JPH11301229A - Rear suspension device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rear suspension device excellent in a layout and suspension performance. SOLUTION: In a vehicle rear suspension device equipped with one vertically oscillating lateral link member 15: one end of which is rotatably fitted to a wheel carrier 19, and also another end is rotatably fitted to a vehicle body side to be extended in a vehicle width direction, and a vertically oscillating radius arm member 17: the front edge of which is rotatably fitted to the vehicle body side, and the rear end is rotatably fitted around one axial line (n) to the front side of the carrier 19, the axial line (n) is set with a relative angle θto a line (m) directly extending to the rotating shafts in both the ends of, the link member 15, so that the axial line (n) can cross at least one side of vehicle body lengthwise or vertical directions, to widen the interval on the vehicle width direction outer side to the vehicle body front or upper sides.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle rear suspension device.

[0002]

2. Description of the Related Art As a conventional vehicle rear suspension device, there is, for example, one shown in FIG. 19 described in Japanese Patent Application Laid-Open No. Sho 62-105709 and FIG. FIG. 21 described in the official gazette, and FIG. 22 attached as a supplement thereto, and FIG. 2 described in JP-A-61-235208
3 is shown.

[0003]

The first conventional example shown in FIG. 19 is a so-called parallel link type strut suspension device. In this suspension device, referring also to FIG. 20, the front and rear lateral link members 5 and 7 are arranged at predetermined spans in front and rear of the drive shaft 3 in order to define the toe angle and the camber angle of the rear wheel 1. I needed to. For this reason, a space for placing the components such as the fuel tank 9, muffler (not shown), and spare tire pan 11 which is desired to be disposed near the rear wheel 1 is used, and the space 13 under the floor cannot be used effectively. Was.

In the second conventional example shown in FIG. 21, a toe angle is defined by a single radial link member 15 and a radius arm member 17 extending forward and backward, so that the space below the floor is different from that of the first conventional example. Can be effectively utilized.

However, since the length of the lateral link member 15 is limited due to the layout of the vehicle, it is apparent from FIG. 22 that the wheel support 19 is moved with the stroke of the vehicle body toward the bound and rebound sides. Is attached to the lateral link member 15 at the position B 'on the inner side in the vehicle width direction. For this reason, the wheel support 1
Numeral 9 is pulled in the vehicle width direction together with the radius arm member 17 while changing the toe angle in the toe-out direction. As a result, a change in the toe angle of the rear wheel 1 due to the stroke has a characteristic of changing to the toe-out side on the bound side and the rebound side.

According to the characteristics of the second conventional example, the so-called roll steer is in the oversteer direction, so that the driver's steering response, the straightness of the vehicle, and the directional stability are ensured by the driver. It was labor intensive. Also, when the attitude of the suspension changes due to a change in the number of occupants or the presence or absence of luggage, the toe angle also changes. That is, the steering responsiveness and the directional stability of the vehicle change depending on the attitude of the vehicle, causing the same problem.

In the third conventional example shown in FIG. 23, the front end side of the radius arm member 17 and the inner end side of the lateral link member 5 are connected by an auxiliary link 21, and the elastic bush 23 at the inner end of the lateral link member 5 is formed. The axis is inclined. When the braking force F acts on the rear wheel 1, the rear wheel 1 can be tilted toward the toe-in side by the inclination of the auxiliary link 21 and the elastic bush 23.

However, this example has the same problem as the first conventional example in terms of the effective use of the underfloor space due to the presence of the lateral link members 5, 7 and the auxiliary link 21.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle rear suspension device which is excellent in performance such as steering response and running stability of a vehicle and is excellent in layout.

[0010]

According to a first aspect of the present invention, there is provided a wheel support for rotatably supporting a wheel, and an upper support member for supporting an upper portion of the wheel support so as to be vertically movable with respect to a vehicle body. One end is rotatably mounted on the wheel support, the other end is rotatably mounted on the vehicle body side, and extends vertically in the vehicle width direction. A rear suspension device for a vehicle, comprising: a radial arm member rotatably mounted on a side of the vehicle, a rear end rotatably mounted on a wheel support around one axis in a vehicle width direction, and a vertically swingable radial arm member. The one axis is at least one of a vehicle width direction outer side and a vehicle width direction outer side and a vehicle width direction outer side and a vehicle upper side with respect to a line that passes through a substantially center of both ends of the lateral link member and is orthogonal to a rotation axis of the both ends. Wide spacing Characterized in that it is set with a relative angle so that.

According to a second aspect of the present invention, there is provided the vehicle rear suspension device according to the first aspect, wherein the one axis is
The lateral link member is set to have a relative angle with respect to a line passing through a substantially center of both ends of the lateral link member and perpendicular to a rotation axis of the both ends in a vehicle width direction outer side and a forward direction of the vehicle body so as to be widened. I do.

According to a third aspect of the present invention, there is provided the rear suspension device for a vehicle according to the first aspect, wherein the one axis is
The lateral link member is set to have a relative angle with respect to a line passing through a substantially center of both ends of the lateral link member and being perpendicular to a rotation axis of the both ends in a vehicle width direction outer side and a vehicle body upper side. .

According to a fourth aspect of the present invention, there is provided the rear suspension device for a vehicle according to any one of the first to third aspects, wherein the relative angle is θ, the length of the lateral link member is L1, and the suspension stroke is L1. S, a length of a perpendicular line dropped from the attachment point on the vehicle body side of the radius arm member to the one axis in a vehicle body plan view is L2, and one end of the lateral link member is drawn inward in the vehicle width direction during a suspension stroke. When the amount is Δ1 and the amount of relative displacement in the vehicle width direction during suspension stroke of both ends of the radius link member is Δ2, θ satisfies the following relational expression.

△ 1 = L1 (1−COS∂1) sin∂1 = S / L1 22 = L2 (1−COS∂2) sin∂2 = S / L2 Δ1 ≦ Δ2sinθ The invention of claim 5 is claimed. Item 5. The rear suspension device for a vehicle according to any one of Items 1 to 4, wherein a rear end of the radius arm member is spaced apart along the one axis.
The elastic bush is attached to the wheel support by a plurality of elastic bushes, and each of the elastic bushes is set to have a low rigidity in the axial direction and a high rigidity in the orthogonal direction.

According to a sixth aspect of the present invention, in the rear suspension device for a vehicle according to any one of the first to fourth aspects, the rear end of the radius arm member allows only rotation about the one axis. It is characterized by being attached to the wheel support by a bearing member.

According to a seventh aspect of the present invention, there is provided the rear suspension device for a vehicle according to any one of the first to fourth aspects, wherein a rear end of the radius arm member is separated by at least two portions along the one axis. It is characterized by being attached to the wheel support by means of spherical bearings.

According to an eighth aspect of the present invention, there is provided the rear suspension device for a vehicle according to any one of the first to fourth aspects, wherein a rear end of the radius arm member is separated from the vehicle width along the one axis. A spherical bearing on the outside in the direction and an elastic bush on the same side are attached to the wheel support, and the elastic bush has a low rigidity in the one axial direction and a high rigidity in the orthogonal direction. It is characterized by having.

According to a ninth aspect of the present invention, there is provided the rear suspension device for a vehicle according to the eighth aspect, wherein a line connecting a mounting point of the radius arm member on the vehicle body side and a center point of the spherical bearing and both ends of the lateral link member. Are arranged at the intersections with the lines perpendicular to the rotation axes at both ends through the substantially center of the vehicle outside the wheel center plane in the vehicle width direction.

According to a tenth aspect of the present invention, there is provided a rear suspension device for a vehicle according to any one of the first to fourth aspects,
The rear end of the radius arm member is attached to the wheel support with one elastic bush,
The rigidity in the one axis direction is set to be low, the rigidity in the orthogonal direction is set to be high, the torsional rigidity around the axis is set to be low, and the rigidity in the direction of twisting the axis is set to be high.

An eleventh aspect of the present invention is the rear suspension device for a vehicle according to any one of the first to tenth aspects, wherein the lower part of the upper support member is rigidly connected to the wheel support member, and the upper support member has an upper part. Is a strut member attached to the vehicle body side.

According to a twelfth aspect of the present invention, in the rear suspension device for a vehicle according to any one of the first to tenth aspects, the upper support member is an A-arm member having an A-shape. The front end side of the member is rotatably connected to the wheel support, and the base end side is rotatably connected to the vehicle body side so as to be vertically swingable.

[0022]

According to the first aspect of the present invention, when at least the wheel strokes upward, the radius arm member rotates about one axis and swings downward with respect to the axle support, thereby causing one axis to move. The attachment point between the radius arm member and the wheel support is drawn inward in the vehicle width direction by the relative angle between the radial link member and the line of the lateral link member, so that the movement of the wheel in the toe-out direction can be restricted. Therefore, steering responsiveness and running stability can be ensured without the effort of the driver. In addition, since the number of the lateral link members is one, the space under the floor can be effectively used, the fuel tank can be enlarged, and the muffler and the like can be arranged without difficulty.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, when the wheel strokes in the vertical direction, the radius arm member rotates around one axis and swings in the vertical direction, and The attachment point of the radius arm member and the wheel support is drawn inward in the vehicle width direction by the relative angle between the axis and the line of the lateral link member, thereby restricting the movement of the wheel in the toe-out direction on both the bound side and the rebound side. Can be. Therefore, steering responsiveness and running stability can be ensured without the effort of the driver.

According to the third aspect of the invention, in addition to the effect of the first aspect, when the wheel strokes upward, the radius arm member rotates about one axis and swings downward with respect to the axle support. The attachment point of the radius arm member and the wheel support is drawn inward in the vehicle width direction by the relative angle between one axis line and the line of the lateral link member, and the movement of the wheel in the toe-out direction can be restricted. . When the wheel strokes downward, the radius arm member rotates around one axis and swings upward, and the relative angle between one axis and the line of the lateral link member causes the radius arm member and the wheel support to move relative to each other. The mounting point moves outward in the vehicle width direction, and the wheel can be directed in the toe-out direction. Therefore, understeer roll steer, which is important for the steering response and stability of the vehicle, can be provided, and the steering response and running stability can be ensured without the effort of the driver.

According to the invention of claim 4, in addition to the effect of the invention of any of claims 1 to 3, the effect can be obtained more accurately by satisfying the relational expression.

According to the fifth aspect of the invention, in addition to the effects of the first aspect, the mounting point of the wheel support with respect to the radius arm member moves inward in the vehicle width direction due to the input of the braking force, By turning the wheels in the toe-in direction in response to the braking input, the stability of the vehicle during braking can be improved.

According to the sixth aspect of the invention, in addition to the effects of the first aspect of the invention, the rigidity in the toe direction of the wheel support and the radius arm member is increased, and the steering response of the vehicle is improved. , The feeling is firmly improved.

According to the seventh aspect of the present invention, in addition to the effects of the first aspect, the rigidity in the toe direction between the wheel support and the radius arm member is increased, and the steering response of the vehicle is improved. , The feeling is firmly improved.

According to the eighth aspect of the invention, in addition to the effects of the first aspect of the invention, the rigidity in the toe direction between the wheel support and the radius arm member is increased, and the steering response of the vehicle is improved. , The feeling is firmly improved.

According to the ninth aspect, in addition to the effects of the first aspect, a toe-in effect at the time of braking can be exhibited. Further, since one of the spherical bearings is used, the toe-direction coupling rigidity between the wheel support and the radius arm member is increased, and the steering response and the sense of stability of the vehicle are improved.

According to the tenth aspect, in addition to the effects of the first aspect, a lightweight and inexpensive configuration can be achieved.

In the eleventh aspect, in addition to the effects of the first aspect, the camber angle and the windup angle can be defined by the strut member.

According to the twelfth aspect of the present invention, in addition to the effects of the first aspect, the camber angle is set to A
The windup angle can be defined by the interaction between the arm member and the radial link member, and the windup angle can be defined by the interaction between the A arm member and the radius arm member.

[0034]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below based on an embodiment shown in the drawings.

(First Embodiment) FIGS. 1 to 11 show a first embodiment of the present invention. FIG. 1 is a schematic perspective view, FIG. 2 is a schematic plan view, and FIG. 3 is a schematic rear view as viewed from the rear of the vehicle body. , FIG. 4 is an enlarged plan view of a main part of a partially cutout, FIGS.
Is a graph showing a toe change, and FIGS. 10 and 11 are action diagrams. Note that components corresponding to those in FIGS. 19 to 23 are denoted by the same reference numerals and will be described, and redundant description will be omitted.
Also, in FIG. 1 and the like, only the left rear wheel side is shown, but the right rear wheel side has the same configuration, and a description thereof will be omitted.

First, as shown in FIGS. 1 to 3, an upper arm portion 1 is provided above a wheel support 19 which rotatably supports the rear wheel 1.
The upper arm 19a is connected to the lower side of the strut member 25 by a bolt nut 27. The upper portion of the strut member 25 is attached to the upper side of the wheel house, not shown. Therefore, the upper portion of the wheel support 19 is supported so as to be vertically movable with respect to the vehicle body by the expansion and contraction of the strut member 25.

The lower portion of the wheel support 19 is connected to the vehicle body by one lateral link member 15 extending in the vehicle width direction. That is, a forked connecting portion 15a is provided at one end of the lateral link member 15, and the connecting portion 15a is provided.
a is vertically rotatably attached to an elastic bush portion 19b provided below the wheel support 19 by a bolt nut 29. The axis of rotation of the coupling portion 15a and the elastic bush portion 19b extends substantially in the vehicle longitudinal direction.

An elastic bush portion 15b is provided at the other end of the one lateral link member 15, and is rotatably attached to a bracket (not shown) on the vehicle body side by a bolt and nut. The rotation axis of the elastic bush portion 15b extends substantially in the vehicle longitudinal direction.

Accordingly, the lateral link member 15 can swing up and down. Note that a lower end of a coil spring 31 shown in a schematic diagram is supported at the center of the lateral link member 15, and an upper end of the coil spring 31 is supported on a vehicle body (not shown).

A front arm 19c is provided at a front portion of the wheel support 19, and a rear portion 17b of a radius arm member 17 is attached to a mounting portion 19d at the front end of the front connecting arm 19c.
Are rotatably mounted. This mounting structure will be described later.

At the front end of the radius arm member 17,
An elastic bush portion 17a is provided, and is rotatably attached to a vehicle body (not shown). Therefore, the radius arm member 17 can swing up and down.

The elastic bush portion 17a has a compliance characteristic in the vehicle front-rear direction, and allows torsional and twisting displacements around its rotation axis. However,
When it is desired to increase the rigidity of the suspension system, this portion may be constituted by a pillow ball or a ball joint as a spherical bearing, and the operation as the suspension device is the same as that of the elastic bush portion.

Rear portion 17b of the radius arm member 17
4 is mounted on the wheel support 19 as shown in FIG. That is, the rear portion 17 of the radius arm member 17
b is bifurcated, and two elastic bushes 33 and 35 are attached. The elastic bushes 33, 35
a, 35a, outer cylinders 33b, 35b, and both cylinders 33a, 3
It is made of rubber 33c, 35c between 3b, 35a, 35b. And the outer cylinder 33 of the elastic bushes 33, 35
b, 35b are rear portions 17b of the radius arm member 17.
And the inner cylinders 33a and 35a are
Bolts 37 and 39 are attached to the mounting portion 19d of the front arm portion 19c.
It is fastened and supported. As a result, the rear portion 17b of the radius arm member 17 is attached to the wheel support 19 by one axis n.
It is mounted so that it can rotate freely.

As shown in FIGS. 2 and 3, one axis line n is substantially perpendicular to a line m passing through the approximate center of both ends of the lateral link member 15 and being orthogonal to the rotation axes at both ends in the vehicle width direction. The relative angles are set so that the distance between the vehicle body and the vehicle body increases toward the outside.

Specifically, when viewed in the plane of FIG. 2, the relative angle θ is set so as to extend outward in the vehicle width direction and toward the front of the vehicle body with respect to a line m perpendicular to the rotation axes at both ends of the lateral link member 15. .

When viewed from the rear of the vehicle body as shown in FIG. 3, one axis n extends outward in the vehicle width direction and above the vehicle body with respect to a line m perpendicular to the rotation axes at both ends of the lateral link member 15. It is set with the relative angle α.

The elastic bushes 33 and 35 have a low rigidity in the direction of one axis n and a high rigidity in the orthogonal direction. Therefore, the elastic bush 3
The rotation of the elastic bushes 33, 35 around the axis n is relatively tolerable because the elasticity of the elastic bushes 33, 35 in the twisting direction is relatively soft. The rigidity in the vertical direction is relatively high and is not allowed. In addition, the bush rigidity in the direction of the axis n is relatively low, and the radius arm member 17 and the wheel support 19 can move relative to each other in the direction of the axis n by an input from the rear wheel 1.

In this rear suspension device, the positioning of the wheel support 19 in the front-rear direction and the toe angle direction is performed by the radius arm 17, and the positioning of the wheel support 19 in the camber angle direction and the windup angle direction is performed by the strut member 25. Here, the lateral positioning of the wheel support 19 is performed by the lateral link member 15.

Next, the operation will be described. As shown in FIG. 5, when the rear wheel 1 vertically strokes, the radius arm member 17 rotates around the axis n with respect to the wheel support 19.
As described above, the axis n is set with the relative angle θ such that the distance between the line m and the line m on the outside in the vehicle width direction increases toward the front side of the vehicle body, so that the swing of the radius arm member 17 is fixed to the wheel support 19. FIG. 5 shows that the vehicle-body-side mounting point A at the front end moves outward in the vehicle width direction as the rear wheel 1 moves toward the bound side and the rebound side.

This is because, when the attachment point B of the lateral link member 15 and the wheel support 19 and the point A are fixed as shown in FIG. 6, the radius arm member 17 and the wheel support 19 are fixed by the bound and rebound strokes. This means that the rear wheel 1 can be directed in the toe-in direction by pulling in the portion (around 19d) in the vehicle width direction. Therefore, the toe-out tendency of the rear wheel 1 on the bound side and the rebound side can be prevented.

As shown in FIG. 7, the relative angle θ is such that the length of the lateral link member is L1, the suspension stroke is S, and one of the lateral link members 15 from the mounting point A of the radius arm member 17 on the vehicle body side. Let L2 be the length of a perpendicular descended from the vehicle body plane view to the axis n, Δ1 be the amount of retraction of one end of the lateral link member 15 inward in the vehicle width direction during a suspension stroke, and the suspension of both ends of the radius link member 17 besides. Assuming that the relative displacement in the vehicle width direction during the stroke is Δ2, θ satisfies the following relational expression.

△ 1 = L1 (1−COS∂1) sin∂1 = S / L1 22 = L2 (1−COS∂2) sin∂2 = S / L2 Δ1 ≦ Δ2sinθ To make the rear wheel the toe-in Is set to Δ1 <Δ2sinθ.

Further, one axis line n is set at a relative angle α such that the space on the outer side in the vehicle width direction with respect to the line m of the lateral link member 15 becomes wider toward the upper side of the vehicle body. When the rear wheel 1 bounces when the wheel support 19 is fixed as described above, the vehicle body-side attachment point A of the radius arm member 17 is displaced downward and outward in the vehicle width direction when viewed from the wheel support 19 and the rear wheel 1 When the wheel 1 rebounds, the point A is displaced upward and inward in the vehicle width direction as viewed from the wheel support 19.

As a result, when the attachment point (point B) of the lateral link member 15 and the wheel support 19 and the point A are fixed, the radius arm member 17 and the wheel support 19 are attached by a bounding stroke. Site (19
(near d) is drawn inward in the vehicle width direction, and the rear wheel 1 is directed in the toe-in direction. In addition, the portion where the radius arm member 17 and the wheel support 19 are attached (around 19d) is pushed outward in the vehicle width direction by the rebound stroke, and the rear wheel 1 can be directed in the toe-out direction.

Accordingly, during cornering traveling, the outer wheel side is in the toe-in direction and the inner wheel side is in the toe-out direction, so that roll steer in the understeer direction, which is important for steering response and stability of the vehicle, can be provided.

FIG. 9 shows a toe change characteristic depending on the arrangement of the axis n. As apparent from FIG. 9, when one axis n is not tilted, the rear wheel 1 shifts non-linearly on both the bound side and the rebound side as shown in FIG. One axis n is viewed in plan (FIG. 2) and rear view (FIG. 3).
When it is tilted, the rear wheel shifts substantially linearly as shown in (b) and (c), and when it is tilted in a plan view, as shown in (b), the rear wheel on both the bound side and the rebound side A change in toe angle of 1 can be made substantially zero, and when tilted in a rear view, a characteristic is obtained in which the bounce side changes to the toe-in side and the rebound side changes to the toe-out side as shown in FIG. You can do it.

In this embodiment, the axis n is inclined in a plan view, and the characteristics of the elastic bushes 33 and 35 are set so that the rigidity is soft in the bush axis direction and high in the bush axis direction. Therefore, when the braking force F as shown in FIG. 10 is input to the rear wheel 1, the wheel support 19 slides inward in the vehicle width direction with respect to the radius arm 17 as indicated by an arrow C, and the rear wheel 1 moves as indicated by an arrow. It is displaced in the toe-in direction like D. Therefore, the effect that the stability of the vehicle at the time of braking can be improved can be obtained.

Further, in this embodiment, since the axis n is inclined in a plan view, considering the equivalent length of the radius arm member 17 in a side view of the vehicle as shown in FIG. 11, the radius arm member 17 which can be actually laid out is considered. Length L1
It can act as a longer equivalent length L2. Therefore, as shown in FIG. 12A, the arc drawn by the wheel center trajectory of the rear wheel 1 has a longer equivalent length L2 compared to (a) in which the length of the radius arm member 17 acts as it is. In the case of (b) of the present embodiment, it can be made more gradual.

Therefore, as shown in FIG. 12 (b), the wheel center when the rear wheel 1 bounces can be moved rearward as shown by the arrow E, and the riding comfort when the vehicle rides over the large projection 41 can be further improved. Can be.

FIGS. 13 to 17 show the radius arm member 17.
14 shows a modified example of attachment of the rear portion 17b to the wheel support 19.

FIG. 13 shows the elastic bush 3.
In this embodiment, ball bearings 43 and 45 are used in place of 3 and 35. The ball bearings 43 and 45
Inner races 43c, 45c and outer races 43d, 45d are mounted between the outer cylinders 43a, 45b, 43b, 45b, and balls 43e, 45e are interposed between the races 43c, 43d, 45c, 45d.

Therefore, in this modification, the radius arm member 17 and the wheel support 19 are not displaced relative to each other in the direction of the axis n, but the other operations are the same as those of the above-described embodiment. Can play. Furthermore, since the rigidity in the toe direction between the radius arm member 17 and the wheel support 19 is increased, the rigidity of the suspension in the toe direction is greatly increased, and there is an effect that the responsiveness and firmness of the vehicle are improved.

In FIG. 14, ball joints 47, 49 are used in place of the elastic bushes 33, 35. That is, a support 19e is provided at the front end of the front arm 19c of the wheel support 19, and the support 19e
A pair of ball studs 47a, 49a are mounted on both left and right sides of the boss by fastening nuts 47b, 49b.

On the other hand, the rear portion 17 of the radius arm member 17
b are provided with socket portions 47c and 49c, and ball studs 47a and 49c are provided in the socket portions 47c and 49c.
The ball portions 47d and 49d of a are resin bearings 47e,
It is caulked via 49e.

Also in FIG. 14, since the radius arm member 17 and the wheel support 19 cannot be displaced relative to each other in the direction of the axis n, substantially the same functions and effects as those shown in FIG. 13 can be obtained. Note that a pillow ball may be used as the spherical bearing.

In FIG. 15, the outer side in the vehicle width direction is a ball joint 47 as a spherical bearing, and the inner side is an elastic bush 35. The forearm 19
c has both a mounting portion 19d and a supporting portion 19e.

Also in this example, the radius arm member 1
Although the wheel 7 and the wheel support 19 cannot be displaced relative to each other in the direction of the axis n, the toe-in effect during braking can be obtained as described with reference to FIG.

That is, as shown in FIG. 16, an imaginary line o connecting the attachment point A of the radius arm member 17 on the vehicle body side to the center point of the ball joint 47 of the wheel support 19 and a line m of the lateral link member 15 are viewed in a plan view of the vehicle. By arranging the intersection point E such that the intersection point E is located outside the wheel center of the rear wheel 1 in the vehicle width direction, the rear wheel 1 is rotated around the point E by the braking force F, and the toe-in effect at the time of braking is exhibited. it can.

Further, since one of the connections between the radius arm member 17 and the wheel support 19 is a pillow ball 47, the rigidity in the toe direction is increased, and the rigidity of the suspension in the toe direction is increased. Also, the effect of improving the responsiveness and firm feeling can be obtained.

FIG. 17 shows an example in which one elastic bush 5 is used.
It is assumed to be 1. That is, the elastic bush 51 is
Rubber 51c is provided between 1a and outer cylinder 51b. A mounting cylinder 19f is provided at the front end of the front arm 19c of the wheel support 19, and the outer cylinder 51b of the elastic bush member 51 is fitted and fixed to the mounting cylinder 19f. The inner cylinder 51a of the elastic bush member 51 is interposed between bracket portions 17d and 17e provided on a rear portion 17b of the radius arm member 17, and the bracket portions 17d and 1e are provided.
7e and a bolt 55 passing through the inner cylinder 51a
Is attached by fastening.

The elastic bush 51 has a low rigidity in the direction of the axis n and a high rigidity in the orthogonal direction, a low torsional rigidity around the axis n, and a high rigidity in the direction of twisting the axis n. I have.

Therefore, in the present embodiment, substantially the same operation and effect can be obtained as when the pair of elastic bushes 33 and 35 are used. Further, in this modified example, by using one elastic bush 51, an inexpensive and lightweight structure can be obtained.

(Second Embodiment) FIG. 18 is a perspective view according to a second embodiment. In this embodiment, an A-arm member 57 having an A-shape is used as the upper support member. The A-arm member 57 is attached via a ball joint 59 to the upper arm portion 19 a whose tip 57 a side faces inward in the vehicle width direction of the wheel support 19. or,
The base ends 57b and 57c of the A arm member 57 are rotatably connected to a vehicle body (not shown) via an elastic bush.
The arm member 57 can swing up and down.

In the first embodiment, the camber angle and the windup angle are defined by the strut members. In this embodiment, the camber angle is defined by the interaction between the A arm member 57 and the lateral link member 15. The windup angle is defined by the interaction between the A arm member 57 and the radius arm member 17. Therefore, in the present embodiment, substantially the same operation and effect as those of the first embodiment can be obtained.

The present invention is not limited to the above embodiment. For example, in the case of a suspension device in which a wheel support and a radius arm member are rotatably mounted only around the axis n and the toe angle of the rear wheel 1 is defined by the action of the radius arm member, the upper support is The member may be configured by two I-type links or the like.
Further, in each of the above embodiments, the example in which the coil spring is mounted on the lateral link member 15 has been described, but the coil spring may be provided at another location. Further, in each of the above-described embodiments, the example of the rear suspension device as the driven wheel has been described.

[Brief description of the drawings]

FIG. 1 is a schematic perspective view according to a first embodiment of the present invention.

FIG. 2 is a schematic plan view according to the first embodiment.

FIG. 3 is a rear view of the first embodiment viewed from the rear of the vehicle.

FIG. 4 is a partially cut-away enlarged plan view of a main part according to the first embodiment.

FIG. 5 is an operation explanatory view of the first embodiment viewed from a plane.

FIG. 6 is an operation explanatory view of the first embodiment viewed from a plane.

FIG. 7 is an operation explanatory view of the first embodiment viewed from a plane.

FIG. 8 is an operation explanatory view of the first embodiment as viewed from the rear of the vehicle.

FIG. 9 is a graph showing a change in toe according to the first embodiment.

FIG. 10 is an operation explanatory diagram according to the first embodiment.

FIG. 11 is an operation explanatory diagram according to the first embodiment.

12A is a graph showing a longitudinal displacement of a wheel center, and FIG. 12B is a diagram showing a situation when the vehicle gets over a protrusion according to the first embodiment.

FIG. 13 is a partially cutaway enlarged plan view according to a modification of the main part of the first embodiment.

FIG. 14 is a partially cutaway enlarged plan view according to a modification of another main part according to the first embodiment.

FIG. 15 is a partially cutaway enlarged plan view showing still another modification of the main part according to the first embodiment.

FIG. 16 is an operation explanatory diagram illustrating a braking toe-in effect of the modification of FIG. 15;

FIG. 17 is a partially cutaway enlarged plan view of still another modification of the main part according to the first embodiment.

FIG. 18 is a perspective view according to a second embodiment.

FIG. 19 is a sectional view according to a first conventional example.

FIG. 20 is a plan view for supplementary explanation.

FIG. 21 is a plan view according to a second conventional example.

FIG. 22 is a plan view for supplementary explanation.

FIG. 23 is a plan view according to a third conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Rear wheel 15 Lateral link member 15a One end 15b Other end 17 Radius arm member 19 Wheel support 19a Upper arm (upper part of wheel support) 25 Strut member (upper support member) 33, 35 Elastic bush 43, 45 Ball bearing (bearing) 47, 49 Ball joint (spherical bearing) 51 Elastic bush 57 A arm member 57a Tip 57b, 57c Base n One axis m line

Claims (12)

[Claims] A wheel support for rotatably supporting a wheel; an upper support member for supporting an upper portion of the wheel support so as to be vertically movable with respect to a vehicle body; and one end rotatably supported by the wheel support. One lateral link member that is attached to the vehicle body, the other end is rotatably mounted on the vehicle body side, and extends in the vehicle width direction and can swing up and down, and the front end is rotatably attached to the vehicle body side, and the rear end is A rear suspension device for a vehicle, comprising: a radius arm member rotatably mounted on a wheel support member around one axis in a vehicle width direction and capable of swinging up and down, wherein the one axis is the lateral link. A relative angle is set so that the distance between a line passing through the approximate center of both ends of the member and a line perpendicular to the rotation shafts at both ends is widened outward in the vehicle width direction and at least one of the front side of the vehicle or the outside in the vehicle width direction and the upper side of the vehicle body. Rear suspension apparatus for a vehicle, characterized by being. 2. The rear suspension device for a vehicle according to claim 1, wherein the one axis passes through a substantially center of both ends of the lateral link member and is perpendicular to a rotation axis of the both ends. A rear suspension device for a vehicle, wherein the rear suspension device is set to have a relative angle so as to be widened outward in a width direction and forward in a vehicle body. 3. The rear suspension device for a vehicle according to claim 1, wherein the one axis passes through a substantially center of both ends of the lateral link member and is perpendicular to a rotation axis of the both ends. A rear suspension device for a vehicle, wherein the rear suspension device is set to have a relative angle so as to widen an interval outward in a width direction and above a vehicle body. 4. The rear suspension device for a vehicle according to claim 1, wherein the relative angle is θ, the length of the lateral link member is L1, the suspension stroke is S, and the radius arm member is set. The length of a perpendicular line dropped from the attachment point on the vehicle body side to the one axis in the vehicle plane view is L2, and the amount of retraction of one end of the lateral link member toward the inside in the vehicle width direction during a suspension stroke is Δ1, A rear suspension device for a vehicle, wherein θ satisfies the following relational expression, where Δ2 is a relative displacement amount in the vehicle width direction at the suspension stroke of both ends of the radius link member. △ 1 = L1 (1−COS∂1) sin∂1 = S / L1 △ 2 = L2 (1−COS∂2) sin∂2 = S / L2 Δ1 ≦ Δ2sinθ 5. The rear suspension device for a vehicle according to claim 1, wherein a rear end of the radius arm member is formed of two elastic bushes separated along the one axis. A rear suspension device for a vehicle, wherein each of the elastic bushes is attached to a wheel support, and has a low rigidity in the one axial direction and a high rigidity in the orthogonal direction. 6. The rear suspension device for a vehicle according to claim 1, wherein a rear end of the radius arm member is a bearing member that allows only rotation about the one axis. A rear suspension device for a vehicle, wherein the rear suspension device is mounted on a support. 7. The rear suspension device for a vehicle according to claim 1, wherein a rear end of the radius arm member is at least two spherical bearings separated along the one axis. A rear suspension device for a vehicle, wherein the rear suspension device is attached to the wheel support. 8. The rear suspension device for a vehicle according to claim 1, wherein a rear end of the radius arm member is a spherical bearing on a vehicle width direction outer side that is separated along the one axis. The elastic bush is attached to the wheel support with an elastic bush on the same inner side, and the elastic bush is set to have a low rigidity in the axial direction and a high rigidity in the orthogonal direction. Rear suspension device of the vehicle to be driven. 9. The rear suspension device for a vehicle according to claim 8, wherein the vehicle passes through a line connecting a mounting point of the radius arm member on the vehicle body side and a center point of the spherical bearing, and substantially a center of both ends of the lateral link member. A vehicle rear suspension apparatus characterized in that the intersection of the both ends with a line perpendicular to the rotation axis is located outside the wheel center plane in the vehicle width direction. 10. The rear suspension device for a vehicle according to claim 1, wherein a rear end of the radius arm member is attached to the wheel support with one elastic bush. Has a low rigidity in the one axial direction,
A rear suspension device for a vehicle, wherein the rigidity in the orthogonal direction is set high, the torsional rigidity around the axis is low, and the rigidity in the direction in which the axis is twisted is set high. 11. The rear suspension device for a vehicle according to claim 1, wherein a lower portion of the upper support member is rigidly connected to the wheel support member, and an upper portion is attached to the vehicle body. A rear suspension device for a vehicle, comprising a strut member provided. 12. The rear suspension device for a vehicle according to claim 1, wherein the upper support member is an A-arm member having an A-shape, and a tip side of the A-arm member is the A-arm member. A rear suspension device for a vehicle, wherein the wheel support is rotatably connected, and the base end is rotatably connected to the vehicle body so as to be able to swing up and down.