JPS6053414A - Rear suspension of car - Google Patents

Rear suspension of car

Info

Publication number
JPS6053414A
JPS6053414A JP16154183A JP16154183A JPS6053414A JP S6053414 A JPS6053414 A JP S6053414A JP 16154183 A JP16154183 A JP 16154183A JP 16154183 A JP16154183 A JP 16154183A JP S6053414 A JPS6053414 A JP S6053414A
Authority
JP
Japan
Prior art keywords
lateral
wheel
link
support member
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
JP16154183A
Other languages
Japanese (ja)
Other versions
JPS6248608B2 (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 JP16154183A priority Critical patent/JPS6053414A/en
Priority to DE8484110400T priority patent/DE3480186D1/en
Priority to EP88110420A priority patent/EP0302226B1/en
Priority to DE88110420T priority patent/DE3486249T2/en
Priority to EP84110400A priority patent/EP0136563B2/en
Publication of JPS6053414A publication Critical patent/JPS6053414A/en
Priority to US07/043,479 priority patent/US4815755A/en
Publication of JPS6248608B2 publication Critical patent/JPS6248608B2/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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

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 specifying the fitting points to the wheel bearing member of the two links which are arranged on the lower side. CONSTITUTION:A swing arm 18 is provided, which is plate-shaped 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 points to the wheel bearing member of the links 20 and 24, which are set on the lower side than the fitting point of the link 22, are arranged on the front and rear sides of the line connecting the fitting point of the link 20 and the receiving point P of the transverse force to a wheel 10. Additionally, the distances 11, 12 from that line to the fitting points of each link are set to be 11<12.

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
と呼ばす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
イールセンタ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、ダンノ４−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カリ
、トレーリングアームが大きくなって重量的に不利であ
る。This rear suspension system has a trailing arm that extends in the longitudinal direction of the vehicle and is attached to the vehicle body so that its front end can swing vertically, and a hub support member that supports the wheel center at the rear end of the trailing arm. is fixed. Further, a Danno 4- 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 The lateral spacing must be wide, and the trailing arm becomes large, which is disadvantageous in terms of weight.

このような問題を解決する構造が実開昭＆４−１．１２
０！；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ａ木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、上方への運動すなわちノ々ンプ
時にも、下方への運動すなオノちりパウンド時にも、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
線路走行中にオーツＲ−ステア等の操向不安定を生ずる
。The structure that solves these problems is Jikaisho & 4-1.12
0! ; proposed by No. 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, the wheel hub is supported at the rear end, and the trailing arm has a
The outer ends of the vertically arranged A-tree lateral links are connected to a rotating member, and the inner ends of the lateral links are rotatably connected to the vehicle body. This type of rear suspension is advantageous in that it does not require the rigidity of the trailing arm to be very high, but when the wheels move vertically relative to the vehicle body, even during upward movement, that is, when bumping, Even during downward movement or axle pounding, there is a tendency for the wheels to move in the toe-out direction, resulting in unstable steering such as oat R-steer while driving on a curved road.

（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、横方向に延びるラテラルリンクとを有するリヤサス
ペンションにおいて、車輪の上下ｍｈに伴なうトーアウ
ト傾向を抑制することができ、しかも、旋回時に車輪に
加わる横力に対しても適当なトー角変化を生じさせるこ
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
。(Objective of the present invention) An object of the present invention is to suppress the toe-out tendency caused by the vertical movement of the wheel in a rear suspension having a swing arm extending in the longitudinal direction of the vehicle body and a lateral link extending in the lateral direction. Moreover, it is an object of the present invention to provide a rear suspension for an automobile that can cause an appropriate toe angle change even in response to a lateral force applied to a wheel when turning, 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、１本のラテラルリンクの前記車輪支
持部材における取付点が他の２本の２チラルリンクの取
付点よりも上方に配置され、前記二本のラテラルリンク
の取付点は前記７本のラテラルリンクの取付点と車輪へ
の横力着力点とを結ぶ直線を挾んで前後に配置され、前
記２本のラテラルリンクのうち前側に配置されたラテラ
ルリンクの車輪支持部材への取付点と前記直線との距離
が後側に配置されたラテラルリンクの取付点と前記直線
との距離よシも短かくなっていることを特徴とする。本
発明の好ましい態様では、前記上方に配置されたラテラ
ルリンクの車輪支持部材への取付点がホイールセンタよ
り上方かつ前方に、前記下方前側に配置されたラテラル
リンクの取付点がホイールセンタよシ下方かつ前方に、
前記下方後側に配置されたラテラルリンクの取付点がホ
イールセンタより下方かつ後方にそれぞれ配置されてい
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 applies a force in the longitudinal direction and a rotational force in the wheel rotation direction to the wheel support member. It comprises a swing arm configured to be able to transmit transmission, and three lateral links extending 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 being rotatably attached to the vehicle body. , the attachment point of one lateral link on the wheel support member is arranged above the attachment point of the other two 2-chiral links, and the attachment point of the two lateral links is located above the attachment point of the seven lateral links. Distance between the attachment point of the lateral link placed on the front side of the two lateral links to the wheel support member and the straight line, which are arranged in front and behind the straight line connecting the point and the point where lateral force is applied to the wheel. The distance between the attachment point of the lateral link disposed on the rear side and the straight line is also shorter. In a preferred aspect of the present invention, the attachment point of the upper lateral link to the wheel support member is above and in front of the wheel center, and the attachment point of the lower front side of the lateral link is below the wheel center. and in front,
Attachment points of the lateral links arranged on the lower rear side are arranged below and rearward of the wheel center.

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シ、車輪
のノー？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／Ｓ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. The angle of inclination in the longitudinal direction, the length, the mounting position to the wheel support member, and the lateral rigidity at the mounting position must be determined appropriately. It becomes possible to control the toe change and can/S angle change of the wheel to a desired tendency during ramping, rebound, and when lateral force or longitudinal force is applied to the wheel.

本発明においては、３本のラテラルリンクのうちの一本
は他の２本より上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一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
ウンドが生じる場合及び車輪に横力が作用する場合のト
ー変化は、これら下方の２本のラテラルリンクによシ制
御されることになる。In the present invention, one of the three lateral links is attached to the wheel support member above the other two, and the one lateral link attached below is located at the front and rear of the wheel center. Therefore, toe changes when a wheel bump or rebound occurs or when a lateral force is applied to a wheel are controlled by these two lower lateral links.

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、バング、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、相対偏位が可能ガように納会するなどの方法によシ
、車輪支持部材の横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。The swing arm only needs to have the strength and rigidity to transmit force in the longitudinal direction of the vehicle body and rotational force in the wheel rotation direction.
It is necessary to avoid constraining the attitude control of the wheels by the three lateral links. To achieve this, it is necessary to reduce the lateral rigidity of the swing arm so that the swing arm can flex laterally during bangs, 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 lateral displacement of the wheel support member by, for example, arranging 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木のラテラルリ
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、一本は他の一本より上方に位置するように配
置し、かつ下方の一本のラテラルリンクは、上方の７本
のリンクと横力の車輪への着力点とを結ぶ直線に対し、
前側のリンクの車輪側取付点と上記直線との距離は、後
側の取付点と直線との距離よシも短かくなっている。従
って、旋回時に横力が車輪に作用した場合には、前側の
リンクの反力が大きくなり、このため前側の方が後側よ
りもブツシュ等の変形量が大きくなることにより、前側
の方が相対的に大きく内側に変位する。すなわち、車輪
は僅かにトーイン傾向を生じることになる。従って走行
安定性を向上させることができる。なお、３本のラテラ
ルリンクは一定の間隔を誼いて配置されているので、横
力反力を分散して支持することができ、横力に対する剛
性を確保するのに有利である。(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 positioned higher than the other one. , and the lower one lateral link is located at
The distance between the wheel-side attachment point of the front link and the straight line is also shorter than the distance between the rear attachment point and the straight line. Therefore, when a lateral force acts on a wheel during a turn, the reaction force on the front link increases, and as a result, the amount of deformation of the bushings, etc. on the front side becomes larger than on the rear side. relatively large displacement inward. That is, the wheels tend to slightly toe-in. Therefore, running stability can be improved. In addition, since the three lateral links are arranged at regular intervals, the reaction force of the lateral force can be dispersed and supported, which is advantageous in ensuring rigidity against the lateral force.

（実施例の説明） 第１図ないし第５図を参照すれば、車輪１０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１４Ｈ、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及びショツクアゾソーバ２６とから構成されている。(Description of Embodiments) Referring to FIGS. 1 to 5, a wheel 10 is rotatably supported by a wheel support member 12, and a suspension device 1
4 to the vehicle body 16. Suspension device 14H, swing arm 18, first lateral link 20, second lateral link 22, third lateral link 2
4 and shock azosoba 26.

スイングアーム１８は、上下に巾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可能に取付けられ、後端
は車輪支持部材１２に？ルト３０によシ固定さ肛ている
。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２２
ａ、２４ａ’ｅ介して車輪支持部材１２にほぼ車体前後
方向の水平軸まわシ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。ショックアゾソーパ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。第５図を参照すれば、各ラテラルリンク２０，
２２、ンク２４は車輪中心４０より下邑輪支持部材１２
にそれぞれ取付けられている。そして、第コラチラルリ
ンク２２の車輪支持部材１２への取付点すなわちプツシ
−１２２ａの中心と横力の車輪への着力点Ｐとを結ぶ直
線りに対し、第１２チラルリンク２０の取付点すなわち
ブツシュ２０ａの中心と直線りとの距離１１が第３２チ
ラルリンク２４の取付点すなわちブツシュ２４ａの中心
と直線りとの距離１２よυ短かくなっている。The swing arm 18 has a vertically wide plate shape and extends in the longitudinal direction of the vehicle body, and the front end has a rubber bush 39 fixed to the swing arm 18 and a bolt 38 passing through the rubber bush.
It is attached to a bracket 29 provided on the main frame 28 of the vehicle body so as to be rotatable around a horizontal axis in the lateral direction of the vehicle body, and its rear end is attached to the wheel support member 12. Ruto 30 has a fixed anus. 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 so as to be rotatable around a horizontal axis extending approximately in the longitudinal direction of the vehicle body. The second lateral link 22 and the third lateral link 24 each have one end connected to the rubber bush 22.
It is rotatably attached to the wheel support member 12 via a and 24a'e on a horizontal axis extending approximately in the longitudinal direction of the vehicle body, and is similarly mounted substantially in the longitudinal direction of the vehicle body to the rear subframe 32 on the vehicle body side via rubber bushes 22b and 24b. It is mounted so that it can rotate around its horizontal axis. The shock azo soaper 26 includes a coil spring 34 and a damper 36, extends in the vertical direction, has a lower end rotatably attached to the wheel support member 12, and an upper end rotatably attached to the vehicle body 16. It is being Referring to FIG. 5, each lateral link 20,
22, the link 24 is located below the wheel support member 12 from the wheel center 40.
are installed in each. Then, the attachment point of the twelfth tilt link 20, that is, the bush 20a, is connected to the straight line connecting the attachment point of the twelfth tilt link 22 to the wheel support member 12, that is, the center of the push seat 122a, and the point P where the lateral force is applied to the wheel. The distance 11 between the center of the bush 24a and the straight line is shorter than the distance 12 between the attachment point of the 32nd chiral link 24, that is, the center of the bush 24a and the straight line.

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ゲルト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 a gel 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／り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。第コラチラルリンク２２け横方向
外方に向って僅かに前上方に傾斜しており、寸だ第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、たとえば車輪が上方に変位す
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が後方への傾斜
を有するため、外方への変位量は小さい。第コラチラル
リンク２２の外端は上方への車輪の変位に伴なって内方
如変位する。Therefore, the wheel center 40 is displaced along an arcuate trajectory centered on the bolt 38 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 lateral link arrangement of the illustrated embodiment, the first lateral link 20 is laterally outwardly inclined slightly rearwardly and downwardly and has the longest length among the three lateral links. It's short. The third lateral link 22 is inclined slightly forward and upward toward the outer side in the lateral direction, and the third lateral link 24 is inclined slightly downward toward the outer side in the lateral direction. With this arrangement, for example, if the wheel is displaced upward, the outer end of the first lateral link 20 will be slightly displaced outward, but since the link 20 has a rearward inclination, it will not move outward. The amount of displacement is small. The outer end of the lateral link 22 is displaced inwardly as the wheel is displaced upward.

また、第３ラテラルリンク２４の外端は外方に変位し、
その変位量は第１ラテラルリンク２０の外端の変位量よ
シも大きくなる。そして　＠　／、第コラチラルリンク
２０．２２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、全体としては僅かなトーイン傾向
を生ずるとともに、キャンバ角が減少することになる。Further, the outer end of the third lateral link 24 is displaced outward,
The amount of displacement is also larger than the amount of displacement of the outer end of the first lateral link 20. Since the outer ends of the third lateral links 20 and 22 are located forward of the outer ends of the third lateral links 24, a slight toe-in tendency occurs as a whole, and the camber angle decreases.

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
ーアウトおよび僅かなキャンバ角の増加を生ずる。すな
わぢ、車輪の上下方向の変位に対しては、第６図に曲Ｉ
Ｊａで示すようなトー角変化を生じ、キャンバ角変化も
同様な傾向となる。第６図の曲線すは実開昭３Ａ　−Ａ
、２．２０！ｒ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。A downward displacement or rebound of the wheel results in a slight toe-out and a slight increase in camber angle. In other words, for the vertical displacement of the wheel, curve I is shown in Figure 6.
The toe angle changes as shown by Ja, and the camber angle changes have a similar tendency. The curve in Figure 6 is Jitsukai Showa 3A-A
, 2.20! This figure shows the toe angle change in the suspension of No.

このような車輪の姿勢変化に伴ない、スイングアーム１
８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。With this change in the attitude of the wheel, the swing arm 1
The rubber bushing 39 that attaches the swing arm 18 to the vehicle main frame 28 has an axial deviation, so that the swing arm 18
produces the required amount of lateral displacement.

才た、曲線走行時のように車輪に横力が加わる場合、そ
の着力点Ｐと第コラチラルリンク２２の取付点とを結ぶ
直線りに対し第１ラテラルリンク２０の取付点ｉｊ［、
だけ、第３ラテラルリンクの取付点は１２だけ離れてお
９両者には、１２＞Ｉｌｌの関係がある。従って、第３
ラテラルリンク２４に生じる反力よシも、第７ラテラル
リンク２０に生じる反力の方が大きくなシ、ブツシュの
変形等によって生じるその横方向の変位量も第１ラテラ
ルリンク２０に生じる方が大きい。従って車輪１０はリ
ンク２０．２４の変位量の差により僅かにトーイン液化
を生じる。When a lateral force is applied to the wheel, such as when traveling on a curve, the attachment point ij[,
However, the attachment points of the third lateral links are separated by 12, and there is a relationship of 12>Ill between them. Therefore, the third
The reaction force generated on the lateral link 24 is greater than the reaction force generated on the seventh lateral link 20, and the amount of lateral displacement caused by deformation of the bushing is also greater on the first lateral link 20. . Therefore, the wheel 10 undergoes slight toe-in liquefaction due to the difference in displacement of the links 20,24.

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７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付して示しｒある。本例は
３本のラテラルリンク２０，２２．２４の配置を変更し
たものである。！ｉ８７図を参照すれば、各２チラルリ
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４
ｏ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前方の位置に、
第３２チラルリンク２４は同車軸４ｏに対して下方でか
つ後方の位置にそれぞれ数句けられている。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。な
お、図示例のように、一本の２チラルリンクを車輪中心
の上方に、他の２本を車輪中心の下方で、かつ前後に配
置すると、２チラルリンクの軸力をほぼ均等化できて″
有利である。FIG. 7 shows another embodiment of the present invention, in which the same parts as in the previous example are denoted by the same reference numerals. In this example, the arrangement of three lateral links 20, 22, and 24 is changed. ! Referring to FIG. 4
the second lateral link 22 is located above and in front of the axle 40;
The 32nd chiral links 24 are provided several times below and at the rear of the axle 4o. Even with this arrangement, the effect is the same as the previous example. In addition, as shown in the example shown, if one 2-chiral link is placed above the wheel center and the other two are placed below the wheel center, front and rear, the axial forces of the 2-chiral links can be approximately equalized.
It's advantageous.

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、２チラルリンクの軸力に悪影響を与えない範囲で、
２チラルリンクの配置、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 above-mentioned embodiments, and the present invention is not limited to the arrangement of the embodiments described above.
By varying the arrangement of the bichral link, the location and stiffness of the attachment point to the wheel support member, it is possible to create desirable trends in the camber and toe angle changes of the wheel.

【図面の簡単な説明】 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≠図は第１図のＡ−Ａ断面図、第
５図は側面図、第６図は、車＠が上下方向の力を受けた
場合のトー角変化を表した図表第７図は他の実施例のサ
スペンションの側面図である。 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・・・・・嬉／ラテラルリンク− ２２・・・争・第コラチラルリンク、 ２４・・・−・第３２チラルリンク、 ２６…・・ショツクアブソーノ々、 ２８・・・・・車体主フレーム。 特許出願人　東洋工業株式会社 第３図 第４図 第５図[Brief Description of the Drawings] Fig. 1 is a plan 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, FIG. FIG. 7 is a diagram showing changes in toe angle when @ is subjected to vertical force. FIG. 7 is a side view of a suspension according to another embodiment. Explanation of symbols 10...Wheel, 12...Wheel support member, 14...Suspension device, 18...Swing arm, 20...Happy/Lateral link- 22.・・Conflict/No. 1 Chiral Link, 24...-・32nd Chiral Link, 26... Shock absorption, 28... Vehicle main frame. Patent applicant: Toyo Kogyo Co., Ltd. Figure 3 Figure 4 Figure 5

Claims (2)

【特許請求の範囲】[Claims] （１）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、
７本のラテラルリンクの前記車輪支持部材における取付
点が他の２本のラテラルリンクの取付点よりも上方に配
置され、前記他の一本の２チラルリンクの取付点は前記
１本のラテラルリンクの取付点と車輪への横力着力点と
を結ぶ直線を挾んで前後に配置され、前記２本のラテラ
ルリンクのうち前側に配置されたラテラルリンクの車輪
支持部材への取付点と前記直線との距離が後側に配置さ
れたラテラルリンクの車輪支持部材への取付点と前記直
線との距離よりも短かくなっていることを特徴とする自
動車ノリャサスペンション。(1) Extends in the longitudinal direction of the vehicle body, one end is attached to the vehicle body so as to be swingable in the vertical direction, and the other end supports the wheel support member and is 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 extending independently from each other in the lateral direction of the vehicle body, one end of each lateral link being rotatably attached to the wheel support member and the other end rotatably attached to the vehicle body,
The attachment points of the seven lateral links on the wheel support member are arranged above the attachment points of the other two lateral links, and the attachment points of the other two-way link are arranged above the attachment points of the other two lateral links. They are arranged in front and behind a straight line connecting the attachment point and the point of applying lateral force to the wheel, and the attachment point of the lateral link placed on the front side of the two lateral links to the wheel support member is connected to the straight line. An automobile suspension, characterized in that the distance is shorter than the distance between the attachment point of the lateral link arranged on the rear side to the wheel support member and the straight line. （２）前記上方に配置されたラテラルリンクの前記車輪
支持部材への取付点が車輪中心より上方かつ前方に、前
記他の２本のラテラルリンクのうち前側に配置されたラ
テラルリンクの車ホ（側堰付点が車輪中心よシ下方かつ
前方に、後側に配置されたラテラルリンクの車輪側取付
点が車輪中心より下方かつ後方にそれぞれ配置されてい
ることを特徴とする前記第１項記載の自動７ｔｊのリヤ
サスインジョン。(2) The attachment point of the lateral link placed above to the wheel support member is located above and in front of the wheel center, and the lateral link placed on the front side of the other two lateral links is attached to the vehicle Item 1 above, characterized in that the side weir attachment points are located below and in front of the wheel center, and the wheel side attachment points of the rear side lateral link are located below and rear of the wheel center. Automatic 7TJ rear suspension injection.
JP16154183A 1983-04-02 1983-09-02 Rear suspension of car Granted JPS6053414A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP16154183A JPS6053414A (en) 1983-09-02 1983-09-02 Rear suspension of car
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
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
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
JP16154183A JPS6053414A (en) 1983-09-02 1983-09-02 Rear suspension of car

Publications (2)

Publication Number Publication Date
JPS6053414A true JPS6053414A (en) 1985-03-27
JPS6248608B2 JPS6248608B2 (en) 1987-10-14

Family

ID=15737057

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16154183A Granted JPS6053414A (en) 1983-04-02 1983-09-02 Rear suspension of car

Country Status (1)

Country Link
JP (1) JPS6053414A (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS613007U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS613008U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS613006U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS6358009U (en) * 1986-10-06 1988-04-18
JPH03279009A (en) * 1990-03-29 1991-12-10 Nissan Motor Co Ltd Suspension device

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
JPS5542680U (en) * 1978-09-14 1980-03-19
JPS5876316A (en) * 1981-11-02 1983-05-09 Nissan Motor Co Ltd Rear suspension

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS531974A (en) * 1976-06-25 1978-01-10 Shin Meiwa Ind Co Ltd Compactor

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
JPS5542680U (en) * 1978-09-14 1980-03-19
JPS5876316A (en) * 1981-11-02 1983-05-09 Nissan Motor Co Ltd Rear suspension

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS613007U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS613008U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS613006U (en) * 1984-06-08 1986-01-09 三菱自動車工業株式会社 rear suspension
JPS6358009U (en) * 1986-10-06 1988-04-18
JPH03279009A (en) * 1990-03-29 1991-12-10 Nissan Motor Co Ltd Suspension device

Also Published As

Publication number Publication date
JPS6248608B2 (en) 1987-10-14

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