JPS5876314A - Rear suspension for car - Google Patents

Abstract

PURPOSE:To improve the position control of a wheel while keeping merits of a semi-trailing arm by supporting a wheel carrier by means of the semi-trailing arm and a control rod. CONSTITUTION:A wheel carrier 4 is attached to a car body by a semitrailing arm 14 and a control rod 16. In this construction, the position control of a wheel can be worked effectively at the time of a toe-change caused by side and front- rear forces and a camber change at bumping. Since a drive shaft 28 is free from the axis force, a uniform-speed joint is available.

Description

[Detailed Description of the Invention] Conventionally, a rear suspension is a swinger five-type suspension, and a seven-way trailing arm whose direction of the vehicle body side mounting axis (C swing axis) is intermediate between the swing axle type and the leading arm type. It is known that Eq. This is an independent suspension that is often used in sporty cars. In addition, the semi-trailing gear type 5 rear suspension has a light unsprung weight, a large anti-type effect, a large degree of freedom in design in terms of maneuverability and stability, and the r′ differential gear and propeller shaft. It also has the advantage of being able to lower the floor because it does not swing. Moreover, this suspension also has the disadvantage of a tendency to F-out due to mechanical force during turning and longitudinal force during braking.
In addition, in order to further increase maneuverability and stability, there is a need to increase the attitude control of one wheel and the degree of freedom of one wheel, such as toe changes due to lateral force and longitudinal force, and subtle camber changes during /l amplifier. With the above-mentioned conventional upper chamber trailing arm, it was structurally impossible to further increase the degree of freedom in controlling the posture of the wheel.

The present invention aims to provide a rear suspension for an automobile that solves the above-mentioned conventional problems, and its structural features include a carrier that rotatably supports the wheel, and a base that connects to the vehicle body. The rear end of the semi-trailing arm is pivoted to the rear end of the carrier by means of a pin that faces approximately in the vertical direction, and the rear end of the semi-trailing arm is pivoted to the rear end of the carrier by means of a pin that faces in the longitudinal direction of the vehicle body. The control rod is pivotally attached to the carrier. With this configuration, the present invention has the advantages of a semi-trailing 5-type rear suspension, and can also perform greater wheel attitude control than the conventional semi-trailing 8-type rear suspension. Moreover, it is possible to use a constant velocity joint on the drive shaft, and it is possible to provide a rear suspension that can also be applied to front-axle drive vehicles.

Embodiments of the present invention will be described below based on the drawings.

The rear suspension 1 is constructed as follows.

The front subframe 8 is arranged in the left and right direction of the vehicle body,
Both ends are fixed to the vehicle body via Ravani mounts.

The semi-trailing arm 14 has a bifurcated arm, each of which has its base 6 pivotally connected to the front subframe 8 via a rubber bush. The rear end portion 10 of the semi-trailing arm 14 is pivotally attached to the carrier 4 by a pin 13 oriented substantially in the vertical direction. The carrier 4 rotatably supports the wheel 2. control rod 16
are arranged in the left-right direction of the vehicle body, and are pivotally connected to the vehicle body at one end and to the carrier 4 at the other end. Both ends of the control rod 16 are attached via rubber lashes, and the rotation axis 15 is E? Ei! It faces towards the front and rear of the vehicle. The leakage part on the carrier side of the control rod 16 is connected to the one-car semi-trailing arm 1 which is rotatably attached to the rear of the carrier 4 located at the rear of the vehicle body at the rotation center of the wheel.
4 are connected by a stabilizer 22. A strut 24 whose upper end is fixed to the vehicle body is constituted by a damper and a spring ring, and whose lower end is rotatably attached to the upper part of the carrier 4 via a shaft. The rear differential case 26 is fixed to the front subframe 8, and is supported by a rear subframe 20, which is rotatably attached to the vehicle body, via a mount rubber. The output shaft of the differential gear is connected to the drive shaft 28 via a constant velocity joint.
and further connected to a wheel 2 rotatably supported by a carrier 4.

As mentioned above, the carrier 4 is configured to be able to rotate in the toe direction via the pin 13 on the semi-trailing arm 4, which eliminates the drawbacks of the semi-trailing arm in which the toe-out changes when turning, at the beginning of a quarter turn, and when braking. Since the problem can be resolved and a toe change can be caused, steering stability is improved.

In addition, since the front part of the semi-trail arm 14 is supported ten-buttock, it tends to be weak against lateral forces. Don't just buckle down too hard.

Although the above embodiment is a rear wheel drive vehicle, the present invention can of course be applied to a rear suspension of a front wheel drive automobile.

[Brief explanation of the drawing]

FIG. 1 is a perspective view of an embodiment of the present invention, and FIG. 2 is a rear view of the embodiment. 1 Rear suspension 2 Wheel 4 Carrier 8 Front side f frame 12 Carrier 13 Pin 16 Control rod 22 Stabilizer 24 Strut 28 Drive shaft patent applicant Toyo Kogyo Co., Ltd. Figure 2 # fFi Jj- Commissioner of the Japan Patent Office Island 1) Spring 3. Relationship with the case of the person making the amendment Applicant name (313) Toyo Kogyo Co., Ltd. 4. Agent 5. Date of amendment order Originator 6゜ (1) Specification page j, line 1/line 72 Correct the configuration 1 so that it is rotatable in the first toe direction of the row to ``a configuration in which the rotation of the shaft of the shipping pin 13 is restricted by the control input.'' (2) At 1 o'clock in the 13th line of the same page of the same book, add ``to cause a tow-in change by an input load that is inward in the left-right direction of the vehicle or backward with respect to the direction of travel of the vehicle.'' (3) Delete " because it can cause a 1 tow change in Hiroyuki, page 1 of the same book. If both m of the tire are supported by the center arm 14 via a T-shaft tool, the camper angle of the tire can be finely adjusted by utilizing changes in the vertical load applied to the tire according to the setting of the hardness of the lash. to add.

Claims (1)

[Claims] l) A carrier that rotatably supports the wheel, a seven-legged trailing arm whose base is pivoted to the vehicle body and whose rear end pivots the carrier by means of a pin that faces approximately in the vertical direction; 1. A rear suspension for an automobile, comprising nine control rods, each end of which is disposed substantially in the longitudinal direction of the vehicle body and is pivotally connected to the vehicle body and the carrier by a round shaft.