JPH07246815A - Suspension for vehicle - Google Patents

Abstract

PURPOSE:To provide a suspension for a vehicle capable of setting the rigidity of a caster high while restraining the harshness. CONSTITUTION:An upper arm 3 connected to the upper part of a knuckle 1 extends widthwise of a car and two car body side mounting parts 3b spaced from each other in the longitudinal direction of the car body are mounted respectively on the car body sides through bushings. The wheel side end of a lower arm 9 connected to the lower part of the knuckle 1 extends widthwise of the car. Two mounting parts 9b spaced from each other in the longitudinal direction of the car body are mounted respectively on the car body sides through bushings. Two car body side mounting parts 3b of the upper arm 3 and the two car body side mounting parts 9b of the lower arm 9 are interconnected integrally through a connection member 11.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension, and more particularly to a double wishbone type vehicle suspension provided with connecting members which respectively constitute a lower region and an upper region.

[0002]

2. Description of the Related Art In a double wishbone type vehicle suspension, a wheel is rotatably supported by a knuckle or the like constituting a wheel supporting member, and the upper and lower parts of the knuckle and a vehicle body side member are respectively arranged in a vehicle width direction. It is swingably connected by an extending upper arm and a lower arm.

Both the upper arm and the lower arm are
Generally, it has an A-shape, and the tip of the A-shape serves as a wheel-side mounting portion, and the lower two points of the A-shape serve as vehicle-side mounting portions. The body side mounting part is
They are arranged at predetermined intervals in the front-rear direction of the vehicle body, and are swingably attached to the vehicle body side through cylindrical bushes whose axes are oriented in the front-rear direction of the vehicle body.

Further, in the conventional vehicle suspension, as described in, for example, Japanese Patent Application Laid-Open No. 63-265709 and Japanese Patent Application Laid-Open No. 1-190508, the sides of the vehicle body facing each other in the longitudinal direction of the vehicle body in both arms. The front side and the rear side of the mounting portion are individually connected by vertically extending connecting members. In the vehicle suspension disclosed in Japanese Patent Laid-Open No. 63-265709, the first rod pivoted near the front body mounting portion of the lower arm extends upward, and the upper end portion of the first rod is mounted on the vehicle body side mounting shaft of the upper arm. A second rod pivoted in the vicinity of the vehicle body mounting portion on the rear side of the upper arm extends downward, and the lower end portion thereof is coupled to the rear end portion of the vehicle body side mounting shaft of the lower arm, The body side parts of both arms are connected.

Thus, during braking, the bushes provided on the vehicle body side attachment portions of both arms are bent in the desired vertical direction, thereby changing the inclination of both arms in the vertical direction of the vehicle body. As a result, the inclination of the straight line connecting the instantaneous center of rotation of the suspension and the wheel ground contact point is displaced upward, and the anti-dive effect is produced.

Further, in the vehicle suspension disclosed in Japanese Patent Laid-Open No. 1-190508, the A-shaped upper arm and the lower arm are made of elastic members, respectively, and the vehicle-body front-rear direction front side of both arms is attached to the vehicle-body side. The part and the rear part are integrally connected by a pair of connecting members extending in the vertical direction.

In this way, the lower arm and the upper arm are integrated, and the forces in the vehicle width direction or the vehicle body front-rear direction input to the integrated arm can be transmitted to the vehicle body as tensile and compression forces.

[0008]

In the vehicle suspension of the double wishbone type, the front and rear rigidity of the suspension and the caster rigidity (the caster for the wheel ground point input are set only by the setting of the bush provided on the mounting portion of the suspension arm on the vehicle body side). It is difficult to achieve both the angular displacement).

This is because it is necessary to set the front-back rigidity of the bush to be low in consideration of the front-back rigidity, and to set the front-back rigidity of the bush to be high in consideration of the caster rigidity. That is, in order to suppress the rearward input that is input to the wheel center when the wheel passes over a protrusion on the road surface, so-called harshness, it is better to set the front-rear rigidity of the suspension low. It is better to set the longitudinal rigidity of the bushes provided at the vehicle body mounting portions to be low.

On the other hand, from the viewpoint of steering stability, it is desirable to set the caster rigidity high so as to resist the backward input that is input to the road surface grounding point of the wheel when the braking force is input to the wheel. It is desirable to set the longitudinal rigidity of the bushes provided at the vehicle body mounting portions of the lower arm and the upper arm to be high. As described above, it is necessary to satisfy the contradictory requirements at the same time, but in the conventional vehicle suspension structure as described above, in the vehicle body side attachment portions of the lower arm and the upper arm, front attachment portions in the vehicle front-rear direction and rear attachment portions are mounted. Since only the parts are simply connected, both arms are mutually restrained by the connecting member against the movement of both arms in the up and down directions in the opposite directions. The connecting member does not resist the movement of the arms in the opposite directions or the twisting in the opposite directions around the vertical axis, so that the arms restrain each other by the connecting member. There is no.

Therefore, in the conventional vehicle suspension having the above-described structure, for example, if the longitudinal rigidity of the bushes provided on the vehicle body side attachment portions of both arms is set to be low in order to suppress the harshness, the bushes pass substantially through the wheel center. And a twisting moment about an axis extending in the vehicle width direction, that is, a so-called wind-up moment is input.
The wheel-side mounting portion of the upper arm is substantially displaced toward the front side of the vehicle body, and the wheel-side mounting portion of the lower arm is displaced toward the rear side of the vehicle body by a relative amount corresponding to the rigidity of each bush, thereby causing a caster angle change. Therefore, if the rigidity of the bush is lowered,
There is a problem that the caster rigidity becomes low and the steering stability is lowered.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle suspension capable of suppressing harshness and setting caster rigidity to be high.

[0013]

In order to achieve the above object, in a vehicle suspension of the present invention, a wheel support member for supporting wheels and a vehicle body side member are vertically opposed to each other and extend in the vehicle width direction. The first connecting member forming the lower region and the second connecting member forming the upper region,
In the vehicle suspension in which each of the connecting members is connected to the member on the vehicle body side with two mounting portions that are opposed to each other at a predetermined distance in the front-rear direction of the vehicle body, the first connecting member and the second connecting member are all on the vehicle body side. The attachment part or its vicinity is connected by a vertically extending third connecting member, and the third connecting member has a connecting point between the first connecting member and the second connecting member as an input point. In this case, the rigidity around the axis extending in the vertical direction is set to be high.

At this time, the third connecting member is made of fiber reinforced resin, and the direction of orientation of the reinforcing fibers is from the connecting position of the second connecting member to the vehicle body mounting portion on the front side to the first connecting member. At the same time as extending toward the connecting position with the vehicle body mounting portion on the rear side of the connecting member, from the connecting position with the vehicle body mounting portion on the rear side of the second connecting member to the vehicle body mounting portion on the front side of the first connecting member. It may be characterized in that it extends toward the connecting position.

[0015]

According to the present invention, the first connecting member and the second connecting member are connected by the vertically extending connecting member, but when both arms are displaced in the same direction, the third connecting member is connected. Both arms can be displaced by the same amount as before without any resistance of the members.

Therefore, by the engine brake, etc.,
When a load in the front-rear direction of the vehicle body is input to the wheel center and a load in the same direction in the front-rear direction of the vehicle body is input to the wheel-side mounting portions of the first connecting member and the second connecting member, both arms of the vehicle body side The mounting shafts are displaced while being substantially parallel to each other without being twisted. At this time, since no external force such as a torsion moment is applied to the third connecting member, the displacement of the vehicle body side mounting shafts of the both arms is prevented by the rigidity of the bush provided on the vehicle body side portion without resisting the displacement. Therefore, the longitudinal rigidity at the wheel center position is determined by the rigidity of the bush.

When a twisting moment about the axis extending in the vehicle width direction centering on the wheel center is input by a foot brake or the like, for example, the wheel side mounting portion of the first connecting member is substantially on the front side of the vehicle. Is applied to the wheel side mounting portion of the second connecting member, and the load directed to the substantially rear side of the vehicle is input. As a result, the vehicle body side attachment shaft of the first connecting member and the attachment shaft of the second connecting member, which extend in the width direction in the vehicle body front-rear direction, tend to move in a direction in which they are relatively twisted about the vertical axis. However, both mounting parts are
Since the third connecting member having a high torsional rigidity in the vertical axis direction is connected, the relative movement in the torsional direction is caused by the third connecting member.
Restrained by the connecting member.

As a result, the displacements of the first and second connecting members in the vehicle-wheel-side connecting portions of the first and second connecting members are restrained relative to each other. That is, the caster rigidity (the amount of caster angular displacement with respect to the ground point input) is improved without changing the rigidity of the bushes provided on the vehicle body side attachment portions of both arms. The third connecting member may be configured as described in claim 2, for example.

This is made by using a fiber reinforced resin, and by arranging the fiber reinforced member which is the constituent member of the second connecting member and the first connecting member on the vehicle body side mounting portion side in a vertical diagonal direction. Since the third connecting member has a predetermined elasticity and the reinforcing fiber pulls and resists the torsion moment around the vertical axis, the torsional rigidity can be set particularly high.

When the third connecting member is made of fiber reinforced resin, since the fiber reinforced resin has a predetermined elastic force, the second connecting member and the first connecting member are integrated. The third connecting member may also function as a cushioning spring member.

[0021]

Embodiments of the present invention will be described with reference to the drawings.
First, the structure will be described. As shown in FIG. 1, a wheel (not shown) is rotatably supported by a knuckle 1 which is a wheel supporting member. The wheel side end of the upper arm 3 (second connecting member) is connected to the upper portion of the knuckle 1 via a ball joint 2.

The upper arm 3 is formed in a V shape, extends in the vehicle width direction with the tip end side (wheel side attachment portion 3a) of the V shape facing the wheel side, and is separated from each other in the vehicle longitudinal direction. The two vehicle-body-side mounting portions 3b thus arranged are mounted on the vehicle body side via bushes 4, respectively. As shown in FIG. 2, the bush 4 includes an outer cylinder 4c and an inner cylinder 4a arranged substantially coaxially, and both cylinders 4a, 4c.
It is composed of a bush main body 4b made of a rubber elastic body interposed therebetween. The bush 4 is arranged with its axis oriented in the front-rear direction of the vehicle body, and the outer cylinder 4c is integrated with the upper arm 3 to attach the vehicle body side mounting portion 3b of the upper arm 3.
Are configured.

The rigidity of the bush body 4b in the vehicle front-rear direction is set low in order to reduce the harshness.
Further, a bolt 5 is inserted into the inner cylinder 4a of the bush 4, and the inner cylinder 4a side is attached to the vehicle body side bracket 6 fixed to the vehicle body through the bolt 5. Similarly, the wheel side end of the lower arm 9 (first connecting member) is connected to the lower portion of the knuckle 1 via the ball joint 8.

The lower arm 9 is also formed in a V shape, extends in the vehicle width direction with the tip end side (wheel side attachment portion) of the V shape facing the wheel side, and is separated from each other in the vehicle longitudinal direction. The two mounting portions 9b thus arranged are mounted on the vehicle body side via bushes, respectively. The bush is composed of an outer cylinder and an inner cylinder arranged substantially coaxially, and a bush body made of a rubber elastic body interposed between the outer cylinder and the inner cylinder. The bush is arranged with its axis in the front-rear direction of the vehicle body, and the outer cylinder is integrated with the lower arm 9 to form a vehicle body side mounting portion 3b of the lower arm 9.

The rigidity of the bush body 4b in the longitudinal direction of the vehicle body is set low in order to reduce the harshness.
A bolt is inserted through the inner cylinder of the bush, and the inner cylinder side is attached to the vehicle body side bracket 10 fixed to the vehicle body through the bolt. Further, the two vehicle body side mounting portions 3b of the upper arm 3 including the outer cylinder 4c and the two vehicle body side mounting portions 9b of the lower arm 9 including the outer cylinder are respectively one connecting member 11 (extending in the vertical direction). They are integrally connected by a third connecting member).

The connecting member 11 is, as shown in FIG.
Side view (viewed from the vehicle width direction) H due to fiber reinforced resin
Reinforcing fiber 11 formed into a plate-shaped member
The a-orientation direction extends in the up-down direction so as to intersect diagonally at the center. That is, the reinforcing fiber 11a extends from the connecting position B with the vehicle body mounting portion on the front side of the upper arm 3 toward the connecting position E with the vehicle body mounting portion on the rear side of the lower arm 9, and at the same time, attaches the vehicle body on the rear side of the upper arm 3. It extends from a connection position C with the lower arm 9 to a connection position D with the vehicle body mounting portion on the front side of the lower arm 9.

The orientation direction in FIG. 3 naturally shows only the orientation direction, not the number of the reinforcing fibers 11a. The reinforcing fiber 11a in the connecting member
Upper and lower end positions B, C, D, and E in the orientation direction of are the connecting portions of the arms 3 and 9 with the vehicle body side attaching portions 3b and 9b, respectively.

With the diagonally oriented reinforcing fibers 11a, the connecting member 11 extends vertically with the connecting portions B, C, D and E with the arms 3 and 9 located at both upper and lower ends as input points. By receiving the twisting moment around the axis by pulling the reinforcing fiber 11a, the connecting member 11
The torsional rigidity around the axis extending vertically is set to be particularly high.

However, since the vehicle width direction (thickness direction) is relatively thinner than the vertical direction and the vehicle body front-rear direction, the rigidity in the vehicle width direction is relatively lower than the vehicle body front-rear direction. Also,
A tip end of a tie rod 12a of a steering mechanism 12 extending in the vehicle width direction is connected to a rear portion of the knuckle 1 in the vehicle front-rear direction, and steering of a steering wheel (not shown) allows the knuckle or the knuckle to pass through the steering mechanism 12. Do not turn the wheels.

In the vehicle suspension having the above structure, the connecting member 11 has a structure in which the lower arm 9 and the vehicle body mounting portions 3b, 9b of the upper arm 3 are integrally connected, and the connecting member 11 made of the reinforcing fiber acts as a spring. Therefore, it is not necessary to separately provide a buffer spring. Then, when a load F ₁ directed rearward in the vehicle front-rear direction is input to the wheel center W by the engine brake or the like, as shown in FIG. Direction backward force F _1,
F ₂ acts on the bushes provided on the vehicle body side attachment portions 3b and 9b on the front sides of both arms 3 and 9,
A load directed rearward in the vehicle front-rear direction and a load directed outward in the vehicle width direction are input, and the vehicle body side mounting portions 3b and 9b on the front side are displaced rearward in the vehicle front-rear direction and outward in the vehicle width direction.

On the other hand, to the bushes provided on the vehicle body side mounting portions 3b and 9b on the rear sides of both arms 3 and 9, a load directed rearward in the vehicle front-rear direction is input and a load directed inward in the vehicle width direction. Is input, the vehicle body side mounting portions 3b and 9b on the rear side are displaced rearward in the vehicle front-rear direction and inward in the vehicle width direction. As a result, the wheel-side mounting portions 3a and 9a of the arms 3 and 9 are both displaced in the vehicle longitudinal direction.

At this time, the mounting shafts connecting the two vehicle body side mounting portions 3b and 9b of both arms 3 and 9 respectively move to the connecting member 11 in order to move in the same direction while maintaining a substantially parallel state. Since no external force such as a twisting moment is input, the movement of the mounting shaft is not restricted. Therefore, the rigidity of the suspension in the front-rear direction of the vehicle body at the wheel center W position is determined by the rigidity of the bush provided on the wheel-side mounting portion 3a as in the conventional case.

In the embodiment of the present application, since the rigidity of the bush is set low, the longitudinal rigidity of the suspension is set low, so that the harshness can be suppressed low. On the other hand, as shown in FIG. 5, when the foot brake or the like applies the braking force F ₄ directed rearward in the vehicle body front-rear direction to the ground contact point S of the wheel 13, and the wind-up moment M is input around the wheel center W. A load F ₅ directed forward in the vehicle front-rear direction is input to the wheel-side mounting portion 3a of the upper arm 3, and a load F ₆ directed rearward in the vehicle-body frontward direction is input to the wheel-side mounting portion 3a of the lower arm 9.

Therefore, the vehicle body side mounting shafts 3b and 9b of both arms 3 and 9 tend to move relatively in the direction twisted about the vertical axis P, but the connecting member 11 resists the twist. Then, the relative amount of twist is reduced to suppress the relative displacement of the arms 3 and 9 in the wheel-side mounting portions 3a9b in the vehicle body front-rear direction. That is, the caster rigidity is improved by suppressing the change of the caster angle. in this way,
In the vehicle suspension of this embodiment, it is possible to set the rigidity of the suspension in the front-rear direction of the vehicle body to be low and at the same time to set the caster rigidity to be high.

Next, this operation will be specifically described. Here, in order to simplify the description, each wheel-side mounting portion 3 of the lower arm 9 and the upper arm 3 from the wheel center W is attached.
The distances to a are the same, the arm lengths H of the lower arm 9 and the upper arm 3 are the same, and both arms 3, 9
It is assumed that the front-back span of the vehicle-body-side mounting portion 3b is the same as the arm length.

Further, the bushes provided on the vehicle body side mounting portions 3b have the same characteristics, and the rigidity in the axial direction (front and rear direction of the vehicle body) is K, and the rigidity in the direction perpendicular to the axis (vehicle width direction) is 1.
Assume 0K. Incidentally, the rigidity of the bush is usually
Since the rigidity in the vehicle width direction is set to be higher than that in the vehicle front-rear direction, the above assumption of rigidity is valid.

Then, when the load F ₁ is input to the wheel center W, each bush is (F ₁ /
4), the force with respect to the direction perpendicular to the axis (F _1/2) acts respectively. Thus, when a load is applied to each bush, the displacement in the front-rear direction on the wheel center W is obtained as follows.

Since the axial rigidity of the bush is assumed to be K, the input axial load causes the following displacement in the vehicle body front-rear direction at the wheel center W position. Further, since the rigidity of the bushes in the direction perpendicular to the axis is assumed to be 10K, each bush is displaced in the direction perpendicular to the axis by the following amount.

[0039] This displacement in the direction perpendicular to the axis means that the arms 3, 9 are rotationally displaced about the center point connecting the vehicle body side mounting portions 3b opposite to each other in the longitudinal direction of the vehicle body. The rotational displacement in the substantially front-rear direction on the wheel center W is expressed by approximating the following values.

[0040] However, H shows the arm length of each arm. Therefore, as a whole, when a load F ₁ is input to the wheel center W in the vehicle front-rear direction, the amount of displacement on the wheel center in the vehicle front-rear direction is as follows.

[0041] Therefore, the longitudinal rigidity at the wheel center W position is expressed as follows. Since the value of the front-rear rigidity is determined irrespective of the connection of the lower arm 9 and the upper arm 3, even if the lower arm 9 and the upper arm 3 are connected by the connecting member 11 as described above, the arms 3 and 9 are connected to each other. It is determined only by the set longitudinal stiffness of the bush.

Next, the caster rigidity (ratio of the caster angular displacement amount to the ground point S input) will be considered. Here, the wheel center W and the wheel-side mounting portion 3 of each arm 3, 9
It is assumed that the distances to a and 9a are 2R, and the vertical distance between the wheel center W and the ground contact point S is 3R.

The braking force F ₄ is applied to the ground contact point S of the wheel.
Is input in the front-rear direction of the vehicle body, a force F ₅ = F ₄ is input to the wheel-side mounting portion 3a of the upper arm _{3, and} a force F ₆ = 2F ₄ is input to the wheel-side mounting portion 9a of the lower arm 9. A so-called windup moment M is generated. As a result, the vehicle body side mounting portion 3 of each arm 3, 9
The forces acting on the bushes provided on b and 9b have the following values.

The upper arm 3 side axial: F _4/2 Transverse: F ₄ lower arm 9 side axial force: F ₄ Transverse: 2F ₄ Thus, when a force is exerted on each arm 3,9, both The vehicle body side mounting axes L _1, L ₂ of the arms 3, 9 are the vertical axis P.
Although it tends to twist relatively around, in the embodiment of the present application, since the connecting member 11 resists this twist, the rigidity of the vehicle body side mounting portions of the arms 3 and 9 is different from that of the connecting member 11. The resistance is set higher.

Here, the connecting member 11 is mounted on the vehicle body side mounting portions 3b and 9 of the upper and lower arms 3 and 9 as in the conventional case.
Since the front attachment parts of b and the restraint attachment parts are not connected by separate connecting members 11 but are integrally connected by one connecting member 11, the restraining force in the front-back direction of the vehicle body is greater than in the conventional case. Since the member is thinner in the vehicle width direction, that is, in the thickness direction than in the vehicle front-rear direction and the vertical direction, the restraining force in the vehicle width direction is usually lower than the restraining force in the vehicle front-rear direction.

Therefore, even if the torsional rigidity of the connecting member 11 around the vertical axis P is set high, the rigidity in the vehicle width direction is set particularly high. Therefore, in the vehicle suspension of the embodiment of the present application, it can be assumed that the rigidity in the axial direction (front-rear direction of the vehicle body) is infinite. Further, the rigidity in the direction perpendicular to the axis is assumed to be 10R as described above. (However, actually, the rigidity in the direction perpendicular to the axis also becomes higher.) Therefore, the displacement in the vehicle body front-rear direction of the vehicle body side mounting portions 3b and 9b is suppressed, and the wheel side mounting portion 3a of the upper arm 3 has the following structure. Displacement of the value toward the front of the vehicle body occurs.

[0047] On the other hand, the wheel-side mounting portion 9a of the lower arm 9 is displaced toward the rear of the vehicle body by the following values.

[0048] From this, the amount of change in the caster angle when the braking force F ₄ is input to the ground contact point S has the following value.

[0049] Therefore, the caster rigidity has the following values.

[0050] On the other hand, for comparison, as in the case of the conventional vehicle suspension, when the arms 3 and 9 do not restrain each other with respect to the wind-up moment M, as described above, the shaft of each bush is The directional rigidity is represented by R, and the rigidity in the direction perpendicular to the axis is represented by 10R.

Therefore, the following displacement occurs in the wheel-side mounting portion 3a of the upper arm 3 toward the front in the vehicle front-rear direction. Further, the following displacement occurs in the wheel-side mounting portion 9a of the lower arm 9 toward the rear in the vehicle front-rear direction.

[0052] Therefore, the change amount of the caster angle when the braking force F ₄ is input to the conventional ground contact point S has the following value.

[0053] Therefore, the caster rigidity of the conventional vehicle suspension is as follows.

[0054] From the above, under the above assumptions, it can be seen from the above equations (1) and (2) that the caster angle is set to be about 3.5 times higher in the present embodiment.

As described above, the caster rigidity can be set high by connecting the lower arm 9 and the upper arm 3 as in the present embodiment, regardless of the rigidity of the bush in the front-rear direction. In the above embodiment, the connecting member 11
Since both arms 3 and 9 are integrally connected with each other, the arms 3 and 9 may also be composed of elastic members so as to have a more spring action.

In the above embodiment, an elastic member is used as the connecting member 11. However, both arms 3 and 9 use an elastic member and a hard member such as a steel member is used for the connecting member 11. Good. Further, in the above-mentioned embodiment, the connecting member 11 and the arms 3 and 9 are integrally connected. However, the arms 3 and 9 are connected so as to be able to turn up and down and not swing in the longitudinal direction of the vehicle body. Good.

[0057]

As described above, in the vehicle suspension according to the present invention, it is possible to set the rigidity of the suspension in the front-rear direction of the vehicle body to be low, and at the same time, to set the caster rigidity to be high. The third connecting member may be configured as described in claim 2, for example.

In this case, the torsional rigidity around the vertical axis can be set high while giving the predetermined elastic force to the third connecting member. Then, for example, by integrally connecting the first connecting member and the second connecting member, it is possible to provide a cushioning spring action in addition to the above effect.

[Brief description of drawings]

FIG. 1 is a schematic perspective view showing a basic configuration of a vehicle suspension according to an embodiment of the present invention.

FIG. 2 is a sectional view taken along line AA in FIG.

FIG. 3 is a diagram showing an example of a connecting member in a vehicle suspension according to an embodiment of the present invention.

FIG. 4 is a diagram showing a load input state to a wheel center in a vehicle suspension according to an embodiment of the present invention.

FIG. 5 is a diagram showing a load input state to a vehicle ground contact point in a vehicle suspension according to an embodiment of the present invention.

FIG. 6 is a conceptual diagram showing the wind-up moment input in the vehicle suspension according to the embodiment of the invention.

[Explanation of symbols]

1 Knuckle (wheel support member) 3 Upper arm (2nd connection member) 4 Bushing 9 Lower arm (1st connection member) 11 Connection member (3rd connection member) 11a Fiber orientation direction 13 Wheel S Grounding point F ₁ Wheel Center load F ₄ Grounding point braking force M Windup moment W Wheel center

Claims (2)

[Claims] 1. A wheel supporting member for supporting a wheel and a vehicle body side member are vertically opposed to each other and extend in a vehicle width direction, respectively, and a first connecting member which constitutes a lower region and an upper region which constitutes an upper region. In the vehicle suspension, which is connected to the vehicle-body-side member by means of two attachment members that are connected to each other by two attachment members that are opposed to each other at a predetermined distance in the vehicle front-rear direction, The entire vehicle body side mounting portion of the second connecting member or the vicinity thereof is connected by a vertically extending third connecting member, and the third connecting member is the first connecting member and the second connecting member. A vehicle suspension characterized in that the rigidity around an axis extending in the vertical direction is set to be high when a connection point with a member is used as an input point. 2. The third connecting member is made of fiber reinforced resin, and the orientation direction of the reinforcing fibers is from the connecting position of the second connecting member to the vehicle body mounting portion on the front side to the first connecting member. The member extends toward the connecting position with the vehicle body mounting portion on the rear side, and at the same time, connects from the connecting position with the vehicle body mounting portion on the rear side of the second connecting member to the vehicle body mounting portion on the front side of the first connecting member. The vehicle suspension according to claim 1, wherein the suspension extends toward the position.