JPH0345409A - Trailing type rear suspension - Google Patents

Abstract

PURPOSE:To enable steering by means of four wheel drive in a simple structure by pivotally supporting each control arm onto a car body side via a link and thereby providing an actuator for the center section of a beam in a device wherein two control arms are connected by the beam in the transversal direction. CONSTITUTION:Axle bushes 3 provided for the tip ends have two control arms 1 which are mounted on a car body 13 via brackets 35, connected by a beam 2 in an inverted V-shape cross section extending to the transversal direction. And each bracket 14 fixed onto each control arm 1 is rotatably pivoted to one end of each link 7 via each link bush 9, and the other end of said link 7 is rotatably pivoted onto each bracket fixed on a car body via the link bush 8. In addition, a lever 41 is mounted onto the center section of the beam 2 in such a way as to be extended to the forward side of the car body, one end of an actuator 40 composed of a double acting cylinder is rotatably pivoted to the tip end of the lever, and the other end of the actuator 40 is thereby rotatably pivoted to a bracket 42 provided for the car body.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a trailing type rear suspension comprising two control arms and a beam connecting the two control arms.

[Conventional technology]

Conventionally, the compound crank type full trailing arm suspension is shown in Figures 10 and 11.
It has a structure as shown in the figure and FIG. A conventional trailing arm type rear suspension 11 includes two control arms 1 arranged corresponding to the chassis frames, that is, the vehicle body (not shown) on both sides, and an inverted V-shaped beam 2 connecting these control arms 1. Consisting of
The front end of the control arm 1 is swingably or movably attached to the vehicle body via an axle bush 3, and the rear end is attached to a bracket 38 to which a spindle 6 is attached, and a wheel 37 is attached via the spindle 6. There is. Furthermore, there is a gap of 1+1 between the upper surface 15 of the control arm 1 and the vehicle body. -t-I Ju II~ノhゝAL
1-No-Kama 1' Lee I\-Q Shitsu (installed).

Also, Japanese Patent Laid-Open No. 60-80914 discloses a rear suspension for an automobile. The rear suspension rotatably supports the rear wheels on wheel support members that are respectively attached to the left and right sides of the rear portion of the vehicle body so as to be swingable in the vertical direction.

Each wheel support member is configured so that a change in toe occurs in response to a lateral force that is applied when the rear wheel turns.

When turning from side to side, the amount of toe change of the rear wheel on the outside wheel side when turning on the side with a strong understeering tendency is the same as the amount of toe change in the toe-in direction of the rear wheel on the outside wheel side when turning on the opposite side. The left and right wheel support members are asymmetrically configured so that the amount of change in toe is smaller than the amount of change in toe.

Further, Japanese Patent Application Laid-Open No. 60-67275 discloses a pressure fluid control device for a vehicle. The pressure fluid control device includes a reservoir tank for storing fluid, a pressure fluid generation means for suctioning and pressurizing the fluid in the reservoir tank to generate pressure fluid, and a system for steering a steering wheel using the pressure fluid generated by the pressure fluid generation means. front wheel actuating means for assisting front wheel steering in accordance with the steering of the steering wheel; rear wheel steering means for deflecting the rear wheels in accordance with the steering of the steering wheel using the pressure fluid generated by the pressure fluid generating means;
This device is provided with an alarm generating means that issues an alarm when t becomes less than a predetermined value.

Furthermore, Japanese Patent Application Laid-Open No. 63-40210 discloses a trailing arm type rear suspension. In the rear suspension tongue, the front ends of a pair of control arms connected by a beam are attached to the vehicle body via an axle bushing, and one end is attached to the side of the control arm to the vehicle body, and the other end is attached to the control arm. and a front or rear pivot center of the link is located on the lateral centerline of the axle bushing.

[The invention tries to solve i! l! g) By the way, the conventional trailing arm type rear suspension 11 as shown in FIGS. 10 and 11 is very simple and has great advantages such as being lightweight and inexpensive.
The front and rear positions and rigidity of the suspension can be appropriately selected, achieving ground contact and ride comfort equivalent to independent suspension systems. Furthermore, due to the effect of the beam 2, there is no need to add a stabilizer, and the spacing between the left and right bushings becomes the support span of the control arm, which has the advantage of high lateral rigidity and high steering stability.

However, from the perspective of compliance steering, where the toe angle changes due to elastic deformation of the suspension system, a tendency towards oversteer is inevitable when turning, and stability is affected when changing lanes or when turning at high speed. However, this was disadvantageous and required other measures such as front suspension.

Furthermore, in the above rear suspension, when the coil is placed on the trailing arm, since the front side is the sub-arm, it cannot receive the downward reaction force, and the trailing arm and the sub-arm rotate downward. Further, although a rotational force of the sub-arm is also generated by the braking force, there is no means for receiving and transmitting that force, and the above configuration cannot be adopted.

Even if the bushing of the sub-arm is set to be very hard, this tendency will not change and there is a risk that resonance in the rotational direction, that is, a hop phenomenon will occur. If the bushing is too hard, it will not be possible to ensure front-rear compliance, leading to problems such as poor riding comfort, increased vibration transmission rate, and worsening road noise.

In addition, in a trailing arm type rear suspension in which a shock absorber or strut is placed near the center line of the wheel spindle in combination with a coil spring, the front bushing does not have to bear the vertical reaction force of the coil spring, but the brake reaction force is not necessary for the front bushing. Similarly to the above, the above configuration cannot be adopted because there is a risk of receiving the reaction force of the rotational moment of the force and the braking force in the longitudinal direction.

Therefore, in order to solve the above-mentioned problems, the present applicant has disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 63-40210 and provided a tat-trailing arm type rear suspension, in which the rear wheels are in the same phase as the front wheels when the vehicle turns. Kuzu Mitsu) Kasu Mi 7 @Ki o Tsugo〉
rUplifting (1 Suspension h1 - Improves stability when navigating, eliminates the feeling of drifting when turning, improves the turning feeling, and counters crosswinds, uneven road surfaces, etc. when going straight at high speed) This enables it to generate more force and improve stability.

Incidentally, in recent years, there have been many attempts to improve steering stability by actively steering the rear wheels to go beyond the limits of conventional passive rear wheel steering. In order to make this type of rear suspension steerable and improve its performance, it is conceivable to apply a 4WS mechanism as shown in FIG. 13. That is, as shown in FIG. 13, in the conventional trailing type rear suspension engine, a subframe 71 is provided on the beam 2 via a lever 74, and the suspension is connected to the vehicle body 72 via the subframe 71. . Moreover, the subframe 71 is elastically mounted via rubber bushings 73 and the like, and a pair of power cylinders 70 are interposed between the subframe 71 and the vehicle body 72, and the power cylinders 70 steer the subframe 71. . However, this structure sacrifices the advantage of light weight and simplicity that characterizes the trailing type rear suspension, and has the problem of requiring a large amount of space.

The purpose of this invention is to solve the above problems,
In a trailing rear suspension that has a structure in which the left and right control arms are connected by a beam, a link is provided near each control arm that faces forward and outward, and one end of the link moves toward the vehicle body and the other end moves toward the control arm. The structure is simple, with only the actuator installed in the center of the beam. The purpose of the present invention is to provide a trailing type rear suspension suspension that is lightweight, functions as a normal suspension even if the rear steering device malfunctions, and is fail-safe and full of safety.

[Means to solve the problem]

In order to achieve the above object, the present invention is configured as follows. That is, the present invention provides a pair of control arms connected by a beam and attached to the vehicle body side via a bushing, a link movably attached with one end to the control arm side and the other end movably to the vehicle body side, and a link at the center of the beam. A trailing type rear suspension comprising a lever attached to the front end of the lever, and an actuator that is movably attached with one end to the tip of the lever and the other end movably toward the vehicle body, and which operates in response to biloft pressure generated by steering the steering wheel. Regarding.

Further, the center of motion of the front or rear side of the link, the center of motion of the attachment portion of the actuator and the lever, and the attachment portion of the actuator and the bracket are located approximately on a center line in the vehicle width direction connecting each of the bushes. It is something that

[Effect]

The trailing rear suspension according to this invention is
It is configured as described above and operates as follows. That is, this trailing type rear suspension engine has a pair of control arms connected by a beam and attached to the vehicle body side via a bushing, one end of which is movably attached to the control arm side and the other end to the vehicle body side. Link,
It consists of a lever attached to the center of the beam, and an actuator that is movably attached with one end to the tip of the lever and the other end movably toward the vehicle body, and which operates in response to biloft pressure generated by steering the steering wheel. By taking advantage of the advantages of the trailing type rear suspension, such as its light weight and simple structure, it is possible to provide a structure that allows 4WS steering without the need for an additional subframe by simply providing one actuator.

〔Example〕

Hereinafter, one embodiment of the trailing type rear suspension according to the present invention will be described with reference to the drawings.

The trailing arm two rear suspension according to the present invention has the following features compared to the trailing type +1 center suspension shown in Figures 1O, 11 and 12.
The only structural limitations are that the link 7 is provided on the side of the control arm 1 and the actuator 40 is provided on the beam 2. Therefore, in the following drawings, the same components of this trailing type rear suspension as those of the conventional trailing type rear suspension are designated by the same reference numerals, and redundant explanation will be omitted.

1 and 2, one embodiment of the trailing rear suspension according to the present invention is shown generally at 10.
is shown by. FIG. 1 is a perspective view of this trailing type rear suspension, and FIG. 2 is a plan view showing the state of the trailing type rear suspension when the vehicle is traveling straight. An axle bushing 3 is attached to the tip of the control arm 1, and the axle bushing 3 is attached to the vehicle body 13 via a bracket 35. Furthermore, link bushes 8.9 are attached to both ends of the link 7. One end of the link 7 is connected to the vehicle body 1 via a link bush 8.
It is pivotally mounted or movably mounted on a bracket 12.36 which is fixed to 3. The other end of the link 7 is movably attached to a bracket 14 fixed to the control arm 1 via a link bushing 9. These link bushes 8 and 9 are constructed of trailing bushes, that is, rubber bushes having higher rigidity than the axle bush 3. Of course, the connection between both ends of the link 7 is not limited to the link bushes 8 and 9, and may be achieved by, for example, a ball joint (not shown). Also, the bracket 1 fixed to the link 7 and the vehicle body 13
In other words, the center of the link bushing 8 on the vehicle body 13 side is located on the center line 16 in the vehicle width direction connecting the axle bushings 3 on both sides so as not to restrict the vertical movement of the suspension. It is located in Further, the center line of the left and right links 7, in other words, the extension 1118 connecting the link bushing 8 and the link bushing 9 connects the intersection point ○ located on the vehicle center line 19 and further behind the wheel center line 17. installed. Furthermore, the link 7 is located outside the control arm 1 and behind the axle bushing 3. That is, the link bushing 8 pivotally attached to the bracket 12 fixed to the vehicle body 13 is aligned with the vehicle width direction centerline 16 of the axle bushing 3 connecting the pair of axle bushings 3.
It is located above. A link bushing 9 pivotally attached to a bracket 14 fixed to the control arm 1 is located rearward from a centerline 16 of the axle bushing 3 in the vehicle width direction. As a result, the instantaneous center when a lateral force is applied to the suspension is the intersection point O of the extension lines of both links, and steering is possible within the deformation range of the axle bushing 3.

The trailing rear suspension according to this invention is
In particular, it is characterized by having the following configuration. As shown in FIGS. 1 and 2, in this trailing type rear suspension, a lever 41 is attached to extend from the center of the beam 2 toward the front of the vehicle, and one end of the actuator 40 is attached to the tip of the lever 41. Install possible. This actuator 40 has the other end movable toward the vehicle body.
-r/lA/11-) It is composed of a double-acting cylinder configured to be expandable and retractable by fluid pressure such as 71 threads. The actuator 40 and the lever 41 are connected by a ball joint 4 as shown in FIG. 3(A).
3A or rubber bushing 4 as shown in Figure 3(B)
It is pivotally mounted by a movable coupling 43 such as 3B. In addition, the actuator 40 and the lever 4
1 is the vehicle width direction center line 16 that connects the center of the axle bushing 3, which is the center of vertical swing of the left and right links 7.
It is located above. Similarly, the other end of the actuator 40 is pivotally attached to a bracket 42 attached to the vehicle body by a movable coupling 44 such as a ball joint or rubber bushing. Furthermore, the connection point between the actuator 40 and the bracket 42 is located on the vehicle width direction center line 16 that connects the center of the axle bushing 3, which is the center of vertical swing of the left and right links 7. In other words,
Mounting parts at both ends of the actuator 40, that is, movable connectors 43
．． A portion 44 is located above the left and right links 7 on the center line 1G in the vehicle width direction, and the direction of expansion and contraction of the actuator 40 is performed on the center line 16 in the vehicle width direction.

As a result, in this trailing type rear suspension, even if the left and right wheels move up and down in the same phase and the suspension performs rocking motion, the connecting portion of the actuator 40 does not make any relative movement, resulting in unnecessary steering reaction. No force is generated. Further, even if the left and right wheels perform vertical swing motion in opposite phases, the center portion of the beam 2 becomes the swing center point, and the tip of the lever 41, that is, the connection point of the actuator 40, does not move up and down. Therefore, the connection point of the actuator 40 hardly changes its relative position in any suspension state.

Therefore, when a lateral force is applied to the suspension, the instantaneous center is the intersection point ○ of the extension lines of both links, and the axle bush 3
Since steering is possible within the deformation range of can.

FIG. 4 shows the trailing type rear suspension 10 shown in FIG. 2 in a state when the vehicle turns. By contracting the actuator 40, the rear suspension performs a slight rotational movement, that is, a rotational movement by an angle θ, about point 0, which is the instantaneous center of the link 7, and compliance steer in the understeer direction occurs, causing the vehicle to move in the direction of arrow A. is steered by.

FIG. 7 shows another embodiment of the trailing type rear suspension according to the present invention. In this example, the second
When compared with the trailing type rear suspension of the embodiment shown in the drawings, they have exactly the same functions except for the structural differences in the positions of the links. link 20
is inside control arm 1 and axle bush 3
It is located at the rear of the The link bushing 21 is attached to a bracket 23 fixed to the beam 2. Although not shown, the link bushing 22 is attached to the vehicle body via a bracket. The link bushing 2r and the link bushing 22 are connected by a link 20. The intersection of the center lines or extension lines 24 of the links 20 on both sides, that is, the instantaneous center 01 is located on the vehicle center line 9 and behind the wheel center line 17. Further, the link bushing 22 is located on the center line 16 of the axle bushing 3 in the vehicle width direction.

FIG. 8 shows still another embodiment of the trailing type rear suspension according to the present invention.

When compared with the trailing type rear suspension of the embodiment shown in FIG. 2, this embodiment has exactly the same functionality except that the links are attached at different positions in terms of structure. The link 27 is located outside the control arm and in front of the axle bushing 3. The link bush 25 is a bracket 26 fixed to the control arm 1.
installed on. Although not shown, the link bushing 28 is attached to the vehicle body via a bracket.

The link bushing 25 and the link bushing 28 are the link 27
connected by. The intersection of the center lines or extension lines 29 of the links 27 on both sides, or the instantaneous center O8, is the vehicle center line 1.
9 and behind the wheel center line 17. Further, the link bushing 25 is located on the center line 16 of the axle bushing 3 in the vehicle width direction.

FIG. 9 shows another embodiment of the trailing type rear suspension according to the present invention. In this example, the second
When compared with the trailing type rear suspension of the embodiment shown in the drawings, they have exactly the same functions except for the structural differences in the positions of the links. link 30
is inside control arm 1 and axle bush 3
is located in front of. The link bushing 31 is attached to a bracket 32 fixed to the control arm 1. Although not shown, the link bush 33 is attached to the vehicle body via a bracket.

The link bushing 31 and the link bushing 33 are the link 30
connected by. The intersection point or instantaneous center O3 of the center lines or extension lines 34 of the links 30 on both sides is the vehicle center line 1.
9 and located in Yuko from the wheel center vA17
The link bracket 91 is located on the center line 16 of the axle bush 3 in the vehicle width direction.

FIG. 5 shows an example of a hydraulic circuit for functioning the 4WS incorporated in the trailing type rear suspension according to the present invention. The front wheels 46 are equipped with a rack and pinion two power steering system 45. Pipes 54 and 55 for extracting pilot pressure are connected to the left and right power cylinders 60 provided in the power steering 45. The pipes 54,55 are connected to the hydraulic system 61 of the front wheel 46. The hydraulic system 61 uses the oil pump 51 to pump oil from the oil tank 52 through the vibro 2 in order to generate pilot pressure in the pipe 54 or 55 in response to steering of the steering wheel 50 in either direction. It also functions to send oil from the pipe 54.55 on the Ifx side to the oil tank 52 through the vibro 3.

In FIG. 6, a hydraulic system 48 for steering the rear wheels 47
is shown, and the hydraulic system 4 is basically the same as the hydraulic system 61 for the front wheels, but the control valve 6
The difference is that the mechanism for moving the steering shaft 66 is changed from the relative torsion angle of the steering shaft 66 to the relative pilot pressure. Control valve 65 in this hydraulic system 61
is normally moved to a neutral position by the left and right return springs 64, and as shown by arrow B, is in the oven center state, and the actuator 40 does not generate oil pressure and is maintained at the vehicle straight forward position.

In this neutral position, when the steering wheel 50 is steered in either direction, the control valve 65 moves to the left or right in response to pilot pressure from the pipe 54 or 55. The hydraulic system 48 controls the oil pump 4 for the rear wheels depending on the movement position of the control valve 64.
9 functions to send oil from the oil tank 53 to either one of the pipes 58 or 59 through the pipe 56, and to recover oil from the other pipe 58 or 59 to the oil tank 53 through the pipe 57.

In the hydraulic circuit built into this trailing rear suspension, for example, when the steering wheel 50 is steered to the right and the hydraulic pressure on the right side of the power cylinder 60 of the power steering 45 for the front wheels increases, the pipe 55
Pilot pressure is introduced into the right chamber 67 of the hydraulic device 48 through the control valve 65, and the control valve 65 moves to the left against the spring force of the left spring 64. As a result, the drain circuit, that is, the pipe 57 for the left cylinder is closed, and the pipe 59 passing through the oil pump 49's pipe 156 and the left cylinder of the actuator 40 communicate with each other, and the actuator 4
The pressure in the 0 left cylinder increases. Actuator 40
A pipe 58 communicating with the right cylinder is connected to a pipe 57 for collecting oil, and the oil in the right cylinder is collected in the oil tank 53. Therefore, the actuator 40
The pressure in the left cylinder increases, the actuator 40 contracts, and the rear wheel 47 is steered to the right. In this case, the steering angle is determined by the balance between the stiffness of each bush and the reaction force from the tires.

Although the trailing type rear suspension according to the present invention is constructed as described above, it goes without saying that the present invention is not necessarily limited to the above embodiments. For example, link bushings are used to achieve attachment at the pivot point between the link and the bracket fixed to the vehicle body, and at the pivot point between the link and the bracket fixed to the control arm. Of course, it is also possible to use In addition, regarding the link bushing to which the link is attached, the link bushing is attached via a bracket fixed to the control arm, but it does not necessarily have to be attached at the bottom of the tank, for example, the control arms on both sides may be connected to each other. The tank bottom may be attached to the beam with a link bushing. In that case, it may be configured by fixing a bracket or the like to the beam.

Furthermore, by setting the turning angle of the rear wheels 47 to be appropriately small with respect to the front wheels 46, it is of course possible to significantly improve the stability during cornering and the convergence of vehicle behavior when changing lanes.

Furthermore, although not shown, for example, an electromagnetic valve may be incorporated in the middle of the pipes 54 and 55 that transmit the pilot pressure from the steering wheel 50 to the hydraulic system 48 for the rear wheels. If a mechanism for switching the pressure in the opposite direction is installed, the biloft pressure transmitted to the hydraulic system 48 for the rear wheels will be reversed, and the pressure will be reversed between the front wheels 46 and the rear wheels 4.
It becomes possible to provide 4WS with a steering angle opposite to that of 7. Therefore, when the vehicle is running at low speed, the electromagnetic valve is switched to switch the front wheels 46 and rear wheels 47 to 4WS with opposite phases.
This makes it possible to improve maneuverability. Further, when the vehicle is at medium to high speed, the electromagnetic valve is switched to set the front wheels 46 and rear wheels 47 to the same phase 4WS, thereby improving running stability.

〔Effect of the invention〕

Since the trailer type rear suspension according to the present invention is constructed as described above, it exhibits the following effects. This trailing type rear suspension includes a pair of control arms connected by a beam and attached to the vehicle body side via a bush, a link movably attached with one end to the control arm side and the other end to the vehicle body side, and It consists of a lever attached to the center of the beam, and an actuator that has one end movably attached to the tip of the lever and the other end movably toward the vehicle body, and which operates in response to pilot pressure generated by steering the steering wheel. While taking advantage of the advantages of the trailing type rear suspension, which are light weight and simple in structure, by simply providing one telescoping actuator, there is no need for an additional subframe, and the front wheels and It is possible to provide a 4WS system that steers the rear wheels.

Further, the lever to which the actuator is attached is located at the center of the beam, and the center of movement of the link on the front side or the rear side, the attachment part of the actuator and the lever, and the attachment part of the actuator and the bracket. Since the center of motion is located approximately on the center line in the width direction of the vehicle body connecting each of the bushes, even if the suspension swings up and down, that is, bumps and rebounds, the position of the input part of the actuator does not change, reducing steering error. It never gives birth. Even if the suspension swings in opposite phases to the left and right, the position of the input section of the actuator does not change, and no steering error occurs.

Furthermore, since the bushing in the trailing rear suspension has restorability, there is no need for a centering spring for the rear wheel.

This trailing type rear suspension can function as a normal suspension in the unlikely event that the rear steering system fails, making it fail-safe and highly secure.

In some cases, it is easy to incorporate a solenoid valve in the middle of the pipe that transmits the pilot pressure from the steering wheel to the hydraulic system for the rear wheels, so the pilot pressure transmitted to the pipe can be controlled by switching the solenoid valve. If you incorporate a mechanism to reverse the pressure,
The biloft pressures transmitted to the hydraulic system for the rear wheels are reversed, making it possible to provide 4WS in which the steering angles for the front and rear wheels are in opposite phases. Therefore, when the vehicle is running at low speed, the electromagnetic valve is switched to apply 4W power to the front and rear wheels in opposite phases.
S, it is possible to improve the turning radius. Furthermore, when the vehicle is running at medium to high speeds, the electromagnetic valve is switched to set the front wheels and rear wheels to 4WS in the same phase, thereby improving driving stability.

[Brief explanation of drawings]

Fig. 1 is a perspective view showing an embodiment of the trailing type rear suspension according to the present invention, Fig. 2 is a plan view showing the trailing type rear suspension of Fig. 1 in a straight-ahead state, and Fig. 3 (A). 1 is a sectional view showing an example of the connection between the lever and actuator attached to the beam shown in FIG. 1, and FIG. 3B shows another example of the connection between the lever and actuator installed on the beam shown in FIG. 4 is a plan view showing the state of the trailing type rear suspension of FIG. 1 during turning; FIG. 5 is an explanatory diagram showing the hydraulic circuit of the trailing type rear suspension according to the present invention; FIG. 6 5 is a sectional view showing a hydraulic system for the rear wheels, FIG. 7 is a plan view showing another embodiment of the trailing type rear suspension according to the present invention, and FIG. 8 is a trailing type rear suspension according to the present invention. A plan view showing yet another embodiment of the tongue;
FIG. 9 is a plan view showing another embodiment of the trailing type rear suspension according to the present invention, FIG. 10 is a perspective view showing a conventional trailing type rear suspension, and FIG. 11 is a plan view of FIG. FIG. 12 is a side view showing a conventional rear suspension, and FIG. 13 is an explanatory diagram showing an example of a conventional 4WS mechanism. 1----・-control arm, 2-------beam, 3 axle bush, ? , 20, 27.30-・-
・Link, 8 9, 21, 22. 25, 28, 31°3
3-m----Link bushing, 10-- Trailing type rear suspension, 13-- Vehicle body, 16
------Military center line in both width directions, 17--- Wheel center line, 1824.
29.34・----11 Link extension line, 19 Vehicle center line, 37----・Wheel, 40-・----Actuator, 41-・-----Lever, 43.44 −
・-Movable coupling (mounting part), 48-...-1 hydraulic system,
50.- Steering wheel.

Claims (2)

[Claims] (1) A pair of control arms connected by a beam and attached to the vehicle body via a bushing, a link movably attached with one end to the control arm side and the other end movably to the vehicle body, attached to the center of the beam A trailing type rear suspension comprising: a lever; and an actuator, the actuator having one end movably attached to the tip of the lever and the other end movably attached to the vehicle body, and actuated in response to pilot pressure generated by steering a steering wheel. (2) The center of motion of the front or rear side of the link, the center of motion of the attachment portion of the actuator and the lever, and the attachment portion of the actuator and the bracket are located approximately on the center line in the vehicle width direction connecting each of the bushes. The trailing type rear suspension according to claim 1.