JPS6053412A - Rear suspension of car - Google Patents

Rear suspension of car

Info

Publication number
JPS6053412A
JPS6053412A JP16153983A JP16153983A JPS6053412A JP S6053412 A JPS6053412 A JP S6053412A JP 16153983 A JP16153983 A JP 16153983A JP 16153983 A JP16153983 A JP 16153983A JP S6053412 A JPS6053412 A JP S6053412A
Authority
JP
Japan
Prior art keywords
wheel
lateral
vehicle body
link
links
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
JP16153983A
Other languages
Japanese (ja)
Other versions
JPS6248606B2 (en
Inventor
Naoto Takada
直人 高田
Seita Kanai
金井 誠太
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 JP16153983A priority Critical patent/JPS6053412A/en
Priority to DE8484110400T priority patent/DE3480186D1/en
Priority to EP84110400A priority patent/EP0136563B2/en
Priority to EP88110420A priority patent/EP0302226B1/en
Priority to DE88110420T priority patent/DE3486249T2/en
Publication of JPS6053412A publication Critical patent/JPS6053412A/en
Priority to US07/043,479 priority patent/US4815755A/en
Publication of JPS6248606B2 publication Critical patent/JPS6248606B2/ja
Priority to US07/266,869 priority patent/US4930805A/en
Granted legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00Resilient suspensions for a single wheel
    • B60G3/18Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00Resilient suspensions for a single wheel
    • B60G3/18Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/28Resilient 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
    • B60G3/285Resilient 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00Indexing codes relating to suspension types
    • B60G2200/10Independent suspensions
    • B60G2200/18Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/182Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30Spring/Damper and/or actuator Units
    • B60G2202/31Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312The spring being a wound spring

Abstract

PURPOSE:To improve the traveling stability of a car 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 setting the fitting points of these lateral links to the wheel bearing member about the wheel center away from each other. 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 link 22 to the wheel bearing member 12 is set about the wheel center, and the fitting points of the first and third links 20, 24 are arranged under the wheel center, one on the front side and the other on the rear side of the wheel center, and the first link 20 is formed shorter than the third link 24.

Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は自動車のりャサスペンシジンの改良に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to improvements in suspension suspension 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
前端が上下方向揺動自在に車体に取付けらレタトレーリ
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、構造が簡単で軽量化を可能にするもの
であるが、トレーリングアームの横剛性を十分に高める
ためには、その断面形状を大きくするとともに、車体へ
の取付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62205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
付けられ、後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、上下に配置された2
本のラテラルリンクの各外端部が回動部材に結合され、
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。この形式のリヤサスペンションは、トレーリン
グアームの剛性をさほど高くする必要がなくなる点で有
利であるが、車輪が車体に対し上下方向に運動したばあ
い、上方−・の運動すなわちバンプ時にも、下方への運
動すなわちリバウンド時にも、車輪にトーアウト方向の
動きを生じる傾向があるため、曲線路走行中にオーバー
ステア等の操向不安定を生ずる。
This rear suspension system has a trailing arm that extends in the longitudinal direction of the vehicle body and is attached to the vehicle body so that its front end can swing vertically, and a hub support member that supports the wheel hub at the rear end of the trailing arm. is fixed. Further, a damper is arranged between the rear end of the trailing arm and the vehicle body above it. This type of rear suspension has a simple structure and is lightweight, but in order to sufficiently increase the lateral rigidity of the trailing arm, its cross-sectional shape must be made large and the attachment points to the vehicle body must be As proposed by No. 62205, the lateral spacing must be widened, and the trailing arm becomes large. In this proposed structure, the front end of the trailing arm extending in the longitudinal direction of the vehicle body is swingably attached to the vehicle body, and the wheel hub is supported at the rear end.
At the rear end of the trailing arm, two
each outer end of the book lateral link is coupled to a pivot member;
The inner end of the lateral link is rotatably connected to the vehicle body. This type of rear suspension is advantageous in that the rigidity of the trailing arm does not need to be very high, but when the wheel moves vertically relative to the vehicle body, it also moves downward when moving upward, that is, when bumping. Even when the vehicle moves toward the vehicle or rebounds, the wheels tend to move in the toe-out direction, resulting in unstable steering such as oversteer while driving on a curved road.

(本発明の目的) 本発明の目的は、車輪の上下動に伴なうトーアウト方向
を抑制することができ、従って走行安定性をさらに改善
することができる自動車のリヤサスペンションを提供す
ることである。
(Object of the present invention) An object of the present invention is to provide a rear suspension for an automobile that can suppress the toe-out direction caused by vertical movement of a wheel, and can therefore further improve running stability. .

(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端が上
下方向揺動可能に車体に取イ]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し、1本の
ラテラルリンクの取付点が車輪中心より上方に位fiE
し、他の1本のラテラルリンクの取付点は車輪中心より
下方かつ前方に、残りの1本のラテラルリンクの取付点
は車輪中心より下方でかつ後方にそれぞれ位置するよう
に配置し、車輪中心より下方かつ前方に取付けられるラ
テラルリンクを、車輪中心より下方かつ後方に取付けら
れるラテラルリンクより短かくしたことを特徴とする。
(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, 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 resists forces in the longitudinal direction and in the wheel rotation direction to the wheel support member. A swing arm configured to be able to transmit rotational force, and a swing arm that extends in the lateral direction of the vehicle body independently of each other.
One end of each lateral link is rotatably attached to the wheel support member, and the other end is rotatably attached to the vehicle body. upward position fiE
However, the attachment point of the other lateral link is located below and in front of the wheel center, and the attachment point of the remaining lateral link is located below and behind the wheel center. The vehicle is characterized in that the lateral links attached lower and forward are shorter than the lateral links attached lower and rearward from the center of the wheel.

本発明のこの構成によれば、車輪支持部材、したがって
車輪の姿勢は、3本のラテラルリンクのみによって規制
されることになり、3本のラテラルリンクの配置、すな
わち各々のラテラルリンクの上下方向および前後方向の
傾斜角、長さ、車輪支持部材への取付は位置および該取
付位置での横方向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車輪に横力や前後方が
作用したときの車輪のトー変化およびキャンバ角変化を
望ましい傾向に制御することが可能になる。
According to this configuration of the present invention, the posture of the wheel support member, and therefore the wheel, is regulated only by the three lateral links, and the arrangement of the three lateral links, that is, the vertical and vertical directions of each lateral link. By appropriately determining the longitudinal inclination angle, length, mounting position to the wheel support member, and lateral rigidity at the mounting position, it is possible to prevent lateral forces and longitudinal forces from acting on the wheel during bumps, rebounds, etc. It becomes possible to control the toe change and camber angle change of the wheel to a desired tendency when the wheel is moved.

本発明においては、3本のラテラルリンクのうちの一本
は車輪中心より上刃において、他の2本は車輪中心より
下方において車輪支持部材に取付けられており、下方に
取付けられる2本のラテラルリンクは車輪中心に対し前
後に位置するので、車輪のバンプ、リバウンドにさいし
てのトー変化は、これら下方の2本のラテラルリンクに
より制御されることになる。そして、下方の2本のラテ
ラルリンクのうち、前方のものが後方のものよりも短か
いので、前方ラテラルリンクの上下方向揺動時の外端の
車中方向内方への変位が後方ラテラルリンクの外端の変
位より大きくなり、車輪に僅かなトーイン変化を与える
か、あるいは少くともトーアウト細部を抑制することが
できる。スイングアームは車体前後方向の力と車輪回転
方向の回転力を伝達できる強度および剛性を備えていれ
ばよく、3本のラテラルリンクによる車輪の姿勢制御に
対しては拘束を与えないようにする必要がある。このた
めには、スイングアームの横方向剛性を低くして、バン
プ、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を車体に対
し横方向変位可能に取付けるか、スイングアームと車輪
支持部材とを、相対偏位が可能なように結合するなどの
方法により、車輪支持部材の橋方向変位を許容するよう
にス・イングアームを構成すればよい。
In the present invention, one of the three lateral links is attached to the wheel support member at the upper blade than the wheel center, and the other two are attached to the wheel support member below the wheel center. Since the links are located at the front and rear of the wheel center, toe changes during bumps and rebounds of the wheel are controlled by these two lower lateral links. Of the two lower lateral links, the one at the front is shorter than the one at the rear, so when the front lateral link swings in the vertical direction, the displacement of the outer end inward toward the inside of the vehicle is caused by the displacement of the rear lateral link. can be larger than the displacement of the outer edge of the wheel, giving the wheel a slight toe-in change, or at least suppressing toe-out details. The swing arm only needs to have the strength and rigidity to transmit the force in the longitudinal direction of the vehicle body and the rotational force in the wheel rotation direction, and it is necessary that it does not restrict the wheel attitude control by the three lateral links. There is. To achieve this, it is necessary to reduce the lateral rigidity of the swing arm so that it can flex laterally during bumps, rebounds, etc., or to attach the swing arm so that it can be displaced laterally relative to the vehicle body, or to The swing arm may be configured to allow displacement of the wheel support member in the bridge direction by, for example, coupling the arm and the wheel support member such that relative displacement is possible.

(発明の効果) 本発明によれば、車体横方向にのびる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、一本は車輪中心より上方で、他の2本は車輪
中心より下方に位置するように配置し、かつ下方の2本
のラテラルリンクは一本が車輪中心より前方に、他の一
本が後方に位置するようにしたので、車輪のトー変化は
これら下方の2本のラテラルリンクのみにより規制され
るようになる。そして、下方の2本のラテラルリンクの
うち、前側のものを後側のものより短かくしたので、車
輪のバンプ、リバウンド時の1・−アウト傾向を効果的
に抑制することができる。
(Effects of the Invention) According to the present invention, three lateral links extending in the lateral direction of the vehicle body are provided, and the attachment points of these lateral links to the vehicle body support member are above the wheel center, and the attachment points of the other two lateral links are above the wheel center. is positioned below the wheel center, and one of the lower two lateral links is positioned forward and the other behind the wheel center, so the toe change of the wheel is It is now regulated only by these two lower lateral links. Of the two lower lateral links, the one on the front side is made shorter than the one on the rear side, so it is possible to effectively suppress the tendency of wheels to bump or rebound.

(実施例の説明) 第1図ないし第5図を参照すれば、車輪lOは車輪支持
部材12に回転自在に支持され、サスペンション装置1
4を介して車体16に連結されている。サスペンション
装置14は、スイングアーム18、第1ラテラルリンク
20、第2ラテラルリンク22、第3ラテラルリンク2
4及びシヨ・シフアブソーバ26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、車体前
後方向に延び前端はスイングアーム18に一体のゴムブ
ツシュ39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可能に取付け
られ、後端は車輪支持部材12にボルト30により固定
されている。第1ラテラルリンク20は車体に対しほぼ
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28に同様にほ
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20b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は、一端がそれぞれ
ゴムブツシュ22a224aを介して車輪支持部材12
にほぼ車体前後方向の水平軸まわりに回動可能に取付け
られ、ゴムブツシュ22b、24bを介して車体側のリ
ヤサブフレーム32に同様にほぼ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。ショソクアブソ
ーパ26はコイルバネ34及びダンパ36を備えており
、上下方向に延びて、下端は車輪支持部材12に車体横
方向の水平軸まわりに回動可能に取付けられ、上端は車
体16に回転偏位が可能なように取付けられている。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、垂直面内で一直線にならない位置関
係になっている。また、第1ラテラルリンクは、第1図
の平面で僅かに後外方に傾斜し、第2図の背面図で僅か
に外下方に傾斜している。第1ラテラルリンク20は、
第3ラテラルリンク24よりリンク長が短かく構成され
ている。
(Description of Embodiments) Referring to FIGS. 1 to 5, a wheel lO is rotatably supported by a wheel support member 12, and a suspension device 1
4 to the vehicle body 16. The suspension device 14 includes a swing arm 18, a first lateral link 20, a second lateral link 22, and a third lateral link 2.
4 and a shift absorber 26. The swing arm 18 has a medium-wide plate shape on the top and bottom, extends in the longitudinal direction of the vehicle body, and the front end is rotatable around a horizontal axis in the lateral direction of the vehicle body by a rubber bush 39 integrated with the swing arm 18 on a bracket 29 provided on the main frame 28 of the vehicle body. The rear end is fixed to the wheel support member 12 with a bolt 30. The first lateral link 20 extends substantially transversely to the vehicle body, and has one end attached to the wheel support member 12 via a rubber bushing 20a so as to be rotatable around a horizontal axis in the longitudinal direction of the vehicle body, and the other end to the vehicle main frame 28. Similarly, it is mounted via a rubber bushing 20b so as to be rotatable around a horizontal axis extending substantially in the longitudinal direction of the vehicle body. The second lateral link 22 and the third lateral link 24 have one end connected to the wheel support member 12 through a rubber bush 22a224a, respectively.
It is mounted rotatably around a horizontal axis in the longitudinal direction of the vehicle body, and is similarly mounted rotatably around a horizontal axis in the longitudinal direction of the vehicle body via rubber bushes 22b and 24b to the rear subframe 32 on the vehicle body side. There is. The shock absorber 26 is equipped with a coil spring 34 and a damper 36, extends in the vertical direction, and has a lower end attached to the wheel support member 12 so as to be rotatable around a horizontal axis in the lateral direction of the vehicle body, and an upper end attached to the vehicle body 16. Mounted to allow rotational displacement. The mounting position of each lateral link 20, 22, 24 on the wheel support member 12 is in a positional relationship that is not in a straight line within a vertical plane. The first lateral link also slopes slightly rearwardly and outwardly in the plane of FIG. 1, and slopes slightly outwardly and downwardly in the rear view of FIG. The first lateral link 20 is
The link length is configured to be shorter than that of the third lateral link 24.

車輪10が上下方向の力を受ける場合には、車輪10は
、上下方向に変位し、スイングアーム18はその前端を
車体に取付けるためのボルト38のまわりに揺動する。
When the wheel 10 receives a force in the vertical direction, the wheel 10 is displaced in the vertical direction, and the swing arm 18 swings around the bolt 38 for attaching its front end to the vehicle body.

したがって、車輪中心40は、スイングアーム18の前
端のボルト3B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も上下方向
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。図示実施例のようなラテラルリンクの配置では、第
1ラテラルリンク20は、横方向外方に向って僅かに後
下方に傾斜しており、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前上方に傾斜しており、また第3ラ
テラルリンク24は横方向外方に向って僅かに下方に傾
斜している。この配置で、たとえば車輪力月二方に変位
するばあいを考えると、第1ラテラルリンク20の外端
は第2図の曲線20cに沿って、僅かに外向きに変位す
るが、リンク20が後方への傾斜を有するため、外方へ
の変位量は小さい。
Therefore, the wheel center 40 is displaced along an arcuate trajectory centered on the bolt 3B at the front end of the swing arm 18. In this case, since the wheel support member 12 is laterally supported by the three lateral links 20.22.24, the lateral links 20.22.24 also swing vertically, and their outer ends swing. Displaces laterally with movement. In the illustrated embodiment of the lateral link arrangement, the first lateral link 20 is slanted laterally outwardly and slightly posteriorly downward, and has the shortest length among the three lateral links. shellfish. The second lateral link 22 is laterally outwardly inclined slightly forward and upwardly, and the third lateral link 24 is laterally outwardly inclined slightly downwardly. With this arrangement, if we consider a case in which the wheels are displaced in two directions, the outer end of the first lateral link 20 will be slightly displaced outward along the curve 20c in FIG. Since it has a rearward inclination, the amount of outward displacement is small.

第2ラテラルリンク22の外端は上方への車輪の変位に
伴なって内方に変位する。また、第3うう一うルリンク
24の外端は第2図の曲線Cに沿って変位するが、車体
横方向の変位量ばきわめて小さい。そして、第1ラテラ
ルリンク20の外端は第3ラテラルリンク24の外端よ
り前方に位置するので、全体としてはほとんどトーイン
変化はなく、第2ラテラルリンク22の外端は他のリン
クより上方に位置するのでキャンバ角は減少することに
なる。車輪の下方変位すなわちリバウンドに対しては僅
かなトーインおよび僅かなキャンバ角の増加を生ずる。
The outer end of the second lateral link 22 is displaced inward as the wheel is displaced upward. Further, although the outer end of the third circumferential link 24 is displaced along the curve C in FIG. 2, the amount of displacement in the lateral direction of the vehicle body is extremely small. Since the outer end of the first lateral link 20 is located forward of the outer end of the third lateral link 24, there is almost no toe-in change as a whole, and the outer end of the second lateral link 22 is positioned upwardly relative to the other links. Because of this, the camber angle will decrease. A downward displacement or rebound of the wheel results in a slight toe-in and a slight increase in the camber angle.

すなわち、車輪の上下方向の変位に対しては、第6図に
曲線aで示すようなトー角変化を生じ、キャンバ角変化
は同図Cのような傾向となる。第6図の曲線すは実開昭
56−62205号のサスペンションにおけるトー角変
化を示すもので、この図から、本実施例におけるすぐれ
たトー角制御の効果が認められる。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に取付けるゴムブツシュ39には軸方向の偏位を
生じ、したが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。
That is, in response to vertical displacement of the wheel, a toe angle change occurs as shown by curve a in FIG. 6, and a camber angle change has a tendency as shown in FIG. 6 C. The curved line in FIG. 6 shows the toe angle change in the suspension of Utility Model Application No. 56-62205, and from this figure, the excellent effect of toe angle control in this embodiment can be recognized. Due to this change in the attitude of the wheel, the rubber bushing 39 that attaches the swing arm 18 to the vehicle main frame 28 is displaced in the axial direction, and therefore the swing arm 18 is subjected to a necessary amount of lateral displacement. arise.

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2Qa、22a、
24aに撓みを生じるが、これらゴムブツシュの剛性を
同一にすることにより、横力に対してはほとんどトー角
変化を生じないようにすることができるし、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
対し僅かなトーアウトを生じさセることも可能になる。
Note that when a lateral force is applied to the wheels such as when traveling on a curved road, the rubber bushes 2Qa, 22a, and
24a, but by making the rigidity of these rubber bushings the same, it is possible to prevent almost any toe angle change from occurring against lateral force, and the rigidity of these rubber bushings can be changed as necessary. By this,
It is also possible to produce a slight toe-in in response to inward lateral forces and a slight toe-out in response to outward lateral forces.

また、この配置では、前後方に対しては、はとんどトー
角変化は生じない。
Furthermore, with this arrangement, there is almost no change in toe angle in the front and rear directions.

第5図は本発明の他の実施例を示すもので、前例におけ
ると同一部分は同一の符号をイリして示しである。本例
は3木のラテラルリンク20.22.24の配置を変更
したものである。第5図を参照すれば、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
置は車体前後方向の垂直面内で一直線にならない位置関
係になっていて、第1ラテラルリンク20は、車軸40
に対して上方でかつ前方の位置に、第2ラテラルリンク
22は同車軸40に対して上方でかつn:1力の位置に
、第3ラテラルリンク24は同車軸40に対して下方で
かつ後方の位置にそれぞれ欧付けられている。このよう
な配置であってもその作用は前例のものと同様である。
FIG. 5 shows another embodiment of the present invention, in which the same parts as in the previous example are indicated by the same reference numerals. In this example, the arrangement of the three-tree lateral links 20, 22, and 24 is changed. Referring to FIG. 5, the mounting positions of the lateral links 20, 22, 24 on the wheel support member 12 are not aligned in a vertical plane in the longitudinal direction of the vehicle body, and the first lateral link 20 is Axle 40
The second lateral link 22 is above and in the n:1 force position relative to the axle 40, and the third lateral link 24 is below and rearward relative to the axle 40. Europe is attached to each position. Even with this arrangement, the effect is the same as the previous example.

本発明は、上述した実施例の配置に限られるものではな
く、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しい傾向にすることが
可能である。
The present invention is not limited to the arrangement of the embodiments described above, but by variously changing the arrangement of the lateral link, the position and rigidity of the attachment point to the wheel support member, the camber angle and toe angle of the wheel can be changed as desired. It is possible to make it a trend.

【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平面図、
第2図はその背面図、第3図は斜視図、第4図は第1図
のA−A断面図、第5図は内側から見た側面図、第6図
は車輪が上下方向のカ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・・・車輪、 12・・・車輪支持部材、 14・・・サスペンション装置、 18・・・スイングアーム、 20・・・第1ラテラルリンク、 22・・・第2ラテラルリンク、 24・・・第3ラテラルリンク、 26・・・ショックアブソーバ、 28・・・車体主フレーム。 第1図 第2図 24c′’−20c 第3図 第4図
FIG. 1 is a plan view of an embodiment of the suspension of the present invention;
Fig. 2 is a rear view, Fig. 3 is a perspective view, Fig. 4 is a sectional view taken along line A-A in Fig. 2 is a chart showing changes in toe angle when the vehicle is subjected to Description of symbols 10... Wheel, 12... Wheel support member, 14... Suspension device, 18... Swing arm, 20... First lateral link, 22... Second lateral link, 24 ...Third lateral link, 26...Shock absorber, 28...Vehicle main frame. Figure 1 Figure 2 24c''-20c Figure 3 Figure 4

Claims (1)

【特許請求の範囲】[Claims] 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
車輪支持部材に対し、1本のラテラルリンクの取付点が
車輪中心より上方に位置し、他の1本のラテラルリンク
の取付点は車輪中心より下方かつ前方に、残りの1本の
ラテラルリンクの取付点は車輪中心より下方でかつ後方
にそれぞれ位置するように配置し、車輪中心より下方か
つ前方に取付けられるラテラルリンクを、車輪中心より
下方かつ後方に取付けられるラテラルリンクより短かく
したことを特徴とする自動車のリヤサスペンション。
It 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 is configured to be capable of transmitting force in the longitudinal direction and rotational force in the wheel rotation direction to the wheel support member. and three lateral links that extend in the lateral direction of the vehicle body independently of each other, one end of each lateral link is rotatably attached to the wheel support member, and the other end is rotatably attached to the vehicle body, and the wheel support member For the member, the attachment point of one lateral link is located above the wheel center, the attachment point of another lateral link is located below and in front of the wheel center, and the attachment point of the remaining lateral link is located above the wheel center. is arranged so as to be located below and to the rear of the wheel center, and is characterized in that the lateral links that are installed below and in front of the wheel center are shorter than the lateral links that are installed below and to the rear of the wheel center. car rear suspension.
JP16153983A 1983-04-02 1983-09-02 Rear suspension of car Granted JPS6053412A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP16153983A JPS6053412A (en) 1983-09-02 1983-09-02 Rear suspension of car
DE8484110400T DE3480186D1 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
EP84110400A EP0136563B2 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
EP88110420A EP0302226B1 (en) 1983-09-02 1984-08-31 Vehicle rear suspension system
DE88110420T DE3486249T2 (en) 1983-09-02 1984-08-31 Rear suspension system for vehicles.
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
JP16153983A JPS6053412A (en) 1983-09-02 1983-09-02 Rear suspension of car

Publications (2)

Publication Number Publication Date
JPS6053412A true JPS6053412A (en) 1985-03-27
JPS6248606B2 JPS6248606B2 (en) 1987-10-14

Family

ID=15737017

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16153983A Granted JPS6053412A (en) 1983-04-02 1983-09-02 Rear suspension of car

Country Status (1)

Country Link
JP (1) JPS6053412A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5465392A (en) * 1977-10-19 1979-05-25 Rosenthal Technik Ag Preparation of outdoor porcelain insulator
JPS6255206A (en) * 1985-09-05 1987-03-10 Honda Motor Co Ltd Multi-link trailing arm type suspension unit
JPS6280104A (en) * 1985-10-04 1987-04-13 Honda Motor Co Ltd Independent suspension type rear suspension
JPS62134308A (en) * 1985-12-06 1987-06-17 Honda Motor Co Ltd Three link trailing arm type rear suspension
US4740011A (en) * 1983-09-22 1988-04-26 Honda Giken Kogyo Kabushiki Kaisha Suspension for motor vehicles
EP1419909A2 (en) * 2002-11-15 2004-05-19 Volkswagen Aktiengesellschaft Four link rear axle suspension for a vehicle

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01123549U (en) * 1988-02-18 1989-08-22
JPH0466707U (en) * 1990-10-19 1992-06-12

Citations (4)

* 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
JPS54153422A (en) * 1978-05-24 1979-12-03 Mazda Motor Corp Rear wheel suspension for automobiles
JPS54183818U (en) * 1978-06-19 1979-12-26
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

Patent Citations (4)

* 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
JPS54153422A (en) * 1978-05-24 1979-12-03 Mazda Motor Corp Rear wheel suspension for automobiles
JPS54183818U (en) * 1978-06-19 1979-12-26
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

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5465392A (en) * 1977-10-19 1979-05-25 Rosenthal Technik Ag Preparation of outdoor porcelain insulator
JPS633407B2 (en) * 1977-10-19 1988-01-23 Hekisuto Seramutetsuku Ag
US4740011A (en) * 1983-09-22 1988-04-26 Honda Giken Kogyo Kabushiki Kaisha Suspension for motor vehicles
JPS6255206A (en) * 1985-09-05 1987-03-10 Honda Motor Co Ltd Multi-link trailing arm type suspension unit
JPS6280104A (en) * 1985-10-04 1987-04-13 Honda Motor Co Ltd Independent suspension type rear suspension
JPS62134308A (en) * 1985-12-06 1987-06-17 Honda Motor Co Ltd Three link trailing arm type rear suspension
EP1419909A2 (en) * 2002-11-15 2004-05-19 Volkswagen Aktiengesellschaft Four link rear axle suspension for a vehicle
EP1419909A3 (en) * 2002-11-15 2005-03-23 Volkswagen Aktiengesellschaft Four link rear axle suspension for a vehicle

Also Published As

Publication number Publication date
JPS6248606B2 (en) 1987-10-14

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