes have intersections on the side where each axis extends to the inside of the vehicle in plan view of the vehicle ,
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. It is attached to the wheel support at two fastening points separated in a direction, and has one trailing arm having a predetermined width extending between the wheel support and the vehicle body side member and extending substantially in the vehicle front-rear direction. Suspension device characterized by this.

A suspension device having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction,
The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and the other end can rotate about another axis extending in the vehicle width direction. It is attached to the wheel support, and both axes have intersections on the side where each axis extends to the inside of the vehicle in plan view of the vehicle,
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. A suspension device comprising two trailing arms extending in a substantially vehicle front-rear direction and disposed between a wheel support and a vehicle body side member separated in a direction .

The suspension device according to claim 1 or 2 ,
A suspension device, characterized in that the attachment members constituting the axis of the lateral link member on the vehicle body side are a set of pairs that are spaced apart in the vehicle width direction.

The suspension device according to any one of claims 1 to 3 ,
A suspension device, wherein the mounting member constituting the axis of the lateral link member on the side of the wheel support is a bearing member that is rotatable about the axis.

The suspension device according to any one of claims 1 to 4 ,
The lateral link members are arranged so as to be spatially twisted with respect to the axis on the wheel support side of the lateral link member, extend substantially in the vehicle longitudinal direction, and swing between the wheel support and the vehicle body side member. A suspension device comprising a trailing link provided movably.

The suspension device according to any one of claims 1 to 5 ,
It has a strut member that expands and contracts with the stroke of the wheel, the upper end of which is attached to the vehicle body, and the lower part of the strut member is attached to the wheel support so that it can only rotate about an axis extending in the vehicle longitudinal direction. A suspension device characterized by that.

A suspension device having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction,
The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and between the intermediate portion on the other end side of the lateral link member and the upper portion of the wheel support body. The upper arm is attached to the intermediate portion of the lateral link member and the attachment point on the wheel support side by an axis line, and the axis line and the axis line on the one end side are respectively the axis lines in the vehicle plan view. While having an intersection on the side extended inside the vehicle ,
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. It is attached to the wheel support at two fastening points separated in a direction, and has one trailing arm having a predetermined width extending between the wheel support and the vehicle body side member and extending substantially in the vehicle front-rear direction. Suspension device characterized by this.

A suspension device having a wheel support that rotatably supports a wheel, and a lateral link member that is attached between the wheel support and the vehicle body side member and extends substantially in the vehicle width direction,
The lateral link member is attached to the vehicle body side member so that one end can rotate about an axis extending in the vehicle width direction, and between the intermediate portion on the other end side of the lateral link member and the upper portion of the wheel support body. The upper arm is attached to the intermediate portion of the lateral link member and the attachment point on the wheel support side by an axis line, and the axis line and the axis line on the one end side are respectively the axis lines in the vehicle plan view. While having an intersection on the side extended inside the vehicle,
At least one of the mounting members constituting the axis of the lateral link member on the vehicle body or wheel support side is such that the freedom in the front-rear direction is made relatively free by restraining the freedom in the vertical direction. A suspension device comprising two trailing arms extending in a substantially vehicle front-rear direction and disposed between a wheel support and a vehicle body side member separated in a direction .

The suspension device according to claim 7 or claim 8,
A suspension device, characterized in that the attachment members constituting the axis of the lateral link member on the vehicle body side are a set of pairs that are spaced apart in the vehicle width direction.

The suspension device according to any one of claims 7 to 9 ,
A suspension device, wherein the mounting member constituting the axis of the lateral link member on the side of the wheel support is a bearing member that is rotatable about the axis.

The suspension device according to any one of claims 7 to 10 ,
When the attachment point on the wheel support side of the upper arm and the attachment point on the wheel support side of the lateral link member are connected by an axial line, the positional relationship is torsionally spaced apart from the axial line in the vehicle longitudinal direction. A suspension device comprising a toe control link provided between the wheel support and the vehicle body.

The suspension device according to any one of claims 7 to 11 ,
When the attachment point on the wheel support side of the upper arm and the attachment point on the wheel support side of the lateral link member are connected by an axial line, the positional relationship is torsionally spaced apart from the axial line in the vehicle longitudinal direction. A suspension apparatus comprising a toe control link provided between the wheel support and the lateral link member.