JPS6053410A - Rear suspension of car - Google Patents

Rear suspension of car

Info

Publication number
JPS6053410A
JPS6053410A JP16153783A JP16153783A JPS6053410A JP S6053410 A JPS6053410 A JP S6053410A JP 16153783 A JP16153783 A JP 16153783A JP 16153783 A JP16153783 A JP 16153783A JP S6053410 A JPS6053410 A JP S6053410A
Authority
JP
Japan
Prior art keywords
lateral
wheel
vehicle body
support member
car body
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
Application number
JP16153783A
Other languages
Japanese (ja)
Other versions
JPS6248604B2 (en
Inventor
Seita Kanai
金井　誠太
Naoto Takada
直人 高田
Nobuhiro Araki
荒木　伸裕
Tadashi Uto
正 宇戸
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP16153783A priority Critical patent/JPS6053410A/en
Priority to DE88110420T priority patent/DE3486249T2/en
Priority to EP84110400A priority patent/EP0136563B2/en
Priority to DE8484110400T priority patent/DE3480186D1/en
Priority to EP88110420A priority patent/EP0302226B1/en
Publication of JPS6053410A publication Critical patent/JPS6053410A/en
Priority to US07/043,479 priority patent/US4815755A/en
Publication of JPS6248604B2 publication Critical patent/JPS6248604B2/ja
Priority to US07/266,869 priority patent/US4930805A/en
Granted legal-status Critical Current

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
    • 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
    • B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
    • B60G3/285—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring the arm being essentially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/182—Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring

Abstract

PURPOSE:To decrease the axial force imposed upon lateral links by supporting a wheel bearing member with a swing arm extending along the car body and three lateral links extending across the car body and by specifying the receiving point of a wheel cornering force. CONSTITUTION:A swing arm 18 is provided, which is plate-shaped (vertically wide) and extending along the car body and which is fixed, at one end, to the car body via a horizontal transverse shaft 38 in such a manner as to permit free rotation about this shaft and also fixed, at the other end, to a wheel bearing member 12 with a bolt 30. Also the first through third lateral links 20, 22, 24 are provided, each of which is fixed, at one end, to the wheel bearing member 12 via a horizontal shaft extending practically along the car body in such a manner as to permit free rotation about this shaft and also fixed, at the other end, to the car body in the same manner, permitting free rotation. In this case, the fitting point of the second lateral link 22 to the wheel bearing member 12 is set on the upper side than those of the other lateral links 20, 24 so that the receiving point of a wheel 10 cornering force is placed between the two assumed lines L1, L2 which connect the upper fitting point and the lower fitting points.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は自動車のリヤサスペンションの改良に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to improvements in rear suspensions for automobiles.

（従来技術） 自動車の独立式リヤサスペンションとして、従来からト
レーリングアーム式あるいはセミトレーリングアーム式
と呼ばれる方式が知られている。(Prior Art) A system called a trailing arm type or a semi-trailing arm type has been known as an independent rear suspension for automobiles.

このリヤサスペンション方式は、車体前後方向に延びて
前端が」−“上方向揺動自在に１１（体に取イ１けられ
たトレーリングアームを有し、このトレーリングアーム
の後端にホイールハブを支持するためのハブ支持部材が
固着される。また、トレーリングアームの後端部とその
上方の車体との間には、ダンパーが配置される。この方
式のリヤサスペンションは、構造が簡屯で軽量１ヒを可
能にするものであるが、トレーリングアームの横剛性を
十分にｉｎ１めるためには、その所内形状を大ぎくする
とと（）に、車体への取イ」点の横方向間隔を広くとら
ねばならなくなり、トレーリングアームが大きくなって
ｆｆ１ｆｆｌ的に不利である。This rear suspension system has a trailing arm that extends in the front-rear direction of the vehicle and whose front end can swing upwards. A hub support member is fixed to support the trailing arm.A damper is also arranged between the rear end of the trailing arm and the vehicle body above it.This type of rear suspension has a simple structure. However, in order to sufficiently increase the lateral rigidity of the trailing arm, the internal shape of the trailing arm must be made large, and the lateral position of the point on the vehicle body must be The directional spacing must be widened, and the trailing arm becomes large, which is disadvantageous in terms of ff1ffl.

このような問題を解決する構造が実開昭５に−６２２０
５号により提案されている。この提案された構造では、
車体前後方向に延びるトレーリングアームの前端が揺動
可能に車体に取付りられ、ｆ＆端にホイールハブが支持
されるとともに、トレーリングアームの後端部には、−
１−１・に配置ＦＩ：された２本のラテラルリンクの各
外端部が同動部材に結合され、該ラテラルリンクの内端
部は車体に回動自在に結合されている。この形式のリャ
ーリ°スペンジせンは、トレーリングアームの剛性をさ
ほど１０１くする必要がなくなる点で有利であるが、車
輪が１１１体に対しＪ−下方向に運動したばあい、！力
へ・の運動ずなわちバンブ時にも、下方−１の運動ずな
わちリバウンド時にも、車輪にトーアウト方向の動きを
／ｘＬじるｆ頃向があるため、曲線路走行中にオーバー
ステア等の操向不安定をｌＶする。A structure to solve these problems was developed in 1977 by the -6220
It is proposed by No. 5. In this proposed structure,
The front end of a trailing arm extending in the longitudinal direction of the vehicle body is swingably attached to the vehicle body, a wheel hub is supported at the f& end, and a -
The outer ends of the two lateral links arranged at 1-1 are coupled to the co-moving member, and the inner ends of the lateral links are rotatably coupled to the vehicle body. This type of wheel spindle is advantageous in that it is not necessary to increase the rigidity of the trailing arm so much, but if the wheel moves in the J-down direction with respect to the 111 body,! Both when there is a movement toward force (i.e. bump) and when there is downward movement (i.e. rebound), there is a movement in the toe-out direction to the wheels, so oversteer etc. occur when driving on a curved road. The steering instability of is lV.

（本発明の目的） 本発明の目的は、車体前後方向に延びるスイングアーム
と、横ｈ″向に延びるラテラルリンクとを自するリヤサ
スペンションにおいて、車輪の、■二下動に伴なう１・
−アウト傾向を抑制することができ、従って走行安だ牲
をさらに改善することができるとともに、ラテラルリン
クに加わる゛軸力を比較的小さくできるようにすること
である。(Objective of the present invention) The object of the present invention is to provide a rear suspension having a swing arm extending in the front-rear direction of the vehicle body and a lateral link extending in the lateral direction h'', in which
- It is possible to suppress the tendency to go out, thereby further improving running safety, and to make it possible to make the axial force applied to the lateral link relatively small.

（本発明の構成） 本発明は、上記目的を達成するため以下のように構成さ
れる。すなわち本発明は、車体前後方向に延び一１’＋
ｌｉｌが」−上方向揺動可能に車体に取付けられ他端で
車輪支持部材を支持するとともに該車輪支持部材に対し
２前後方向のカ及び車輪同転方向の回転力を伝ｉ仝可能
に構成されたスイングアームと、〜、いに独立して車体
横方向に延びる３本のラテラルリンクを備え、各ラテラ
ルリンクの一端は前記１１（軸支持部材に他■に１は車
体にそれぞれ回転可能に取付けられるとともに、前記車
輪支持部材に対する１本のラテラルリンクの取付点が他
の２本のラテラルリンクの車輪支持部材への取付点より
も十ツノに位置し、前記」一方の取付点と下カの２つの
取付点の各々を結ぶ２本の仮想線の間に車輪のフーナリ
ングフォース着力点が位置するようぼしたことを特徴と
する本発明の々ｆましい態様においては、３本のラテラ
ルリンクの車輪支持部材への取イ＝を点のうぢ、上方の
取付点は車輪中心より上方に、他の２つの取付点は車輪
中心よりト）Ｊに配Ｆ’Ｊ−る。(Configuration of the present invention) In order to achieve the above object, the present invention is configured as follows. That is, the present invention extends in the longitudinal direction of the vehicle body.
lil is attached to the vehicle body so as to be able to swing upwardly, supports a wheel support member at the other end, and is configured to be capable of transmitting force in two longitudinal directions and rotational force in the direction of rotation of the wheel to the wheel support member. and three lateral links that independently extend in the lateral direction of the vehicle body. At the same time, the attachment point of one lateral link to the wheel support member is located 10 points farther than the attachment points of the other two lateral links to the wheel support member, and the one attachment point and the lower In a particularly interesting aspect of the present invention, the wheel's anchoring force application point is located between two imaginary lines connecting each of the two attachment points of the three lateral attachment points. The upper attachment point is located above the wheel center, and the other two attachment points are located above the wheel center.

本発明のこの構成によれば、車輪支持部＋４、し。According to this configuration of the invention, the wheel support portion +4.

たがって車輪の姿勢は、３本のラテラルリンクいよって
規制されることになり、３本のラテラルリンクの配置、
すなわら各々のラテラルリンクの１下方向および前後方
向の佃♀゛１角、長さ、申輪心−持部拐への取付は位置
および該取付位置での横力曲剛性を適当に定めることに
より、車輪のバンプ時リバウンド時および１１（輪に横
力や前後方が作用１゜たときの！１ｉ４倫のトー変化お
よびキャンバ角略化を望ましい傾向に制御することが可
能になる。スイングアームは中休前後り向の力と車輪回
転方向の回転力を伝達できる強度および剛セ１を備えて
いればよく、３本のラテラルリンクによる１１輪の姿勢
制御に対しては拘束を与えないようにする４１４　’３
７がある。このためには、スイングアームの構方向Ｆｉ
ｌｌ性を低くして、バンブ、リバウンド等に際しスイン
グアームが横方向に撓み得るようにするか、あるいはス
イングアームと車輪支持部材とを、垂直軸まわりの回転
偏位または横方向相対偏位が可能なように結合すればよ
い。Therefore, the posture of the wheel is regulated by the three lateral links, and the arrangement of the three lateral links,
In other words, the angle, length, and position of each lateral link in the downward and longitudinal directions, the position of its attachment to the ring center, and the lateral force bending rigidity at the attachment position are determined appropriately. By doing this, it becomes possible to control toe changes and camber angle simplification in a desirable manner when the wheels rebound during bumps and when lateral force or longitudinal force acts on the wheels by 1°. The arm only needs to have enough strength and rigidity to transmit the force in the forward and backward directions and the rotational force in the wheel rotation direction, and does not impose constraints on the attitude control of the 11 wheels by the three lateral links. 414 '3
There are 7. For this purpose, the swing arm configuration direction Fi
The swing arm can be deflected laterally during bumps, rebounds, etc., or the swing arm and the wheel support member can be rotated about a vertical axis or relative to each other laterally. You can combine them like this.

（発明の効果） 本発明によれば、ｔｌｊ体横方向力量びる３本のラテラ
ルリンクを設け、これらラテラルリンクの車体支持部材
への取付点が車体＋ｉｉｉ後方向垂力量内で一直線−１
に並ばないように配置したので、車輪の姿勢はこれらラ
テラルリンクのみにより規制されるようになる。したが
って、スイングアームは比較的小さい１ｖ１面の軽量な
ものとすることができ、サスベンジジンを全体として軽
量に構成できる。(Effects of the Invention) According to the present invention, three lateral links are provided which increase the amount of force in the lateral direction of the body, and the attachment points of these lateral links to the vehicle body support member are aligned in a straight line -1 within the amount of normal force in the rear direction of the vehicle body + iii.
Since the wheels are arranged so that they are not lined up, the attitude of the wheels is regulated only by these lateral links. Therefore, the swing arm can be made relatively small and lightweight, and the suspension can be made lightweight as a whole.

また、３本のラテラルリンクの配置を適当に定めること
により、車輪にヒートｈ゛向の運動を生じたばあい、お
よび車輪に横力やｎｉｌ後方が作用したばあいの車輪の
姿勢変化を望ましい仰向にすることがｎＪ能になり、た
とえばバンプ時またはリバウンド時の車輪の１・−アウ
ト（す１向をす」果的に抑制することができるようにな
る。さらに、本発明のラテラルリンク取付点の配置によ
れば、車輪に横力が作用したとき、上方に取付点を有す
るラテラルリンクに生じる応力は、他の２木のラテラル
リンクに生じる応力とは反対符号になり、その結果、３
木のラテラルリンクに律しる応力レベルを全体として低
くすることができる。In addition, by appropriately determining the arrangement of the three lateral links, it is possible to achieve desirable changes in the attitude of the wheel when motion occurs in the heat direction of the wheel, or when a lateral force or nil rearward force is applied to the wheel. For example, the lateral link installation of the present invention makes it possible to effectively suppress the wheel from moving in one direction during a bump or rebound. According to the arrangement of the points, when a lateral force is applied to the wheel, the stress generated in the lateral link with the attachment point above has the opposite sign to the stress generated in the other two lateral links, and as a result, 3
The overall stress level imposed on the lateral links of the tree can be lowered.

（実施例の説明） 第１図ないし第４図を参１１μすれば、車輪１（１（よ
車輪支持部材１２に回転自在に支持され、サスペンショ
ン装置１４を介して車体１６に連結されている。サスペ
ンシロン装Ｗｉ　４は、スイングアーム１８、第１ラテ
ラルリンク２０、第２ラテーｊルリンク２２、第３ラテ
ラルリンク２４及びショックアブソーバ２Ｇとから構成
されている。スイングアーム１８は、上下に中広の板形
状で車体ｎｉｌ　ｆｓ力力量延び、前端はスイングアー
ム１８に固着されたゴムブツシュ３９と該ゴムブツシュ
を貫通するボルト３８により車体主フレーム２８に設け
たブラケット２９に車体横方向の水平軸まわりに回動口
Ｊ能に取付けられ、後端は車輪支持部材１２にボルト３
０により固定されている。第１ラテラルリンク２０ば車
体に対しほぼ横方向に延び一端は車輪支持部材１２にほ
ぼ車体前後方向の水平軸まわりに回動可能にゴムブツシ
ュ２０ａを介して取付けられ、他端は車体主フレーム２
８に同様に番、ｔぼ車体前後方向の水平軸まわりに回動
可能にゴムブツシュを介し、て取付けられている。第２
ラテラルリンク２２及び第３ラテラルリンク２４ば、一
端がそれぞれゴムブツシュ２２ａ、２４　ａ　’に：介
して車輪支持部材１２にほぼ車体１１；１後方向の水平
軸まわりに回動ＨＪ　ｆｔ１に取付けられ、ゴムブツシ
ュ２２ｂ、２４ｂを介して車体側のリヤザブフレーム３
２に同様にばば車体前後方向の水平軸まわりに回動可能
に取付けられている。ショックアブソーバ２６はフィル
バネ３４及びダンパ３６を備えており、上−Ｉ・力量に
延びて、ト端ば１１（軸支持部材１２に回動ｉ、＋Ｊ能
に取付４］゛られ、］一端は車体Ｉ６に回転偏位がｉ１
Ｊ能なように取付けられている。第５図は他の実施例を
ボし、上記実施例とは、第２ラテラルリンク２２の車輪
支持部材１２におりる取付位置を車輪中心より前方に、
第１ラテラルリンク２０の取付位置を第３ラテラルリン
ク２４の１ｒｖ付位置よりやや下方に配置した点で異な
る。これら実施例のリンク配置を第５図をもとに更に詳
述すれば、各ラテラルリンク２０，２２．２４の車輪支
持部材１２における取付位置は、第２ラテラルリンク２
２が、重輪中心４ｏより上方で、第１ラテラルリンク２
ｏと、第３ラテラルリンク２４は車輪中心４ｏより下方
で車輪支持部材１２にそれぞれ取付けられている。そし
て、第２うう一→ルリンク２２の車輪支持部材１２−１
の取付点すなわちブツシュ２２ａの中心と第１ラテラル
リンク２０の取付点すなわちブツシュ２１１　ａの中心
２．６−結ぶ仮想線り、と、第２ラデラルリンク２２の
Ｉｌｖ付点と第３ラテラルリンク２４の取付点とを結ぶ
仮想線Ｌ２とを考えると、曲線路走行時に１１（輪にコ
ーナリングフォースが作用する着力点■）は１．＝れら
仮想線Ｉ、１．１．．２の間に位置する。(Description of the Embodiment) Referring to FIGS. 1 to 4, a wheel 1 (1) is rotatably supported by a wheel support member 12 and connected to a vehicle body 16 via a suspension device 14. The suspension system Wi 4 is composed of a swing arm 18, a first lateral link 20, a second lateral link 22, a third lateral link 24, and a shock absorber 2G. It has a plate shape and extends to the vehicle body, and its front end is rotated about a horizontal axis in the lateral direction of the vehicle body by a rubber bushing 39 fixed to the swing arm 18 and a bolt 38 passing through the rubber bushing to a bracket 29 provided on the vehicle body main frame 28. The bolt 3 is attached to the wheel support member 12 at the rear end.
It is fixed at 0. The first lateral link 20 extends substantially laterally with respect to the vehicle body, and one end is attached to the wheel support member 12 via a rubber bushing 20a so as to be rotatable about a horizontal axis in the longitudinal direction of the vehicle body, and the other end is attached to the vehicle main frame 20.
Similarly, No. 8 is attached to No. 8 via a rubber bush so as to be rotatable around a horizontal axis in the longitudinal direction of the vehicle body. Second
The lateral link 22 and the third lateral link 24 have one end attached to the rubber bushings 22a and 24a', respectively. Rear subframe 3 on the vehicle body side via 22b and 24b
2, it is similarly mounted so as to be rotatable around a horizontal axis in the front-rear direction of the vehicle body. The shock absorber 26 is equipped with a fill spring 34 and a damper 36, and extends from the upper end to the upper end 11 (attached to the shaft support member 12 for rotation I and +J functions), with one end attached to the vehicle body. Rotational deviation is i1 in I6
It is installed in a way that makes it easy to use. FIG. 5 excludes other embodiments.
The difference is that the mounting position of the first lateral link 20 is arranged slightly below the 1rv mounting position of the third lateral link 24. If the link arrangement of these embodiments is further explained in detail based on FIG. 5, the mounting position of each lateral link 20, 22.
2 is above the heavy wheel center 4o, and the first lateral link 2
o and the third lateral link 24 are each attached to the wheel support member 12 below the wheel center 4o. Then, the wheel support member 12-1 of the second unit → link 22
An imaginary line connecting the attachment point, that is, the center of the bushing 22a, and the attachment point, that is, the center of the bushing 211a, of the first lateral link 20, and the attachment point of the second lateral link 22, and the attachment point of the third lateral link 24. Considering the imaginary line L2 connecting the points, 11 (point of force ■ where cornering force acts on the wheels) when driving on a curved road is 1. =These virtual lines I, 1.1. ．． Located between 2.

車輪１０が１下方向のカを受ける場合には、申輪１０は
、」２土方向に変位し、スイングアーム１８はその前醋
ｉを車体に取付けるためのボルト：３８のまわりに揺動
する。したがって、車輪中心４０は、スイングアーム１
８の前端のボルト３８を中心とする円弧軌道に沿って変
位することになる。この場合、車輪支持部材１２は、３
本のラテラルリンク２０．２２．２４に横方向から支持
されているので、ラテラルリンク２０．２２．２４も、
Ｅ下刃向に揺動し、その外端部は揺動に伴なって横方向
°に変位する。図７１〈実施例のようなラテラルリンク
の配置では、第１シテラルリンク２０は、横方向外方に
向って僅かに後下刃に傾斜しており、その長さは３本の
ラテラルリンクのうちで最も短かい。第２ラテラルリン
ク２２は横方向外方に向って僅かに曲上刃に傾斜してお
り、また第３ラテラルリンク２４は横方向外力に向って
僅かに下刃にイリ′１斜しＹいる。この配置で、たとえ
ば＋Ｉ輪が子方に変位するばあいを考えると、第１ラテ
ラルリンク２０の外端は僅かに外向きに変位するが、リ
ンク２０が抜力への傾斜を自するため、外方への変位量
は小さい。第２ラテラルリンク２２の外端はＪニカへの
車輪の変位に伴なって内力に変位する。When the wheel 10 receives a downward force, the rear wheel 10 is displaced in the downward direction, and the swing arm 18 swings around the bolt 38 for attaching the front wheel i to the vehicle body. . Therefore, the wheel center 40 is located at the swing arm 1
8 is displaced along an arcuate trajectory centered on the bolt 38 at the front end of the bolt 38. In this case, the wheel support member 12 has 3
Since it is laterally supported by the lateral links 20.22.24 of the book, the lateral links 20.22.24 also
E It swings in the direction of the lower blade, and its outer end is displaced in the lateral direction along with the swing. FIG. 71 In the arrangement of the lateral links as in the embodiment, the first lateral link 20 is slightly inclined laterally outward toward the rear lower blade, and its length is the same as that of the three lateral links. It's the shortest among us. The second lateral link 22 is slightly inclined laterally outward toward the curved upper blade, and the third lateral link 24 is slightly inclined toward the lower blade toward the lateral external force. With this arrangement, for example, if the +I wheel is displaced toward the child, the outer end of the first lateral link 20 will be slightly displaced outward, but since the link 20 will tilt toward the pulling force, The amount of outward displacement is small. The outer end of the second lateral link 22 is displaced by internal force as the wheel is displaced to the J wheel.

また、第３ラテラルリンク２４の外端は外方い変位し、
その変位量は第１ラテラルリンク２０の外端の変位量よ
りも大きくなる６そして、第１、第２ラテラルリンク２
０．２２の外端は第３ラテラルリンク２４の外端より油
力に位置するので、仝休としては僅かなトーインイｑ！
向を生ずるとともに、キャンバ角が減少することになる
。車輪のトカ変位すなわちリバウンドに対しては僅かな
トーアウトおよび僅かなキャンバ角の増加を４１する。Further, the outer end of the third lateral link 24 is displaced outwardly,
The amount of displacement is larger than the amount of displacement of the outer end of the first lateral link 20 6 and the first and second lateral links 2
Since the outer end of 0.22 is located closer to the oil pressure than the outer end of the third lateral link 24, there is a slight toe-in increase as a rest!
This results in a decrease in the camber angle. A slight toe-out and a slight increase in camber angle are used for wheel toe displacement or rebound.

すなわち、車輪の」−下方向の変位に対しては、第（３
図に曲線ａで示すようなトー角変化を仕し７、キャンバ
角変化も同様な傾向となる。第６図の曲線ｈｌ、Ｊ実開
昭５６７６２２０５号のサスベンジ・１ンに４′ンける
トー角変化を示すもので、この図が６、本実施例におけ
るすぐれた１・−角制御の効果が隠められる。このよう
な車輪の姿勢変化に伴ない、スイングアーム１８を車体
主フレーム２８に取付りるゴムブツシュ３９には軸方向
の偏位を住じ、したかってスイングアーム１８には必要
な量の横方向の変位を生ずる。In other words, for the downward displacement of the wheel, the (3rd
The toe angle changes as shown by curve a in the figure 7, and the camber angle changes have a similar tendency. The curve hl in Figure 6 shows the change in toe angle at 4' in the suspension angle of J Utility Model Application No. 56762205. Can be hidden. With such a change in the attitude of the wheel, the rubber bushing 39 that attaches the swing arm 18 to the vehicle main frame 28 experiences an axial deviation, and therefore the swing arm 18 has a necessary amount of lateral deviation. causes displacement.

なお、曲線路走行時のよ・うに車輪に横力が加わると、
ラテラルリンク２０．２２．２４と車輪支持部材１２と
の間の取付部に設けられたゴムブツシュ２０ａ、２２ａ
、２４ａに撓みを生じるが〜これらゴムブツシュのし１
１１性を同一にすることにより、横力に対してはほとん
ど１・−角変化を生じないようにすることかできるし、
また必要に応じてこれらゴムブツシュの剛性を変えるこ
とにより、内向きの横力に対し僅かなトーインを、外向
きの横力に対し僅かなｌ・−アウトを生じさせることも
口Ｊ能になる。また、この配置では、前後方に対し７て
は、はとんどトー角変化は生じない。第２図を参照する
と、曲線路走行一時のように車輪にコーナリングフォー
ストが作用すると、各ラテラルリンク２０．２２．２４
にはこの；１−ナリングフォースＦに対抗する軸力Ｆｓ
　、Ｆ’２、Ｆ３がう１−シる。Furthermore, when lateral force is applied to the wheels, such as when driving on a curved road,
Rubber bushings 20a, 22a provided at the attachment portion between the lateral link 20.22.24 and the wheel support member 12
, 24a is bent, but these rubber bushings 1
By making the 11 properties the same, it is possible to make almost no 1-angle change in response to lateral force,
Furthermore, by changing the rigidity of these rubber bushings as necessary, it is possible to create a slight toe-in against inward lateral forces and a slight l-out against outward lateral forces. In addition, with this arrangement, there is almost no change in toe angle from front to rear. Referring to FIG. 2, when cornering force acts on the wheels, such as when driving on a curved road, each lateral link 20, 22, 24
This is: 1- Axial force Fs opposing the nulling force F
, F'2, F3 are 1-shiru.

ここでは、線［，１まわりのモーメントの釣合を考える
と、第３ラテラルリンク２４に生じる軸力がコー・ツー
リングフォースＦに対抗して反対方向の軸力を生じ、第
３ラテラルリンク２４の車体側堰４＝１点では第２図に
承すような軸力Ｆ１を車体に伝達することになる。同様
に、線１．？まわりのモーメントの釣合から、第１ラテ
ラルリンク２０にも同一）Ｊ向の軸力Ｆ１を生じる。そ
の結果、第２ラテラルリンク２２には他のリンクとは１
に対符号の軸力Ｆ２が生じる。これら軸力１’ｔ　、Ｆ
２　、Ｆ”ｑの大きさは、横力の釣合の関係から軸力Ｆ
　Ｉ２：、　Ｆ　ｑの和が軸力Ｆ２とコーナリングフォ
ースＦとの和にほぼ等しくなる。したがって、３本のラ
テラルリンクに生じる軸力の各々は、１本のラテラルリ
ンクの軸力がコーナリングフォースと他の？木（ン）ラ
テラルリンクの軸力の相に対抗するばあいに１１、し小
さくでき、機構的に信頼性が１口１まる。なお、図示例
のように、一本のラテラルリンクを車輪中心の上カムこ
、他の２本をｔＩ（軸中心の下刃で、かつ前後に配置す
ると、ラテラルリンクの軸力をｔｉｔ　ｃａｒ均等化で
きて有利である。Here, considering the balance of moments around the line [, 1, the axial force generated in the third lateral link 24 opposes the co-touring force F and generates an axial force in the opposite direction. At one point of the vehicle body side weir 4, an axial force F1 as shown in FIG. 2 is transmitted to the vehicle body. Similarly, line 1. ? Due to the balance of the surrounding moments, the same axial force F1 in the J direction is generated in the first lateral link 20 as well. As a result, the second lateral link 22 has one
An axial force F2 of opposite sign is generated. These axial forces 1't, F
2. The magnitude of F"q is determined by the axial force F from the relationship of balance of lateral force.
I2: The sum of Fq is approximately equal to the sum of the axial force F2 and the cornering force F. Therefore, the axial force generated on each of the three lateral links is the same as the cornering force on one lateral link and the cornering force on the other? In the case of resisting the axial force of the wooden lateral link, the size can be reduced by 11, and the mechanical reliability is increased by one unit. In addition, as shown in the example shown in the figure, if one lateral link is placed at the upper cam at the center of the wheel, and the other two are placed at the tI (lower blade at the center of the shaft, and are placed front and back), the axial force of the lateral link will be equalized by the tit car. It is advantageous because it can be converted into

本発明は、上述した実施例の配置に限られるものでばな
く、ラテラルリンクの軸力に悪影響を与えない範囲で、
ラテラルリンクの配置、車輪支持部材への取付点の位置
および剛性を種々変えることにより、車輪のキャンバ角
変化およびトー角変化を望ま１，２い仰向にすることが
弓部ηある。The present invention is not limited to the arrangement of the above-described embodiments, but includes the following:
By varying the arrangement of the lateral link, the position and rigidity of the attachment point to the wheel support member, it is possible to make the camber angle change and toe angle change of the wheel more or less upward as desired.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明のサスペンションの一実施例の）■１面
図、第２し１は本発明のサスペンションの実施例の背面
図、第３図はその斜視図、第４図は第１図のΔ−八へ面
図、第５し１は他の実施例のサスペンションの側面図、
第６図は車輪が上下刃向の力を受けた場合のトー角変化
を表し、た図表である。 符号の説明 １０・・・ｊｌｊ輪、。 １２・・・車輪支持部材、 ］　４・・・号スペンジジン装置、 １８・・・スイングアーム、 ２０・・・第１ラテラルリンク、 ２２・・・第２９チラルリンク、 ２４・・・第３ラナラルリンク、 ２６・・・ショックアブソーバ、 ２８・・・車体主フレーム。 特許出願人　東洋工業株式会社 第１図 第２図 第３図 第４図Fig. 1 is a front view of an embodiment of the suspension of the present invention, Fig. 2 is a rear view of an embodiment of the suspension of the present invention, Fig. 3 is a perspective view thereof, and Fig. 4 is a view of the suspension of the present invention. No.5-1 is a side view of the suspension of another embodiment,
FIG. 6 is a chart showing the change in toe angle when the wheel is subjected to force in the vertical direction. Explanation of symbols 10...jlj ring. 12... Wheel support member,] No. 4 Spengijin device, 18... Swing arm, 20... First lateral link, 22... 29th lateral link, 24... 3rd lateral link, 26 ...Shock absorber, 28...Vehicle main frame. Patent applicant: Toyo Kogyo Co., Ltd. Figure 1 Figure 2 Figure 3 Figure 4

Claims (1)

【特許請求の範囲】 １１１　車体前後方向に延び一端が上下方向揺動可能に
車体に取付けられ他端で車輪支持部材を支持するととも
に該車輪支持部材に対し前後方向の力及び車輪回転方向
の回転力を伝達可能に構成されたスイングアームと、互
いに独立して車体横方向に延びる３本のラテラルリンク
を備え、各ラテラルリンクの一端は前記車輪支持部材に
他端は車体にそれぞれ回転可能に取付けられるとともに
、前記車輪支持部材に対する１本のラテラルリンクの取
付点が他の２本のラテラルリンクの車輪支持部材への取
付点よりも上方に位置し、前記上方の取付点と下方の２
つの取付点の各々を結ぶ２本の仮想線の間に車輪のコー
ナリングフォース着力点が位置するようにしたことを特
徴とする自動車のリヤサスペンション。 （２）前記第１項において、上方の取付点が車輪中心よ
り上方に位置し、他の２つの取付点が車輪中心より下方
に位置するように構成された自動車のりャサスペンシロ
ン。[Claims] 111 Extends in the longitudinal direction of the vehicle body, has one end attached to the vehicle body so as to be swingable in the vertical direction, supports a wheel support member at the other end, and acts on the wheel support member in the longitudinal direction and rotation in the wheel rotation direction. It is equipped with a swing arm configured to be able to transmit force and three lateral links that extend in the lateral direction of the vehicle body independently of each other, one end of each lateral link being rotatably attached to the wheel support member and the other end to the vehicle body. and the attachment point of one lateral link to the wheel support member is located above the attachment points of the other two lateral links to the wheel support member, and the upper attachment point and the lower two
A rear suspension for an automobile, characterized in that a cornering force application point of a wheel is located between two imaginary lines connecting each of two attachment points. (2) The suspension suspension for an automobile according to item 1, wherein the upper attachment point is located above the center of the wheel, and the other two attachment points are located below the center of the wheel.
JP16153783A 1983-04-02 1983-09-02 Rear suspension of car Granted JPS6053410A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP16153783A JPS6053410A (en) 1983-09-02 1983-09-02 Rear suspension of car
DE88110420T DE3486249T2 (en) 1983-09-02 1984-08-31 Rear suspension system for vehicles.
EP84110400A EP0136563B2 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
DE8484110400T DE3480186D1 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
EP88110420A EP0302226B1 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
US07/043,479 US4815755A (en) 1983-09-02 1987-04-20 Vehicle rear suspension system
US07/266,869 US4930805A (en) 1983-04-02 1988-11-03 Vehicle rear suspension system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16153783A JPS6053410A (en) 1983-09-02 1983-09-02 Rear suspension of car

Publications (2)

Publication Number Publication Date
JPS6053410A true JPS6053410A (en) 1985-03-27
JPS6248604B2 JPS6248604B2 (en) 1987-10-14

Family

ID=15736978

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16153783A Granted JPS6053410A (en) 1983-04-02 1983-09-02 Rear suspension of car

Country Status (1)

Country Link
JP (1) JPS6053410A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01306308A (en) * 1988-06-02 1989-12-11 Mitsubishi Motors Corp Rear suspension

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2038880A1 (en) * 1970-08-05 1972-02-10 Daimler Benz Ag Wheel suspension, in particular rear wheel suspension on motor vehicles
JPS57110513A (en) * 1980-11-14 1982-07-09 Bayerische Motoren Werke Ag Independent suspension means for wheel, camber thereof change and which is not steered, when spring for automobile, particularly, passenger car, work
JPS57134308A (en) * 1980-12-23 1982-08-19 Daimler Benz Ag Independent wheel suspension system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2038880A1 (en) * 1970-08-05 1972-02-10 Daimler Benz Ag Wheel suspension, in particular rear wheel suspension on motor vehicles
JPS57110513A (en) * 1980-11-14 1982-07-09 Bayerische Motoren Werke Ag Independent suspension means for wheel, camber thereof change and which is not steered, when spring for automobile, particularly, passenger car, work
JPS57134308A (en) * 1980-12-23 1982-08-19 Daimler Benz Ag Independent wheel suspension system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01306308A (en) * 1988-06-02 1989-12-11 Mitsubishi Motors Corp Rear suspension

Also Published As

Publication number Publication date
JPS6248604B2 (en) 1987-10-14

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