JPH0737928Y2 - Car rear wheel suspension - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a rear wheel suspension system for an automobile.

[Conventional technology]

As a prior art document disclosing the technology of a rear wheel suspension system for suspending the rear wheels of an automobile, for example, Japanese Patent Laid-Open No. 58-20960
5, JP-A-58-209606, JP-B-58-48366 or JP-B-51
There is -21494.

The structure of the rear wheel suspension system has a great influence on the running stability of the vehicle.

One of the criteria for judging the good running stability of a car is the roll steer characteristic of the car on a curve.

When a vehicle turns in a curve, if the roll steer characteristic is oversteer, the vehicle body turns around more than the driver turns the steering wheel, and thus the running stability cannot be said to be good. The roll steer characteristic is preferably understeer or neutral steer.

In the conventional technology, the rigidity of the rubber bush used in the rear wheel suspension device is set to be low in order to improve the riding comfort. For this reason, when turning with the engine brake applied, the turning outer wheel bounces with the caster angle decreasing due to the longitudinal force of the engine brake, and the swing angle of the lower arm on the rear side increases, resulting in a bounding condition above a predetermined level. However, due to the change of the turning outer wheel in the toe-out direction, the roll steer characteristic was oversteered, and turning performance was often impaired.

That is, for example, in the double wishbone type suspension disclosed in Japanese Patent Publication No. 58-48366, the upper end of the carrier that rotatably supports the wheels is attached to the vehicle body by the upper arm via the rubber bush. The lower end is connected to the vehicle body by two lower arms in the vehicle width direction via rubber bushes and in the front-rear direction of the vehicle by radius rods via rubber bushes. A soft rubber bush improves the ride comfort of the car, but when the car is turning due to engine braking, the roll steer characteristic becomes oversteer, and the outer rear wheel becomes toe-out.

[Problems to be solved by the invention]

When the rubber bush of the radius rod is softened to give priority to the ride comfort, the roll steer characteristic will inevitably become oversteer. To prevent this, a hard rubber bush must be used, and the ride comfort is sacrificed. There was a dilemma.

Among the rear wheel suspension systems for automobiles, there is one in which the position, angle, etc. of the rear wheels are changed during traveling in order to improve the running stability of the automobile.
-20965 discloses a technique for changing the toe-in of rear wheels while the vehicle is running.

However, since this technology does not change the roll steer characteristics during traveling, it does not mean that the traveling stability of the vehicle is improved when the engine brakes and the vehicle turns.

Previously, there was nothing that would change the roll steer characteristics when the vehicle is turning due to engine braking (more generally, during acceleration / deceleration).

The present invention solves the problems of the conventional technology.

The technical problem of the present invention is that when turning with engine braking applied, it does not affect the riding comfort of the vehicle.
It is intended to suppress the change in the toe-out direction when the turning outer wheel bounces more than a predetermined amount, thereby improving the running stability of the vehicle.

[Means for solving problems]

In order to achieve this technical problem, the following measures are taken in the present invention.

That is, the rear wheel suspension system according to the present invention includes a carrier that rotatably supports a drive shaft of a rear wheel, and an upper portion of the carrier via an elastic member that is elastically deformable in the front-rear direction of the vehicle body. An upper support member connected to the vehicle, a radius rod connected to the lower portion of the carrier and extending in the front-rear direction of the vehicle to connect the carrier to the vehicle body through an elastic member that is elastically deformable in the vehicle body front-rear direction, and the carrier. A first lower support member that is connected to the front part of the carrier and that extends in the vehicle width direction of the vehicle and is rotatably connected to the vehicle body at its tip end about an axis extending substantially in the front-rear direction of the vehicle body; A rear wheel of an automobile having a second lower support member which is connected to the rear part and extends in the vehicle width direction of the automobile and whose front end is rotatably connected to the vehicle body about an axis line extending substantially in the front-rear direction of the vehicle body. It ’s a suspension system , The distance from the center of the drive shaft of the rear wheel in the carrier to the top of the carrier is a,
The distance from the center of the drive shaft of the rear wheel in the carrier to the lower part of the carrier is b, and the elastic coefficient of the elastic member supporting the upper part of the carrier in the longitudinal direction of the vehicle is k.
Assuming that (1) and the elastic coefficient of the elastic member supporting the radius rod in the front-back direction of the vehicle body is k (2), b / a
It is characterized in that the condition of ≧ k (1) / k (2) is satisfied.

[Action]

Considering the case where the engine brake is applied while the vehicle is running, the rear wheels receive rearward force, so the rearward direction also acts on the carrier.

Therefore, the rubber bush of the upper support member and the rubber bush of the radius rod bend and the carrier tries to be displaced rearward, but in the present invention, the condition of b / a ≧ k (1) / k (2) is satisfied. Therefore, the amount by which the upper end of the carrier moves backward is greater than the amount by which the lower end moves backward.

Because the force acting on the upper end of the carrier is F (1),
If the force acting on the lower end of the carrier is F (2), the amount by which the upper end of the carrier moves rearward due to the bending of the rubber bush of the upper support member is F (1) / k (1). The amount by which the lower end of the carrier moves rearward due to the bending of the rubber bush is F (2) / k (2). If the force acting on the center of the carrier is F, then F (1) = F × b / (A + b) F (2) = F × a / (a + b), and as described above, the condition of b / a ≧ k (1) / k (2) is satisfied, so F ( 1) / k (1) ≧ F (2) / k (2).

That is, the amount by which the upper end of the carrier moves backward is greater than the amount by which the lower end moves backward.

As a result, when the engine brake is applied, the carrier rotates clockwise around its center when viewed from the inside of the vehicle, so that the point connected to the first lower support member rises to the second position. The point at which the lower support member is connected goes downward.

The above is only the case where the engine brake is applied, but considering the case where the engine brake is applied and the vehicle is turning, the rear wheel in the outward direction has a relatively upward force. This will be the case.

When this rear wheel is relatively displaced upward by this force,
Since the front end of the carrier moves upward and the rear end moves downward, the carrier is displaced upward.
The front part of the rear wheel will be directed inward, and the rear part of the rear wheel will be directed outward.

In other words, the toe-in tendency is given to the outer rear wheel in the turning direction. This means that the roll steer characteristic changes in the under steer direction.

In this way, if the condition of b / a ≧ k (1) / k (2) is satisfied, the roll steer characteristic changes in the understeer direction during turning of the vehicle. In other words, even if the rigidity of the rubber bush is softened, if the dimensions a and b are properly selected and as a result, the above conditions are satisfied, the direction changes to the understeer direction, so the ride comfort of the car is sacrificed. It becomes possible to improve the running stability of the vehicle. For example, if b is increased, k (1) and k
Even if (2) is softened to the same degree, the roll steer characteristic changes in the understeer direction (the roll steer during acceleration / deceleration is in the understeer direction).

Needless to say, when b / a = k (1) / k (2), the roll steer characteristic does not change.

〔Example〕

FIG. 1 is a perspective view of a rear wheel suspension system of an automobile according to an embodiment of the present invention.

This embodiment is an example in which the present invention is applied to a double wishbone type suspension device. In FIG. 1, 1 is a carrier, and a rear wheel (not shown) is rotatably supported on the arrow B side of the carrier 1. To be done. The direction of arrow A is the traveling direction of the automobile.

The suspension system shown in FIG. 1 suspends the rear wheel designated by reference numeral 3 in FIG. 6 (FIG. 6 is a bottom view of the automobile). In FIG. 6, the arrow A direction is the traveling direction of the vehicle, 4 is the front wheel, and 5 and 3 are the rear wheels.

Returning to FIG. 1, the upper part of the carrier 1 is connected to a vehicle body (not shown) by an upper arm 6 which is a U-shaped upper supporting member, and the lower part is a lower supporting member 11 and a second lower arm 11 which are lower supporting members. It is connected to the vehicle body by the lower arm 12.

The carrier 1 is also connected to the vehicle body by a radius rod 13.

The carrier 1 can be displaced up and down, but the displacement in the front-rear direction is restricted by the radius rod 13. However, it will move to some extent due to the deformation of the bush.

The member with reference numeral 21 is a portion connecting the carrier 1 and the upper arm 6, and the portion with reference numerals 22 and 23 is a portion connecting the upper arm 6 to the vehicle body. The part marked with 24 is a ball joint connecting the carrier 1 and the first lower arm 11, and the part marked with 25 is the first lower arm 11.
And the vehicle body are connected to each other, a portion indicated by reference numeral 26 is a portion connecting between the carrier 1 and the second lower arm 12, and a portion indicated by reference numeral 27 is a second portion. Is a part connecting the lower arm 12 and the vehicle body,
The part marked with 28 is the radius rod 13 and the carrier 1
Is a part that connects and the part indicated by reference numeral 29 is a part that connects the radius rod 13 and the vehicle body.

Of these, rubber bushes are used at the connecting portions denoted by reference numerals 22, 23, 25, 26, 27, 28, 29.

FIG. 2 is a plan view of a rear wheel suspension system for an automobile according to an embodiment of the present invention. Specifically, it is a view seen from the direction of arrow H in FIG.

In FIG. 2, 1 is a carrier, and a rear wheel (not shown) is rotatably supported on the arrow B side of the carrier 1. The direction of arrow A is the traveling direction of the automobile.

The upper part of the carrier 1 is connected to the vehicle body (not shown) by a U-shaped upper arm 6, and the lower part is the first lower arm.
11 and the second lower arm 12 are connected to the vehicle body. The carrier 1 is also connected to the vehicle body by a radius rod 13.

As can be seen from FIG. 2, the upper arm 6, the first lower arm 11 and the second lower arm 12 extend parallel to the vehicle width direction, and the radius rod 13 extends slightly obliquely in the vehicle longitudinal direction. .

FIG. 3 is a side view of a rear wheel suspension system for an automobile according to an embodiment of the present invention. Specifically, it is a view seen from the direction of arrow G in FIG.

In FIG. 3, reference numeral 1 is a carrier, and a rear wheel (not shown) is rotatably supported on the carrier 1 at the rear of the drawing. 31 is a hole through which the axle passes. The direction of arrow A is the traveling direction of the automobile.

The upper portion of the carrier 1 is connected to a vehicle body (not shown) by a U-shaped upper arm 6. A first lower arm 11, a second lower arm 12 and a lower straddle (not shown) are connected to the portions denoted by reference numerals 24, 26 and 28, respectively.

A suspension spring and an absorber (not shown) are attached to a portion of the carrier 1 designated by reference numeral 32.

FIG. 5 is a vertical sectional view of the spring and the absorber.

In FIG. 5, 33 is an absorber, and the absorber 33
Is composed of an absorber body 35 and a rod 36 that can project from the absorber body 35.

34 is a spring. Spring 34 is the absorber body
It is arranged between a spring bearing 37 fixed to 35 and a spring bearing 42 attached to the tip of the rod 36 via a rubber bush 41 and attached to a vehicle body (not shown).

An eye 43 is welded to the lower end of the absorber body 35,
The inner pipe 45 is inserted into the eye 42 through the rubber bush 44.
Are arranged. The inner pipe 45 is connected to the part of the carrier 1 shown in FIG.

FIG. 4 is a rear view of the carrier as seen from the direction of arrow C in FIG.

In FIG. 4, 1 is a carrier, and a rear wheel 3 is rotatably supported on the carrier 1.

53 is a hub. The hub 53 is serration-coupled to the drive shaft 54.

A first lower arm, a second lower arm and a radius rod (neither of which is shown) are connected to the portions denoted by reference numerals 21, 24, 26 and 28, respectively. Further, the spring and the absorber shown in FIG. 5 are attached to the portion indicated by reference numeral 32.

FIG. 7 is a vertical cross-sectional view of the connecting structure of the portion indicated by reference numeral 21 in FIG.

In FIG. 7, 1 is a carrier and 6 is an upper arm.

As can be seen from the figure, the carrier 1 is provided with a tapered hole 61, and a bolt 63 having a ball 62 at its tip is fitted into the tapered hole 61. The bolt 63 is fixed to the carrier 1 by a nut 64.

The upper arm 6 is connected to the ball 62 by what is called a ball joint.

66 and 67 are resin, 68 is a lid, and 69 is boots.

FIG. 8 is a vertical cross-sectional view of the connection structure of the portions denoted by reference numerals 22 and 23 in FIG.

In FIG. 8, reference numeral 6 is an upper arm, and the portion denoted by reference numeral 21 has the structure as shown in FIG. 7 and is attached to a carrier (not shown).

The parts denoted by reference numerals 22 and 23 are attached to the vehicle body of the automobile.

The inner pipe 72 is arranged in the annular portion 71 in the portion denoted by the reference numeral 22.
A rubber bush 70 is interposed between the rubber bush 70 and 72. The inner pipe 72 is attached to the car body. The same applies to the part denoted by the reference numeral 23.

FIG. 9 is a perspective view of a portion denoted by reference numerals 22 and 23 in FIG.

In FIG. 9, 6 is an upper arm, 71 is an annular portion, 72 is an inner pipe, and 70 is a rubber bush. Inner pipe 72
Is attached to the car body.

FIG. 10 is a longitudinal sectional view of a vehicle body portion of an automobile to which the inner pipe of FIG. 9 is attached.

In FIG. 10, reference numeral 59 denotes a car body, and a U-shaped bracket 58 is welded to the car body 59. bracket
The inner pipe 72 of FIG. 9 is clamped by 58, and the inner pipe 72 is fixed to the bracket 58 by the bolt 57 and the nut 56.

FIG. 11 is a vertical cross-sectional view of the connection structure of the portion indicated by reference numeral 24 in FIG.

In FIG. 11, 1 is a carrier and 11 is a first lower arm.

As can be seen from the figure, the carrier 1 is provided with a tapered hole 74, and a bolt 76 having a ball 75 at its tip is fitted into the tapered hole 74. The bolt 76 is fixed to the carrier 1 by a nut 77.

The first lower arm 11 is so-called ball-joined to the ball 75.

78 and 79 are resin, 80 is a lid, and 81 is a boot.

FIG. 12 is a vertical cross-sectional view of the connecting structure of the portion indicated by reference numeral 25 in FIG.

In FIG. 12, 11 is a first lower arm, and an annular portion 82 is welded to the tip of the first lower arm 11.
An inner pipe 83 is arranged in the annular portion 82, and a rubber bush 84 is interposed between the annular portion 82 and the inner pipe 83. The inner pipe 83 is attached to the car body.

FIG. 13 is a vertical cross-sectional view of the connection structure of the portion indicated by reference numeral 26 in FIG.

In FIG. 16, 1 is a carrier and 12 is a second lower arm. An inner pipe 85 is sandwiched in the second lower arm 12, and a bolt 86 is passed through the inner pipe 85, and a nut 87 is fastened to the bolt 86.
Are connected to the carrier 1.

Reference numeral 88 is a resin sheet, and reference numerals 91 and 92 are a first outer pipe and a second outer pipe, respectively, which form an outer pipe 93. 94 is boots.

FIG. 14 is a vertical cross-sectional view of the connection structure of the portion denoted by reference numeral 27 in FIG.

In FIG. 14, 12 is a second lower arm, and an annular portion 101 is welded to the tip of the second lower arm 12. An inner pipe 102 is arranged in the annular portion 101, and a rubber bush 103 is interposed between the annular portion 101 and the inner pipe 102. The inner pipe 102 is attached to the car body.

FIG. 15 is a vertical cross-sectional view of the connection structure of the portion denoted by reference numeral 28 in FIG.

In FIG. 15, 1 is a carrier and 13 is a lower strad. A U-shaped yoke 100 is attached to the tip of the radius rod 13.
Are welded, and the inner pipe 105 is clamped by the yoke 100.

Rubber bush 1 between inner pipe 105 and carrier 1
14 is interposed, and the bolt 111 is inserted in the inner pipe 105.
A nut 112 is fastened to the bolt 111 through the radius rod 13 and is connected to the carrier 1.

FIG. 16 is a vertical cross-sectional view of the connection structure of the portion denoted by reference numeral 29 in FIG.

In FIG. 16, 13 is a lower straddle, and an annular portion 121 is welded to the tip of the radius rod 13. The inner pipe 122 is arranged in the annular portion 121, and the rubber bush 12 is provided between the annular portion 121 and the inner pipe 122.
3 are intervening. The inner pipe 122 is attached to the car body.

The operation of this embodiment will be described.

Considering the case where the engine brake is applied while the vehicle is running, a rear wheel (not shown) receives a rearward force, so that the carrier 1 (the axle center m thereof) in FIG.

Therefore, the rubber bushes 70, 114, 123 in the portions indicated by the reference numerals 22, 23, 28 and 29 are bent, and the carrier 1 tends to be displaced rearward. For example, the entire upper arm 6 tends to move rearward as shown by the broken line in FIG.

In this embodiment, the structure is such that the upper end (reference numeral 21 in FIG. 1) of the carrier 1 moves backward more than the lower end (reference numeral 28 in FIG. 1) moves backward. . This will be described in detail.

In FIG. 1, the force acting on the axle center m of the carrier 1 during engine braking is F, and the distance from the axle center m of the carrier 1 to the upper end (21) is a and the lower end (21).
28), the force F (1) acting on the upper end of the carrier 1 is F (2) F (1) = F × b / (a + b) acting on the lower end of the carrier 1. F (2) = F × a / (a + b).

The spring constant of the upper end of the carrier 1, that is, the spring constant of the rubber bush 70 of the connecting portions 22 and 23 is k (1), and the spring constant of the lower end of the carrier 1, that is, the rubber bush 11 of the connecting portions 28 and 29.
Assuming that the spring constant of 4,123 is k (2), the amount by which the upper end of the carrier 1 moves backward is F (1) / k (1), and the amount by which the lower end of the carrier 1 moves backward is F (2). Since / k (2), the amount by which the upper end of the carrier 1 moves backward is greater than the amount by which the lower end moves backward. b / a ≧ k (1) / k (2) I know that I have to meet.

In the present embodiment, the values of b, a, k (1) and k (2) are set so as to be like this. This is a feature of this embodiment.

As a result, when the engine brake is applied and a rearward force is applied to the rear wheels, as shown by the solid line to the broken line in FIG. 18 (FIG. 18 is a schematic diagram for explaining that the carrier 1 rotates). In addition, since the axle center m of the carrier 1 moves rearward and simultaneously rotates in the clockwise direction, that is, in the direction of the arrow M, the point 24 (the point where the first lower arm 11 is connected) goes up, The point of reference numeral 26 (the point where the second lower arm 12 is connected) goes down.

FIG. 19 is a schematic view of FIG. 18 seen from the direction of arrow C,
As can be seen from FIG. 19, the first lower arm 11 moves up as shown by the broken line, and the second lower arm 12 goes down as shown by the broken line.

The above is only the case where the engine brake is applied. However, when the engine brake is applied and the vehicle is turning in the direction of arrow D in FIG. A relatively upward force is applied.

This force is indicated by arrow P in FIG.

When the wheel 3 is relatively displaced upward by this force, the first lower arm 11 is displaced further upward from the state shown by the broken line in FIG. 19, so that the front wheel of the rear wheel (reference numeral 3 in FIG. 6) is moved. The part will turn inward by x minutes. Second lower arm
Since the rear wheel (reference numeral 3 in FIG. 6) 3 is displaced upward from the state of the broken line 12 moving downward, the rear portion of the rear wheel 3 is directed outward by y.

In other words, the toe-in tendency is given to the outer rear wheel 3 in the turning direction as shown by the broken line in FIG. This means that the roll steer characteristic changes in the under steer direction. In FIG. 20, the arrow D direction is the turning direction of the vehicle.

In the present embodiment, as long as the condition of b / a ≧ k (1) / k (2) is satisfied, the understeer becomes strong during turning of the vehicle and the running stability is improved. In other words, rubber bush 70,1
Even if the rigidity of 14,123 is softened, if the dimensions a and b are properly selected and as a result the above conditions are met, when the turning outer wheel bounces more than a predetermined amount during turning with engine brake applied. Since the change in the toe-out direction can be suppressed, it is possible to improve the running stability of the vehicle without sacrificing the riding comfort of the vehicle. For example, if b is larger than a, then k
Even if (1) and k (2) are softened to the same degree, the roll steer characteristic changes in the understeer direction.

Needless to say, when b / a = k (1) / k (2), the roll steer characteristic does not change.

As described above, the specific embodiment of the present invention, the example applied to the double wishbone type suspension device here, has been described, but the present invention is not limited to this embodiment, and a strut type suspension device may be used. Various embodiments are included within the scope of the utility model registration claim.

[Effect of device]

According to the present invention, by appropriately selecting the size of the rear wheel suspension and the rubber bush, it is possible to perform understeer or neutral steer during turning, so that traveling of the vehicle can be performed without sacrificing the riding comfort of the vehicle. This has the effect of improving stability.

[Brief description of drawings]

FIG. 1 is a perspective view of a rear wheel suspension system for an automobile according to an embodiment of the present invention, FIG. 2 is a plan view of a rear wheel suspension system for an automobile according to an embodiment of the present invention, and FIG. A side view of a rear wheel suspension system for an automobile according to an embodiment of the present invention, FIG. 4 is a rear view of the carrier seen from the direction of arrow C in FIG. 1, and FIG. 5 is a longitudinal section of a suspension spring and an absorber. Fig. 6, Fig. 6 is a bottom view of the automobile, Fig. 7 is a vertical cross-sectional view of a connecting structure of a portion labeled with reference numeral 21 in Fig. 1, and Fig. 8 is reference numeral 22 with reference to Fig. 1. Fig. 9 is a vertical cross-sectional view of the connecting structure of the portion marked with 23, Fig. 9 is a perspective view of the portion marked with 22 and 23 of Fig. 8, and Fig. 10 shows the inner pipe of Fig. 9. Fig. 11 is a vertical cross-sectional view of the vehicle body part of the automobile to be mounted, Fig. 11 is a vertical cross-sectional view of the connecting structure of the part denoted by reference numeral 24 in Fig. 1, and Fig. 12 is the reference numeral Fig. 13 is a vertical cross-sectional view of the connecting structure of the part marked with No. 25, Fig. 13 is a vertical cross-sectional view of the connecting structure of the part marked with 26 in Fig. 1, Fig. 14 is FIG. 15 is a vertical cross-sectional view of the connecting structure of the portion indicated by reference numeral 27, FIG. 15 is a vertical sectional view of the connecting structure of the portion indicated by reference numeral 28 in FIG. 1, and FIG. FIG. 17 is a vertical cross-sectional view of the connection structure of the portion denoted by reference numeral 29, FIG. 17 is an explanatory view for explaining a state in which the carrier moves in parallel during engine braking, and FIG. 18 illustrates that the carrier rotates. It is a schematic diagram for doing. FIG. 19 is a schematic view of FIG. 18 viewed from the direction of arrow C, and FIG. 20 is a plan view of the outer rear wheel viewed from above when the vehicle turns. 1 ... Carrier 3 ... Rear wheel 6 ... Upper arm (upper support member) 11 ... First lower arm (first lower support member) 12 ... Second lower arm (second lower support member) 13 ... … Radius rod 21 …… Upper end of carrier 22,23 …… Tip of upper arm 24 …… About the center of carrier and front end of the carrier 25 …… Tip of first lower arm 26 …… About the center of carrier Rear end of carrier 27 …… Tip of second lower arm 28 …… Bottom end of carrier 29 …… Tip of radius rod 33 …… Absorber 34 …… Spring 50, 54 …… Drive shaft 59 …… Car body 70 …… Rubber of upper arm Bush 114,123 …… Radius rod rubber bush

Claims (1)

[Scope of utility model registration request] 1. A carrier that rotatably supports a drive shaft of a rear wheel, an upper support member that connects an upper portion of the carrier to a vehicle body through an elastic member that is elastically deformable in the front-rear direction of the vehicle body, and A radius rod that is connected to the lower part of the carrier and extends in the longitudinal direction of the vehicle to connect the carrier to the vehicle body through an elastic member that is elastically deformable in the vehicle longitudinal direction, and is connected to the front portion of the carrier. A first lower support member extending in the vehicle width direction and having a tip end rotatably connected to the vehicle body about an axis extending substantially in the front-rear direction of the vehicle body; A rear wheel suspension system for an automobile, comprising: a second lower support member, which extends in the width direction and has a front end rotatably connected to the vehicle body about an axis extending substantially in the front-rear direction of the vehicle body; of The distance from the center of the shaft to the top of the carrier is a, the distance from the center of the drive shaft of the rear wheel in the carrier to the bottom of the carrier and is b,
Let k (1) be the elastic coefficient of the elastic member supporting the upper portion of the carrier in the front-rear direction of the vehicle body, and k (2) be the elastic coefficient of the elastic member supporting the radius rod in the front-rear direction of the vehicle body. , b / a ≧ k (1) / k (2) is satisfied, and the rear wheel suspension system for a vehicle is characterized.