JPH0634162Y2 - Double link type suspension system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a double-link type suspension device, and more particularly to a shock absorber installed between two suspension arms of an upper and a lower and a vehicle body side and a wheel side. The present invention relates to a double wishbone suspension device equipped with.

[Conventional technology]

As a conventional double-link type suspension device, for example, a device described in JP-A-59-96007 (first conventional example) or a device described in JP-A-60-135314 (second conventional device) is disclosed. There is an example). That is, in the suspension device of the first conventional example, the upper portion of the knuckle is extended to above the wheels, the upper arm is interposed between the upper end of the knuckle and the vehicle body, and the lower arm is interposed between the lower portion of the knuckle and the vehicle body. It is configured to let. Further, the suspension device of the second conventional example has a configuration in which the upper arm is lengthened and the kingpin axis is set independently of the upper arm. Furthermore, the suspension device (third conventional example) described on page 5-21 of "Toyota MR2 Repair Manual" issued by Toyota Motor Corporation on June 8, 1984 is not a double link type suspension, but the end of the stabilizer. The portion is attached to a strut whose lower end is fixed to the knuckle, and the stabilizer is twisted through the strut as the wheel moves up and down.

[Problems to be solved by the invention]

By the way, the upper arm of the double-link type suspension is similar to the lower arm, but in order to set the suspension geometry appropriately, it is not possible to make it too short and it is necessary to secure a predetermined length, and the suspension structure itself. The force required for steering from
It is desired that the values are always equal at any angle within the maximum steering angle.

Therefore, considering the above-mentioned conventional technique, in the case of the first conventional example, the inner end of the upper arm is supported by the vehicle body and the upper end of the knuckle is connected to the outer end, and therefore the upper arm cannot be shortened for the above reason. Therefore, the wheel house extends to the engine room side according to the length. A shock absorber is arranged inside the knuckle so that the upper part of the knuckle extends above the tire and is parallel to the upper part of the tire. For these two reasons
In the technique of the first conventional example, there is a problem that the width of the wheel house becomes large, and as a result, the width of the engine room becomes small. Particularly, in the first conventional example, the upper part of the knuckle and the shock absorber are arranged so as to be parallel to each other. However, since one of the knuckles turns together with the wheels during steering, it should not interfere with the shock absorber during this turning. In addition, a sufficient gap is required between the two. Therefore, in this conventional example, the width of the wheel house becomes particularly large. Further, in the case of the first conventional example, since the knuckle turns together with the wheel during steering, the upper end of the knuckle and the upper arm are connected by a ball joint having a large height as a connecting member. However, there is a problem that the height of the wheel house must be increased accordingly.

Further, in the second conventional example, since the distance between the upper arm and the lower arm is small, the change in the camber angle or the caster angle due to the assembly error of the suspension constituent members is large, and the camber angle or the caster angle is large in both arms. There is a problem in that the steering stability is not sufficient because it changes greatly even with vertical swing.

Furthermore, in the third conventional example, the vehicle turns with steering.
In the tube of the shock absorber in the strut,
Since the structure is such that the stabilizer end is attached, the stabilizer attachment part swings around during steering, and the elasticity of the stabilizer causes the steering force to fluctuate in response to changes in the steering angle. There is a problem that a large space is required to avoid interference with other members.On the other hand, in order to prevent this whirling, whirling absorption such as a pillow ball structure between the stabilizer end and the strut is absorbed. Since it is necessary to interpose a structure, there is a problem that the structure is complicated and the cost is increased.

Furthermore, when the vehicle turns, the outer wheel rises and the inner wheel falls relative to the vehicle body as the vehicle rolls, and the camber angle increases and the wheel contact area decreases based on these changes. Then, there is also a problem that the grip force of the wheel is lowered and the safety is impaired.

The present invention has been made in view of the above-mentioned problems of the prior art, and by separating the elements of the setting of the kingpin axis and the setting of the camber angle, the degree of freedom in setting the outer end position of the upper arm is increased. The width and height of the wheel house can be reduced as much as possible to increase the width of the engine room inside the wheel house while adjusting the wheel alignment to suit the changes in the steering angle. An object of the present invention is to prevent a change in steering force and further prevent a reduction in grip force of a wheel at the time of turning.

[Means for solving problems]

In this invention, a lower arm of a knuckle supporting a wheel and a vehicle body side are swingably coupled to each other by a lower arm, and an extension member extending upward is used as a rotation center with a line passing through the coupling portion between the knuckle and the lower arm. An outer lower portion of the extension member in the vehicle width direction is connected to an upper portion of the knuckle so as to be rotatable, and an upper arm is swingably coupled between an upper portion of the extension member and a vehicle body side, and an end portion of the stabilizer is provided. Is connected to the vehicle width direction inner lower part of the extension member, a shock absorber is installed between the vehicle body side and the extension member lower part, and the lower end of the shock absorber is connected to the knuckle and the extension member. , Swingably mounted between the stabilizer and the joint of the extension member, from the inner side to the outer side in the vehicle width direction, the joint of the stabilizer and the extension member, the shock absorber and the extension Mounting portion, formed by arranging the order of the connecting portion of the extension member and the knuckle of.

[Action]

The kingpin shaft is a line that passes through both the joints of the knuckle and the extension member and the joints of the knuckle and the lower arm, and the kingpin shaft is free from the upper arm, and the member that pivots with the wheel during steering is the same as those described above. It is limited to the part between the joints that is close to the axle. Therefore, it is possible to suppress the interference between the members that occurs during steering, particularly the interference between the extension member and the shock absorber. In this way, since the extension member is configured not to turn by steering, even if the stabilizer end is attached to this, the stabilizer end does not move due to steering, and the stabilizer stabilizes the vehicle body posture and the steering function. And can be completely separated. In addition, since the required space between the shock absorber and the wheels can be reduced by the non-interference between the extension member and the shock absorber, the width of the wheel house can be made narrower and the width of the engine room can be expanded. It becomes possible to do.

Also, the change in camber angle with respect to the vehicle due to the vertical movement of the wheels is
Although it is determined by both upper and lower arms, the upper arm can be made longer because it is unrelated to the setting of the kingpin axis as described above, and the vertical distance between the upper arm and the lower arm can be increased by the extension member, so the vertical movement of the wheel It is possible to suppress the change in the camber angle with respect to the vehicle body caused by the above, and to appropriately set the wheel alignment.

On the other hand, since the stabilizer is attached to the extension member that moves up and down together with the wheel, the up and down movement of the wheel can be accurately transmitted to the stabilizer in a one-to-one ratio, and further, the mounting position of the stabilizer on the extension member is closer to the center of the vehicle body. As a result, the stabilizer and the extension member are connected from the inner side to the outer side in the order of the stabilizer and the extension member connecting portion, the shock absorber and the extension member mounting portion, and the extension member and the knuckle connecting portion in this order. Is the point of action of the stabilizer, the mounting point of the shock absorber and the extension member is the fulcrum, and the connecting point of the extension member and the knuckle is the vertical force point that acts on the wheel, and the distance between the action point and the fulcrum is secured. Since the restraining force against the vertical movement of the wheel is small, it is possible to efficiently prevent the vertical movement of the wheel. Rukoto can. Therefore, if a stabilizer having the same strength as the conventional one is used, the vertical movement of the wheel can be sufficiently prevented as compared with the conventional one, and the stabilizer can sufficiently act in the direction of controlling the change in the ground camber of the wheel. It is possible to reduce the change in the camber angle to ground, and as a result, it is possible to prevent the reduction of the grip force of the wheel.

〔Example〕

 1 to 4 show a first embodiment of the present invention.

This embodiment is a wishbone type front suspension device, 1 is a wheel, 2 is a brake disc, and 3 is a knuckle. The knuckle 3 rotatably supports a wheel 1, and a lower portion 3b thereof is connected to a lower arm 7 via a ball joint 6, and an inner end of the lower arm 7 is connected to a bracket of a vehicle body 9 via a rubber bush 8. .

The upper portion 3a of the knuckle 3 is pivotally coupled to the lower end of the extension member 4, and the upper end of the extension member 4 is pivotally coupled to the upper arm 5. That is, the coupling portion 10 between the upper portion 3a of the knuckle 3 and the extension member 4 is fixed to the lower end of the extension member 4, and the two rolling bearings 10c and 10d are fitted in the outer ring of the connecting bracket 10a and the knuckle 3. A bolt 10b which penetrates the upper portion 3a and is inserted from the lower end of the connecting bracket 10a and supported by the inner rings of the rolling bearings 10c and 10d in the connecting bracket 10a is provided, and the bolt 10b and the rolling bearing 10 are provided.
The upper part 3a of the knuckle 3 and the extension member are pivotally connected by c and 10d. The axis of this bolt 10b is the kingpin axis 1 described later.
Match 1 Thus, the knuckle 3 has an axial line passing through both the connecting portion between the upper portion 3a of the knuckle 3 and the extension member 4 and the connecting portion between the lower portion 3b of the knuckle 3 and the lower arm 7 (center of rotation of the ball joint 6). (That is, the kingpin shaft 11) can be rotated.

The extension member 4 is curved to the outside of the vehicle body so as to bypass the upper portion of the wheel 1 as it extends upward, and its upper end is located above the wheel 1 and is coupled to the outer end of the upper arm 5. In this connection, as shown in FIG. 4, the rubber bush 12 fixed to the outer end of the upper arm 5 is covered with the extension member 4 on its end face and the wheel-side face, and the extension member 4 and the rubber bush 12 are centered. It is performed by penetrating the mounting bolt 4a on the. Rubber bush 12 is mounting bolt 4a
An inner cylinder 12a through which the outer cylinder 12a penetrates, an outer cylinder 12b fixed to the upper arm 5, and a tubular rubber 12 vulcanized and bonded between the two 12a and 12b.
It is composed of c and. Thus, the extension member 4 and the upper arm 5 can swing due to the twist of the tubular rubber 12c in the rubber bush 12. An inner end of the upper arm 5 is swingably connected to a bracket of the vehicle body 9 via a rubber bush 13. The upper arm 5 and the extension member 4 may be joined by a rubber bush 12 having a small height as a joining member because the extension member 4 moves only with respect to the upper arm 5.

Further, between the vehicle body 9 and the lower portion of the extension member 4, a shock absorber 14b is installed in a vertical direction substantially parallel to the extension member 4. The lower end of the shock absorber 14b, especially the second
As shown in the figure, the mounting bolt 4c inside the lower end of the extension member 4 is connected via a rubber bush 14d, and the upper end of the piston rod protruding from the tube is connected to the vehicle body 9 via a mount rubber 14a. A coil spring 14c is coaxially arranged on the outer circumference of the shock absorber 14b.

The extension member 4 covers the outside of the tube of the shock absorber 14b and the outside of the lower half of the coil spring 14c. That is, the extension member 4 is made of a press-molded plate material and has an open cross section, and the above-mentioned portion such as the shock absorber 14b is held inside the extension member 4, and the extension member 4 has approximately half the circumference of the shock absorber 14b and the coil spring 14c. Covers. The cross-sectional shape of the extension member 4 ensures the strength of the extension member 4 itself, and the shock absorber 14
The space between b and the wheel 1 is narrowed to make it possible to reduce the space occupied by these in the wheel house.

At the lower end of the extension member 4, as shown in FIGS. 2 and 3, a mounting plate is provided so as to close an opening located near the center of the vehicle body.
4b is provided, and this connecting plate 4b has a connecting rod 22
The stabilizer 21 is attached via the and mounting brackets 23. The mounting bracket 23 is fixed to the mounting plate 4b by a known fixing means such as welding or bolting, and a connecting rod penetrating this and the end of the stabilizer 21.
The mounting bracket 23 and the stabilizer 21 are connected via 22. Between the mounting bracket 23 and the connecting rod 22, and between the connecting rod 22 and the stabilizer 21, there are connecting rods.
A buffer rubber 24 having a buffer function in the axial direction of 22 is interposed. Reference numeral 25 is a spacer that holds the space between the pair of upper and lower cushioning rubbers 24. A ball joint as shown in FIG. 5 can be used to attach the stabilizer 21 to the extension member 4.

A drive shaft 16 shown in FIG. 1 is connected to an axle 18 via a constant velocity joint 17. And
A steering linkage (both not shown) is connected to the knuckle 3 via a knuckle arm so that a steering force is transmitted to the knuckle 3. In this embodiment, the drive force is transmitted to the front wheels, which are the wheels 1, for example, FF (front engine / front drive).
Or the front suspension of a car with 4WD (four-wheel drive) drive type is shown.

Thus, in this embodiment, the widthwise center line of the wheel 1 is
19 and the kingpin shaft 11 intersect above the ground contact surface 20 of the wheel 1, and the intersection of the ground contact surface 20 and the kingpin shaft 11 is located outside the vehicle from the center line 19 in the width direction of the wheel 1 as a negative scrub. However, the kingpin shaft 11 is set by connecting the knuckle 3 and the extension member 4 with each other (specifically, the axis of the bolt 10b), and the knuckle 3 and the lower arm 7.
The upper arm 5 has nothing to do with setting the scrub to negative, positive or zero because it is made by the positions of both joints (the center of rotation of the ball joint 6). Therefore, the connecting portion between the upper arm 5 and the extension member 4 is the kingpin shaft 11
Therefore, in this embodiment, the connecting portion is arranged on the upper side of the wheel 1 so as to be moved to the outside of the vehicle so that they are overlapped in the vehicle width direction.
The vehicle body side connection point of the upper arm 5 is also positioned near the outer side in the width direction of the vehicle while ensuring the length of the upper arm 5 that can obtain optimum wheel alignment. This is one reason why the width of the wheel house can be narrowed and the width of the engine room and the like inside the wheel house can be expanded.

Thus, the length of the upper arm 5 can be ensured, and the optimum wheel alignment can be obtained by reducing the difference in length with the lower arm 7, and the vertical spacing between both arms 5, 7 can be increased. Therefore, it is possible to reduce changes in the camber angle and caster angle due to assembly errors of the suspension constituent members, and it becomes difficult for the camber angle to the vehicle body to change when the wheel 1 moves up and down. Both arms against changes in 5,
Since the rigidity of 7 becomes large in proportion to the square of these intervals, these rigidity becomes large and the marginal performance of the camber angle change is improved.

The weight of the vehicle body is supported by the wheel 1 via the mount rubber 14a, the coil spring 14c, the tube of the shock absorber 14b, the lower portion of the extension member 4 and the upper portion 3a of the knuckle 3, and the vertical movement of the wheel 1 causes the shock absorber to move vertically. Attenuated by expansion and contraction of 14b, and coil spring 14c
Absorbed by the bending of.

Here, when the wheel 1 moves up and down, the knuckle 3 and the extension member 4 move up and down integrally with the wheel 1, and the lower arm 7 and the upper arm 5 swing up and down, and along with this, with the shock absorber 14b. Although the coil spring 14c expands and contracts, since both of them move in the vertical direction, the upper part 3a of the knuckle 3 and the extension member 4 do not interfere with the shock absorber 14b and the coil spring 14c.

When a steering force is applied to the knuckle 3 from a steering linkage (not shown) through the knuckle arm, the knuckle 3 is rotated about the kingpin shaft 11 and the wheel 1 is rotated.
Is steered. At this time, it is the knuckle 3, the wheel 1, and the axle 18 that rotate about the kingpin shaft 11, and the knuckle 3 is rotatable about the bolt 10b that is a part of the connecting portion 10. 4 does not rotate.
As a result, only the vertical movement integral with the wheel 1 is generated in the extension member 4, and the relative motion with the upper arm 5 is only rocking. Therefore, a ball joint is used to connect the extension member 4 and the upper arm 5. No need to use, rubber bush
12 is enough. The rubber bush 12 is smaller in height than the ball joint (the ball bush and the rubber bush that are usually used for the arms of the double wishbone suspension have a rubber bush smaller by about 40 mm). Can be made smaller. This also allows the engine room hood to be lowered.

Further, as described above, since the extension member 4 does not rotate during steering, there is no input due to steering to the stabilizer 21 whose end is attached to the extension member 4. Therefore, whirling does not occur at the end of the stabilizer 21, and the stabilizing function of the vehicle body posture by the stabilizer 21 and the steering function can be completely separated. Therefore, the steering force does not fluctuate due to whirling of the end portion of the stabilizer 21 during steering, and a wide space is not required to prevent interference with other members due to whirling.

Furthermore, the fact that the extension member 4 does not rotate during steering means that the extension member 4 and the shock absorber 14b are turned by turning.
Since there is no relative movement between the coil spring 14c and the coil spring 14c, there is no risk of interference during this time. For this reason, the cross-sectional shape of the extension member 4 is an open cross-section as described above, and the portion such as the shock absorber 14b is held inside the extension member 4, and the extension member 4 allows the shock absorber to be held.
Shock absorber 1 covering about half around 14b etc.
It is possible to make the distance between 4b and the wheel 1 extremely narrow. Therefore, it is possible to sufficiently reduce the width of the wheel house and widen the engine room, in addition to the increased degree of freedom in the arrangement of the upper arm 5.

In this case, since the tube of the shock absorber 14b and the lower part of the coil spring 14c are covered with the extension member 4, there is no fear that the shock absorber 14b and the coil spring 14c are damaged by flying stones or the like.

On the other hand, the camber angle when the vehicle turns will be described with reference to FIG. FIG. 6 (a) is an explanatory view conceptually showing the front of the vehicle. This vehicle is turning to the left in the figure, and the wheels outside the turning center are the outer wheels.
1a, the inner wheel is the inner ring 1b. Since the vehicle rolls when turning, etc., the outer wheel is not attached to the vehicle body 30 (see FIG. 6A).
1a rises and inner ring 1b descends, the ground camber of outer ring 1a changes to positive, and that of inner ring 1b changes to negative. Then, as shown in FIG. 6 (a), the outer and inner wheels 1a and 1b both have a reduced ground contact area in the direction of the turning center, which reduces the grip force of the wheels. That is, when the vehicle body is rolled, it is desirable that the camber of the outer wheel increases in the negative direction and the camber of the inner wheel increases in the positive direction.

However, for example, like the outer wheel 1a shown in FIG. 6 (b), the reaction force Fs due to the twist of the stabilizer 21 generated by the roll of the vehicle is the force Fa (the wheel 30 is actually lowered) that raises the outer wheel 1a. (The greatest force is toward the center of the car body)
Acts on the action point S (the connection point between the extension member 4 and the stabilizer 21) in the direction of canceling the outer ring 1a and in the direction of changing the ground camber of the outer ring 1a to the negative side (direction of tilting the outer ring 1a inward of the vehicle / moment M). Like Then, the action point S is located on the extension member 4 which moves up and down integrally with the wheel, so that the up and down movement of the wheel can be accurately transmitted to the stabilizer at a one-to-one ratio, and the action point S also extends. 4 from the mounting position P of the shock absorber 14b and the shock absorber 14b
Since it is only inward in the vehicle width direction, a sufficient moment M can be given even if the force Fs is small. The inner ring
The force Fb for lowering 1b is also canceled by the reaction force Fs (see FIG. 1 (c)). Therefore, even if the vehicle rolls when turning, the vertical movement of the wheels is easily prevented, the change in the ground camber is also suppressed, the ground camber of the wheel is kept suitable, and the ground contact area of the wheel is kept large. Therefore, the gripping force of the wheel on the road surface is not reduced, and the safety of the vehicle is improved.

Furthermore, the relative moving force in the front-rear direction generated between the vehicle body and the wheel 1 at the time of starting and braking of the vehicle is input to the upper arm 5 at a point P in the middle of the upper arm 5, which is on the extension line of the kingpin shaft 11. Since this input is closer to the vehicle body than when the input is the tip of the upper arm 5, the load on the vehicle body mounting portion of the upper arm 5 due to the input is reduced. Therefore, it is possible to reduce the weight of the vehicle body mounting portion and the rubber bush 13 to be smaller and softer. The fact that the rubber bush 13 can be made soft means that the absorbing force for the vibration input from the wheel 1 side is increased, and as a result, the vibration of the vehicle body and the muffled noise caused thereby can be reduced. .

In this embodiment, the shock absorber 14b
Since the lower end of the knuckle is connected to the upper part 3a of the knuckle 3 and the lower arm 7 does not support the weight of the vehicle body, the rigidity of the lower arm 7 and the rubber bush 8 can be reduced, and the drive shaft 16 The surrounding space can be widened, but the lower end of the shock absorber 14b can be supported by the lower arm 7 in some cases.

Further, since the connecting portion between the extension member 4 and the upper arm 5 is located on the upper portion of the wheel 1, it is easily damaged by external addition of a flying stone or the like, but in this embodiment, the upper end of the extension member 4 is located outside the upper arm 5. Since the structure covers the ends, the swinging portion and the like can be protected from such external addition.

7 and 8 show a second embodiment of the present invention. In the first embodiment, the shock absorber 14 is shown.
Although the lower portion of b is arranged inside the extension member 4, in the second embodiment, the end portion of the mounting bolt 4c is projected to the outside of the extension member 4, and the lower end of the shock absorber 14b becomes the rubber bush 14d by this projection portion. Attached via collar 14e. In this embodiment, since the shock absorber 14b is located outside the extension member 4, the workability of attaching and detaching the shock absorber 14b is improved, and since the shock absorber 14b is easily exposed to the outside air, there is an advantage that the cooling effect is improved. In particular, disposing the shock absorber 14b on the front side of the extension member 4 is suitable for enhancing the cooling effect.

Further, according to this embodiment, it is not necessary to make the extension member 4 to have an open cross section as in the first embodiment, so that a plate material is fixed to most of the open surface of the extension member 4 having an open cross section to form a closed cross section. By doing so, it is possible to increase the strength. Therefore, the extension member 4 having a closed cross section can be made smaller and lighter than the extension member 4 having an open cross section even if the strength is the same.

Further, according to this embodiment, the caster angle can be easily adjusted by changing the dimension of the extension member 4 without changing the mounting position of the coil spring 14c.

Also in this embodiment, the stabilizer is attached to the extension member 4 at a position near the center of the vehicle body via the connecting rod and the attachment bracket.

Other configurations and operations are similar to those of the first embodiment.

[Effect of device]

As described above, according to the present invention, the kingpin shaft is used as a line passing through both the joint part of the knuckle and the extension member rotatably connected thereto and the joint part of the knuckle and the lower arm. The shaft is free from the upper arm, and the member that turns with the wheel during steering is limited to the portion between the two connecting portions, which is close to the axle. For this reason,
It is possible to suppress interference between members that occurs during steering as much as possible. Also, the change in camber angle with respect to the vehicle body due to the vertical movement of the wheels is determined by both the upper and lower arms, but since the upper arm is unrelated to the setting of the kingpin axis as described above, it can be made as long as necessary. In addition, since it is possible to increase the vertical gap between the lower arm and the lower arm by the extension member, it is possible to suppress the change in the camber angle with respect to the vehicle body due to the vertical movement of the wheel to be small, and it is possible to appropriately set the wheel alignment. effective.

Further, since there is no relative movement between the extension member and the shock absorber during steering, it is possible to narrow the space between them, which also has the effect that the width of the engine room can be expanded by narrowing the wheel house. .

Further, according to this invention, in addition to having both the effects produced by the first conventional example and the effects produced by the second conventional example as described above, the upper arm is independent of the setting of the kingpin axis. It is possible to set the attachment position to the outside in the width direction of the vehicle body and freely set the tip position. For this reason, the width of the engine room can be increased, and the length of the upper arm can be appropriately determined in setting the wheel alignment.

Since the extension member does not turn during steering, the end of the stabilizer attached to the extension member does not swing around during steering, so the stabilizer function of the vehicle body posture by the stabilizer and its steering function can be completely separated. Became. Therefore, the steering force does not fluctuate due to whirling of the end portion of the stabilizer during steering, and a wide space is not required to prevent interference with other members due to whirling. It is possible to prevent the fluctuation of the steering force due to the change of the steering angle without requiring a mechanism for absorbing the surroundings.

Since the mounting position of the stabilizer is located on the extension member that moves up and down together with the wheel, the vertical movement of the wheel can be accurately transmitted to the stabilizer in a one-to-one ratio, and it can be transmitted from the inside in the vehicle width direction. Since the connecting parts of the stabilizer and the extension member, the mounting parts of the shock absorber and the extension member, and the connecting parts of the extension member and the knuckle are arranged in this order toward the outside, the vertical movement of the wheel can be easily prevented and the wheel can be easily prevented. On the other hand, a force can be applied in the direction to control the change of the camber angle to the ground, and the deterioration of the camber angle to the ground of the wheel at the time of rolling etc. can be prevented. In such cases, the gripping force of the wheels with respect to the road surface does not decrease, and therefore safety can be improved.

There is also its own effect.

[Brief description of drawings]

FIG. 1 is a partially cutaway front view showing a first embodiment of the present invention,
2 is a sectional view of the lower end of the extension member, FIG. 3 is an enlarged sectional view of the attachment mechanism of the stabilizer end portion in FIG. 1, FIG. 4 is a sectional view of the joint between the extension member and the upper arm, and FIG. FIG. 6 is an enlarged cross-sectional view showing another attachment mechanism of the stabilizer, FIG. 6 is an explanatory view showing changes in the vehicle body during rolling, FIG. 6A is a front view of the vehicle body, and FIG. , (C) are front views of the inner ring. FIG. 7 is a partially cutaway front view showing a second embodiment of the present invention, and FIG. 8 is a sectional view of the lower end of the extension member of FIG. 1 ... wheel, 3 ... knuckle, 3a ... upper part, 3b ... lower part, 4 ... extension member, 5 ... upper arm, 6 ... ball joint, 7 ... lower arm, 8,12,13 ... rubber Bush, 9 ... Car body, 10 ... Coupling, 11 ... King pin shaft, 14b ... Shock absorber, 14c ... Coil spring, 21 ... Stabilizer, 22 ... Conrod

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References Japanese Patent Laid-Open No. 61-200015 (JP, A) Actual development 64-61810 (JP, U) Actual public publication 5-24563 (JP, Y2)

Claims (1)

[Scope of utility model registration request] 1. A lower arm of a knuckle for supporting a wheel and a vehicle body side are swingably coupled to each other by a lower arm, and an extension member extending upward is pivoted on a line passing through the coupling portion between the knuckle and the lower arm. So that the lower part of the extension member in the vehicle width direction is connected to the upper part of the knuckle so as to be rotatable, and the upper part of the extension member and the vehicle body side are swingably connected by an upper arm to form an end of the stabilizer. Part is connected to the vehicle width direction inner lower part of the extension member, a shock absorber is installed between the vehicle body side and the extension member lower part, and the lower end of the shock absorber is connected to the knuckle and the extension member. And the connecting portion of the stabilizer and the extension member are swingably mounted, and the connecting portion of the stabilizer and the extension member, the shock absorber and the extending portion are directed from the inner side to the outer side in the vehicle width direction. Of the mounting portion, a double link suspension system, characterized in this that are arranged in the order of connection of the extension member and the knuckle.