JPH0640226A - Double arm type suspension for vehicle - Google Patents

Abstract

PURPOSE:To reduce tread change and camber change generated in association with the bound and rebound of a wheel without lengthening suspension arms so as to heighten the setting freedom of an anti-diving rate. CONSTITUTION:A double arm type suspension for a vehicle has a pair of body side arms 26, 28 extended in the longitudinal direction of a vehicle while being pivotally supported at a body in such a way as to be pivotally movable around axes 30, 32 extended in the cross direction of the vehicle at one end, and a pair of wheel side arms 52, 54 pivotally fixed, at the inner ends thereof, to the other ends of the corresponding body side arms 26, 28 in such a way as to be pivotally movable around pivot axes 48, 50, and pivotally fixed, at the outer ends thereof, to a carrier 10. The respective body side arms or wheel side arms have mutually different length, and two pivot axes are extended vertically when a wheel 12 is in the neutral position.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art As one of suspensions for vehicles such as automobiles, as disclosed in, for example, Japanese Utility Model Laid-Open No. 3-108510, they are spaced from each other in the longitudinal direction of the vehicle and extend in the lateral direction of the vehicle in parallel with each other. It has a pair of suspension arms pivotally supported by the vehicle body at its ends and pivotally attached to the carrier by its outer ends, and a leaf spring that extends substantially in the vehicle front-rear direction. A suspension that is pivotally connected to a leaf spring has been conventionally known.

According to such a suspension, the coil spring mounted between the vehicle body and the suspension arm or the carrier in the conventional vehicle can be eliminated, so that the vehicle interior space can be expanded in the lateral direction of the vehicle. be able to.

[0004]

However, in the conventional suspension as described above, when the length of the suspension arm is reduced in order to further expand the vehicle interior space, the suspension arm outside due to the bouncing and rebound of the wheel Since the radius of the arcuate locus seen in the vehicle front-rear direction at the end becomes small, there is a problem that the tread change and the camber change become large, and thus the steering stability of the vehicle deteriorates. Also, the trajectory seen in the vehicle lateral direction at the outer end of the suspension arm due to the bouncing and rebound of the wheels is uniquely determined by the axis of the suspension arm on the vehicle body side, so the degree of freedom in setting the anti-dive rate is There is a problem of being low. These problems are not peculiar to the suspension of a specific structure as described in the above-mentioned publication,
It similarly occurs in various other suspensions including suspension arms that are pivotally supported on the vehicle body at the inner end and pivotally attached to the carrier at the outer end.

In view of the above-mentioned problems in the conventional vehicle suspension, the present invention provides bounding of wheels without increasing the length of the suspension arm in the lateral direction of the vehicle.
It is an object of the present invention to provide an improved suspension capable of reducing the change in tread and the change in camber due to rebound and increasing the degree of freedom in setting the anti-dive rate.

[0006]

According to the present invention, there are provided the following objects. (1) A carrier that rotatably supports a wheel, and an axis extending substantially in the lateral direction of the vehicle at one end. A pair of vehicle body-side arms that are pivotally supported by the vehicle body and extend substantially in the vehicle front-rear direction, and the other end of the vehicle body-side arms that correspond to the vehicle body-side arms that are pivotally movable around an axis at their inner ends. And a pair of wheel side arms pivotally attached to the carrier at outer ends thereof, wherein the pair of vehicle body side arms or the pair of wheel side arms have different lengths. Characteristic vehicle double-arm suspension, (2) a carrier that rotatably supports wheels, and one end that is pivotally supported on the vehicle body so as to be pivotable about an axis that extends substantially in the lateral direction of the vehicle. The pair of body-side arms that extend in the vehicle front-rear direction and the inner end A pair of wheel-side arms pivotally attached to the other end of the vehicle body-side arm that is pivotally movable about an axis and pivotally attached to the carrier at an outer end, and the wheels are in a neutral position. One of the axis lines is configured to extend substantially in the vertical direction, and the other of the axis lines is configured to extend at an angle with respect to the vertical direction, and a double arm suspension for a vehicle, and ( 3) In the vehicle double-arm suspension according to (1) or (2), the two axis lines are located at different height positions from each other.

[0007]

According to the structure of the present invention, when the pair of vehicle body side arms pivot about their corresponding axes, the tips of these arms do not move in the lateral direction of the vehicle and rotate about their corresponding axes. Along the arc locus of the pair, the pair of wheel-side arms pivots in the vertical direction in response to the inclination of the corresponding pivots, and gradually increases the angle with respect to each other. The change in the distance between the tips of the vehicle body side arms is absorbed, whereby the outer ends of the pair of wheel side arms are slightly displaced in the longitudinal direction of the vehicle while being displaced in the vertical direction and slightly in the inboard direction of the vehicle. Is displaced to.

Therefore, the loci of the outer ends of the pair of wheel-side arms when viewed in the front-rear direction of the vehicle are arcuate with a large radius in the range where the bouncing and rebound strokes of the wheel are relatively small. As the radius gradually decreases as the bound and rebound strokes increase,
Even if the length of the suspension arm in the lateral direction of the vehicle is not increased, the tread change and the camber change associated with the wheel bound and rebound are reduced.

In particular, in the above-mentioned constitution (1), when one of the pair of vehicle body side arms is shorter than the other, even when the other ends of these arms have the same vertical displacement, the short arms are short. The pivot angle around the axis of the short arm is greater than the pivot angle of the long arm, and the inclination of the axis of the short arm is greater than the inclination of the axis of the long arm. The mounted wheel-side arm pivots more than the wheel-side arm pivotally attached to the other end of the long arm, whereby the outer ends of the pair of wheel-side arms move toward the short arm side as the wheels bounce and rebound. It is displaced in the front-rear direction, and thus when viewed in the lateral direction of the vehicle, it draws a substantially arcuate locus that is convex toward the long body-side arm.

Further, as described above, the other ends of the pair of vehicle body-side arms and the inner ends of the pair of wheel-side arms are displaced in the vehicle front-rear direction in the direction away from each other as the wheels bounce and rebound. The outer ends try to move away from each other, but since there is no relative displacement between the outer ends of the wheel-side arms, the pair of wheel-side arms are inboard in the inboard direction around the inner ends when viewed from above the vehicle. Pivoting to absorb changes in the distance between their inner ends. In the above configuration (1), when one of the pair of wheel side arms is shorter than the other, displacement of the outer ends of the pair of wheel side arms in the vehicle front-rear direction due to pivotal movement in the inboard direction. Since the short arm is larger than the long arm, the outer ends of the pair of wheel side arms are displaced toward the long arm side in the vehicle front-rear direction as the wheels bounce and rebound, and thus when viewed laterally of the vehicle, they are short. A substantially arcuate locus that is convex toward the wheel-side arm is drawn.

Further, according to the above configuration (2), the angle at which the pair of vehicle body side arms pivots with respect to the vertical displacement of the outer ends of the pair of wheel side arms associated with the bouncing and rebounding of the wheels. Different from each other, the displacement of the other ends of the pair of vehicle body-side arms in the vehicle front-rear direction is different, so that the outer ends of the pair of wheel-side arms have their axes tilted with respect to the vertical direction as the wheels bound and rebound. The vehicle is displaced to the side in the longitudinal direction of the vehicle, and thus, when viewed in the lateral direction of the vehicle, the pivot line draws a substantially arcuate locus that is convex toward the side of the arm that extends substantially vertically.

Further, according to the above configuration (3), (1)
Or because the whole structure of (2) is inclined in the vehicle front-rear direction,
The arcuate loci of the outer ends of the pair of wheel-side arms in the configuration (1) or (2) are also inclined in the vehicle front-rear direction.

Thus, according to the above configurations (1) to (3), the loci of the outer ends of the pair of wheel side arms when viewed in the lateral direction of the vehicle are convex toward the rear or front of the vehicle. In the case of the configuration of (1), the ratio of the lengths of the pair of arms is changed, and in the case of the configuration of (2), the inclination angle of the pivot line with respect to the vertical direction is changed. Since the curvature of the locus can be changed and the inclination state of the arcuate locus can be changed by the configuration of (3), the loci of the outer ends of the pair of wheel-side arms when viewed in the lateral direction of the vehicle. Can be set relatively freely, so that the degree of freedom in setting the anti-dive rate is improved as compared with the case of the conventional suspension.

[0014]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 1 is a perspective view showing a first embodiment of a double arm type suspension according to the present invention applied to a strut type suspension for steering wheels, and FIG. 2 is a pair of vehicle body side arms and a pair of vehicle body side arms of the first embodiment. FIG. 3 is a perspective view showing a pair of wheel side arms as viewed from the outboard side of the vehicle, FIG. 3 is an enlarged plan sectional view showing a pivotal support structure of the vehicle body side arm with respect to the vehicle body, and FIG. FIG. 5 is an enlarged cross-sectional view showing a pivotal connection structure with the inner ends of the side arms, and FIG. 5 is an enlarged perspective view showing a pivotally attached structure of the outer ends of the pair of wheel side arms.

In FIG. 1, reference numeral 10 denotes a carrier that rotatably supports the wheels 12. The carrier 10 is fixedly connected at its upper end to the lower end of the shock absorber 14, and the shock absorber 14 is elastically supported at its upper end by an upper support 16 on a vehicle body not shown in FIG. There is. Further, the carrier 10 has a knuckle arm 18, and the tip of the knuckle arm is connected by a ball joint 20 to a tie rod 2 of a steering device 22.
It is pivotally attached to 4.

Further, in FIGS. 1 and 2, reference numerals 26 and 28 respectively indicate at one end an axis 3 extending substantially in the lateral direction of the vehicle.
3 shows a vehicle body side arm pivotally supported on the vehicle body so as to be pivotable around 0 and 32; These arms 26 and 28 extend substantially horizontally from the one end toward the other end toward the vehicle rear and the vehicle front, respectively, and the axes extending along the axes 30 and 32 at one end respectively. Parts 26A and 2
It has 8A integrally. In the illustrated first embodiment, the length of the arm 26 on the front side of the vehicle is set shorter than the length of the arm 28 on the rear side of the vehicle.

As shown in detail in FIG. 3, the arm 2
The shaft portion 28A of 8 is inserted into the side frame 34 of the vehicle body, and the side frame 34 allows the pair of bearings 36 and 38
It is rotatably supported about the axis 32 via.
Particularly in the illustrated embodiment, the outer races of the bearings 36 and 38 are fixed by press fitting into the recesses formed in the side frame 34, and the inner sleeves of these bearings are nuts screwed into the tip of the shaft portion 28A. By 40, they are fixed to the shaft portion while being sandwiched between the shoulder portion 28B of the arm 28 and the sleeve 42 fitted to the shaft portion 28A and between the sleeve 42 and the nut 40, respectively. The shaft portion 26A of the arm 26 is also pivotally supported by the side frame 34 by a pivotal support structure similar to this.

As shown in FIGS. 1 and 2, the other ends of the vehicle body side arms 26 and 28 are pivoted about axes 48 and 50 by joints 44 and 46, respectively, inside the wheel side arms 52 and 54. The ends are pivoted. Axis 4
Reference numerals 8 and 50 extend perpendicularly to the arms 26 and 28, respectively, such that they extend substantially vertically when the wheel 12 is in the neutral position.

In the embodiment shown in particular, as shown in detail in FIG. 4, the inner end of the arm 54 has a yoke 54A, and the other end of the arm 28 has an integral cylindrical portion 28C. ,
These arms are press-fitted and fixed to the yoke 54A at both ends, are inserted into the cylindrical portion 28C at the intermediate portion, and are pivotally connected to each other by a pivot shaft 56 extending along the axis 50. The joint 44 also has the same structure as the joint 46.

As shown in FIGS. 1, 2 and 5,
The outer end of the wheel side arm 54 is pivotally attached to a position close to the outer end of the other wheel side arm 52 by a ball joint 58, and the center of the joint 44 and the ball joint 5 are connected.
The distance between the center of 8 and the center of the joint 46 and the center of the ball joint 58 are set to be substantially equal to each other. The outer end of the arm 52 is pivotally attached to the lower end of the carrier 10 by a ball joint 60.

FIG. 6 shows the movement of each arm when the wheel bounces (B) and when it rebounds (R) in the above-described first embodiment as when the wheel is in the neutral position (N). It is a skeleton diagram shown by contrast. In FIG. 6, the upper diagram in each case is a plan view, the lower diagram is a front view of the suspension seen from the outboard side of the vehicle, and the right diagram is the suspension seen from the rear of the vehicle. It is a side view.

As shown in these figures, when the vehicle arms 26 and 28 pivot about axes 30 and 32, respectively, the joints 44 and 46 do not displace laterally of the vehicle, respectively. And 32 in the vertical direction along an arcuate locus. Further, the wheel-side arms 52 and 54 pivot in the up-and-down direction in response to the inclination of the axes 48 and 50 of the joints 44 and 46, respectively, and by gradually increasing the angles with respect to each other, the joints 44 and 46 are formed. By absorbing the change in the distance between them, the ball joints 58 and 60 are displaced in the up-down direction while being slightly displaced in the front-rear direction of the vehicle, and are also displaced slightly in the in-board direction of the vehicle.

Therefore, as shown in FIG. 6, the locus 62 of the ball joint 58, which pivotally attaches the outer ends of the two wheel-side arms 52 and 54 to each other, as viewed in the vehicle front-rear direction.
Is a circular arc having a large radius in the range where the wheel bound and rebound stroke are relatively small, which is not shown in FIG. 6, and the radius gradually decreases as the wheel bound and rebound stroke increase. Become. Further, within the range of the normal stroke of the wheel, the locus 62 is the locus 64 of the outer end of the suspension arm whose effective length in the vehicle lateral direction is the same as the effective length in the vehicle lateral direction of the wheel-side arms 52 and 54. Since the radius is larger than that, the tread change and the camber change associated with the wheel bound and rebound are reduced.

Further, as indicated by Xb and Xr in FIG. 6, the ball joint 58 is gradually displaced toward the front of the vehicle as the wheels bounce and rebound, so that the ball joint 58 of the ball joint 58 when viewed in the lateral direction of the vehicle. The locus 62 is shown in FIG.
As shown in, it has an arcuate shape protruding toward the rear of the vehicle. Therefore, the conventional general suspension is shown in FIG.
As shown in FIG. 2, the locus 64 of the outer end 66 of the suspension arm when viewed in the lateral direction of the vehicle is a linear locus perpendicular to the pivot line 68 at the inner end of the suspension arm, while the locus of this embodiment is different. For example, the anti-dive ratio can be gradually increased as the dive of the vehicle body increases during braking of the vehicle, that is, as the bound amount of the front wheels increases.

FIG. 9 is a perspective view showing a pair of vehicle body side arms and a pair of wheel side arms of the second embodiment of the double arm type suspension according to the present invention as viewed from the outboard side of the vehicle, and FIG. In the second embodiment, the movement of each arm when the wheel bounces (B) and when it rebounds (R) occurs when the wheel is in the neutral position (N).
FIG. 7 is a skeleton diagram similar to FIG. 6 shown in contrast with FIG. In these figures, the parts corresponding to the parts shown in FIGS. 2 and 6 are designated by the same reference numerals as those shown in FIGS. 2 and 6.

In this embodiment, the length between the joint 46 of the wheel side arm 54 on the vehicle rear side and the ball joint 58 is the joint 44 of the wheel side arm 52 on the vehicle front side.
Is shorter than the length between the ball joint 58 and the ball joint 58, and the pair of vehicle-body-side arms 26 and 28 have the same length as each other. ing.

Therefore, also in this embodiment, when the wheel bounces and rebounds, the trajectory 62 of the ball joint 58 when viewed in the vehicle front-rear direction is the wheel bounce.
In the range where the rebound stroke is comparatively small, the radius is an arc, and the radius gradually decreases as the wheel bound and the rebound stroke increase, and the wheel bounds, the tread change accompanying the rebound, and the camber. Change is reduced.

As shown by Xb and Xr in FIG. 10, the ball joint 58 is gradually displaced forward of the vehicle as the wheel bounces and rebounds in this embodiment, so that the ball joint 58 is viewed in the lateral direction of the vehicle. In the case of the ball joint 58, the locus 62 of the ball joint 58 has an arcuate shape projecting to the rear of the vehicle as shown in FIG. 7, and the same anti-dive characteristic as in the case of the first embodiment can be obtained.

FIG. 11 is a perspective view showing a pair of vehicle body side arms and a pair of wheel side arms of a third embodiment of a double arm type suspension according to the present invention as viewed from the outboard side of the vehicle, and FIG. FIG. 6 showing the movement of each arm when the wheel bounces (B) and when it rebounds (R) in the third embodiment in comparison with the case where the wheel is in the neutral position (N). It is a similar skeleton diagram. In these figures, the parts corresponding to the parts shown in FIGS. 2 and 6 are designated by the same reference numerals as those shown in FIGS. 2 and 6.

In this embodiment, the pair of vehicle body side arms 52 and 54 have the same length, and the pair of wheel side arms 52 and 54 have the same effective length (joints 44 and 46). Distance between ball joint 58)
But not shown in FIG. 11, the pivot axis 5 of the joint 46 is seen in the neutral position of the wheels.
0 extends substantially in the vertical direction, whereas the pivot axis 48 of the joint 44 has its upper end inclined in the vehicle front-rear direction in the direction toward the rear of the vehicle.

Therefore, also in this embodiment, when the wheel bounces and rebounds, the trajectory 62 of the ball joint 58 when viewed in the vehicle front-rear direction is the wheel bounce.
In the range where the rebound stroke is comparatively small, the radius is an arc, and the radius gradually decreases as the wheel bound and the rebound stroke increase, and the wheel bounds, the tread change accompanying the rebound, and the camber. Change is reduced.

Further, as shown by Xb and Xr in FIG. 12, the ball joint 58 is gradually displaced forward of the vehicle as the wheel bounces and rebounds in this embodiment as well, so that the ball joint 58 is laterally moved. The locus 62 of the ball joint 58 when viewed is in the shape of an arc extending to the rear of the vehicle as shown in FIG. 7, and the same anti-dive characteristic as in the case of the first embodiment can be obtained.

FIG. 13 is the same as FIG. 7 showing the locus of the outer end of the wheel side arm when the wheel bounces and rebounds in the lateral direction of the vehicle in the fourth embodiment of the double arm type suspension according to the present invention. FIG. Note that, in FIG. 13, parts corresponding to the parts shown in FIG. 7 are denoted by the same reference numerals as those given in FIG. 7.

This embodiment is the same as the first embodiment except that the axis 32 of the vehicle body side arm 28 on the vehicle rear side is set higher than the axis 30 of the vehicle body side arm 26 on the vehicle front side. It is constructed similarly to the example.

Therefore, according to the fourth embodiment, in addition to the same operational effect as in the first embodiment, the locus 62 of the ball joint 58 seen in the lateral direction of the vehicle is obtained.
Also has a substantially arcuate locus inclined toward the front of the vehicle even when the wheel 12 is in the neutral position, and the anti-dive effect can be improved as compared with the case of the first embodiment.

It is possible to incline the locus 62 as described above by setting the height of the axis 32 higher than the height of the axis 30 in the above-mentioned second and third embodiments. Also in this case, the anti-dive effect can be improved as compared with the cases of the second and third embodiments, respectively.

In each of the above-mentioned embodiments, the wheel side arm 54 on the rear side is pivotally attached to the vicinity of the outer end of the other wheel side arm 52 by the ball joint 58, so that a part of the arm 52 and the ball are moved. Although it is pivotally attached to the carrier 10 via a joint 60, the outer ends of the pair of wheel-side arms 52 and 54 may be pivotally attached to the carrier 10 by ball joints 60 and 58 independently of each other.

Further, in each of the above-mentioned embodiments, the pair of vehicle body side arms 26 and 28 are arranged to extend horizontally when the wheels are in the neutral position. May be configured to extend in a state of being inclined slightly downward or upward from the horizontal when viewed from the one end toward the other end in the neutral position.

Further, in each of the above-mentioned embodiments, the pair of vehicle body side arms 26 and 28 integrally have shaft portions 26A and 28A at one end thereof, and these shaft portions are rotatably supported by the vehicle body. The axis 30 extending in the lateral direction of the vehicle.
And 32 are pivotally supported, for example, the pivots extending along the axes 30 and 32 are fixed to the vehicle body, and the vehicle body arms 26 and 28 are rotatably supported about those pivots. May be done.

Although the structure of the present invention is applied to the strut suspension in each of the above-described embodiments, the structure of the present invention may be applied to the double wishbone suspension. The structure of the invention may be applied to one of the upper or lower arms,
Alternatively, it may be applied to both the upper arm and the lower arm.

Although the present invention has been described above in detail with reference to specific embodiments, the present invention is not limited to these embodiments, and various other embodiments within the scope of the present invention. It will be apparent to those skilled in the art that

[0043]

As is apparent from the above description, according to the present invention, the loci of the outer ends of the pair of wheel side arms when viewed in the front-rear direction of the vehicle when the wheel bounces and rebounds are obtained. In the range where the suspension stroke is relatively small, the radius is a large arc, and the radius gradually decreases as the suspension stroke increases. It surely reduces tread changes and camber changes associated with wheel bounce and rebound, which can improve the steering stability of the vehicle, and conversely set tread changes and camber changes like the conventional suspension. Then, the lateral dimension of the suspension as a whole can be reduced, thereby sacrificing steering stability. It is possible to enlarge the passenger compartment space in the vehicle transverse direction without the.

Further, according to the present invention, the loci of the outer ends of the pair of wheel-side arms viewed in the vehicle lateral direction are arcuate, and the curvature of the loci and the inclination of the vehicle in the longitudinal direction can be changed. The loci of the outer ends of the pair of vehicle-side arms can be set relatively freely, so that the degree of freedom in setting the anti-dive ratio can be improved as compared with the case of the conventional suspension.

[Brief description of drawings]

FIG. 1 is a perspective view showing a first embodiment of a double arm type suspension according to the present invention applied to a strut type suspension for steered wheels.

FIG. 2 is a perspective view showing a pair of vehicle body-side arms and a pair of wheel-side arms of the first embodiment as viewed from the outboard side of the vehicle.

FIG. 3 is an enlarged plan sectional view showing a pivotal support structure of a vehicle body side arm with respect to a vehicle body.

FIG. 4 is an enlarged cross-sectional view showing a pivotal connection structure between a tip of a vehicle body side arm and an inner end of a wheel side arm.

FIG. 5 is an enlarged perspective view showing a pivotal structure of outer ends of a pair of wheel-side arms.

FIG. 6 shows the movement of each arm when the wheel bounces (B) and when it rebounds (R) in the first embodiment, in comparison with the case where the wheel is in the neutral position (N). It is a skeleton figure shown.

FIG. 7 is an explanatory diagram showing a locus of the outer end of the wheel side arm seen in the vehicle lateral direction when the wheel bounces and rebounds in the first embodiment.

FIG. 8 is an explanatory diagram showing a locus of the outer end of the suspension arm when the wheel bounces and rebounds in the conventional suspension having a general structure, as viewed in the vehicle lateral direction.

FIG. 9 is a perspective view showing a pair of vehicle body side arms and a pair of wheel side arms of the second embodiment of the double arm type suspension according to the present invention as viewed from the outboard side of the vehicle.

FIG. 10 shows the movement of each arm when the wheel bounces (B) and when it rebounds (R) in the second embodiment, in comparison with the case where the wheel is in the neutral position (N). FIG. 7 is a skeleton diagram similar to that shown in FIG. 6.

FIG. 11 is a perspective view showing a pair of vehicle body side arms and a pair of wheel side arms of a third embodiment of a double arm suspension according to the present invention as viewed from the outboard side of the vehicle.

FIG. 12 shows the movement of each arm when the wheel bounces (B) and when the wheel rebounds (R) in the third embodiment, in comparison with the case where the wheel is in the neutral position (N). FIG. 7 is a skeleton diagram similar to that shown in FIG. 6.

FIG. 13 is an explanatory diagram showing a locus of the outer end of the wheel side arm seen in the vehicle lateral direction when the wheel bounces and rebounds in the fourth embodiment.

[Explanation of symbols]

 10 ... Carrier 14 ... Shock absorber 26, 28 ... Car body side arm 44, 46 ... Joint 52, 54 ... Wheel side arm 58, 60 ... Ball joint

Claims (3)

[Claims] 1. A carrier for rotatably supporting wheels, and one end of which is pivotally supported by a vehicle body so as to be pivotable about an axis extending substantially in the lateral direction of the vehicle, and extends substantially in the longitudinal direction of the vehicle. And a pair of wheel-side arms that are pivotally attached to the other end of the vehicle-body-side arm that corresponds to the vehicle body-side arms that pivotally move around an axis at the inner end and to the carrier at the outer end. And a pair of vehicle body side arms or a pair of wheel side arms having different lengths from each other. 2. A carrier for rotatably supporting a wheel, and one end of which is pivotally supported by a vehicle body so as to be pivotable about an axis extending substantially in the lateral direction of the vehicle and extends substantially in the longitudinal direction of the vehicle. And a pair of wheel-side arms that are pivotally attached to the other end of the vehicle-body-side arm that corresponds to the vehicle body-side arms that pivotally move around an axis at the inner end and to the carrier at the outer end. And one of the pivots extends substantially vertically and the other of the pivots extends obliquely to the vertical when the wheel is in the neutral position. A double arm suspension for vehicles that is characterized by. 3. The vehicle double-arm suspension according to claim 1 or 2, wherein the two axes are at different height positions.