JP5326528B2 - Double joint suspension - Google Patents

Description

  The present invention relates to a double joint suspension for use in a vehicle such as an automobile.

  Such a conventional so-called double joint suspension includes a wheel support member that rotatably supports a wheel, and an axis that extends in the vehicle width direction and has an inner end extending substantially in the vehicle front-rear direction. A pair of suspension arms that are pivotally supported on the vehicle body via rubber bushes and that have outer ends pivotally attached to wheel support members and spaced apart from each other in the longitudinal direction of the vehicle. It is known that the inclination of a king pin axis is determined by the intersection of arm axis lines (for example, see Patent Document 1).

In the double joint suspension constructed as described above, the inclination of the king pin shaft can be set to a desired value by appropriately setting the angle formed by these suspension arms regardless of the length of the pair of suspension arms. Since it can be set to tilt, the setting of the king pin axis is set compared to a general suspension in which the position of the king pin axis is determined by the pivot point between the wheel support member and one suspension arm. The degree of freedom can be increased.
Japanese Patent No. 3200854

  However, the conventional double joint suspension has the following problems.

  By using suspension arms of different lengths between vehicles with different vehicle widths or substantially the same vehicle width but different engine room width and different suspension installation space width, In some cases, the same double joint suspension structure may be used in common. In such a case, in order to make the positional relationship of the king and pin shaft relative to the wheels unchanged, expensive vehicle body side mounting parts (suspension arm mounting brackets) or wheel support members are made different for each vehicle type. There is a problem that it becomes expensive because the wheel offset amount must be changed or the wheel offset amount must be changed.

  The present invention has been made paying attention to the above problems, and its object is to reduce the number of changing members when a double joint type suspension is applied between vehicle types using suspension arms having different lengths. It is another object of the present invention to provide a double joint type suspension that can be set so that the inclination of the king pin axis with respect to the vertical line does not change.

For this purpose, the double-joint suspension according to the present invention has a front-side link connected to the vehicle body side by a front bushing outer cylinder, a front bushing inner cylinder, and a connecting portion constituted by an elastic body between the front bushing inner cylinder and the outer cylinder. The rear side that is connected to the rear bushing outer cylinder, the rear bushing inner cylinder, and the connecting portion that is constituted by an elastic body between the rear wheel bushing inner cylinder and the outer cylinder, is arranged on the vehicle rear side with respect to the front link. A link is connected to the vehicle body side, and at least one of the bush inner cylinder and the bush outer cylinder has a bush displacement regulating portion that regulates the amount of elastic displacement in the axial direction of the bush, and the front link and the rear link vehicle, they both are a lower-side link or upper side link, the axial center point of the front bushing outer cylinder, with respect to the axial center point of the front bushing tube The axial center point of the rear bushing outer cylinder is arranged at a position offset to the direction side or the rear side, and the front bushing outer cylinder and the front bushing inner cylinder with respect to the axial center point of the rear bushing inner cylinder The offset of the axial center point of the front bushing outer cylinder and the axial center point of the rear bushing outer cylinder is the same as the offset of the front bushing outer cylinder and the rear bushing. The axial center point of the front bushing outer cylinder and the axial center point of the rear bushing outer cylinder are such that the mounting position of the cylinder on the vehicle body side is moved outward in the vehicle width direction and the offset direction is reversed in the vehicle longitudinal direction. Even when the distance between them is shortened , it is characterized in that it is set at a position where the inclination of the king pin axis is unchanged .

In the double joint type suspension according to the present invention, the axial direction of the bushing inner cylinder of the bushing outer cylinder can be applied even if a suspension of the same type such as the double joint type is applied between vehicles using different suspension arms. Since the offset position with respect to the center point can be changed, the amount of change in the position of the king pin shaft can be reduced. As a result, it is possible to obtain an effect that, for example, the amount of change of the king / pin shaft can be reduced only by changing the length of the suspension arm while reducing the number of member changes. Further, since there is provided a bush displacement restricting portion, while avoiding that the characteristic tuning width of the bushing is reduced, avoiding the durability deterioration due to excessive displacement of the bushing, and also hold in the size of the rubber bush, layout It is possible to increase the upper degree of freedom.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings. In the following embodiments, a description will be given of a suspension having the same configuration as that of the above-described prior art among double joint suspensions.

  As shown in FIGS. 1 and 2, the double joint type suspension 1 of the first embodiment of the present invention is capable of vertically swinging a wheel 2 with a tire 2 on the left front side of a vehicle, which is a steering wheel, with respect to a vehicle body 30 and rolling. Support the rudder. Although not shown in the figure, a double joint suspension having the same configuration in which the wheel with a tire on the right front side of the vehicle, which is also a steering wheel, is arranged in line symmetry is used. In FIG. 2, the solid line represents the vehicle model with the same vehicle width and the small engine room width, and the dashed line represents the vehicle model with a wider engine room width and a narrow suspension mounting space. The reference number is indicated with “′”.

  The double joint suspension 1 includes a wheel support member 4 having a steering knuckle 4A for rotatably supporting a wheel 2, a strut 7 having a shock absorber built therein, and a suspension support 5 having a coil spring 6. A suspension arm including a front side link 8 and a rear side link 9 spaced apart in the vehicle longitudinal direction and a camber control link 15 is provided.

  The upper end of the piston rod of the shock absorber built in the strut 7 is attached to a suspension arm mounting bracket 3 which is attached to the vehicle body and forms a part of the vehicle body 30 via a rubber bush (not shown). The upper end portion of the piston rod attached to the rubber bush serves as the joint point J on the upper side of the double joint suspension 1.

  A coil spring 6 is disposed between an upper seat (not shown) arranged on the upper end side of the piston rod of the strut 7 and a lower seat provided on the upper end portion of the cylinder of the strut 7. Therefore, the strut 7 can move up and down with respect to the joint point J.

An upper end portion of the steering knuckle 4A of the wheel support member 4 protruding outward in the vehicle width direction is connected to the first protruding portion 7a provided at the lower end portion of the strut 7 via the ball joint 21. The lower end of the knuckle 4A is connected to the wheel support member 4 via the ball joint 22. The ball joint 22 is provided between the swing center point S of the front link 8 and the swing center point R of the rear link 9 in FIG.

  On the other hand, the steering knuckle 4A is connected to a steering linkage (not shown) so that the steering knuckle 4A can be steered together with the wheel 4 around the axis connecting the ball joints 21 and 22 in accordance with the steering operation of the steering wheel.

  As shown in FIG. 2, the wheel support member 4 is provided with an outer end 8B in the vehicle width direction of the front link 8 connecting the inner swing center point Q and the outer swing center point S at the vehicle front side position. Further, the vehicle width direction outer side end portions 9B of the rear link 9 connecting the inner swing center point P and the outer swing center point R at the vehicle rear side position are respectively connected through ball joints. In this case, the joint center points at the vehicle width direction outer side end portions 8B and 9B are the swing center points S and R, respectively.

  The vehicle width direction inner end portion 8A of the front link 8 and the vehicle width direction inner end portion 9A of the rear link 9 are attached to the suspension arm mounting bracket 3 at positions separated from each other in the vehicle front-rear direction. The distance between the attachment positions of the vehicle width direction inner end portions 8A and 9A is set to be larger than the distance between the attachment positions of the vehicle width direction outer end portions 8B and 9B.

  Accordingly, the front link 8 and the rear link 9 are arranged in a letter C shape when viewed from the top of the vehicle so that the intersection C of these axes is located outside the vehicle width direction outer end portions 8B and 9B. To. The line connecting the intersection C and the joint point J forms a king pin axis K, and the angle formed by this and the vertical line is the inclination of the king pin axis K.

  As shown in FIGS. 3 (a) and 3 (b), the inner end 8A in the vehicle width direction of the front link 8 is provided with a bush outer cylinder 81 provided at the inner end of the front link 8 in the vehicle width direction. A cylindrical rubber bush 11 is vulcanized and fixed between the bushing inner cylinders 10 attached to the mounting bracket 3 while passing through them. Further, the metal ring 12 is fixed to the outer surface of the bush inner cylinder 10 in a state of being embedded in the rubber bush 11 at the axial center position of the rubber bush 11. Here, the bush inner cylinder 10 connected to the bush outer cylinder 81 provided at the inner end of the front link 8 in the vehicle width direction via the rubber bush 11 corresponds to the front bush inner cylinder.

  The bush inner cylinder 10 is formed longer in the axial direction than the bush outer cylinder 81, and the axial center point 0 f of the bush outer cylinder 81 and the rubber bush 11 is greater than the axial center point O of the bush inner cylinder 10. It is offset to come to the front side. The rubber bush shown in FIG. 3 corresponds to the swing center points P, P ′, Q, and Q ′ of the suspension 1 although the use place and direction are different. The swing center points P ′ and Q ′ will be described later.

  The ring 12 corresponds to the bush displacement restricting portion of the present invention, and restricts the rubber bush 11 from being excessively deformed in the axial direction when a large input acts on the suspension 1. In addition, the ring 12 can also regulate an excessive amount of deformation in the radial direction. Thus, by incorporating the ring 12, it is not necessary to increase the rubber hardness of the rubber bush 11 more than necessary or to enlarge the rubber bush 11. As a result, it is possible to widen the tuning range of the bush characteristics, and it is possible to increase the degree of freedom of layout due to downsizing.

  The bush displacement restricting portion may have the following configuration instead of the ring 12 shown in FIG. That is, as shown in FIG. 3C, the first ring 13 and the second ring 14 are bushed at positions spaced apart from each other by a predetermined distance on both sides of the rubber bush 11 and the bushing outer cylinder 81 in the axial direction. It may be fixed to the outer surface of the inner cylinder 10. This predetermined distance prevents one of the first and second rings 13 and 14 and the bushing outer cylinder 81 from coming into contact with each other when the rubber bush 11 is excessively deformed in the axial direction when there is a large input from the outside. Set the size as possible. It is preferable to apply rubber to the contact surfaces of the first and second rings 13 and 14 with the bushing outer cylinder 81 so as to prevent a hitting sound at the time of contact. Further, the first and second rings 13 and 14 may be brought into contact with the side surface of the rubber bush 11 instead of being brought into contact with the bush outer cylinder 81.

  Or as shown in FIG.3 (d), the side surface of the rubber bush 11 contact | abuts to the flange parts 81a and 81b which bent both ends of the bush outer cylinder 81 inside, and the deformation amount of the axial direction is controlled. You may do it. Thus, the 1st ring 13 and the 2nd ring 14, and flange parts 81a and 81b are also equivalent to the bush displacement control part of the present invention.

  The vehicle width direction inner end portion 9A of the rear link 9 also passes through the bush outer cylinder through the bush inner cylinder on the vehicle body 30 side in the same manner as the vehicle width direction inner end portion 8A of the front link 8, and rubber / As shown in FIG. 2, the bush outer cylinder and the axial center point of the rubber bushing are opposite to the axial center point of the bush inner cylinder, as can be seen from FIG. It is offset to come to the rear side of the vehicle. Further, the vehicle width direction inner end portion 8A of the front link 8 and the vehicle width direction inner end portion 9A of the rear link 9 are arranged on a straight line extending in the front-rear direction.

  Here, the bush inner cylinder 10 connected to the bush outer cylinder 81 provided at the inner end portion in the vehicle width direction of the rear link 9 via the rubber bush 11 corresponds to the outer bush inner cylinder.

  One end of a camber control link 15 is connected to a middle portion of the front link 8 via a spindle-shaped ball joint 16. The other end of the camber control link 15 is connected to a second protrusion 7b provided at the lower end of the strut 7b via a spindle-shaped ball joint 17.

  The operation of the double joint suspension 1 configured as described above will be described.

  When an external force due to road surface irregularities or an external force accompanying a change in vehicle posture due to steering / wheel steering acts on the suspension 1, the front link 8 and the rear link 9 move up and down. At the same time, the coil spring 6 and the shock absorber expand and contract in the axial direction to absorb the shock and change, and slightly swing around the joint point J.

  Further, due to the external force input from the front link 8 and the rear link 9, the rubber bushes 11 at the vehicle width direction inner ends 8 </ b> A and 9 </ b> A are bent to slightly displace in the front-rear direction, and the toe change of the wheel 2 Produce. In this case, the displacement of the rubber bush 11 is restricted by the bush displacement restricting portions 12, 13, 14, 81a, 81b, and excessive displacement is suppressed. In these motions, the wheel 2 is kept in contact with the road surface in an appropriate posture according to the suspension geometry optimally set according to the vehicle type, such as the king pin axis K.

  When such a suspension of the same type as the double joint suspension 1 is applied to a vehicle having a narrow suspension arm mounting space width in which the vehicle width is substantially the same and the engine room width is set wider, FIG. As indicated by the alternate long and short dash line, the suspension arm mounting bracket 3 moves to the position of the suspension arm mounting bracket 3 ′ and approaches the wheel support member 4.

  Therefore, in this case, the front link 8 ′ is further shortened so that the vehicle width direction inner end portion 8A ′ passes through the front link 8 and is positioned at the swing center Q ′ closer to the wheel support member 4. A bushing inner cylinder 10 ′ is arranged. Similarly, the rear link 9 ′ is also shortened, and the vehicle width direction inner end portion 9A ′ passes through the rear link 9 and is positioned at the swing center P ′ closer to the wheel support member 4. The bush inner cylinder 10 ′ is arranged as described above.

  In this case, contrary to the case of a vehicle model with a narrow engine room width, the vehicle width direction inner end portion 8A ′ of the front link 8 ′ is the center point in the axial direction of the bushing inner cylinder 10 ′. Further, the rear link 9 ′ is arranged so as to be offset further toward the rear side of the vehicle, and the inner end portion 9A ′ of the rear link 9 ′ is positioned forward of the vehicle from the axial center point of the bushing inner cylinder 10 ′. Arrange to be offset to the side. Even if the offset position is changed in this way, the lengths of the bush inner cylinders 10, 10 'are the same, so it is necessary to change the link mounting portion of the suspension arm mounting bracket 3 on the vehicle body side. Absent.

  That is, between the two vehicle types, the bush inner cylinders 10, 10 ′ of the vehicle width direction inner ends 8a, 8A ′ of the front links 8, 8 ′ have the same axial length, and the suspension arm mounting bracket The length of the mounting portion is set so that any bush inner cylinder 10, 10 ′ can be attached to the mounting portion of the suspension arm mounting bracket 3 without changing the shape of 3.

  Therefore, between the vehicle types having suspension arms of different lengths, the vehicle width direction inner ends 8a, 8A 'of the front links 8, 8' and the vehicle width direction inner ends 9, 9A of the rear links 9, 9 'are used. By changing the offset position of the bushing outer cylinder 81 in the longitudinal direction of the vehicle with respect to the axial center point of the bushing inner cylinders 10 and 10 'that support the front link 8 and the front link 8' in both types of vehicles. Are on the same axis, and the rear link 9 and the rear link 9 ′ can be on the same axis. Therefore, the intersection C between the axes of these links is kept the same in any vehicle type. As a result, if the joint point J on the upper side can be set at the same position, the king pin axis K and its inclination are also the same. It can be set. Keeping the joint point J at the same position is the positioning at the upper end of the piston / rod with a thin shock absorber, so what is the case of a long member in the width direction such as the front link 8 and the rear link 9? Unlikely, it can be easily set at the same position.

  As described above, the following effects can be obtained in the double joint suspension of the first embodiment.

  (1) In the double joint type suspension of the first embodiment, the lengths of the front link 8 and the rear link 9 and the bush outer cylinders 81, 81 ′ of the vehicle width direction inner end portions 8A, 9A By simply changing the offset position of the bushing inner cylinders 10 and 10 'with respect to the axial center point O, expensive members such as the wheel support member 4 and the suspension arm mounting bracket 3 can be used between different types of suspension arms. Without changing or changing the wheel offset amount, the inclination of the king pin axis connecting the upper joint point J and the intersection C of the axis of the front link 8 and the rear link 9 is the same. Can be set. Therefore, the double joint type suspension can be used in common among different vehicle types as much as possible while improving the running performance, handling performance and riding comfort of the vehicle, and the manufacturing cost can be reduced.

  (2) The vehicle width direction inner ends 8A and 9A of the front link 8 and the rear link 9 are supported by the bush inner cylinders 10 and 10 ′ attached to the suspension arm mounting bracket 3 via the rubber bush 11. In addition, since the bush displacement restricting portions 12, 13, 14, 81a, 81b for suppressing the displacement amount of the rubber bush 11 are provided, it is not necessary to increase the rigidity of the rubber bush 11 more than necessary. As a result, it is possible to avoid deterioration in durability due to excessive displacement of the rubber bush 11 while avoiding a decrease in the characteristic tuning width of the rubber bush 11. Further, the rubber bush 11 can be prevented from being enlarged, and the degree of freedom in layout can be increased.

  Next, a double joint type suspension according to a second embodiment of the present invention will be described.

  In the double joint type suspension of the second embodiment, as shown in FIG. 4, the vehicle width direction inner end portion 8A of the front link 8 connecting the swing center point Q and the swing center point S, and the swing center point The bush inner cylinder 10, the bush outer cylinder 81, and the rubber bush between them at the inner end 9 </ b> A in the vehicle width direction of the rear link 9 that connects P and the swinging center point R, the axial directions of which are respectively the front side The direction is set to be orthogonal to the link 8 and the rear link 9. Accordingly, the vehicle width direction inner end portion 8A is directed obliquely with respect to the longitudinal direction of the vehicle body so that the front end portion side protrudes more outward in the vehicle width direction than the rear end portion side, and the vehicle width direction inner end portion 9A is The front end portion is supported by the suspension arm mounting bracket 3 so as to be swingable in the vertical direction in a state where the front end portion is inclined with respect to the longitudinal direction of the vehicle body so as to be retracted inward in the vehicle width direction from the rear end portion side.

  In addition, the mounting portion of the suspension arm mounting bracket 3 that constitutes a part of the vehicle body is also shaped to match the oblique direction.

  When the same type of suspension as the double joint suspension 1 is applied to a vehicle using a suspension arm having a short length, the suspension arm mounting bracket 3 is attached to the suspension arm as shown by a one-dot chain line in FIG. It moves so that it may approach a wheel support member to the position of arm attachment bracket 3 '. That is, also in this case, the front link 8 ′ and the swing center point P ′ connecting the swing center point Q ′ and the swing center point S, which are arranged on the axes of the front link 8 and the rear link 9, respectively. Even if a shorter link such as the rear link 9 ′ connecting the swing center point R is used, the axial direction of the bush inner cylinders 10, 10 ′ of the bush outer cylinders 81, 81 ′ of the vehicle width direction inner ends 8A, 9A. By changing the position of the offset with respect to the center point, the joint point J on the upper side (see FIG. 1) and the axes of the front link 8 ′ and the rear link 9 ′ can be used even between vehicles using these different suspension arms. The inclination of the king pin axis K (see FIG. 1) connecting the intersections C is set to be the same.

  Since other configurations are the same as those of the first embodiment, the same reference numerals are assigned and descriptions thereof are omitted.

  The double joint type suspension 1 of the second embodiment operates in the same manner as the first embodiment, and can obtain the same effects as the effects (1) and (2) of the first embodiment. The following effects can be obtained.

  (3) Rubber bushings for the front links 8, 8 ′ and rear links 9, 9 ′, the bush outer cylinders 81, 8a ′, 9A, 9A ′ for bushing inner cylinders 81, 81 ′, Since the axial direction of the rubber bushing is set to be perpendicular to the axial direction of the front links 8, 8 'and the rear links 9, 9', the input to the wheel 2 is the front link 8 , 8 ′ and the rear links 9, 9 ′ are transmitted mainly in these axial directions, so that the axial input of the rubber bush can be reduced, and the axial displacement amount of the bush can be suppressed. Become.

  Next, a double joint type suspension according to a third embodiment of the present invention will be described.

  In this embodiment, unlike the above embodiment, there will be described a case where there is no suspension arm mounting bracket and the suspension arm is directly mounted on the vehicle body.

  When the front side link 8 and the rear side link 9 are directly attached to the vehicle body, if the front side link 8 and the rear side link 9 are attached at the same position as in the above embodiment, the structure is substantially different from the above embodiment. I can say no. However, in some cases, it may not always be possible to attach the vehicle body to the same position. Here, it demonstrates below, comparing both cases.

  In the double joint type suspension of the third embodiment, the suspension arm is extended in order to adapt to a vehicle having a narrow vehicle width between different vehicle widths. In this case, a longer suspension arm is used to ensure the maneuverability and stability of the vehicle. FIG. 5 is a plan view of the double joint type suspension as viewed from the upper surface side of the vehicle on the left side, and a front view as viewed from the front side of the vehicle on the right side (however, the right side in the figure is the vehicle lower side and the left side in the figure is the vehicle upper side Are drawn side by side.

  In the case of a vehicle with a wide vehicle width, as shown by a thick solid line, a front link 8 connecting the swing center point Q1 and the swing center point S1, and a rear side connecting the swing center point P1 and the swing center point R1. A link 9 is connected between the vehicle body 30 and the vehicle support member 4. In this case, these links 8 and 9 are arranged so that the front link 8 extends horizontally outward in the vehicle width direction and the rear link 9 extends obliquely upward in the vehicle width direction as viewed from the front of the vehicle. is there. That is, the swing center point P1 inside the vehicle width of the rear link 9 is located below the swing center point Q1 inside the vehicle width of the front link 8, and the swing center point R1 outside the vehicle width is also the vehicle width. It is located slightly below the outer swing center point S1.

  Therefore, the axes of the front link 8 and the rear link 9 intersect on a plane is an intersection C outside the vehicle width from the wheel support member 4 and an intersection T1 on the front view. Note that the intersection C coincides with the intersection T1 in the three-dimensional space. Therefore, in the front view, the line connecting the joint point J on the upper side and the intersection T1 is the king pin axis K, and the angle θ formed by the axis K with respect to the vertical line indicated by the dotted line is the inclination of the king pin axis K. Become.

  On the other hand, in a vehicle model with a narrow vehicle width, instead of the links 8 and 9, the front link 8 ′ connecting the swing center point Q2 and the swing center point S1 set longer than each of the links 8, 9 and the swing center point P2 In the case of using the rear link 9 ′ connecting the swing center point R1, if it is connected to the vehicle body 30 ′ so as to be located on the same axis as the links 8 and 9 as the same thick solid line, It is possible to keep the inclination of the pin axis K unchanged, but the inner ends in the vehicle width direction of the front side link 8 ′ and the rear side link 9 ′ are further separated in the vehicle longitudinal direction and the vehicle vertical direction. .

  In such a case, even if the increase in the vehicle front-rear direction interval can be dealt with on the vehicle body 30 ′ side, the increase in the vehicle upper limit direction interval, as shown in the right part of FIG. In many cases, the end portion (corresponding to the position of the swing center P2) is too downward to be attached to the vehicle body 30 ′. In such a case, the inner end in the vehicle body width direction is positioned at the swing center point P2 in a plan view, and is attached to the vehicle body 30 'positioned above as indicated by the swing center point P3 in a front view. Therefore, the intersection of the axis of the rear link 9 "and the axis of the front link 8 ', each of which is extended in length, is more likely to be at the intersection T3 in front view. It moves to the outside in the vehicle width direction. As a result, the king pin axis K ′ connecting the upper joint point J and the intersection T3 is displaced from the king pin axis K in the case of a vehicle type with a wide vehicle width, and the inclination thereof changes. This will deteriorate the maneuverability and stability.

  Therefore, in order to prevent this problem, in the plan view shown on the left side of FIG. 5, the swing center point of the inner end portion in the vehicle width direction of the rear link 9 ″ is slightly shifted to the rear of the vehicle (that is, in plan view). As a result, the intersection formed by the axes of the front link 8 'and the rear link "is slightly outward from the intersection C to the intersection C'. And it shifts to the vehicle rear side. At the same time, this movement causes the intersection T3 to be slightly shifted from the intersection T1 to the vehicle width direction outer side and the vehicle rear side, but can be positioned on the king pin axis K.

  As described above, in the double joint suspension of the third embodiment, the effects (1) to (3) in the first embodiment and the second embodiment can be obtained, and the following effects are further obtained. Can also be obtained.

  (4) Due to layout reasons, the vehicle body side mounting portion of the link must be moved in the vertical direction of the vehicle when viewed from the front of the vehicle, and the resulting deviation in the inclination of the king pin axis K is The inclination of the king / pin shaft can be made invariable by correcting the movement of the vehicle body mounting portion in the front-rear direction. In addition, this correction does not necessarily require the use of a vehicle body side mounting portion such as a suspension arm mounting bracket, and can be made cheaper.

  (5) Thus, in the vehicle front view. Even when the axial direction of the front link and the rear link is different, the wheel support member can be shared (even when using the vehicle body mounting part), and the king pin shaft increases the degree of freedom of link arrangement. The controllability, stability, and riding comfort can be improved while keeping the inclination of K unchanged.

  In the above embodiment, the following corrections and changes can be made.

  In the double joint type suspension 1 of the first to third embodiments, the coil spring 6 and the strut 7 are provided above the lower side links such as the front side links 8, 8 'and the rear side links 9, 9', 9 ". The suspension support 5 is provided so that the tip of the piston rod of the shock absorber in the strut 7 is swingably supported on the vehicle body 30 and a camber control link is used. For example, a link may be used on the upper side.

  The front link 8 and the rear link 9 are used for the lower suspension arm. However, the same links are used as the upper links so that the upper intersections can be adjusted as in the embodiment. May be.

  It goes without saying that the shapes of the front link 8 and the rear link 9 can be freely set according to the design purpose.

1 is a front view schematically showing a double joint type suspension according to a first embodiment of the present invention. It is a top view which shows typically the attachment relation with the lower side suspension arm of the double joint type suspension of 1st Example, the wheel support member which supported the wheel, and the vehicle body side. It is a figure which shows the site | part which attaches the suspension arm of FIG. 2 to a vehicle body side via a rubber bush, (a)-(d) is a figure which shows each modification. It is a top view which shows typically the attachment relation with the lower side suspension arm of the double joint type suspension of 2nd Example of this invention, the wheel support member which supported the wheel, and the vehicle body side. The figure which combines the top view and front view which show the attachment relation with the lower side suspension arm of the double joint type suspension of 3rd Example of this invention, the wheel support member which supported the wheel, and the vehicle body side, and a front view. It is.

Explanation of symbols

C Intersection J Joint point between suspension support and vehicle body K King pin shaft 1 Double joint suspension 2 Tire wheel 3 Suspension arm mounting bracket (vehicle body)
4 Wheel support member 5 Upper suspension member 6 Coil spring 7 Strut 8, 8 'Front link 8A Inner end in the vehicle width direction 81 Bush outer cylinder 81a, 81b Flange (bushing displacement restricting portion)
9, 9 ', 9 "Rear link 10 Bush inner cylinder 11 Rubber bush 12 Ring (Bushing displacement regulating part)
13 First ring (Bushing displacement restricting part)
14 Second ring (Bushing displacement restricting part)
30, 30 'body

Claims (4)

A front bush inner cylinder fixed to the vehicle body side such that the longitudinal direction extends in the vehicle longitudinal direction;
A rear bushing inner cylinder fixed to the vehicle body side such that the longitudinal direction extends in the vehicle longitudinal direction;
A wheel support member for supporting the wheel;
An outer end portion in the vehicle width direction is connected to a vehicle front side position of the wheel support member, and a bush interposed between the front bush outer cylinder and the front bush inner cylinder provided at the inner end portion in the vehicle width direction. A front link connected to the vehicle body side;
An outer end in the vehicle width direction is connected to the vehicle body side at a vehicle rear side position on the rear side in the vehicle front-rear direction with respect to the vehicle front position of the wheel support member, and outside the rear bush provided at the inner end in the vehicle width direction A rear link connected to the vehicle body via a bush interposed between a cylinder and the rear bush inner cylinder;
With
At least one of the bush inner cylinder and the bush outer cylinder has a bush displacement regulating portion that regulates an elastic displacement amount in the axial direction of the bush,
The front link and the rear link are both lower side links or upper side links,
The axial center point of the front bush outer cylinder is disposed at a position offset forward or backward with respect to the axial center point of the front bush inner cylinder in the vehicle longitudinal direction,
The axial center point of the rear bushing outer cylinder is opposite to the offset direction of the front bushing outer cylinder and the bushing inner cylinder with respect to the axial center point of the rear bushing inner cylinder in the vehicle longitudinal direction. as well as arranged in a position offset in the direction of,
The offsets of the axial center point of the front bushing outer cylinder and the axial center point of the rear bushing outer cylinder are the positions at which the front bushing outer cylinder and the rear bushing outer cylinder are attached to the vehicle body side. When the distance between the axial center point of the front bushing outer cylinder and the axial center point of the rear bushing outer cylinder is shortened by moving the direction outward and reversing the offset direction in the vehicle longitudinal direction Even if there is, it was set to a position where the inclination of the king pin axis is unchanged,
This is a double joint suspension. The double joint suspension according to claim 1,
The bush inner cylinder and the bush outer cylinder are arranged such that their mounting angles on the vehicle body side are at right angles to the axial directions of the front link and the rear link, respectively. Double joint suspension. In the double joint type suspension according to claim 1 or 2,
The double-joint type suspension, wherein the front link and the rear link have different axial directions in a front view of the vehicle. In the double joint type suspension according to any one of claims 1 to 3,
The double joint type suspension is characterized in that the front bush inner cylinder is attached to a suspension arm mounting bracket attached to the vehicle body.

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