JPS6248602B2 - - Google Patents

Info

Publication number
JPS6248602B2
JPS6248602B2 JP58161535A JP16153583A JPS6248602B2 JP S6248602 B2 JPS6248602 B2 JP S6248602B2 JP 58161535 A JP58161535 A JP 58161535A JP 16153583 A JP16153583 A JP 16153583A JP S6248602 B2 JPS6248602 B2 JP S6248602B2
Authority
JP
Japan
Prior art keywords
vehicle body
lateral
wheel
support member
wheel support
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.)
Expired
Application number
JP58161535A
Other languages
Japanese (ja)
Other versions
JPS6053408A (en
Inventor
Seita Kanai
Naoto Takada
Nobuhiro Araki
Tadashi Uto
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.)
Matsuda KK
Original Assignee
Matsuda KK
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 Matsuda KK filed Critical Matsuda KK
Priority to JP16153583A priority Critical patent/JPS6053408A/en
Priority to EP84110400A priority patent/EP0136563B2/en
Priority to EP88110420A priority patent/EP0302226B1/en
Priority to DE88110420T priority patent/DE3486249T2/en
Priority to DE8484110400T priority patent/DE3480186D1/en
Publication of JPS6053408A publication Critical patent/JPS6053408A/en
Priority to US07/043,479 priority patent/US4815755A/en
Publication of JPS6248602B2 publication Critical patent/JPS6248602B2/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

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ヨンの改良に
関する。
DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) 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ヨンとして、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。
このリヤサスペンシヨン方式は、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
ヨンは、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つ
て重量的に不利である。
(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.
This rear suspension system has a trailing arm that extends in the longitudinal direction of the vehicle body and whose front end is attached to the vehicle body so that it can swing vertically.The rear end of this trailing arm has a hub support for supporting the wheel hub. The member 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 This requires a wide lateral spacing between the two, which increases the size of the trailing arm, 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56―
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自在に結合さ
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ヨ
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場合、上方への運動す
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。一方、これに対し
て、西独公開特許第2038880号公報には、上方に
配設される三角形状のアツパーアームと、下方に
配設される前後に並設される2本のロアーアーム
によつて、車輪を支持する構成のものが開示され
ている。このものにあつては、車輪の姿勢がこの
3つのアームによつて基本的に規制されるもので
ある為、これらのアームの位置、配置、並びに長
さの関係を選定することによつて、車輪が車体に
対し上下方向に運動した場合にも車輪のトーを適
宜に設定することが可能になり、上述の従来技術
の構造に比べて、トー変化による走行安定性を改
善することができるものである。しかしながら、
この公報のアツパーアームは、車体への枢着点が
前後方向に離れた2点からなる三角形アームで構
成されるものであるため、特にスペース面と、乗
心地面の両方で不利である。つまり、車輪の上下
運動に伴い三角形状のアツパーアームの揺動を許
す為には、広いスペースを確保する必要がある。
一般に、スタビライザー等の他のサスペンシヨン
構成部材を配設する必要性から、車輪背後の空間
スペースは非常に限られているため、他のものと
干渉を起こさないように三角形アームの揺動スペ
ースを確保する為には多くの制約が約じ、設計自
由度がかなり規制される。さらには、走行中、路
面の起状により、車輪に対し前後方向に衝撃荷重
が入力されるが、この場合、アツパーアームは前
後2点で枢着されている関係でこの衝撃荷重方向
の剛性が高いものとなり、車体に衝撃が伝わりや
すく乗心地が悪化する。2点枢着部の弾性ブツシ
ユを軟かくすることで、この衝撃を緩和すること
も可能であるが、軟かくしすぎると、今度は施回
中、車輪に横力が作用する時、車輪のキヤンバー
変化(正方向)が大きくなり、グリツプ力の低下
を来し、操安性が悪化してしまう。
A structure that solves these problems was developed in 1982.
Proposed by No. 62205. 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. The outer ends of the two arranged lateral links are rotatably connected, and the inner ends of the lateral links are 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 wheels move vertically relative to the vehicle body, the downward The wheels also tend to move in the toe-out direction during rebound, resulting in unstable steering such as oversteer while driving on a curved road. On the other hand, in West German Published Patent Application No. 2038880, a triangular upper arm disposed above and two lower arms arranged in parallel at the front and back disposed below are used to control the wheels. A configuration that supports this is disclosed. In this case, the attitude of the wheel is basically regulated by these three arms, so by selecting the position, arrangement, and length relationship of these arms, Even when the wheels move in the vertical direction relative to the vehicle body, the toe of the wheels can be set appropriately, and compared to the structure of the prior art described above, driving stability due to toe changes can be improved. It is. however,
The upper arm of this publication is constituted by a triangular arm having two pivot points to the vehicle body spaced apart in the longitudinal direction, and is particularly disadvantageous in terms of both space and riding comfort. In other words, it is necessary to secure a large space in order to allow the triangular upper arm to swing as the wheel moves up and down.
Generally, the space behind the wheels is very limited due to the need to install other suspension components such as stabilizers, so the swinging space of the triangular arm is limited to avoid interference with other parts. In order to ensure this, many constraints must be met, and the degree of design freedom is considerably restricted. Furthermore, while driving, impact loads are applied to the wheels in the front and rear directions due to the unevenness of the road surface. This causes shock to be easily transmitted to the vehicle body, worsening the ride comfort. It is possible to alleviate this impact by making the elastic bushing of the two-point pivot joint softer, but if it is made too soft, the camber of the wheel will be affected when lateral force is applied to the wheel during rotation. The change (in the positive direction) becomes large, resulting in a decrease in grip strength and poor steering stability.

又、この公報のトレーリングアームの後端は、
車輪を回転自在に支持する車輪支持部材に対し、
周動自在となるように連結されている。よつて、
滑らかな車輪の上下運動を可能にする為には、こ
の部分の周動にスムーズにすることが不可欠であ
り、信頼性を確保する為には、実際には大型のシ
ールブーツ等の部材を別途必要として、構造が複
雑化する懸念が生じる。
Also, the rear end of the trailing arm in this publication is
For wheel support members that rotatably support wheels,
They are connected so that they can rotate freely. Then,
In order to enable smooth vertical movement of the wheel, it is essential that the circumferential motion of this part be smooth, and in order to ensure reliability, it is actually necessary to separately install parts such as large seal boots. As a result, there is a concern that the structure will become more complex.

(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
ウト傾向を抑制することができ、従つて走行安定
性をさらに改善することができ、かつ、乗心地を
損うことのない軽量、コンパクトな自動車のリヤ
サスペンシヨンを提供することである。
(Object of the present invention) An object of the present invention is to be able to suppress the toe-out tendency that accompanies vertical movement of wheels, thereby further improving running stability and impairing riding comfort. The purpose of the present invention is to provide a lightweight and compact rear suspension for an automobile without any friction.

(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一個の枢着手
段を介して回動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前記3本のラテラルリンク
の取付点が車体前後方向垂直面内で一直線上に並
ばない位置関係を有するとともに、前記車輪支持
部材は、車体に対し横方向変位が許容されるよう
に前記スイングアームを介して車体に接続される
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 transmits force in the longitudinal direction and rotational force in the wheel rotation direction to the wheel support member. three lateral links extending in the lateral direction of the vehicle body independently of each other; one end of each lateral link is connected to the wheel support member, and the other end is connected to the vehicle body through one pivoting means. The three lateral links are rotatably mounted and have a positional relationship in which the attachment points of the three lateral links to the wheel support member are not aligned in a vertical plane in the longitudinal direction of the vehicle body, and the wheel support member is lateral to the vehicle body. It is characterized in that it is connected to the vehicle body via the swing arm so as to allow directional displacement.

本発明のこの構成によれば、車輪支持部材した
がつて車輪の姿勢は3本のラテラルリンクのみに
よつ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
部材への取付け位置および該取付け位置での横方
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力が作
用したときの車輪のトー変化およびキヤンバ角変
化を望ましい傾向に制御することが可能になる。
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。
According to this configuration of the present invention, the attitude 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 upper and lower positions of each lateral link. By appropriately determining the direction, longitudinal inclination angle, length, mounting position to the wheel support member, and lateral rigidity at the mounting position, lateral and longitudinal forces can be reduced when the wheel bumps, rebounds, and the wheel. It becomes possible to control the toe change and camber angle change of the wheel in a desired manner when the wheel is actuated.
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, either the lateral stiffness of the swing arm is reduced so that the swing arm can flex laterally during bumps, rebounds, etc., or the swing arm and the wheel support member are They may be coupled in such a way that relative displacement in the horizontal or horizontal direction is possible.

(発明の効果) 本発明によれば、車体横方向に延びる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前後方向垂直面内で
一直線上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により規制されるよ
うになる。したがつて、スイングアームは比較的
小さい断面の軽量なものとすることができ、サス
ペンシヨンを全体として軽量に構成できる。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、車輪に上下方向の運動を生じた場
合、および車輪に横力や前後力が作用した場合の
車輪の姿勢変化を望ましい傾向にすることが可能
になり、たとえばバンプ時またはリバウンド時の
車輪のトーアウト傾向を効果的に抑制することが
できるようになる。この場合、3本のラテラルリ
ンクは、それぞれ一個の枢着手段を介して車体に
支持される為、あらゆる方向に対しリンクは揺動
し易すく、乗心地を悪化させることはない。
(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 not aligned in a straight line in the vertical plane in the longitudinal direction of the vehicle body. Because of the arrangement, the attitude of the wheel is regulated by these lateral links. Therefore, the swing arm can be made lightweight with a relatively small cross section, and the suspension can be constructed to be lightweight as a whole. In addition, by appropriately determining the arrangement of the three lateral links, it is possible to make the attitude change of the wheel desirable when the wheel moves in the vertical direction or when lateral force or longitudinal force is applied to the wheel. This makes it possible to effectively suppress the tendency of the wheels to toe out, for example, when bumping or rebounding. In this case, since each of the three lateral links is supported by the vehicle body via one pivoting means, the links can easily swing in all directions without deteriorating ride comfort.

(実施例の説明) 第1図、第2図、第3図及び第4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、サスペンシヨン装置14を介して車体1
6に連結されている。サスペンシヨン装置14
は、スイングアーム18、第1ラテラルリンク2
0、第2ラテラルリンク22、第3ラテラルリン
ク24及びシヨツクアブソーバ26とから構成さ
れている。スイングアーム18は上下に巾広の板
形状で車体前後方向に延び一端は車体主フレーム
28に車体横方向の水平軸まわりに回動可能に取
付けられ、他端は車輪支持部材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
可能にゴムブツシユ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ユ2
0b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ユ22a,24a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、他端がゴムブツシユ
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。シヨツクアブソ
ーバ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
置関係になつている。
(Description of Embodiments) Referring to FIGS. 1, 2, 3, and 4, a wheel 10 is rotatably supported by a wheel support member 12, and is connected to a vehicle body 1 via a suspension device 14.
6. Suspension device 14
is the swing arm 18, the first lateral link 2
0, a second lateral link 22, a third lateral link 24, and a shock absorber 26. The swing arm 18 has a vertically wide plate shape and extends in the longitudinal direction of the vehicle body. One end is attached to the vehicle body main frame 28 so as to be rotatable around a horizontal axis in the lateral direction of the vehicle body, and the other end is attached to the wheel support member 12 with bolts 30.
Fixed by First lateral link 20
extends substantially transversely 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 approximately in the longitudinal direction of the vehicle body;
The other end is attached to the main frame 28 of the vehicle body and is rotatable around a horizontal axis in the longitudinal direction of the vehicle body.
It is attached via 0b. The second lateral link 22 and the third lateral link 24 have one end rotatably attached to the wheel support member 12 via rubber bushings 22a and 24a, respectively, so as to be rotatable around a horizontal axis in the longitudinal direction of the vehicle body, and the other end of the second lateral link 22 and the third lateral link 24 are rotatable about a horizontal axis in the longitudinal direction of the vehicle body, respectively. 24b to the rear subframe 32 on the vehicle body side so as to be rotatable about a horizontal axis extending substantially in the longitudinal direction of the vehicle body. The shock absorber 26 includes a coil spring 34 and a damper 36, extends in the vertical direction, 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 has an upper end rotatably mounted to the vehicle body 16. installed in such a way that it is possible. Each lateral link 20,
The attachment positions of the wheels 22 and 24 on the wheel support member 12 are not in a straight line in a vertical plane in the longitudinal direction of the vehicle body.

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1
8はその前端を車体に取付けるための軸38のま
わりに揺動する。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
方向が支持されているので、ラテラルリンク2
0,22,24も上下方向に揺動し、その外端部
は揺動に伴なつ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、横方向外方に向つて僅かに後下
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2
2は横方向外方に向つ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
に向つ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
なつて内方に変位する。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の外端の変位量よりも大きく
なる。そして、第1、第2ラテラルリンク20,
22の外端は第3ラテラルリンク24の外端より
前方に位置するもので、全体としては僅かなトー
イン傾向を生ずるとともに、キヤンバ角が減少す
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アウトおよび僅かなキヤ
ンバ角の増加を生ずる。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、キヤンバ角変化も同様な傾
向となる。第6図の曲線bは実開昭56―62205号
のサスペンシヨ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には必要な量
の横方向の撓みを生ずる。
When the wheel 10 receives a force in the vertical direction, the wheel 10 is displaced in the vertical direction, and the swing arm 1
8 swings around an axis 38 for attaching its front end to the vehicle body. In this case, the wheel support member 12
is supported laterally by the three lateral links 20, 22, and 24, so the lateral link 2
0, 22, and 24 also swing in the vertical direction, and their outer ends are displaced in the lateral direction as they swing. In the lateral link arrangement of the illustrated embodiment, the first lateral link 20 is slanted laterally outwardly and slightly rearwardly downward, and has the shortest length among the three lateral links. shellfish. 2nd lateral link 2
2 is slanted slightly forward and upwardly toward the outside in the lateral direction, and the third lateral link 24 is slanted slightly downwardly toward the outside 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 second lateral link 22 is displaced inward as the wheel is displaced upward. Further, the outer end of the third lateral link 24 is displaced outward, and the amount of displacement is the same as that of the first lateral link.
This amount is larger than the amount of displacement of the outer end of the lateral link 20. And the first and second lateral links 20,
The outer end of the third lateral link 22 is located forward of the outer end of the third lateral link 24, resulting in a slight toe-in tendency as a whole and a decrease in the camber angle. A downward displacement or rebound of the wheel results in a slight toe-out and a slight increase in camber angle. 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 similar tendency. Curve b 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 such a change in the attitude of the wheel, a necessary amount of lateral deflection occurs in the swing arm 18.

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
シユ20a,22a,24aに撓みを生じるが、
これらゴムブツシユ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
れらゴムブツシユ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せることも可
能になる。また、この配置では、前後力に対して
は、ほとんどトー角変化は生じない。
Note that when a lateral force is applied to the wheels such as when driving on a curved road, the rubber bushes 20a, 22a, 24a provided at the attachment portions between the lateral links 20, 22, 24 and the wheel support member 12 are bent. ,
By making the rigidity of these rubber bushings the same, it is possible to prevent almost any toe change from occurring in response to lateral force, and by changing the rigidity of these rubber bushings as necessary, it is possible to prevent inward lateral force from occurring. It is also possible to produce a slight toe-in against outward forces and a slight toe-out against outward lateral forces. Furthermore, with this arrangement, almost no toe angle change occurs with respect to longitudinal force.

なお、車輪10に作用する前後力及び回転力に
対抗する反力はスイングアーム18により分担さ
れる。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付し
て示してある。本例は3本のラテラルリンク2
0,22,24の配置を変更したものである。
Note that the reaction force acting against the longitudinal force and rotational force acting on the wheel 10 is shared by the swing arm 18. FIG. 5 shows another embodiment of the present invention, in which the same parts as in the previous example are designated by the same reference numerals. In this example, there are three lateral links 2
The arrangement of 0, 22, and 24 has been changed.

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
置関係になつていて、第1ラテラルリンク20
は、車軸40に対して下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
れぞれ取付けられている。このような配置であつ
てもその作用は前例のものと同様である。
Referring to FIG. 5, each lateral link 20,
The mounting positions of the wheel support members 22 and 24 on the wheel support member 12 are in a positional relationship that is not in a straight line in the vertical plane in the longitudinal direction of the vehicle body, and the first lateral link 20
is located below and in front of the axle 40,
The second lateral link 22 is located above and in front of the axle 40, and the third lateral link 24
are attached at positions below and at the rear of the axle 40, respectively. Even with this arrangement, the operation 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、車輪のキヤ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 the drawing]

第1図は本発明のサスペンシヨンを表した平面
図、第2図は、本発明のサスペンシヨンを表した
立面図、第3図は本発明のサスペンシヨンを表し
た斜視図、第4図は第1図のA―A断面図、第5
図は他の実施例のサスペンシヨンの詳細側面図、
第6図は車輪が上下方向の力を受けた場合のトー
角変化を表したグラフである。 10…車輪、12…車輪支持部材、14…サス
ペンシヨン装置、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…シヨツク
アブソーバ、28…車体主フレーム。
FIG. 1 is a plan view showing the suspension of the present invention, FIG. 2 is an elevational view showing the suspension of the present invention, FIG. 3 is a perspective view showing the suspension of the present invention, and FIG. 4 is a perspective view showing the suspension of the present invention. is a cross-sectional view taken along line A-A in Figure 1.
The figure is a detailed side view of the suspension of another embodiment.
FIG. 6 is a graph showing the change in toe angle when the wheel receives a force in the vertical direction. 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.

Claims (1)

【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
それぞれ一個の枢着手段を介して回動可能に取付
けられるとともに前記車輪支持部材に対する前記
3本のラテラルリンクの取付点が車体前後方向垂
直面内で一直線上に並ばない位置関係を有すると
ともに、前記車輪支持部材は、車体に対し横方向
変位が許容されるように前記スイングアームを介
して車体に接続されることを特徴とする自動車の
リヤサスペンシヨン。
1 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 extending independently from each other in the lateral direction of the vehicle body, one end of each lateral link being rotatable to the wheel support member and the other end being rotatable to the vehicle body through one pivoting means. The attachment points of the three lateral links to the wheel support member are not aligned in a straight line in a vertical plane in the longitudinal direction of the vehicle body, and the wheel support member has a positional relationship in which the attachment points of the three lateral links to the wheel support member are not aligned in a straight line in a vertical plane in the longitudinal direction of the vehicle body. A rear suspension for an automobile, characterized in that the rear suspension is connected to a vehicle body via the swing arm so as to allow the swing arm to rotate.
JP16153583A 1983-04-02 1983-09-02 Rear suspension of car Granted JPS6053408A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP16153583A JPS6053408A (en) 1983-09-02 1983-09-02 Rear suspension of car
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.
DE8484110400T DE3480186D1 (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
JP16153583A JPS6053408A (en) 1983-09-02 1983-09-02 Rear suspension of car

Publications (2)

Publication Number Publication Date
JPS6053408A JPS6053408A (en) 1985-03-27
JPS6248602B2 true JPS6248602B2 (en) 1987-10-14

Family

ID=15736940

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16153583A Granted JPS6053408A (en) 1983-04-02 1983-09-02 Rear suspension of car

Country Status (1)

Country Link
JP (1) JPS6053408A (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH021128Y2 (en) * 1984-09-07 1990-01-11
JPS61163706U (en) * 1985-03-30 1986-10-11
JPH0653444B2 (en) * 1985-07-03 1994-07-20 本田技研工業株式会社 Vehicle rear suspension
JPH0686162B2 (en) * 1985-07-03 1994-11-02 本田技研工業株式会社 Rear suspension of the vehicle
JPS626807A (en) * 1985-07-03 1987-01-13 Honda Motor Co Ltd Rear suspension for vehicles
JPS62117104U (en) * 1986-01-18 1987-07-25
JP2514475Y2 (en) * 1986-09-30 1996-10-16 三菱自動車工業株式会社 Rear suspension of the vehicle
US4943082A (en) * 1987-09-19 1990-07-24 Mazda Motor Corporation Vehicle suspension mechanism

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3327803A (en) * 1964-12-22 1967-06-27 Gen Motors Corp Independent rear wheel suspension
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

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3327803A (en) * 1964-12-22 1967-06-27 Gen Motors Corp Independent rear wheel suspension
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

Also Published As

Publication number Publication date
JPS6053408A (en) 1985-03-27

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