JPS6285705A - Trailing arm type suspension of multi-link system for steering wheel - Google Patents

Trailing arm type suspension of multi-link system for steering wheel

Info

Publication number
JPS6285705A
JPS6285705A JP22619685A JP22619685A JPS6285705A JP S6285705 A JPS6285705 A JP S6285705A JP 22619685 A JP22619685 A JP 22619685A JP 22619685 A JP22619685 A JP 22619685A JP S6285705 A JPS6285705 A JP S6285705A
Authority
JP
Japan
Prior art keywords
arm
knuckle
trailing arm
link
trailing
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
JP22619685A
Other languages
Japanese (ja)
Other versions
JPH0533163B2 (en
Inventor
Yutaka Tashiro
豊 田代
Shoichi Sano
佐野　彰一
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP22619685A priority Critical patent/JPS6285705A/en
Publication of JPS6285705A publication Critical patent/JPS6285705A/en
Publication of JPH0533163B2 publication Critical patent/JPH0533163B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/22—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm forming the axle housing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B60G2200/1442—Independent suspensions with lateral arms with two lateral arms forming a parallelogram including longitudinal rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/464—Caster angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/416—Ball or spherical joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/418—Bearings, e.g. ball or roller bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments

Abstract

PURPOSE:To enable the control of the fluctuation of caster angles by connecting a trailing arm, an upper arm and a lower arm to a knuckle so supporting a steering wheel as to be freely rotatable, and so holding the knuckle as to be oscillate freely in a vertical direction with the trailing arm. CONSTITUTION:The upper and lower sides of a knuckle 37 monolithically comprising an axle 36 to support rear wheels in a rear suspension system are so supported on a body as to freely oscillate vertically via an upper arm 41 and a lower arm 42 arranged in a transverse direction. The rear ends of upper and lower links 22 and 23 for a trailing arm 21 extending longitudinally are coupled to connecting rods 38 and 39 formed on the upper and lower front of said knuckle 37, via coupling axles 48 and 49. The lower link 23 is made longer than the upper link 22. The front end of the lower link 23 is connected to the outer end of a tie rod 24 and piped rubber bushes 27 and 27 fixed to the forward part of the lower link 23 and the front end of the upper link 22 are axially supported on a holder 31 to be connected to the body.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は転舵輪用の多リンク式トレーリングアーム型サ
スペンションに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a multi-link trailing arm type suspension for steered wheels.

（従来の技術） 車輪を回転自在に支持するナックルにトレーリングアー
ムとアッパアーム及びロアアームを連結して成るサスペ
ンションが特開昭［１０−５３４０８号公報に開示され
、ナックルはトレーリングアームに一体化されている。(Prior Art) A suspension in which a trailing arm, an upper arm, and a lower arm are connected to a knuckle that rotatably supports a wheel is disclosed in Japanese Patent Application Laid-Open No. 10-53408, in which the knuckle is integrated with the trailing arm. ing.

（発明が解決しようとする問題点） 斯かる多リンク式トレーリングアーム型サスペンション
を転舵輪用に適用しようとする場合、第７図の如くナッ
クル（７１）に対するアッパアーム（７２）及びロアア
ーム（７３）の各連結点を結ぶ線がキングピン軸（Ｋ）
を構成し、これによりキャスター角（θ）、キャスター
トレール（交）が決定される。(Problems to be Solved by the Invention) When applying such a multi-link trailing arm type suspension to a steered wheel, the upper arm (72) and lower arm (73) are connected to the knuckle (71) as shown in Fig. 7. The line connecting each connection point is the kingpin axis (K)
This determines the caster angle (θ) and caster trail (cross).

ところが、ナックル（７１）がトレーリングアーム（７
４）に一体化されていると、車輪（７５）のバウンド・
リバウンド時において、トレーリングアーム（７０の揺
動角（α）に対応してキャスター角（θ）、キャスター
トレール（立）が変化してしまい、操舵力変化を少なく
するための対策が望まれる。However, the knuckle (71) is attached to the trailing arm (71).
4), the bounce of the wheels (75)
During rebound, the caster angle (θ) and caster trail (vertical) change in response to the swing angle (α) of the trailing arm (70), and countermeasures are desired to reduce changes in steering force.

従って本発明の目的は、バウンド争リバウンド時におけ
るキャスタートレール（キャスター角）の変化を抑制し
、操舵力変化を少なくするようにした転舵輪用多リンク
式トレーリングアーム型サスペンションを提供するにあ
る。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a multi-link trailing arm type suspension for steered wheels that suppresses changes in caster trail (caster angle) during bounce and rebound, and reduces changes in steering force.

（問題点を解決するための手段） 前記目的を達成すべく本発明は、転舵輪（３５）を回転
自在に支持するナックル（３７）にトレーリングアーム
（２１）とアッパアーム（４１）及びロアアーム（４２
）を連結するとともに、トレーリングアーム（２１）に
対しナックル（３７）を上下揺動自在に枢着連結した。(Means for Solving the Problems) In order to achieve the above object, the present invention includes a trailing arm (21), an upper arm (41), and a lower arm ( 42
), and the knuckle (37) was pivotally connected to the trailing arm (21) so as to be able to swing vertically.

（作用） ナックル（３７）はトレーリングアーム（２１）に対し
上下揺動自在なので、転舵輪（３５）のバウンド−リバ
ウンド時において、アッパアーム（４１）及びロアアー
ム（４２）に支持されたナックル（３７）はトレーリン
グアーム（２１）と相対的に揺動し、キングピン軸（Ｋ
）の側面視における傾きはほぼ一定に保たれ、キャスタ
ートレール（キャスター角）の変化は小さく抑えられる
。(Function) Since the knuckle (37) is vertically swingable with respect to the trailing arm (21), when the steered wheel (35) bounces and rebounds, the knuckle (37) supported by the upper arm (41) and the lower arm (42) ) swings relative to the trailing arm (21), and the kingpin shaft (K
) in side view is kept almost constant, and changes in caster trail (caster angle) are kept small.

（実施例） 以下に添付図面を基に実施例を詳述する。(Example) Examples will be described in detail below based on the accompanying drawings.

第１図は本すスベンジ厘ンをリヤに適用した前後輪操舵
装置の斜視図で、ハンドル（１）のステアＩＪ　７グ軸
（２）はユニバーサルジヨイント（３）を介してラック
ピニオン式のフロントステアリングギヤボックス（４）
内に組込まれ、ラック軸（５）の両端にはタイロッド（
８）、（Ｅｌ）が連結され、タイロッド（８）　、　（
８）には前輪（７）、（７）を支承するナックルアー・
ノ、（８）、（８）が連結される。Figure 1 is a perspective view of the front and rear wheel steering system in which the steering wheel is applied to the rear. Front steering gear box (4)
The rack shaft (5) has tie rods (
8), (El) are connected, and tie rods (8), (
8) has a knuck lure that supports the front wheels (7) and (7).
(8), (8) are connected.

フロントステアリングギヤボックス（４）からはラック
軸（５）に噛合するビニオン軸（８）を後方に突出し、
ビニオン軸（９）にはユニバーサルジョント（１１）を
介してリンケージ軸（１２）を連結し、更にリンケージ
軸（１２）にはユニバーサルジヨイント（１３）を介し
てビニオン軸（１４）を連結し、このビニオン軸（１４
）をリヤステアリングギヤボックス（’１５　）内に組
込む。A binion shaft (8) that meshes with the rack shaft (5) protrudes rearward from the front steering gear box (4).
A linkage shaft (12) is connected to the binion shaft (9) via a universal joint (11), and further a binion shaft (14) is connected to the linkage shaft (12) via a universal joint (13). This pinion shaft (14
) into the rear steering gear box ('15).

一方、リヤサスペンションは第２図及び第３図にも示す
如くで、トレーリングアーム（２１）はアッパリンク（
２２）とロアリンク（２３）の２本リンクで構成され、
ロアリンク（２３）はアッパリンク（２２）より長く、
このロアリンク（２３）の前端部にはタイロッド（２４
）の外端がボールジョイン）　（２５）にて連結される
。更にロアリンク（２３）の前寄り部とアッパリンク（
２２）の前端部にはほぼ車体横方向に配置した管材ゴム
ブツシュ（２Ｂ）、（２７）がそれぞれ固設され１両ゴ
ムブツシュ（２８）、（２７）内に挿通される枢着軸（
２８）、（２！９）はホルダ（３１）に支持される。On the other hand, the rear suspension is as shown in Figures 2 and 3, and the trailing arm (21) is connected to the upper link (
Consists of two links: 22) and lower link (23),
The lower link (23) is longer than the upper link (22),
A tie rod (24) is attached to the front end of this lower link (23).
) are connected at the ball joint (25). Furthermore, the front part of the lower link (23) and the upper link (
Tube rubber bushings (2B) and (27), which are arranged approximately in the lateral direction of the vehicle body, are fixedly attached to the front end of the rubber bushings (22), respectively.
28), (2!9) are supported by the holder (31).

ホルダ（３１）は左右の垂下片（３２）　、（３２）の
上部を前後に同心をもって形成した筒部（３３）　、（
３３）で連続して成り、両筒部（３３）、（３３）内に
は管材ゴムブツシュ（３４）　、（３４）が固設され、
斯かるホルダ（３１）の雨垂下片（３２）　、（３２）
間の下部にロアリンク（２３）に備えた管材ゴムブツシ
ュ（２６）を臨ませ、枢着軸（２８）にて枢支する。ま
た両暇下片（３２）、（３２）間の後上部にはアッパリ
ンク（２２）に備えた管材ゴムブツシュ（２７）を臨ま
せ、枢着軸（２９）にて枢支する。The holder (31) has left and right hanging pieces (32), and a cylindrical part (33) formed with the upper part of (32) concentrically in the front and back.
33), and tube rubber bushings (34), (34) are fixedly installed inside both cylindrical parts (33), (33),
Rain hanging pieces (32), (32) of such a holder (31)
A tubular rubber bush (26) provided on the lower link (23) faces the lower part of the gap, and is pivotally supported by a pivot shaft (28). Further, a tubular rubber bushing (27) provided on the upper link (22) faces the rear upper portion between the lower pieces (32) and (32), and is pivotally supported by a pivot shaft (29).

そして後輪（３５）を支承するアクスル（３Ｂ）を外側
面に突設したナックル（３７）の上下にはアッパアーム
（４１）とロアアーム（４２）の外端がポールジヨイン
ト（４３）、（４４）にてそれぞれ連結され、ロアアー
ム（４２）の外端寄りにはダンパ（４５）の下端が支軸
（４８）にて連結される。更にナックル（３７）の前部
には上下の連結部（３８）　、（３９）が突設される。The outer ends of the upper arm (41) and lower arm (42) are connected to pole joints (43) and (44) above and below the knuckle (37), which has an axle (3B) that supports the rear wheel (35) protruding from its outer surface. ), and the lower end of a damper (45) is connected to the outer end of the lower arm (42) by a support shaft (48). Furthermore, upper and lower connecting portions (38) and (39) are provided protruding from the front portion of the knuckle (37).

斯かるナックル（３７）前部の上下の連結部（３Ｂ）　
。Such a knuckle (37) front upper and lower connecting part (3B)
.

（３９）にトレーリングアーム（２１）をなす前記アッ
パリンク（２２）及びロアリンク（２３）の後端部を軸
線を車体横方向とした枢着軸（４８）　、（４９）にて
それぞれ枢着連結する。At (39), the rear ends of the upper link (22) and lower link (23) forming the trailing arm (21) are respectively pivoted by pivot shafts (48) and (49) whose axes are in the lateral direction of the vehicle body. Arrival and connection.

車体への組付けは、アッパアーム（４１）及びロアアー
ム（４２）の内端を管材ゴムブツシュ（５１）、（５２
）を介して車体にそれぞれ枢支し、更にホルダ（３１）
を円筒部（３３）、（３３）に備えた管材ゴムブツシュ
（３４）、（３４）内に貫通され、はぼ車体前後方向に
配置される不図示の枢着軸を介して枢支し、またダンパ
（４５）の上端を車体に連結することにより行う。To assemble it to the vehicle body, attach the inner ends of the upper arm (41) and lower arm (42) to tubular rubber bushings (51) and (52).
) are respectively pivotally supported on the vehicle body via the holders (31).
are penetrated into tubular rubber bushes (34), (34) provided in the cylindrical parts (33), (33), and are pivotally supported via a pivot shaft (not shown) disposed in the longitudinal direction of the vehicle body. This is done by connecting the upper end of the damper (45) to the vehicle body.

そして左右のトレーリングアーム（２１）、（２１）を
構成するうちのロアリンク（２３）　、（２３）前端部
に連結された両タイロッド（２４）　、（２４）の内端
を前記リヤステアリングギヤボックス（１５）に組込み
、当該ギヤボックス内でビニオン軸（１０に噛合する不
図示のラー、り軸の両端にタイロッド（２４）　、　（
２４）をジヨイント等を介して連結する。Then, connect the inner ends of both tie rods (24), (24) connected to the front ends of the lower link (23), (23) of the left and right trailing arms (21), (21) to the rear steering gear. It is assembled into a box (15), and within the gear box there are tie rods (24), (
24) are connected via a joint or the like.

後輪（３５）、（３５）の転舵は、ハンドル（１）と連
動するタイロッド（２４）、（２４）の横移動によりト
レーリングアーム（２１）、（２１）がホルダ（３１）
、（３１）を支点として横方向に揺動し、ナックル（３
７）　、　（３７）がキングピン軸（Ｋ）、（Ｋ）廻り
に揺動することにより行われる。The steering of the rear wheels (35), (35) is achieved by the lateral movement of the tie rods (24), (24), which are linked with the handlebar (1), so that the trailing arms (21), (21) are steered by the holder (31).
, (31) as a fulcrum and swings laterally, and the knuckle (3
7) and (37) are performed by swinging around the king pin shafts (K) and (K).

このように転舵輪用多リンク式トレーリングアーム型リ
ヤサスペンションを構成し、特にトレーリングアーム（
２１）をなすアッパリンク（２２）及びロアリンク（２
３）に対しナックル（３７）を上下揺動自在にそれぞれ
枢着軸（４８）　、　（４９）にて連結したため、ナッ
クル（３７）の揺動の瞬間中心は両リンク（２２）、（
２３）の延長線の交点となり、従来よりも遠くへ位置す
ることとなる。このため、後輪（３５）のバウンド・リ
バウンド時において、それぞれ揺動するアッパリンク（
２２）及びロアリンク（２３）の後端部に対しナックル
（３７）は上下の枢着軸（４Ｂ）、（４９）廻りに揺動
し、ナックル（３７）の揺動の瞬間中心が前方に遠く位
置しているので、キングピン軸０［）の側面視における
傾きの変化を抑えるように作用する。　　。In this way, a multi-link trailing arm type rear suspension for steered wheels is constructed, especially the trailing arm (
Upper link (22) and lower link (2
3), the knuckle (37) is connected to the pivot shafts (48) and (49) so that it can freely swing up and down, so the momentary center of swing of the knuckle (37) is between the two links (22) and (
23), and will be located further away than before. Therefore, when the rear wheel (35) bounds or rebounds, the upper link (
22) and the rear end of the lower link (23), the knuckle (37) swings around the upper and lower pivot shafts (4B) and (49), and the momentary center of swing of the knuckle (37) moves forward. Since it is located far away, it acts to suppress changes in the inclination of the kingpin axis 0[) in side view. .

従ってトレーリングアームにナックルを一体化していた
従来タイプに比ベキヤスタートレール（キャスター角）
の変化を小さく抑えることができ、これにより凹凸路面
走行中におけるハンドル（１）に伝わる反力のトルク変
化は小さく抑えられるので、実施例の如き前後輪操舵方
式の車両における操舵力の変化を少なくすることができ
る。Therefore, compared to the conventional type, which has a knuckle integrated into the trailing arm, the caster angle is lower than that of the conventional type.
As a result, the change in torque of the reaction force transmitted to the steering wheel (1) while driving on an uneven road can be suppressed to a small value, so that the change in steering force in a vehicle with front and rear wheel steering system as in the embodiment can be suppressed. can do.

また後輪（３５）の制動時においては、そのブレーキト
ルクは第３ＵｇＪ中、ナックル（３７）を時計廻りに回
転する方向に作用するが、斯かるブレーキトルクに対し
てはトレーリングアーム（２１）をなすアッパリンク（
２２）及びロアリンク（２３）のそれぞれの剛性でその
反力を確実に受は止める。Furthermore, when braking the rear wheel (35), the brake torque acts in the direction of rotating the knuckle (37) clockwise during the 3rd UgJ, but the trailing arm (21) Upper link (
22) and the lower link (23), the reaction force is reliably received and stopped.

第４図は第２実施例を示すもので、本実施例では１本リ
ンクでトレーリングアーム（１２１）を構成し、このト
レーリングアーム（１２１）の前端部にタイロッド（２
０を連結し、前寄り部をホルダ（１３１）に枢支し、後
端部をナックル（１３？）の前下部に設けた連結部（１
３９）に枢着軸（４９）で連結する。FIG. 4 shows a second embodiment. In this embodiment, a trailing arm (121) is composed of one link, and a tie rod (2) is attached to the front end of the trailing arm (121).
0, the front part is pivoted to the holder (131), and the rear end is provided at the front lower part of the knuckle (13?).
39) with a pivot shaft (49).

そしてナックル（１３７）の上下にアッパアーム（１４
１）及びロアアーム（４２）をポールジヨイント（４３
）　、（４４）にてそれぞれ連結し、特にアッパアーム
（１４１）を■アームから図示の如くＡアームに変更し
、このアッパアーム（１４１）のＡ型の両端部を管材ゴ
ムブツシュ（１５１）、（１５１）を介して車体に枢支
する。Upper arm (14) is placed above and below the knuckle (137).
1) and lower arm (42) to the pole joint (43).
) and (44), and in particular, the upper arm (141) is changed from the ■arm to the A-arm as shown in the figure, and both ends of the A-type of this upper arm (141) are connected to the tube rubber bushings (151), (151). It is pivoted to the vehicle body via.

これによれば、ロアアーム（４２）のポールジヨイント
（４４）の軌跡をリンク式トレーリングアーム（１２１
）でコントロールする一方、アッパアーム（１４１）の
ポールジヨイント（４３）の軌跡をＡ型アッパアーム（
１４１）でコントロールするので、キャスタートレール
（キャスター角）の変化を小さく抑えることができる。According to this, the locus of the pole joint (44) of the lower arm (42) can be traced to the link type trailing arm (121).
), while controlling the trajectory of the pole joint (43) of the upper arm (141) by controlling the A-type upper arm (
141), changes in caster trail (caster angle) can be kept small.

またブレーキトルクに対してはＡ型アッパアーム（１４
１）の剛性でその反力を受は止める。Also, regarding brake torque, A type upper arm (14
1) The rigidity absorbs and stops the reaction force.

第５図は第３実施例を示し、板面を垂直方向と１７かプ
レス鋼板でトレーリングアーム（２２１）ｉｎｋ成し、
このトレーリングアーム（２２１）の前端部にタイロッ
ド（２４）を連結し、前寄り部をホルダ（２３１）に枢
支し、後端部をナックル（２３７）のアクスル（３Ｂ）
上にポールベアリング（２１！１）を介して相対回転自
在に枢着する。この枢着部の断面を第６図に示す。FIG. 5 shows a third embodiment, in which the plate surface is vertically aligned and a trailing arm (221) is made of 17 pressed steel plates,
A tie rod (24) is connected to the front end of this trailing arm (221), the front part is pivoted to the holder (231), and the rear end is connected to the axle (3B) of the knuckle (237).
It is pivotally connected to the upper part via a pole bearing (21!1) so as to be relatively rotatable. A cross section of this pivot joint is shown in FIG.

これによれば、アクスル（３８）廻りにトレーリングア
ーム（２２１）が揺動するので、キャスタートレール（
キャスター角）はほとんど変化しなくなり、またブレー
キトルク反力はトレーリングアーム（２２１）自体の剛
性で受は止められる。According to this, since the trailing arm (221) swings around the axle (38), the caster trail (
The caster angle) hardly changes, and the brake torque reaction force is stopped by the rigidity of the trailing arm (221) itself.

（発明の効果） 以上のように本発明によれば、多リンク式トレーリング
アーム型サスペンションを転舵輪用として適用した場合
において、バウンド・リバウンド時におけるキャスター
トレール（キャスター角）の変化を抑制することができ
、これにより操舵力変化を少なくすることができる。(Effects of the Invention) As described above, according to the present invention, when a multi-link trailing arm type suspension is applied to steered wheels, changes in caster trail (caster angle) during bounding and rebounding can be suppressed. This makes it possible to reduce changes in steering force.

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

第１図は木サスペンションの第１実施例をリャに適用し
た前後輪操舵装置の斜視図、第２図及び第３図はリヤサ
スペンションの斜視図と側面図、第４図は第２実施例の
側面図、第５図及び第６図は第３実施例の側面図と枢着
連結部の断面図、第７図はトレーリングアームとナック
ルとが一体なる比較例を示す側面図である。 尚、図面中（１５）はりヤステアリングギヤボックス、
（２１）、（１２１）、（２２１）はトレーリングアー
ム。 （２４）はタイロッド、（３１）、（１３１）、（２３
１）はホルダ。 （３５）は後輪、（３７）、（１３７）、（２３７）は
ナックル、（４１）、（１４１）はアッパアーム、（４
２）はロアアーム、（４Ｂ）　、（４９）は枢着軸、（
２８１）はベアリングである。Figure 1 is a perspective view of a front and rear wheel steering system in which the first embodiment of the wooden suspension is applied to the rear, Figures 2 and 3 are perspective and side views of the rear suspension, and Figure 4 is a perspective view of the rear suspension. The side view, FIGS. 5 and 6 are a side view of the third embodiment and a sectional view of the pivot joint, and FIG. 7 is a side view showing a comparative example in which the trailing arm and the knuckle are integrated. In addition, in the drawing (15) beam steering gear box,
(21), (121), and (221) are trailing arms. (24) is a tie rod, (31), (131), (23
1) is a holder. (35) is the rear wheel, (37), (137), (237) are the knuckles, (41), (141) are the upper arms, (4
2) is the lower arm, (4B), (49) is the pivot shaft, (
281) is a bearing.

Claims (1)

【特許請求の範囲】 転舵輪を回転自在に支持するナックルにトレーリングア
ームとアッパアーム及びロアアームを連結するとともに
、 トレーリングアームに対しナックルを上下揺動自在に枢
着連結して成る転舵輪用多リンク式トレーリングアーム
型サスペンション。[Scope of Claims] A steering wheel multi-purpose vehicle comprising a trailing arm, an upper arm, and a lower arm connected to a knuckle that rotatably supports the steered wheel, and the knuckle is pivotally connected to the trailing arm so as to be vertically swingable. Link type trailing arm type suspension.
JP22619685A 1985-10-11 1985-10-11 Trailing arm type suspension of multi-link system for steering wheel Granted JPS6285705A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP22619685A JPS6285705A (en) 1985-10-11 1985-10-11 Trailing arm type suspension of multi-link system for steering wheel

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP22619685A JPS6285705A (en) 1985-10-11 1985-10-11 Trailing arm type suspension of multi-link system for steering wheel

Publications (2)

Publication Number Publication Date
JPS6285705A true JPS6285705A (en) 1987-04-20
JPH0533163B2 JPH0533163B2 (en) 1993-05-18

Family

ID=16841391

Family Applications (1)

Application Number Title Priority Date Filing Date
JP22619685A Granted JPS6285705A (en) 1985-10-11 1985-10-11 Trailing arm type suspension of multi-link system for steering wheel

Country Status (1)

Country Link
JP (1) JPS6285705A (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6444309A (en) * 1987-08-10 1989-02-16 Honda Motor Co Ltd Suspension
GB2450389A (en) * 2007-06-22 2008-12-24 Radar Ind Inc Suspension system for a vehicle
US7793954B2 (en) 2007-06-22 2010-09-14 Radar Industries, Inc. Suspension system for a vehicle
US8328212B1 (en) * 2011-06-28 2012-12-11 Honda Motor Co., Ltd. Vehicle suspension and method
US9102210B2 (en) 2007-06-22 2015-08-11 Robert D. Kucinski Suspension system for a vehicle and method
US9771112B2 (en) 2012-05-31 2017-09-26 Arctic Cat Inc. Off-highway recreational vehicle
US10960937B2 (en) 2007-03-16 2021-03-30 Polaris Industries Inc. Vehicle
US11220148B2 (en) * 2019-11-28 2022-01-11 Hyundai Motor Company Caster angle adjustment device for vehicle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6076408A (en) * 1983-10-03 1985-04-30 Mazda Motor Corp Rear suspension of car
JPS6092979A (en) * 1983-10-27 1985-05-24 Nissan Motor Co Ltd Rear-wheel steering apparatus

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6076408A (en) * 1983-10-03 1985-04-30 Mazda Motor Corp Rear suspension of car
JPS6092979A (en) * 1983-10-27 1985-05-24 Nissan Motor Co Ltd Rear-wheel steering apparatus

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6444309A (en) * 1987-08-10 1989-02-16 Honda Motor Co Ltd Suspension
US11254372B2 (en) 2007-03-16 2022-02-22 Polaris Industries Inc. Vehicle
US10960937B2 (en) 2007-03-16 2021-03-30 Polaris Industries Inc. Vehicle
US9102210B2 (en) 2007-06-22 2015-08-11 Robert D. Kucinski Suspension system for a vehicle and method
GB2450389A (en) * 2007-06-22 2008-12-24 Radar Ind Inc Suspension system for a vehicle
GB2450389B (en) * 2007-06-22 2009-08-05 Radar Ind Inc Suspension system for a vehicle
US7793954B2 (en) 2007-06-22 2010-09-14 Radar Industries, Inc. Suspension system for a vehicle
US7997599B2 (en) 2007-06-22 2011-08-16 Radar Industries, Inc. Suspension system for a vehicle
US8256783B2 (en) 2007-06-22 2012-09-04 Radar Industries, Inc. Suspension system for a vehicle
WO2013003462A3 (en) * 2011-06-28 2014-05-08 Honda Motor Co., Ltd. Vehicle suspension and method
WO2013003462A2 (en) * 2011-06-28 2013-01-03 Honda Motor Co., Ltd. Vehicle suspension and method
US8328212B1 (en) * 2011-06-28 2012-12-11 Honda Motor Co., Ltd. Vehicle suspension and method
US9771112B2 (en) 2012-05-31 2017-09-26 Arctic Cat Inc. Off-highway recreational vehicle
US10239571B2 (en) 2012-05-31 2019-03-26 Arctic Cat Inc. Off-highway recreational vehicle
US10723398B2 (en) 2012-05-31 2020-07-28 Arctic Cat, Inc. Off-highway recreational vehicle
US10723397B2 (en) 2012-05-31 2020-07-28 Arctic Cat, Inc. Off-highway recreational vehicle
US11001320B2 (en) 2012-05-31 2021-05-11 Arctic Cat Inc. Off-highway recreational vehicle
US11932333B2 (en) 2012-05-31 2024-03-19 Arctic Cat Inc. Off-road vehicle radiator
US11220148B2 (en) * 2019-11-28 2022-01-11 Hyundai Motor Company Caster angle adjustment device for vehicle

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