JPH04300707A - Trailing arm type rear suspension - Google Patents

Abstract

PURPOSE:To improve comfortableness and control stability of a vehicle in the case of rear suspension with its trailing arm constructed by a leaf spring. CONSTITUTION:A rear suspension consists of an axle beam 10 by which wheels are rotatably supported at both end, and mutualy integrated upper arms 16R, 16L and lower arms 18R, 18L which are made of elastic material and R side arms are isolated from L side arms respectively across the width of a vehicle. The upper arms have their front ends integrally connected to the front ends of the lower arms and their rear ends fixed to a vehicle body via buffer members 20R, 20L. The lower arm have their front ends pivotally supported to the vehicle body via rubber bushings 24R, 24L and their rear ends fixed to the axle beam.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension for a vehicle such as an automobile, and more particularly to a trailing arm type rear suspension.

0002

[Prior Art] As is well known, a trailing arm type rear suspension consists of an axle beam that extends in the vehicle width direction and rotatably supports wheels at both ends, and an axle beam that is spaced apart from each other in the vehicle width direction and that supports the vehicle body at the front end. and a pair of trailing arms that are pivotally supported by the axle beam and fixed to the axle beam at the rear end.

As one of such trailing arm type rear suspensions, for example, as described in Japanese Patent Application Laid-Open No. 50-86026, the trailing arm is constituted by a leaf spring, so that the trailing arm becomes a suspension arm. Trailing arm type rear suspensions configured to function as both a suspension spring and a suspension spring have been known for some time.

FIG. 11 is a perspective view showing an example of a conventional trailing arm type rear suspension in which the trailing arm is constructed of a leaf spring, and FIG. 12 is a side view of the suspension shown in FIG. 11.

In these figures, reference numeral 110 indicates an axle beam extending in the vehicle width direction, and the axle beam 1
10 has wheels 112R and 112L at both ends as a rotation axis 11
It is rotatably supported around 4. Further, in these figures, 116R and 116L indicate a pair of trailing arms made of an elastic material and spaced apart from each other in the vehicle width direction. The trailing arms 116R and 116L are attached to the vehicle body 1 by fixing members 118R and 118L at their front ends, respectively.
20, and a mounting member 122R at the rear end,
It is connected and fixed to the axle beam 110 by 122L.

According to such a suspension, the trailing arm functions not only as a suspension arm that supports the wheels but also as a suspension spring, so it is possible to simplify the structure of the suspension by eliminating springs such as compression coil springs. Can be done.

[0007]

[Problems to be Solved by the Invention] However, in the conventional trailing arm type rear suspension as described above,
If the spring constant of the trailing arm is set low in order to improve the ride comfort of the vehicle, the motion of the axle beam as the vehicle travels becomes unstable, which worsens the vehicle's handling stability, and conversely reduces the vehicle's performance. If the spring constant of the trailing arm is set high to improve handling stability, the spring constant of the suspension spring becomes high, and the impact input to the wheels is more easily transmitted to the vehicle body, which deteriorates the ride comfort of the vehicle. There is a problem with doing so.

For example, in FIG. 13, when the wheels bounce,
That is, it is a side view showing the operation of the suspension shown in FIG. 11 when an upward force Fy is applied to the wheel. In FIG. 13, solid lines indicate a state in which the wheels are bound, and imaginary lines indicate a state in which the wheels are in a neutral position.

Since there is a distance in the longitudinal direction of the vehicle between the front end of the trailing arm 116L and the rotational axis 114 of the wheel, the upward force Fy acting on the wheel acts on the trailing arm as a bending moment and a shearing force. . Therefore, the trailing arm is deformed into a curve as shown in FIG. When the trailing arm is thus bent and deformed, it generates a reaction force that is proportional to the stroke of the wheel, thereby acting as a suspension spring. Therefore, in order to improve the ride comfort of the vehicle, it is necessary to set the spring constant of the trailing arm low, and therefore it is necessary to set the moment of inertia of the trailing arm small.

Further, the upward force Fy acting on the wheel not only exerts an upward force on the vehicle body 120 to which the front end of the trailing arm is fixed, but also acts as a bending moment. Therefore, the vehicle body needs to be sufficiently reinforced to support this bending moment, which increases the weight of the vehicle body.

FIG. 14 also shows the operation of the suspension shown in FIG. 11 when the vehicle is braking, that is, when a rearward force Fx is applied to the ground point of the wheel. In Fig. 14, the solid line represents the backward force Fx at the grounding point of the wheel.
The virtual line shows a state where no backward force is acting on the grounding point of the wheel.

In FIG. 14, trailing arm 116
Since there is a distance in the vertical direction between the rear end of L and the grounding point 113 of the wheel, the backward force Fx acting on the grounding point 113
acts on the trailing arm 116L as a bending moment and tensile stress. Therefore, the trailing arm is deformed into a curve as shown in FIG.

When the trailing arm is curved and deformed in this way, the axis of rotation 114 of the wheel 112L moves toward the front of the vehicle, so that the locus of the axis of rotation of the wheel, which should ideally be determined by the vertical stroke, is directed backwards by acting on the grounding point of the wheel. It is also affected by the force Fx.

In particular, when the rearward force acting on the ground point of the wheel is different between the left and right wheels, such as in a so-called one-sided brake condition, the axis of rotation of the wheel with the greater rearward force is shifted to the rearward direction. Since the wheel moves toward the front of the vehicle relative to the axis of rotation with the smaller force, the wheel with the larger rearward force steers in the toe-in direction, and the wheel with the smaller rearward force steers in the toe-out direction. Under such circumstances,
The direction of the moment that rotates the vehicle around its center of gravity due to the difference in braking force between the left and right wheels is the same as the direction of the moment that rotates the vehicle body due to the above-mentioned steering change,
Therefore, the bias of the vehicle is promoted due to the partial effect of the brake, and the steering stability of the vehicle is deteriorated. This problem is particularly noticeable when the spring constant of the trailing arm is set low in order to improve the ride comfort of the vehicle as described above.

Furthermore, as shown in FIG. 12, a rearward force Fh is applied to the rotational axis 114 of the wheel due to harshness or the like.
is applied, the vertical distance between the rear end of the trailing arm 116L and the rotational axis 114 of the wheel is small, so the backward force Fh hardly acts on the trailing arm as a bending moment and is mainly Acts as a tensile stress.

The front end of the trailing arm is rigidly fixed to the vehicle body 120, and since the trailing arm can hardly be elastically deformed in the longitudinal direction, the rotational axis 114 of the wheel is rotated forward and backward relative to the vehicle body 120. It is almost impossible to move in any direction, and the harshness shock input to the wheels is directly transmitted to the vehicle body via the trailing arm.

In view of the various problems mentioned above in the conventional trailing arm type rear suspension in which the trailing arm is composed of a leaf spring, the present invention improves both ride comfort and handling stability of the vehicle. It is an object of the present invention to provide a trailing arm type rear suspension that is improved so that the various problems described above can be solved.

[0018]

[Means for Solving the Problems] According to the present invention, an axle beam that extends in the vehicle width direction and rotatably supports wheels at both ends, and an axle beam that is formed of an elastic material and is The upper arm has a pair of upper arm and lower arm spaced apart from each other in the direction, the upper arm is integrally connected to the front end of the lower arm at the front end, and is fixed to the vehicle body at the rear end via a buffer member, The lower arm is achieved by a trailing arm type rear suspension whose front end is pivoted to the vehicle body via a rubber bush and whose rear end is fixed to the axle beam.

[0019]

[Operation] According to the above structure, the upper arm and the lower arm are substantially connected in series, and both of them cooperate with each other to function as a suspension spring, so there is no need for an upper arm. The overall spring constant is reduced compared to the case where the spring constant is reduced, thereby improving the ride comfort of the vehicle.

Furthermore, as mentioned above, since the spring constant of the suspension spring as a whole is reduced, the spring constant of the lower arm can be high, so the lower arm is less susceptible to the bending moment caused by the braking force, and the wheels are prevented from bouncing or rebounding. The amount of movement of the wheels in the longitudinal direction is reduced when the vehicle is traveling on a rough road, and the steering stability of the vehicle is improved when the left and right wheels bounce and rebound in opposite phases, such as when the vehicle is traveling on a rough road.

Furthermore, the upper arm and the lower arm are pivotally supported to the vehicle body via rubber bushes at their front ends, and the greater the braking force acting on the wheels, the greater the amount of elastic deformation of the rubber bushes. The amount of movement will also increase. Therefore, when the brake is on one side, the wheel with greater braking force steers in the toe-out direction, and the wheel with less braking force steers in the toe-in direction, which reduces the braking force between the left and right wheels. The rotational moment around the center of gravity of the vehicle due to the difference is offset by the rotational moment due to the steering change, and this also improves the handling stability of the vehicle.

Furthermore, when the wheel bounces or rebounds, the upper arm and lower arm essentially pivot like levers with the rubber bush as a fulcrum, so that no excessive stress is applied to the rubber bush, reducing its spring constant and It is possible to improve its durability, and there is no need to reinforce the vehicle body that supports the rubber bush.

Furthermore, when a longitudinal force acts on the center of the wheel, that force is transmitted to the rubber bushing via the lower arm, and the force is well absorbed by the elastic deformation of the rubber bushing, which may have a low spring constant as described above. be done. Therefore, compared to conventional trailing arm type rear suspensions that do not incorporate a rubber bush at the front end of the trailing arm or have a high spring constant, the front and rear compliance of the suspension is improved, and harshness shock is better alleviated. This also improves the ride comfort of the vehicle.

[0024]

[Supplementary explanation of the means for solving the problem] According to one embodiment of the present invention, a spring constant for elastic deformation of the upper arm in the vertical direction is set lower than a spring constant for elastic deformation of the lower arm in the vertical direction. . According to this configuration, excessive elastic deformation of the lower arm is avoided even when the wheel bounces or rebounds, or when braking force is applied to the wheel. In comparison, the steering stability of the vehicle is further improved.

According to another embodiment of the present invention, the buffer member disposed between the rear end of the upper arm and the vehicle body is disposed above the axle beam. According to this configuration, when the wheels bounce or rebound, only the vertical force that is substantially the same as the force that is input to the wheels is input to the vehicle body. Its durability can be improved, and in this case, the upper arm and lower arm are of substantially the same length, so substantially no forces act on the rubber bush in the longitudinal or vertical directions. Therefore, it becomes possible to further improve the durability of the rubber bush.

According to one embodiment of the invention, the upper arm and the lower arm are formed as one integral member. According to this configuration, the number of parts is reduced compared to a case where the upper arm and the lower arm are independent members, and the efficiency of assembling the suspension is improved.

According to another embodiment of the present invention, the upper arm and the lower arm are pivotally supported on the vehicle body in a state in which they are overlapped at their front ends, and the angle formed by them is the same as that near their front ends. It is configured to gradually increase toward the rear end. According to this configuration, when the wheel bounces, the angle formed by the upper arm and the lower arm gradually decreases as the upward stroke of the wheel increases, and the contact area between them gradually increases toward the rear of the vehicle. Therefore, the lengths of the portions of the upper and lower arms that function as elastic members gradually become shorter, and their effective spring constants gradually increase, creating a nonlinear spring whose spring constant increases as the upward stroke of the wheel increases. characteristics are obtained.

The invention will now be described in detail by way of example with reference to the accompanying drawings.

[0029]

[Embodiment] Fig. 1 is a perspective view showing a first embodiment of a trailing arm type rear suspension according to the present invention, Fig. 2 is a side view of the first embodiment shown in Fig. 1, and Fig. 3 is a Fig. 2 FIG. 3 is an enlarged cross-sectional view taken along line III-III of FIG.

In these figures, numeral 10 indicates an axle beam extending in the vehicle width direction, and the axle beam 10
supports wheels 12R and 12L rotatably around a rotation axis 14 at both ends. The central portion of the axle beam is formed of an elastic member, and is elastically twisted around a shear center axis determined by the cross-sectional shape of the elastic member. Further, in these figures, 16R and 16L indicate a pair of upper arms made of an elastic material such as reinforced plastics and spaced apart from each other in the vehicle width direction, and 18R and 18L are also made of an elastic material. It shows a pair of lower arms formed and spaced apart from each other in the vehicle width direction. These upper arms and lower arms are plate-shaped and have a width in the lateral direction larger than a thickness in the vertical direction. The thickness of the upper arm is set smaller than the thickness of the lower arm.

The upper arms 16R and 16L extend diagonally upward from the front end when viewed from the rear end, and are integrally connected to the front ends of the corresponding lower arms 18R and 18L at their front ends, and are connected to the buffer member 20R at their rear ends. , 20L to the vehicle body 22. As shown in FIG. 2, the buffer members 20R and 20L are arranged above the axle beam 10. The lower arms 18R, 18L extend substantially horizontally, and pivot at their front ends along with the corresponding upper arms 16R, 16L around axes 26R, 26L extending in the vehicle width direction via bushing devices 24R, 24L. The mounting member 2 is movably supported on the vehicle body 22 at the rear end.
It is connected and fixed to the axle beam 10 by 8R and 28L.

In the illustrated embodiment, the upper arm 1
6R and 16L are the corresponding lower arms 18R and 1, respectively.
Although it is formed integrally with 8L, these may be formed as mutually independent members and integrally connected to each other by means such as adhesion.

As shown, upper arms 16R, 16L
The front ends of the lower arms 18R and 18L, which are integrally connected to each other, cooperate with each other to form a substantially semi-cylindrical portion 17R.
, 17L, and the thickness of these semi-cylindrical portions gradually decreases from the thickness of the lower arm to the thickness of the upper arm. The bushing devices 24R, 24L are arranged inside the semi-cylindrical portions 17R, 17L, respectively. As shown in FIG. 3, the bushing device 24L includes an inner cylinder 30 and an outer cylinder 32 coaxial with the axis 26L and concentric with each other, and a rubber bush 34 interposed between these. It is fixed to the semi-cylindrical portion 17L on the outer peripheral surface of the outer cylinder 32 by adhesive. The inner cylinder 30 is fixed to a bracket 40L fixed to the vehicle body 22 by a bolt 36 inserted therein and a nut 38 screwed into the inner cylinder 30.

Note that the bushing device 24R is also the same as the bushing device 24R.
The inner cylinder is fixed to a bracket 40R fixed to the vehicle body in the same manner as the bushing device 24L.

FIG. 4 is a side view showing the operation of the first embodiment when the wheel bounces, that is, when an upward force Fy is applied to the wheel. In FIG. 4, solid lines indicate a state in which the wheels are bound, and imaginary lines indicate a state in which the wheels are in a neutral position.

When an upward force Fy is applied to the wheel, the lower arms 18R and 18L move along the axes 26R and 26L, respectively.
Pivot around. Along with this, the semi-cylindrical part 17R
, 17L rotate around the corresponding axis due to elastic deformation of the rubber bushing of the bushing device. Therefore, in this case, both the lower arm and the upper arm are elastically deformed as shown in FIG. 4, and work together to generate a reaction force proportional to the upward stroke of the wheel, acting as a suspension spring.

Therefore, the spring constant of the upper arm and lower arm as a whole is lower than that in the case where the upper arm is not provided, so that the riding comfort of the vehicle is improved. Furthermore, the amount of elastic deformation of the lower arm is smaller than when no upper arm is provided, and especially in the illustrated embodiment, the spring constant of the lower arm is set higher than that of the upper arm, so the elastic deformation of the lower arm is The amount of deformation is very small, so the axle beam and wheels are moved around the axes 26R and 26L of the bushing devices 24R and 24L, as in the case of a conventional general trailing arm type suspension in which the trailing arm is constructed of a rigid body. When the left and right wheels bounce and rebound in opposite phases, the steering stability of the vehicle is improved, especially when driving on rough roads.

Furthermore, even if the wheel receives an upward force, the force in the longitudinal and vertical directions does not substantially act on the bushing device, so the spring constant of the rubber bushing incorporated in the bushing device can be reduced. There is no need to excessively reinforce the brackets 40R, 40L and the vehicle body 22 that support these bush devices.

Furthermore, since the buffer members 20R and 20L are provided above the axle beam 10, even if an upward force is applied to the wheels, no bending moment or the like will be applied to these buffer members, and virtually no bending moment will be applied to these buffer members. Only an upward force equal to the upward force Fy is applied, so there is no need to excessively reinforce the part of the vehicle body that supports these shock absorbers, and the durability of the shock absorbers can be improved.

[0040]The first embodiment applies only when the wheel rebounds, except that even when the wheel rebounds, that is, when a downward force acts on the wheel, a downward force acts on the buffer member as a tensile stress. It works the same way.

FIG. 5 also shows the operation of the first embodiment when the vehicle is braking, that is, when a rearward force Fx is applied to the grounding point of the wheel. In FIG. 5, the solid line shows a state in which a backward force Fx is applied to the grounding point of the wheel, and the imaginary line shows a state in which no backward force acts on the grounding point of the wheel.

Rearward force F acting on the grounding point 13 of the wheel
x acts on the lower arm 18L as a bending moment and tensile stress, and the lower arm is elastically deformed by the bending moment.

However, since the spring constant of the lower arm is set higher than that of the upper arm as described above, the amount of elastic deformation of the lower arm is very small, and therefore the forward movement of the wheel 12L due to the elastic deformation of the lower arm is The portions are also very small.

The tensile force acting on the lower arm also exerts a backward force on the bushing device 24L. Although not shown in FIG. 5, the rubber bushing 34 incorporated in the bushing device is elastically deformed by the backward force acting on the bushing device 24L, thereby moving the wheel 12L toward the rear of the vehicle.

Therefore, the forward movement of the wheel due to the elastic deformation of the lower arm is offset by the rearward movement of the wheel due to the elastic deformation of the rubber bushing, thereby reducing or avoiding wheel steering changes when the vehicle is braking. be done.

Furthermore, as mentioned above, when the wheel bounces or rebounds, substantially no force acts on the bushing device in the longitudinal or vertical direction, so by setting the spring constant of the rubber bushing incorporated in the bushing device to be low, The amount of rearward movement of the wheel due to the elastic deformation of the rubber bushing is made larger than the amount of forward movement of the wheel due to the elastic deformation of the lower arm, thereby actively moving the axis of rotation of the wheel backward when braking the vehicle. It is possible to move it to

When the spring constant of the rubber bush is set as described above, when the rearward force acting on the grounding point of the wheel is different between the left and right wheels, such as when the brake is on one side, the rearward force will be The larger wheel moves further rearward than the wheel with less rearward force, causing the wheel with more rearward force to steer toward toe-out, and the wheel with less rearward force toe-in. Steering changes.

[0048]The direction of the rotational moment around the center of gravity of the vehicle due to such a steering change is opposite to the direction of the rotational moment of the vehicle due to the difference in braking force between the left and right wheels, so the latter rotational moment is the rotational moment of the former. This reduces or eliminates vehicle deflection due to partial braking.

[0049] When the vehicle accelerates, that is, when a forward force is applied to the grounding point of the wheel, a bending moment and compressive stress are applied to the lower arm, and the rubber bush is elastically deformed in the opposite direction. The first embodiment operates similarly to when a vehicle brakes.

FIG. 6 also shows the operation of the first embodiment when a backward force Fh is applied to the center of the wheel, such as during harshness. In Fig. 6, the solid line indicates the state in which a backward force Fh is applied to the center of the wheel.
The imaginary line shows a state where no backward force is acting on the center of the wheel.

Since the distance in the vertical direction between the rear end of the lower arm 18L and the rotational axis 14 of the wheel is very small, the backward force Fh acting on the center of the wheel is mainly applied to the lower arm as a tensile stress rather than as a bending moment. It acts as. This tensile stress moves the outer cylinder of the bushing device 24L rearward, thereby elastically deforming the rubber bushing 34, and as a result, the wheel is displaced rearward relative to the vehicle body. Further, in this case, rearward displacement of the upper arm 16L is allowed by a buffer member 20L interposed between the rear end and the vehicle body. A similar operation is achieved when a forward force is applied to the center of the wheel.

[0052] Therefore, the longitudinal compliance with respect to the longitudinal force acting on the center of the wheel is very good, and as a result, harshness shocks are well absorbed.

FIG. 7 is a side view showing a second embodiment of the trailing arm type rear suspension according to the present invention. In FIG. 7, members that are substantially the same as those shown in FIGS. 1 to 5 are designated by the same reference numerals as in FIGS. 1 to 5.

In this embodiment, the upper arm 16L
and the lower arm 18L have a common cylindrical body 4 at their front ends.
2L, and the front ends of the upper and lower arms are integrally connected to each other and to the cylindrical body 42L. Further, the bushing device 24L is fitted into the cylindrical body 42L, and the outer circumferential surface of the outer cylinder is fixed to the inner circumferential surface of the cylindrical body by adhesive or the like. Although not shown in the figure, the upper arm and lower arm on the right rear wheel side are also configured similarly to the upper arm 16L and lower arm 18L, respectively. Further, other aspects of this embodiment are constructed similarly to the above-described first embodiment.

Therefore, in this second embodiment, the same operation as in the first embodiment described above is achieved, and the same effects as in the first embodiment are obtained.

Furthermore, according to this embodiment, the pivoting motion of the lower arm about the axis of the bushing device is more efficiently transmitted to the upper arm than in the case of the first embodiment, and forward force is applied to the wheel. In this case, the risk that the bushing device will come off from the front ends of the upper arm and the lower arm is reduced.

FIG. 8 is a side view showing a third embodiment of the trailing arm type rear suspension according to the present invention, and FIG.
is an enlarged sectional view taken along line IX-IX in FIG. 8; In these figures, members that are substantially the same as those shown in FIGS. 1 to 5 are designated by the same reference numerals as in FIGS. 1 to 5.

In this third embodiment, the upper arm 16L and the lower arm 18L are formed as mutually independent members. In particular, in the illustrated embodiment, the lower arm 18L extends substantially linearly, and the upper arm 16L extends parallel to the lower arm at its front end, and the upper arm 16L extends parallel to the lower arm from the front end toward the rear end. The corners are curved upwards to gradually increase. As shown in FIG. 9, the front ends of the upper arm 16L and the lower arm 18L are fitted into the hole 46L of the fixing member 44L in an overlapping state, and are fixed to each other by adhesive and to the wall surface of the hole 46L by adhesive or the like. Fixed. The fixing member 44L has a cylindrical hole 48L extending in a direction substantially perpendicular to the direction of extension of the hole 46L. It is fixed to the wall of the hole by adhesive.

According to this embodiment, when the wheel 12L bounces as shown by the solid line in FIG. 10, as the upward stroke of the wheel increases, the upper arm 1
The angle formed by the lower arm 6L and the lower arm 18L gradually decreases, and the point P of the contact area between them that is closest to the axle beam gradually moves toward the rear of the vehicle, as shown, for example, at a point P' in FIG. Therefore, the length of the portions of the upper arm and lower arm that function as elastic members gradually becomes shorter.
Since these effective spring constants gradually increase, a desirable non-linear spring characteristic is obtained in which the spring constant increases as the upward stroke of the wheel increases.

Further, according to this embodiment, the upper arm and the lower arm may be separate members from each other at least before they are connected to each other at the front end, so the upper arm and the lower arm are constructed as an integral member. Compared to the first and second embodiments described above, these arms can be easily formed as members with simple shapes.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to such embodiments, and various other embodiments may be made within the scope of the present invention. It will be obvious to those skilled in the art that this is possible.

[0062]

Effects of the Invention As is clear from the above description, according to the present invention, both the ride comfort and handling stability of the vehicle can be improved, and the durability of the rubber bushing that pivots the front ends of the upper arm and the lower arm can be improved. Furthermore, it is possible to eliminate the need for reinforcing the vehicle body that pivots the front ends of the upper arm and the lower arm and supports the rear end of the upper arm.

[Brief explanation of drawings]

FIG. 1 is a perspective view showing a first embodiment of a trailing arm type rear suspension according to the present invention.

FIG. 2 is a side view of the first embodiment shown in FIG. 1;

FIG. 3 is an enlarged sectional view along line III-III in FIG. 2;

FIG. 4 is a side view showing the operation of the first embodiment when the wheels bounce.

FIG. 5 is a side view showing the operation of the first embodiment when the vehicle is braking.

FIG. 6 is a side view showing the operation of the embodiment during harshness.

FIG. 7 is a side view showing a second embodiment of the trailing arm type rear suspension according to the present invention.

FIG. 8 is a side view showing a third embodiment of the trailing arm type rear suspension according to the present invention.

FIG. 9 is an enlarged cross-sectional view taken along line IX-IX in FIG. 8;

FIG. 10 is a side view showing the operation of the third embodiment when the wheels bounce.

FIG. 11 is a perspective view showing an example of a conventional trailing arm type rear suspension in which the trailing arm is constructed of a leaf spring.

FIG. 12 is a side view of the suspension shown in FIG. 11;

FIG. 13 is a side view showing the operation of the suspension shown in FIG. 11 when the wheels bounce.

FIG. 14 is a side view showing the operation of the suspension shown in FIG. 11 when the vehicle is braking.

[Explanation of symbols]

10...Axle beam 12R, 12L...Wheel 16R, 16L...Upper arm 18R, 18L...Lower arm 20R, 20L...Buffer member 22...Vehicle body 24R, 24L...Bush device 34...Rubber bush 40R, 40L...Bracket 110...Axle beam 112R, 112L ...Wheels 116R, 116L...Trailing arm 118R, 1
18L...Fixing member

Claims (1)

[Claims] It has an axle beam extending in the vehicle width direction and rotatably supporting a wheel at both ends, and a pair of upper and lower arms formed of an elastic material and spaced apart from each other in the vehicle width direction, the upper arm having a front end. The front end of the lower arm is integrally connected to the front end of the lower arm, and the rear end is fixed to the vehicle body via a buffer member, and the front end of the lower arm is pivotally supported to the vehicle body via a rubber bushing. Trailing arm type rear suspension fixed to the axle beam.