JPS592910A - Rear suspension of automobile - Google Patents
Rear suspension of automobileInfo
- Publication number
- JPS592910A JPS592910A JP11045782A JP11045782A JPS592910A JP S592910 A JPS592910 A JP S592910A JP 11045782 A JP11045782 A JP 11045782A JP 11045782 A JP11045782 A JP 11045782A JP S592910 A JPS592910 A JP S592910A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- vehicle body
- spring unit
- spring
- support member
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
Abstract
Description
【発明の詳細な説明】
本発明は、自動車に装備されるリヤサスペンションに関
し、特にバンプ時にホイールをトーイン変化させるよう
にしたものに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension installed in an automobile, and particularly to one that changes the toe-in of a wheel when bumping.
一般に、自動車のりＡ？サスペンションにおいて、悪路
走行時や旋回走行時等のようにホイールがバンプする場
合、走行安定性を向上させるためには、ホイールを走行
方向に対して内側に向くように１・−イン変化さぜるこ
とが好ましいことは知られている。Generally, car glue A? When a wheel bumps on a suspension, such as when driving on a rough road or when turning, in order to improve driving stability, it is necessary to turn the wheel 1-in so that it points inward in the direction of travel. It is known that it is preferable to
そのため、従来、例えば米国特許第３．７５９゜５４２
号明細書および図面に開示されて−いるように、ホイー
ルを回転自在に支持するホイール支持部材と、各々一端
を車体に揺動自在に支持し、他端を弾性部材を介してホ
イール支持部材の前接部に支持した車体左右方向に平行
に延びる前接２本のラテラルリンクど、ホイール支持部
材の車体前後方向の移動を規制するラジアスリンクとを
備え、上記内う′チラルリンクを、前側ラテラルリンク
と後側ラテラルリンクとの傾斜角が互いに異なるように
配置して、ホイールのバンプ時に前側ラテラルリンクと
ホイール支持部材との連結部を後側ラテラルリンクとホ
イール支持部材との連結部よりも車体内方に大−きく変
位させるようにすることにより、ホイールをトーイン変
化させるようにしたものが提案されている。Therefore, conventionally, for example, U.S. Patent No. 3.759°542
As disclosed in the specification and drawings, there is a wheel support member that rotatably supports the wheel, and one end of each wheel support member is swingably supported on the vehicle body, and the other end is connected to the wheel support member via an elastic member. The two front lateral links supported at the front part and extending parallel to the left and right direction of the vehicle body are equipped with a radius link that restricts the movement of the wheel support member in the front and rear direction of the vehicle body. and the rear lateral link so that the inclination angles are different from each other, so that when the wheel bumps, the connection between the front lateral link and the wheel support member is positioned closer to the inside of the vehicle than the connection between the rear lateral link and the wheel support member. It has been proposed to change the toe-in of the wheel by displacing the wheel largely in the opposite direction.
ところが、自動中のリヤサスペンションの車体内方には
リヤサスペンション部材やディファレンシャルなど種々
の機構９部材が配置されており、そのため、リヤサスペ
ンションの型式やリヤサスペンション周りの構造によっ
ては、スペース上、車体左右方向に延びる前後２本のラ
テラルリンクを傾斜角を異ならせて設けることが困難な
ことがあり、また構造が複雑となって、上述の如きリヤ
サスペンションをそのまま採用できない場合がある。However, nine various mechanical parts such as rear suspension members and differentials are arranged inside the vehicle body of the rear suspension in automatic vehicles, so depending on the model of the rear suspension and the structure around the rear suspension, space may be required to accommodate the left and right sides of the vehicle body. It may be difficult to provide two front and rear lateral links extending in different directions with different inclination angles, and the structure may become complicated, making it impossible to use the above-mentioned rear suspension as is.
そこで、本発明は斯かる点に鑑みてなされたもので、バ
ンプ時、リヤサスペンションにおいてダンパー機能をす
るスプリングユニットのはね反力を利用し、このばね反
力を、ホイールを回転自在に支持するホイール支持部材
に適切に作用せしめて、ホイールをトーイン変化させる
ことにより、既存の構成部材（スプリングユニット）の
利用による簡単な構造によってバンプ時のトーイン効果
この目的を達成するため、一本発明の構成は、ホイール
を回転自在に支持するホイール支持部材と、一端を車体
に揺動自在に支持し、他端を弾性部材を介して上記ホイ
ール支持部材に支持した揺動部材と、上端を車体に、下
端をホイール支持部材に連結したスプリングユニットと
を備え、上記スプリングユニットはホイール支持部材の
−Ｆ下方向仮想回転軸より後方位置において車体外方下
向きに傾斜し゛Ｃ取付けられており、バンプ時に発生す
るスプリングユニットのばね反力の水平外向き分力によ
りホイール支持部材をトーイン方向に回転変位させ、ホ
イールをトーイン変化させるようにしたものである。Therefore, the present invention was made in view of this point, and utilizes the spring reaction force of the spring unit that functions as a damper in the rear suspension when bumping, and uses this spring reaction force to support the wheel in a freely rotatable manner. In order to achieve this object, the toe-in effect at the time of a bump is achieved by a simple structure that utilizes an existing component (spring unit) by appropriately acting on the wheel support member to change the toe-in of the wheel. includes a wheel support member that rotatably supports a wheel, a swinging member that has one end swingably supported on the vehicle body and the other end supported on the wheel support member via an elastic member, and an upper end mounted on the vehicle body; and a spring unit whose lower end is connected to the wheel support member, and the spring unit is installed at a position rearward from the -F downward imaginary rotational axis of the wheel support member and is inclined downwardly to the outside of the vehicle body. The wheel support member is rotationally displaced in the toe-in direction by the horizontal outward component of the spring reaction force of the spring unit, thereby changing the toe-in of the wheel.
以下、本発明の実施例を図面に基づいて詳細に説明する
。Embodiments of the present invention will be described in detail below with reference to the drawings.
第１図および第２図は本発明をセミトレーリング式リヤ
サスペンションに適用した第１実施例を示し、左後輪側
のリヤサスペンションを示している。１はホイール、２
はホイール１を回転自在に支持するホイール支持部材と
してのホイールハブである。また、３はほぼ車体前後方
向に延びる揺動部材としてのセミトレーリングアームで
あって、該セミトレーリングアーム３の一端すなわち二
叉状の前端は弾性体ブツシュ４．４を介して車体に上下
方向に揺動自在に支持されており、一方、他端（後端）
は、上記ホイールハブ２をほぼ車体方。1 and 2 show a first embodiment in which the present invention is applied to a semi-trailing type rear suspension, and show the rear suspension on the left rear wheel side. 1 is the wheel, 2
is a wheel hub as a wheel support member that rotatably supports the wheel 1. Reference numeral 3 denotes a semi-trailing arm as a swinging member that extends substantially in the front-rear direction of the vehicle body, and one end of the semi-trailing arm 3, that is, the fork-shaped front end, is connected vertically to the vehicle body via an elastic bushing 4.4. It is supported so that it can swing freely in the direction, and one end (rear end)
The above wheel hub 2 is approximately facing the vehicle body.
向に貫通する支軸５の各前後軸端部に回転自在に嵌合す
る弾性部材としての弾性体ブツシュ６．６を介して該ホ
イールハブ２に回動自在に弾性的に支持されている。さ
らに、７はぼぼ上下方向に配設されたショックアブソー
バで、該ショックアブソーバ７の上端は車体に、下端は
ホイールハブ２にそれぞれ連結されている。また、８は
ほぼ上下方向に配設されたコイルスプリングよりなるス
プリングユニットで、該スプリングユニット８の上端は
車体に、下端はホイールハブ２にそれぞれ連結されてい
る。The wheel hub 2 is rotatably and elastically supported by the wheel hub 2 via elastic bushings 6.6, which are elastic members rotatably fitted to the respective front and rear shaft ends of the support shaft 5 that penetrates in the direction. Furthermore, 7 is a shock absorber arranged substantially in the vertical direction, and the upper end of the shock absorber 7 is connected to the vehicle body, and the lower end is connected to the wheel hub 2, respectively. Further, reference numeral 8 denotes a spring unit consisting of a coil spring arranged substantially in the vertical direction, and the upper end of the spring unit 8 is connected to the vehicle body, and the lower end is connected to the wheel hub 2, respectively.
そして、本発明の特徴として、上記ホイールハブ２にお
けるホイール中心軸を含み垂直面と直行する面内を回転
する上下方向仮想回転軸Ｐに対して、上記スプリングユ
ニット８は、該ホイールハブ２の上下方向仮想回転軸Ｐ
よりも後方位置で連結され、かつ車体側から斜め外方下
向きに傾斜してホイールハブ２に取付けられている。Further, as a feature of the present invention, the spring unit 8 is arranged in the upper and lower directions of the wheel hub 2 with respect to the vertical virtual rotation axis P that includes the wheel center axis of the wheel hub 2 and rotates in a plane perpendicular to the vertical plane. Direction virtual rotation axis P
The wheel hub 2 is connected to the wheel hub 2 at a rearward position, and is attached to the wheel hub 2 so as to be inclined diagonally outward and downward from the vehicle body side.
したがって、上記第１実施例においては、ホイール１の
バンプ時、セミトレーリングアーム３はその車体との連
結部（弾性体ブツシュ４．４）を回動中心として回動し
、それに伴って該セミトレーリングアーム３の後端に連
結されたホイールハブ２は上方に揺動する。その際、こ
のバンプ荷重に対してその反力として、スプリングユニ
ット８に外方下向きのばね反力が発生し、このばね反力
はホイールハブ２の上下方向仮想回転軸Ｐより後方位置
に作用Ｊることになる。そのことにより、ホイールハブ
２は、上記ばね反力のうちの水平外向きの分力によって
、上記仮想回転＠Ｐを中心としてトーイン方向（図で時
計方向）に回転変位し、ホイール１がトーイン変化する
ことになり、走行安定性を向上させることができる。よ
って、このようなバンプ時におけるトーイン効果を、既
存のスプリングユニット８のはね反力の水平外向き分力
の利用により、簡単な構造でもって有効にかつ確実に得
ることができる。Therefore, in the first embodiment, when the wheel 1 bumps, the semi-trailing arm 3 rotates around the connecting portion (elastic bushing 4.4) with the vehicle body, and accordingly The wheel hub 2 connected to the rear end of the trailing arm 3 swings upward. At this time, an outward downward spring reaction force is generated in the spring unit 8 as a reaction force against this bump load, and this spring reaction force acts at a position backward from the vertical virtual rotation axis P of the wheel hub 2 J. That will happen. As a result, the wheel hub 2 is rotationally displaced in the toe-in direction (clockwise in the figure) around the virtual rotation @P due to the horizontally outward component of the spring reaction force, and the wheel 1 changes toe-in. As a result, driving stability can be improved. Therefore, such a toe-in effect at the time of a bump can be effectively and reliably obtained with a simple structure by utilizing the horizontal outward component of the spring reaction force of the existing spring unit 8.
第３図および第４図は本発明をストラット式リヤサスペ
ンションに適用した第２実施例を示し、１０はホイール
１１を回転自在に支持するホイール支持部材としてのホ
イールハブ、１２および１３は車体左右方向に延びる揺
動部材としての前後２木の２リンク式サスペンションア
ームであって、該両サスペンションアーム１２，１３の
長さはほぼ等しく設けられているとともに、前側サスペ
ンションアーム１２は中休後方外向きに傾斜し、後側サ
スペンションアーム１３は車体前方外向きに傾斜り”る
ように配置されている。該各ザスペンションアーム１２
．１３の基端部はそれぞれ車体前後方向にほぼ平行な軸
心を有する弾性体ブツシュ１４．１５を介しＣ重体１６
に上下方向に揺動自在に支持されている一方、先端部は
それぞれ車体前後方向にほぼ平行な軸心を有する弾性部
材としての弾性体ブツシュ１７．１８を介して上記ホイ
ールハブ１０の前後部に回動自在に弾性的に支持されて
いる。また、１９は中休前後り向に延びホイール１１に
加わる車体前後方向の力をその゛長さ方向に受けて分担
するラジアスリンクとしてのトレーリングリンクであっ
て、該１−レーリングリンク１９の前端は車体１６に、
後端はホイールハブ１０の下部にそれぞれ車体左右方向
にほぼ平行な軸心を有する弾性体ブツシュ２０．２１を
介し−（。3 and 4 show a second embodiment in which the present invention is applied to a strut-type rear suspension, in which 10 is a wheel hub as a wheel support member that rotatably supports a wheel 11, and 12 and 13 are in the left-right direction of the vehicle body. It is a two-link type suspension arm with two trees at the front and the rear as a swinging member extending from the front to the rear, and the lengths of both the suspension arms 12 and 13 are approximately equal, and the front suspension arm 12 is arranged so that the front suspension arm 12 faces outward at the rear of the middle suspension arm. The rear suspension arm 13 is arranged so as to be inclined outward toward the front of the vehicle body.
．． The base end portions of C heavy bodies 16 and 13 are connected to C heavy bodies 16 through elastic bushings 14 and 15, each having an axis substantially parallel to the longitudinal direction of the vehicle body.
The distal end portions are respectively supported on the front and rear portions of the wheel hub 10 via elastic bushings 17 and 18 as elastic members having axes substantially parallel to the longitudinal direction of the vehicle body. It is rotatably supported elastically. Further, reference numeral 19 denotes a trailing link as a radius link which extends in the longitudinal direction before and after mid-rest and receives and shares the force applied to the wheel 11 in the longitudinal direction of the vehicle body, and the 1-railing link 19 The front end is attached to the vehicle body 16,
The rear end is connected to the lower part of the wheel hub 10 through elastic bushings 20 and 21, each having an axis substantially parallel to the left-right direction of the vehicle body.
回動自在に弾性的に連結されている。さらに、２２はほ
ぼ上下方向に延びるショックアゾソーバよりなるストラ
ットであって、該ストラッ１−２２の−し端は車体に、
下端はホイールハブ１０にそれぞれ連結されており、ま
た２３はほぼ上下方向に延びるコイルスプリングにりな
るスプリング二Ｌニットであって、同じく該スプリング
ユニット２３の１一端は車体に、下端はホイールハブ１
０にそれぞれ連結されている。Rotatably and elastically connected. Furthermore, 22 is a strut made of a shock azo bar extending substantially in the vertical direction, and the lower end of the strut 1-22 is attached to the vehicle body.
The lower ends are respectively connected to the wheel hub 10, and 23 is a spring 2L unit which is a coil spring extending in the vertical direction. Similarly, one end of the spring unit 23 is connected to the vehicle body, and the lower end is connected to the wheel hub 1.
0 respectively.
そして、上記ホイールハブ１０におｔ）るホイール中心
軸を含み垂直面と直交する面内を回転づる上下方向仮想
回転軸Ｐ （前後サスペンションアーム１２．１３の延
長交点を通る軸）に対して、上記スプリングユニット２
３蚤よ車体爾後方向のオフセット量ｅ１をもって後方位
置で連結されているとともに、車体側から斜め外方下向
きに傾斜して取、付けられている。また、上記スプリン
グユニット２３は、ホイールハブ１０におけるホイール
中心軸を含む垂直面内を回転する水平回転軸Ｑ（前後サ
スペンションアーム１２．１３とホイールハブ１０との
各連結部を結ぶ車体前後方向の軸）よりもオフセットｌ
ｅ２ 牽もって車体左も方向内側位置で連結されてい
る。Then, with respect to a vertical virtual rotation axis P (an axis passing through the extension intersection of the front and rear suspension arms 12.13) that rotates in a plane perpendicular to the vertical plane including the wheel center axis located in the wheel hub 10, Above spring unit 2
3. They are connected at a rear position with an offset amount e1 in the rearward direction of the vehicle body, and are installed so as to be inclined diagonally outward and downward from the vehicle body side. Further, the spring unit 23 is connected to a horizontal rotation axis Q (an axis in the longitudinal direction of the vehicle body that connects each connecting portion between the front and rear suspension arms 12, 13 and the wheel hub 10), which rotates in a vertical plane including the wheel center axis of the wheel hub 10. ) than offset l
e2 The left side of the vehicle body is also connected at the inside position.
したがって、本例においても、バンプ時、ホイールハブ
１０が前後サスペンションアーム１２゜１３を介して上
方に揺動する際、スプリングユニット２３の外方下向き
のはね反力Ｓがホイールハブ１０に対しその上下方向仮
想回転軸Ｐ′より後方位置に作用して、該ばね反力Ｓの
水平外向き分力Ｓ１によりホイールハブ１０をトーイン
方向に回転させるモーメント力が生じるので、ホイール
１１がトーイン変化し、上記第１実施例と同様に簡単な
構造でもって走行衣定性を向上できる。Therefore, in this example as well, when the wheel hub 10 swings upward via the front and rear suspension arms 12 and 13 during a bump, the outward and downward spring reaction force S of the spring unit 23 is applied to the wheel hub 10. Acting at a position rearward from the vertical virtual rotation axis P', the horizontal outward component S1 of the spring reaction force S generates a moment force that rotates the wheel hub 10 in the toe-in direction, so the wheel 11 changes in toe-in. Similar to the first embodiment, the running stability can be improved with a simple structure.
しかも、この場合、スプリングユニット２３のばね反力
Ｓがホイールハブ１０の水平回転軸゛Ｑより車体内方位
置に作用するので、該ばね反力Ｓの垂直下向き分力Ｓ、
によりホイールハブ１０を水平回転軸Ｑを中心としてキ
ャンバ方向く第４図で時削方向）に回転させるモーメン
ト力として作用することにより、ホイール１１をキャン
バ変化させることができ、より一層走行安定性を向上さ
せることができる。Moreover, in this case, since the spring reaction force S of the spring unit 23 acts on a position inside the vehicle body from the horizontal rotation axis Q of the wheel hub 10, the vertical downward component S of the spring reaction force S,
By acting as a moment force that rotates the wheel hub 10 around the horizontal rotation axis Q in the camber direction (in the cutting direction in Fig. 4), the camber of the wheel 11 can be changed, further improving running stability. can be improved.
尚、本発明は上記実施例に限定されるものではなく、そ
の他種々の変″形例をも包含づるものである。例えば、
上記実施例の如きしミトレーリング式、ストラット式リ
ヤサスペンションの他に、ウイッシ］ボン式などの各種
ダブルリンク式あるいは各神スイングアーム式のリヤサ
スペンションに対しても適用できるものである。例えば
ライツユボン式の場合、車体左右方向に延びる上下２木
のアームが本発明における揺動部材を構成し、該両アー
ムの先端部を弾性部材を介しｔホイール支持部材に支持
し、かつ該ホイール支持部材にスプリングユニットをホ
イール支持部材の°上下方向仮想回転軸より後方位置で
車体外方下向きに傾斜させて取付ければよい。It should be noted that the present invention is not limited to the above-mentioned embodiments, but also includes various other modifications.For example,
In addition to the trailing type and strut type rear suspensions as in the above-mentioned embodiments, the present invention can also be applied to various types of double link type rear suspensions such as the Wissbon type or various swing arm type rear suspensions. For example, in the case of the Lite Yubon type, two upper and lower arms extending in the left-right direction of the vehicle constitute the swinging member in the present invention, and the tips of both arms are supported by a T-wheel support member via an elastic member, and the wheel support The spring unit may be attached to the member at a position rearward from the imaginary rotational axis in the vertical direction of the wheel support member and inclined downwardly outward from the vehicle body.
以上説明したように、本発明によれば、ホイールを回転
自在に支持するホイール支持部材と一端を中休に揺動自
在に支持した揺動部材とを弾性部材−を介して接続し１
．該ホイール支持部材に、上端を車体に連結したスプリ
ングユニットの下端を、ホイール支持部材の上下方向仮
想回転軸より後方位置でかつ車体外方下向きに傾斜させ
て取付けると、９いう間中な構造によ”す、バンプ時、
上記スプリングユニットのばね反力の水平外向き分力に
よってホイールをトーイン変化させることができるので
、既存のスプリングユニットのばね反力の利用によりバ
ンプ時のトーイン効果を有効かつ確実に実用でき、走行
安定性の向上並びに構造の簡略化に大いに寄与し、容易
に実施可能であるなど実用上清れた効果を奏するもので
ある。As explained above, according to the present invention, the wheel support member that rotatably supports the wheel and the swinging member that swingably supports the wheel with one end resting are connected via the elastic member.
．． When the lower end of the spring unit, whose upper end is connected to the vehicle body, is attached to the wheel support member at a position rearward from the vertical virtual axis of rotation of the wheel support member and inclined downwardly to the outside of the vehicle body, an intermediate structure is obtained. Yo, when you bump,
Since it is possible to change the wheel toe-in by the horizontal outward component of the spring reaction force of the above spring unit, by using the spring reaction force of the existing spring unit, the toe-in effect at the time of bumps can be effectively and reliably put to practical use, resulting in stable driving. This greatly contributes to improving the performance and simplifying the structure, and it is easy to implement and has excellent practical effects.
図面は本発明の実施例を例示し、第１図および第２図は
それぞれ第１実施例を示づ斜め後りから見た斜視図およ
び平面図、第３図および第４゛図はそれぞれ第２実施例
を示づ平面図および後方から見た立面図である。The drawings illustrate an embodiment of the present invention, and FIGS. 1 and 2 are a perspective view and a plan view of the first embodiment, respectively, and FIGS. 3 and 4 are respectively a perspective view and a plan view of the first embodiment. FIG. 2 is a plan view and an elevational view seen from the rear, showing two embodiments.
１・・・小イー、ル、２・・・ホイールハブ、６・・・
弾性体２ブツシユ、８・・・スプリングユニット、１０
・・・ホイールハブ、１２．１３・・・ザスペンション
アーム、１６・・・車７体、１７．１８・・・弾性体ブ
ツシュ、２３・・・スプリングユニット、Ｐ、Ｐ′・・
・上下方向仮想回転軸。1... Small E, Le, 2... Wheel hub, 6...
Elastic body 2 bushings, 8... Spring unit, 10
...Wheel hub, 12.13...The suspension arm, 16...7 cars, 17.18...Elastic bushing, 23...Spring unit, P, P'...
・Vertical virtual rotation axis.
Claims (1)
材と、一端を車体に揺動自在に支持し、他端を弾性部材
を介して上記ホイール支持部材に支持した揺動部材と、
上端を車体に、下端をホイール支持部材に連結したスプ
リングユニットとを備え、上記スプリングユニットはホ
イール支持部材の上下方向仮想回転軸より後方位置にお
いて車体外方下向きに傾斜して取付けられており、バン
プ時に上記スプリングユニットのばね反力の水平外向き
分力によりホイールをトーイン変化させるように構成し
たことを特徴とする自動車のリヤサスペンション。(1) A wheel support member that rotatably supports a wheel; a swinging member that has one end swingably supported on the vehicle body and the other end supported on the wheel support member via an elastic member;
and a spring unit whose upper end is connected to the vehicle body and whose lower end is connected to the wheel support member, and the spring unit is installed at a position rearward from the vertical virtual axis of rotation of the wheel support member and inclined downwardly outward from the vehicle body, and the spring unit is installed at a position rearward from the vertical virtual axis of rotation of the wheel support member, and is inclined downwardly to the outside of the vehicle body. A rear suspension for an automobile, characterized in that the rear suspension for an automobile is configured to change the toe-in of a wheel by a horizontally outward component of the spring reaction force of the spring unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11045782A JPS592910A (en) | 1982-06-26 | 1982-06-26 | Rear suspension of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11045782A JPS592910A (en) | 1982-06-26 | 1982-06-26 | Rear suspension of automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS592910A true JPS592910A (en) | 1984-01-09 |
| JPS629043B2 JPS629043B2 (en) | 1987-02-26 |
Family
ID=14536187
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11045782A Granted JPS592910A (en) | 1982-06-26 | 1982-06-26 | Rear suspension of automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS592910A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61139504A (en) * | 1984-12-11 | 1986-06-26 | Suzuki Motor Co Ltd | Rear wheel suspension device for car |
| KR20010074397A (en) * | 2000-01-25 | 2001-08-04 | 밍 루 | Structure for installing shock absorber |
| FR2832097A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot |
| FR2832100A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot and helical suspension spring |
| KR100986072B1 (en) * | 2008-06-25 | 2010-10-07 | 현대자동차주식회사 | Coupled torsion beam axle suspension of a vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4891613U (en) * | 1972-02-03 | 1973-11-02 |
-
1982
- 1982-06-26 JP JP11045782A patent/JPS592910A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4891613U (en) * | 1972-02-03 | 1973-11-02 |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61139504A (en) * | 1984-12-11 | 1986-06-26 | Suzuki Motor Co Ltd | Rear wheel suspension device for car |
| KR20010074397A (en) * | 2000-01-25 | 2001-08-04 | 밍 루 | Structure for installing shock absorber |
| FR2832097A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot |
| FR2832100A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot and helical suspension spring |
| KR100986072B1 (en) * | 2008-06-25 | 2010-10-07 | 현대자동차주식회사 | Coupled torsion beam axle suspension of a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS629043B2 (en) | 1987-02-26 |
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