JPH082227A - Suspension system - Google Patents

Abstract

PURPOSE:To provide a suspension system that makes improvements in riding quality and steering stability by controlling the extent of torsional rigidity in a torsion bar. CONSTITUTION:This is a suspension system equipped with a torsion bar extending in the car width direction in connection to symmetrical wheels 26 and receiving any torsional force lying between both these symmetrical wheels, and a lateral link 30 whose one end is connected to a body side member 24 and the other end to the torsion bar respectively, and extending in the car width direction. The torsion bar is made up of both first and second torsion members 44 and 46 being halved in the point midway in the car width direction and installed on the same shaft. In this constitution, a clutch mechanism 40, being connected to another end 32 of the lateral link 30 free of rocking motion, and connecting both these first and second torsion members integrally in the torsional direction by dint of input in the car width direction to be transmitted from the lateral link, is installed in an interval between two opening ends of both these first and second torsion members.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention aims to provide a suspension device capable of satisfying both riding comfort during straight running and steering stability during turning by varying the roll rigidity of the vehicle. And

[0002]

2. Description of the Related Art The one shown in FIG.
This is a twist beam type suspension described in Japanese Patent Laid-Open No. 03. Reference numeral 1 in this figure is an axle beam extending in the vehicle width direction, and one end portions of trailing arms 2 and 3 extending in the front-rear direction of the vehicle body are integrally connected to both ends of the axle beam. The other ends 2a, 3a of the trailing arms 2, 3 are connected to a vehicle body side member to position the suspension in the vehicle front-rear direction. Wheel support members 7 and 8 are rotatably supported at both ends of the axle beam 1 via beam end members 5 and 6, respectively. Further, on the vehicle front side of the axle beam 1, a lateral link 9 in which one end 9a is connected to the axle beam 1 and the other end 9b is swingably connected to a member on the vehicle body is substantially parallel to the axle beam 1. And supports the load in the vehicle width direction. A stabilizer 10 is integrally fixed along the shearing center of the axle beam 1 between the wheel supporting members 7 and 8 to which both ends of the axle beam 1 are connected.

Thus, in this suspension, the stabilizer 10 is integrally fixed between the wheel supporting members 7 and 8, so that the torsional rigidity of the stabilizer 10 is set to be constant.

[0004]

By the way, if a suspension device having a low torsional rigidity of the stabilizer 10 is used, when the vehicle travels straight, the roll rigidity of the vehicle is set low, so that the riding comfort is improved. On the other hand, when the suspension device having a high torsional rigidity of the stabilizer 10 is used, when the vehicle turns, the roll rigidity of the vehicle is set high, so that the steering stability is improved.

However, in the conventional suspension shown in FIG. 7, since the torsional rigidity of the stabilizer 10 is set to be constant, the roll rigidity of the vehicle does not change, and the riding comfort and the steering stability are improved when the vehicle is running. There is room. The present invention has been made in view of the above circumstances, and makes the roll rigidity of a vehicle variable by controlling the torsional rigidity of a torsion bar, and makes the suspension compatible with the riding comfort during straight running and the steering stability during turning. The purpose is to provide a device.

[0006]

According to a first aspect of the present invention, there is provided a suspension device which is connected to left and right wheels, extends in the vehicle width direction, and receives a torsional force between the left and right wheels, and one end portion. In the vehicle width direction, the other end is connected to the torsion bar and a lateral link extending in the vehicle width direction, the torsion bar is divided into two in the vehicle width direction. And a second torsion member disposed on the same concentric axis, and between the open ends of the first and second torsion members, the other end of the lateral link is provided. Both of the first and second torsion members are integrally connected in a twisting direction by an input in the vehicle width direction transmitted from the lateral link so that the first link and the second torsion member are swingably connected. If the input is not transmitted is a device which is characterized in that the clutch mechanism for releasing the connection of the twisting direction of the first and second torsion member is disposed.

According to another aspect of the suspension device of the present invention, an axle beam extending in the vehicle width direction and connected to the left and right wheels, and a torsion force extending along the axle beam between the left and right wheels are received. A torsion bar, a lateral link having one end connected to the vehicle body side member and the other end connected to the axle beam through a vehicle width direction displacement absorbing member and extending in the vehicle width direction, and the longitudinal length of the lateral link. In a suspension device including a midway position in the direction and a control link connecting the torsion bar, the torsion bar is divided into two in the middle in the vehicle width direction, and a first torsion member and a first torsion member arranged on a concentric shaft are provided. It is composed of two torsion members, and is swingably connected to the control link between the open ends of the first and second torsion members. , Integrally connected to the twisting direction of both the first and second torsion members by an input in the vehicle width direction to be transmitted from the control link, the if the input from the control link in the vehicle width direction is not transmitted 1
And a clutch mechanism for releasing the connection of the second torsion member in the twisting direction.

According to a third aspect of the present invention, in the suspension system according to the first or second aspect, the clutch mechanism is swingably connected to the lateral link or the control link, and the open end of the first torsion member is provided. And a tubular clutch body, which is arranged so as to be movable along the axial direction of the first torsion member by spline coupling with the first torsion member and the first torsion member and the second torsion member. A first clutch friction member having two friction surfaces facing the torsion member, and a pair of friction surfaces integrally fixed to the open end of the second torsion member and facing the two friction surfaces of the first clutch friction member, respectively. A second clutch friction member having frictional surfaces which are opposed to each other by the movement of the clutch main body in the axial direction,
A pair of the first friction material and the second friction material, which are arranged so that their opposing urging forces are opposite to each other in the moving direction of the clutch body so that the facing friction surfaces are separated from each other with a predetermined gap. And a return spring of.

[0009]

According to the suspension device of the first aspect of the present invention, when the vehicle travels straight, the lateral link does not receive an input in the vehicle width direction, so that the clutch mechanism includes the first torsion member and the second torsion member. The members are not integrally connected in the twisting direction. As a result, the suspension device has a low torsional rigidity, and the roll rigidity of the vehicle is set low, so that the riding comfort is improved.

When the vehicle makes a right turn or a left turn, a lateral force is input to the wheels in the direction opposite to the turning side, and this lateral force is applied to the clutch mechanism via the lateral link to the vehicle width. Transmitted as a directional input, the clutch mechanism integrally connects both the first torsion member and the second torsion member in the twisting direction. As a result, the torsion bar can receive the twisting force between the left and right vehicles and becomes a suspension device with high torsional rigidity, and the roll rigidity of the vehicle is set high, so the geometry of the left and right wheels is stabilized and steering stability is improved. Is increased.

Therefore, the suspension device according to the first aspect makes it possible to improve both the riding comfort when traveling straight ahead and the high steering stability when turning. Also,
According to the suspension device of claim 2, when the vehicle travels straight, the control link does not receive an input in the vehicle width direction, so that the clutch mechanism integrates the first torsion member and the second torsion member in the twisting direction. Do not connect to. As a result, the suspension device has a low torsional rigidity, and the roll rigidity of the vehicle is set low, so that the riding comfort is improved.

When the vehicle makes a right turn or a left turn, a lateral force is input to the wheels in the direction opposite to the turning side, and the lateral link receives this lateral force. Then, an input in the vehicle width direction is transmitted to the clutch mechanism via a control link that is connected at an intermediate position in the longitudinal direction of the lateral link, and the clutch mechanism integrally integrates both the first torsion member and the second torsion member in the twisting direction. Connect to. As a result, the torsion bar can receive a twisting force between the left and right vehicles and becomes a suspension device with high torsional rigidity, and the roll rigidity of the vehicle is set high,
The geometry of the left and right wheels is stabilized to improve steering stability.

When the wheel bounces and rebounds, the other end of the lateral link rotates about one end connecting to the vehicle body side member, but the control link centers around the connection point with the lateral link. While swinging so as to draw a circle with the opposite curvature, the displacement of the axle beam in the vehicle width direction is restricted by the vehicle width direction displacement absorbing member interposed at the other end of the lateral link. The straightness and riding comfort in the car are greatly improved.

Therefore, according to the suspension device of the second aspect, it is possible to improve both the riding comfort when traveling straight ahead and the high steering stability when turning, and at the same time, improve the traveling comfort and riding comfort on uneven terrain. It also becomes possible to improve. Further, according to the suspension device of the third aspect, when the lateral force is not input to the clutch body via the lateral link or the control link, the first friction material and the second friction material are urged by the biasing forces of the pair of return springs. Since the clutch main body is held in the neutral state so that the friction surfaces facing each other are spaced apart from each other, the clutch mechanism disconnects the first torsion member and the second torsion member without integrally connecting them in the twisting direction. State.

When lateral force is input to the clutch body via the lateral link or the control link,
By the axial movement of the clutch body splined to the first torsion member, the first clutch friction member fixed to the clutch body and the second clutch friction member fixed to the first torsion member face each other. The friction surfaces connect. As a result, the first and second torsion members are integrally connected in the twisting direction via the clutch body.

Therefore, according to the suspension device of the third aspect, the first mechanism and the second mechanism can surely perform the connecting and disconnecting operations of the first and second torsion members in the twisting direction.

[0017]

Embodiments of the present invention will be described with reference to the drawings. In this embodiment, a torsion beam type trailing arm suspension is shown as the suspension. Reference numeral 20 in FIG. 1 is an axle beam formed by a steel plate having an inverted U-shaped cross section and extending in the vehicle width direction. Trailing arms 22 are integrally provided at both ends of the axle beam 20. There is. The trailing arm 22 is disposed toward the front of the vehicle body, and a rear end portion 22a thereof is fixed to the axle beam 20 and a front end portion 22b thereof is swingably connected to a vehicle body side member 24. .
The left and right wheels 26 are rotatably supported by an axle 28, and each axle 28 is integrally fixed to a beam end member 29 fixed to both left and right ends of the axle beam 20.

Further, at a position in front of the vehicle body with respect to the axle beam 20, a lateral link 30 is provided substantially parallel to the axle beam.
Is disposed, and one end portion 3 of the lateral link 30 is disposed.
0a is swingably connected to the vehicle body side member 24, and the other end is swingably connected to a clutch body 50 of a clutch mechanism 40 described later via a ball joint 32.

On the concentric shaft inside the axle beam 20, a first torsion bar (first torsion member) 44, one end of which is fixed to the right beam end member 29, is provided.
And a second torsion bar (second torsion member) 46 whose one end is fixed to the left beam end member 29 and extends coaxially with the first torsion bar 44. At the same time, the clutch mechanism 40 is disposed between the open ends of the first and second torsion bars 44, 46, and the clutch mechanism 40 causes the rotational force about the axis of both the first and second torsion bars 44, 46 ( The twisting force) is transmitted intermittently.

That is, the clutch mechanism 40 is spline-engaged with the first torsion bar 44 so as to be movable along the axial direction, and the first clutch friction member 52 fixed to the clutch body 50. And the second
The second friction member 5 fixed to the end portion of the torsion bar 46 and arranged to face the first clutch friction member 52 so as to be connectable thereto.
4 and a pair of return springs 56 and 58 that regulate the movement of the clutch body 50 in the axial direction.

The clutch main body 50 is a hollow cylindrical body, and a rod-shaped bracket member 62 projects and is fixed from the outer peripheral surface of the cylindrical body. And this bracket member 62
Passes through an opening 21 provided on the front side of the vehicle body of the axle beam 20 and is connected to one end 30b of the lateral link 30 via a ball joint 32. Also,
On the outer circumference of the open end of the first torsion bar 44, a plurality of key grooves 44a extending parallel to the axis and continuous in the circumferential direction.
Are formed. Further, on the inner peripheral wall on the other end side of the clutch body 50 which is connected to the key grooves 44a of the first torsion bar 44, the key grooves 50a having the same shape as the key grooves 44a are continuously formed in the circumferential direction. .., 50a .., the first torsion bar 44 and the clutch main body 50 are connected by spline connection, and the clutch main body 50 is movable in the axial direction.

A recess 70 is provided in the inner peripheral wall of the clutch body 50 into which the second torsion bar 46 is inserted and which is located on one end side. A ring-shaped first friction member 52 having a hexagonal cross section is fitted into the recess 70,
Of the two friction surfaces 52a and 52b of the second friction member 52 which are inclined in opposite directions, the friction surface 52a faces the second torsion bar 46 side and the friction surface 52b faces the first torsion bar 44 side. It is formed so as to be open.

A second friction member 54 is fixed to the open end of the second torsion bar 46 via a disk-shaped pedestal 72. The second friction member 54 is formed by opposing end faces having a small area of a pair of friction members having the same conical shape and having the same area, with their axes aligned and facing each other, and fixing a columnar connecting member to the end faces. It is a member and has two tapered friction surfaces 54a and 54b. The friction surface 54a faces the friction surface 54a of the first friction member 52 in parallel, and the friction surface 54b faces the friction surface 54b of the first friction member 52 in parallel. In addition, the first of the second friction material 54
A disk-shaped spring receiving member 74 is fixed to the end surface facing the torsion bar 44.

As a result, when the clutch body 50, which is splined to the first torsion bar 44, receives lateral force from the lateral link 30 via the bracket member 62 and moves in the axial direction of arrow A, the friction surfaces 52a, 54a. They are connected to each other, and the first and second torsion bars 44 and 46 are integrally connected in the twisting direction by a frictional force.

On the other hand, even when the clutch main body 50 moves in the axial direction of the arrow B by the lateral force received from the lateral link 30, the taper friction surfaces 52b and 54b are connected to each other by the friction force, and The second torsion bars 44 and 46 are integrally connected in the twisting direction. In addition, the end surface of the second torsion bar 46 and the second
Between the side surface of the friction material 52, the first clutch body 50 is provided.
Return spring 5 that pushes toward the torsion bar 44
6 is arranged, and between the side surface of the second friction material 52 and the spring receiving member 74, a return spring 58 for pressing the clutch body 50 toward the second torsion bar 46 side.
Is provided. The urging force of the return springs 58, 58 is the friction surface 52a when the lateral force is not transmitted from the lateral link 30 to the clutch body 50.
The friction surface 54a, the friction surface 52b, and the friction surface 54b are set so as to maintain a neutral position of the clutch body 50 by restricting the movement of the clutch body 50 at a position where a predetermined gap is not provided between them.

In the suspension device having the above structure, when the vehicle travels straight, no input in the vehicle width direction is transmitted from the lateral link 30 to the clutch body 50. As a result, as shown in FIG. 3, the return springs 56 and 58 that restrict the movement of the clutch main body 50 cause the friction surfaces 52 of the first friction member 52 and the second friction member 54 that face each other.
Since a and 54a do not contact the friction surfaces 52b and 54b,
The first and second torsion bars 44, 46 are not integrally connected in the twisting direction. As a result, the suspension device has a low torsional rigidity, so that the roll rigidity of the vehicle is set low and the riding comfort is improved.

When the vehicle turns right, the lateral force F ₁ (see FIG. 1) is input to the left wheel 26.
Since the lateral link 30 that receives the lateral force F ₁ moves in the direction of arrow A (outward of turning) as shown in FIG. 4, the clutch main body 50 that is connected to the lateral link 30 via the bracket member 62 has an axial line. Move in the direction. Then, the movement of the clutch main body 50 is stopped in a state where the friction surface 52a and the friction surface 54a are in surface contact with each other. The clutch main body 50 is generated by the frictional force due to the connection between the friction surfaces 52a and 54a.
The first and second torsion bars 44 and 46 are integrally connected to each other in the twisting direction via the. As a result, when the vehicle turns right, the suspension device has a high torsional rigidity, and the roll rigidity of the vehicle is set high. Therefore, the geometry of the left and right wheels 26 is stabilized, and the steering stability is improved. it can.

On the other hand, when the vehicle turns left, which lateral force F ₂ on the right side of the wheel 26 (see FIG. 2) is input, the lateral link 30 for receiving the lateral force F ₂ is shown in FIG. 5 As described above, since the clutch main body 50 moves in the direction of the arrow B (outward of turning), the clutch main body 50 connected to the lateral link 30 via the bracket member 62 moves in the axial direction. And
The movement of the clutch main body 50 is stopped in the state where the friction surface 52b and the friction surface 54b are in surface contact with each other. The first and second torsion bars 44 and 46 are integrally connected in the twisting direction via the clutch body 50 by the frictional force due to the connection between the frictional surfaces 52b and 54b. As a result, when the vehicle makes a left turn, the suspension device has a high torsional rigidity and the roll rigidity of the vehicle is set to be high, so that the geometry of the left and right wheels 26 is stabilized and the steering stability can be improved. .

Therefore, the suspension system of this embodiment can change the torsional rigidity of the torsion bar composed of the first torsion bar 44 and the first torsion bar 46 when the vehicle travels straight and when it turns. The roll rigidity of the vehicle can be made variable, and the ride comfort when traveling straight ahead and the steering stability when traveling around can be made compatible.

Further, the clutch mechanism 40 employed in the suspension system of this embodiment is the lateral link 30.
When an input in the vehicle width direction is not transmitted to the clutch main body 50 via the clutch main body 50, the urging force of the pair of return springs 56, 58 causes the friction surfaces 52a, 54a of the first friction member 52 and the second friction member 54 to face each other. , Friction surface 52b,
The clutch main body 50 is held in a neutral state so that the two 54b are separated from each other with a gap therebetween, the first torsion member and the second torsion bars 44 and 46 are separated in the twisting direction, and the clutch main body is connected via the lateral link 30. When a lateral force is input to 50, one of the friction surfaces 52a, 54a or one of the friction surfaces 52b, 54b is connected to each other, so that the first and second torsion bars 44, 46 are connected via the clutch body 50. Since the structure is integrally connected in the twisting direction, it is possible to perform a reliable operation of connecting or disconnecting the first and second torsion bars 44 and 46 in the twisting direction with a simple mechanism. .

Next, FIG. 6 shows a second embodiment of the present invention. The same parts as those of the first embodiment shown in FIGS. 1 to 5 are designated by the same reference numerals and the description thereof will be omitted. Since the clutch mechanism 40 has the same structure as that of the first embodiment, FIGS. 3 to 5 will be referred to when explaining the operation. Lateral link 80 used in this embodiment
Is a composite link including a lateral link main body 82 and a control link 84 that employ a Scott Russell mechanism that is one of the approximate linear motion mechanisms.

One end 82a of the lateral link body 82
Is swingably connected to the vehicle body side member 24, and the other end 82b
Is swingably connected to the right upper portion of the axle beam 20 in the vehicle width direction. A rubber bush having a low rigidity in the vehicle width direction (a vehicle width direction displacement absorbing member) is provided between the outer cylinder and the inner cylinder arranged on the other end portion 82a with their axes oriented in the vehicle longitudinal direction.
It is said that the structure has been interposed.

The control link 84 has one end 84a rotatably connected to a longitudinal midway position of the lateral link body 82 and the other end 84b.
Is connected to the clutch body 50 of the clutch mechanism 40. The connecting structure of the control link 84 and the clutch portion 42 is similar to that of FIG. 2, in that the bracket member 62 protruding toward the vehicle body front side from the opening portion 21 provided in the axle beam 20 is connected to the control link 84 via the ball joint. The structure is such that it is connected to the other end portion 84b.

In the suspension device having the above construction, when the vehicle travels straight, no input in the vehicle width direction is transmitted from the control link 84 to the clutch main body 50. As a result, similar to FIG. 3, the return springs 56 and 58 that restrict the movement of the clutch body 50 cause the friction surfaces 52 of the first friction member 52 and the second friction member 54 that face each other.
Since a and 54a do not contact the friction surfaces 52b and 54b,
The first and second torsion bars 44, 46 are not integrally connected in the twisting direction. As a result, the suspension device has a low torsional rigidity, so that the roll rigidity of the vehicle is set low and the riding comfort is improved.

When the vehicle turns right, the lateral force F ₁ (see FIG. 6) is input to the left wheel 26.
The lateral link body 82 that receives the lateral force F ₁ moves outward in the turning direction (the same direction as the arrow A direction in FIG. 4). Then, the lateral force is input via the bracket 62 and the control link 82 that is connected to the lateral link body 82 at an intermediate position in the longitudinal direction, and the clutch body 50 moves in the axial direction. Then, similarly to FIG. 4, the movement of the clutch main body 50 is stopped in the state where the friction surface 52a and the friction surface 54a are in surface contact with each other. Friction surface 52a and friction surface 54a
The first and second torsion bars 44 and 46 are integrally connected in the twisting direction via the clutch body 50 by the frictional force due to the connection. As a result, when the vehicle turns right, the suspension device has a high torsional rigidity and the roll rigidity of the vehicle is set high.
The geometry of the can be stabilized and the steering stability can be improved.

On the other hand, when the vehicle turns left, which lateral force F ₂ on the right side of the wheel 26 (see FIG. 6) is input, lateral link body 84 which receives the lateral force F ₂ is turning outward Since it moves in the same direction as the arrow B direction in FIG. 5, the clutch main body 50, which is connected to the control link 82 via the bracket member 62, moves in the axial direction.
Then, similarly to FIG. 5, the movement of the clutch main body 50 is stopped in a state where the friction surface 52b and the friction surface 54b are in surface contact with each other.
The first and second torsion bars 44 and 46 are integrally connected in the twisting direction via the clutch body 50 by the frictional force due to the connection between the frictional surfaces 52b and 54b. As a result, when the vehicle makes a left turn, the suspension device has a high torsional rigidity and the roll rigidity of the vehicle is set to be high, so that the geometry of the left and right wheels 26 is stabilized and the steering stability can be improved. .

When the wheel 26 bounces and rebounds, the lateral link body 82 is fixed to the vehicle body side member 24.
Centering on one end 82a connected to the other end 83b
When the control link 84 swings so as to draw a circle having a curvature opposite to that of the lateral link main body 82 and the connecting point (84a), the control link 84 is inserted in the other end 82a of the lateral link main body 82. The left and right displacement of the axle beam 20 is regulated by the bending of the rubber bush having low rigidity in the vehicle width direction, and the wheel 26 in the front view strokes vertically, so that the scuffing can be suppressed and the straightness can be improved in an uneven terrain. And the riding comfort can be significantly improved.

Therefore, in the suspension device of this embodiment, the roll rigidity of the suspension is variable during straight running and during turning, so that the riding comfort during straight running and the steering stability during turning are both compatible. In addition to being able to suppress the scuff during bump rebound, it is possible to greatly improve straightness and riding comfort on rough terrain.

Further, as in the first embodiment, the clutch mechanism 40 is adopted in the suspension device of this embodiment, so that the first and second torsion bars 44, 46 are connected in the twisting direction by a simple mechanism. Alternatively, it is possible to enable a reliable operation of separation.

[0040]

In the suspension device according to the first aspect of the present invention, when the vehicle travels straight, the lateral link does not receive an input in the vehicle width direction, so that the clutch mechanism includes the first torsion member and the second torsion member. The members are not integrally connected in the twisting direction, and the suspension device has low twisting rigidity. As a result, when the vehicle travels straight ahead, the roll rigidity of the vehicle is set low, so that the riding comfort can be improved.

When the vehicle makes a right turn or a left turn, a lateral force is input to the wheels in the opposite direction to the turning side, and this lateral force is applied to the clutch mechanism via the lateral link to the vehicle width. Transmitted as a directional input, the clutch mechanism integrally connects both the first torsion member and the second torsion member in the twisting direction. As a result, when the vehicle turns, the torsion bar can receive the twisting force between the left and right vehicles, and becomes a suspension device with high torsional rigidity, and the roll rigidity of the vehicle is set to a high level. The geometry can be stabilized to improve steering stability. Therefore, the suspension device according to the first aspect makes it possible to improve both the riding comfort during straight running and the high steering stability during turning.

Further, in the suspension device according to the second aspect, when the vehicle travels straight, the control link receives no input in the vehicle width direction, so that the clutch mechanism twists the first torsion member and the second torsion member in the twisting direction. Not integrally connected to. As a result, when traveling straight ahead, the suspension device has a low torsional rigidity, and the roll rigidity of the vehicle is set low, so that the riding comfort can be improved.

When the vehicle makes a right turn or a left turn, a lateral force is input to the wheels in the direction opposite to the turning side, the lateral force is received by the lateral link, and the lateral link is midway in the longitudinal direction. Lateral force is transmitted as an input in the vehicle width direction to the clutch mechanism via the control link that is connected at the position, and the clutch mechanism includes the first torsion member and the second torsion member.
Both of the torsion members are integrally connected in the twisting direction. As a result, in the case of turning, the torsion bar is capable of receiving the torsional force between the left and right vehicles and becomes a suspension device with high torsional rigidity, and the roll rigidity of the vehicle is set high, so that the geometry of the left and right wheels is changed. It is possible to stabilize and improve steering stability.

When the wheel bounces and rebounds, the other end of the lateral link rotates about one end connecting to the vehicle body side member, but the control link centers around the connecting point with the lateral link. While swinging so as to draw a circle with the opposite curvature, the displacement of the axle beam in the vehicle width direction is restricted by the vehicle width direction displacement absorbing member interposed at the other end of the lateral link. It is possible to greatly improve straightness and riding comfort in the car. Therefore, the suspension device according to the second aspect can improve both the riding comfort when traveling straight ahead and the high steering stability when turning, and at the same time, can improve the traveling straightness and riding comfort on rough terrain. it can.

According to the suspension device of the third aspect, when the lateral force is not input to the clutch main body via the lateral link or the control link,
Since the clutch main body is held in the neutral state so that the opposing friction surfaces of the first friction material and the second friction material are separated by a gap by the biasing forces of the pair of return springs, the clutch mechanism includes the first torsion member. The member and the second torsion member can be separated from each other without being integrally connected in the twisting direction, and when a lateral force is input to the clutch body via the lateral link or the control link, the first torsion member and The axial movement of the splined clutch body connects the opposing friction surfaces of the first clutch friction member fixed to the clutch body and the second clutch friction member fixed to the first torsion member. The first through the clutch body
Since the second torsion member and the second torsion member can be integrally connected in the twisting direction, the first and second torsion members can be reliably connected or disconnected in the twisting direction with a simple mechanism.

[Brief description of drawings]

FIG. 1 is a plan view showing a suspension device according to claim 1 of the present invention.

FIG. 2 is a sectional view of an essential part showing a clutch mechanism according to the present invention.

FIG. 3 is a cross-sectional view of essential parts showing a clutch mechanism according to the present invention when the vehicle is traveling straight ahead.

FIG. 4 is a cross-sectional view of essential parts showing a clutch mechanism according to the present invention when the vehicle is turning right.

FIG. 5 is a cross-sectional view of essential parts showing a clutch mechanism according to the present invention when the vehicle is traveling to the left.

FIG. 6 is a plan view showing a suspension device according to claim 2 of the present invention.

FIG. 7 is a perspective view showing a conventional suspension device.

[Explanation of symbols]

 20 Axle Beam 26 Wheels 30, 80 Lateral Link 32, 82b Other End of Lateral Link 40 Clutch Mechanism 44 First Torsion Member (Torsion Bar) 46 Second Torsion Member (Torsion Bar) 50 Clutch Main Body 52 First Friction Member (First) First clutch friction member) 52a, 52b First friction member friction surface 54 Second clutch friction member (second clutch friction member) 54a, 54b Second friction member friction surface 56, 58 Return spring 82 Lateral link body 84 Control link

Claims (3)

[Claims] 1. A torsion bar, which is connected to left and right wheels, extends in the vehicle width direction, and receives a twisting force between the left and right wheels,
In a suspension device comprising a lateral link, one end of which is connected to a vehicle body side member and the other end of which is connected to the torsion bar and which extends in the vehicle width direction. It is composed of a first torsion member and a second torsion member which are divided and arranged on the concentric axis, and between the open end portions of these first and second torsion members,
It is swingably connected to the other end of the lateral link, and both the first and second torsion members are integrally connected in the twisting direction by an input in the vehicle width direction transmitted from the lateral link. A suspension device comprising a clutch mechanism for releasing the connection of the first and second torsion members in the twisting direction when an input in the vehicle width direction is not transmitted. 2. An axle beam that extends in the vehicle width direction and is connected to left and right wheels, and a torsion bar that extends along the axle beam and receives a twisting force between the left and right wheels.
A lateral link, one end of which is connected to the vehicle body side member and the other end of which is connected to the axle beam through a vehicle width direction displacement absorbing member and extends in the vehicle width direction, and an intermediate position in the longitudinal direction of the lateral link. In a suspension device including a control link connecting with the torsion bar, the torsion bar is divided into two in the middle in the vehicle width direction and is provided on a concentric shaft with a first torsion member and a second torsion member. And between the open ends of the first and second torsion members,
The first and second torsion members are swingably connected to the control link, and both the first and second torsion members are integrally connected in the twisting direction by an input in the vehicle width direction transmitted from the control link. A suspension device comprising a clutch mechanism for releasing the connection of the first and second torsion members in the twisting direction when no input is transmitted. 3. The suspension device according to claim 1 or 2, wherein the clutch mechanism is swingably connected to a lateral link or a control link, and is spline-coupled with an open end of the first torsion member to provide the first mechanism. A tubular clutch main body that is disposed so as to be movable along the axial direction of the torsion member, and two friction surfaces that are integrally fixed to the inner peripheral portion of the clutch main body and that face the first torsion member and the second torsion member. Of the first clutch friction member having a pair of friction surfaces that are integrally fixed to the open end of the second torsion member and that face the two friction surfaces of the first clutch friction member, respectively. A second clutch friction member in which the friction surfaces facing each other are connected by the movement in the axial direction; and a friction surface facing the first friction material and the second friction material. A suspension comprising a pair of return springs arranged such that the surfaces of the clutch bodies are spaced apart from each other with a predetermined gap, and the biasing forces of the clutch bodies are opposite to each other in the moving direction. apparatus.