JP2006035874A

JP2006035874A - Multi-link-type rear suspension of vehicle

Info

Publication number: JP2006035874A
Application number: JP2004214082A
Authority: JP
Inventors: Koji Nozawa; 孝司野沢
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2004-07-22
Filing date: 2004-07-22
Publication date: 2006-02-09
Anticipated expiration: 2024-07-22
Also published as: JP4306551B2

Abstract

PROBLEM TO BE SOLVED: To reduce restriction of extensional direction of each arm and restriction of an external end position of a control link as compared with those in a conventional multi-link-type rear suspension by suitably setting supporting rigidity in the direction of a pivotal point at both ends of each arm. SOLUTION: The multi-link-type rear suspension of a vehicle has a front-side upper arm 18 and a rear-side upper arm 20 which constitute a double-joint type upper arm, a front-side lower arm 22 and a rear-side lower arm 24 which constitute a double-joint type lower arm, and a toe control link 26 positioned on the rear side of the vehicle with respect to a rotating axial line 14 of a wheel 10. A supporting spring constant Kfu in both end directions of the front-side upper arm 18 is lower than a supporting spring constant Kru in both end directions of the rear-side upper arm 20. A supporting spring constant Kfl in both end directions of the front-side lower arm 22 is higher than a supporting spring constant Krl in both end directions of the rear-side lower arm 24. An instantaneous center of the wheel when braking force acts on the wheel 10 is positioned on the outer side of the vehicle with respect to a plane P of the center of rotation of the wheel. COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、自動車等の車輌のサスペンションに係り、更に詳細にはマルチリンク式のリヤサスペンションに係る。 The present invention relates to a suspension of a vehicle such as an automobile, and more particularly to a multi-link type rear suspension.

自動車等の車輌のマルチリンク式リヤサスペンションの一つとして、例えば下記の特許文献１に記載されている如く、内端にて車体部材に枢支され外端にて車輪の回転軸線よりも上方に於いて車輪支持部材に枢着されたアッパアーム及びリーディングアームと、内端にて車体部材に枢支され外端にて車輪の回転軸線よりも下方に於いて車輪支持部材に枢着されたロアアーム及びトレーリングアームと、内端にて車体部材に枢支され外端にて車輪の回転軸線よりも車輌後方に於いて車輪支持部材に枢着されたコントロールリンクとを有し、制動時に車輪に作用する制動力により車輪がトーイン方向へ揺動するよう構成されたマルチリンク式リヤサスペンションが従来より知られている。 As one of multi-link type rear suspensions for vehicles such as automobiles, for example, as described in Patent Document 1 below, the inner end is pivotally supported by a vehicle body member and the outer end is above the rotational axis of the wheel. An upper arm and a leading arm pivotally attached to the wheel support member, and a lower arm pivotally supported by the vehicle body member at the inner end and pivotally attached to the wheel support member below the rotation axis of the wheel at the outer end; It has a trailing arm and a control link pivotally supported by the vehicle body member at the inner end and pivotally attached to the wheel support member at the rear end of the vehicle rather than the rotational axis of the wheel at the outer end, and acts on the wheel during braking. 2. Description of the Related Art A multi-link type rear suspension configured so that a wheel swings in a toe-in direction by a braking force is known.

かかるマルチリンク式リヤサスペンションによれば、制動時に車輪がコントロールリンクの外端の周りにトーイン方向へ揺動するので、制動時に車輪がトーイン方向へ揺動しない場合に比して、車輌の制動時の走行安定性を向上させることができる。
特開２００３−００００００号公報 According to such a multi-link type rear suspension, since the wheel swings around the outer end of the control link in the toe-in direction during braking, the vehicle does not swing in the toe-in direction when braking. The running stability of the vehicle can be improved.
JP 2003-000000 A

しかし上述の如き従来のマルチリンク式リヤサスペンションに於いては、各アームの位置や車輌の前後左右方向に対する延在方向が制約され、またコントロールリンクの外端はリーディングアーム及びトレーリングアームの内端より車輌後方へ大きく離れた位置に制約され、更には制動時に於ける車輪のトーイン方向への揺動中心がコントロールリンクの外端に限定されるという問題がある。 However, in the conventional multi-link type rear suspension as described above, the position of each arm and the extending direction with respect to the front, rear, left and right directions of the vehicle are restricted, and the outer end of the control link is the inner end of the leading arm and the trailing arm. Further, there is a problem that the position is far away from the rear of the vehicle and that the center of swinging of the wheel in the toe-in direction during braking is limited to the outer end of the control link.

本発明は、アッパアーム、ロアアーム、リーディングアーム、トレーリングアーム、コントロールリンクを有し、制動時に車輪がコントロールリンクの外端の周りにトーイン方向へ揺動するよう構成された従来のマルチリンク式リヤサスペンションに於ける上述の如き問題に鑑みてなされたものであり、本発明の主要な課題は、アッパアーム及びロアアームを所謂ダブルジョイント式のサスペンションアームとすると共に、各アームの両端の枢点方向の支持剛性を適宜に設定することにより、上述の如き従来のマルチリンク式リヤサスペンションの場合に比して、各アームの延在方向の制約やコントロールリンクの外端位置の制約を緩和することである。 The present invention has a conventional multi-link type rear suspension having an upper arm, a lower arm, a leading arm, a trailing arm, and a control link, and configured such that a wheel swings around the outer end of the control link in a toe-in direction during braking. The main problem of the present invention is that the upper arm and the lower arm are so-called double joint type suspension arms, and the support rigidity in the pivot direction at both ends of each arm. By appropriately setting the above, the restriction on the extending direction of each arm and the restriction on the outer end position of the control link can be relaxed as compared with the conventional multi-link type rear suspension as described above.

上述の主要な課題は、本発明によれば、それぞれ内端にて車体側部材に枢支され外端にて車輪支持部材に枢着された前側アッパアーム及び後側アッパアームと、それぞれ内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着された前側ロアアーム及び後側ロアアームと、内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着されたトーコントロールリンクとを有し、前記前側アッパアーム及び前記後側アッパアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きく、前記前側ロアアーム及び前記後側ロアアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きい車輌のマルチリンク式リヤサスペンションに於いて、車輌の上方より見て、前記前側アッパアームの両端の枢点を結ぶ直線と前記後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前記前側ロアアームの両端の枢点を結ぶ直線と前記後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前記前側アッパアームが車輌横方向に対しなす角度は前記後側アッパアームが車輌横方向に対しなす角度よりも大きく、前記前側ロアアームが車輌横方向に対しなす角度は前記後側ロアアームが車輌横方向に対しなす角度よりも小さく、前記トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前記前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも低く、前記前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも高いことを特徴とする車輌のマルチリンク式リヤサスペンション（請求項１の構成）、又はそれぞれ内端にて車体側部材に枢支され外端にて車輪支持部材に枢着された前側アッパアーム及び後側アッパアームと、それぞれ内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着された前側ロアアーム及び後側ロアアームと、内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着されたトーコントロールリンクとを有し、前記前側アッパアーム及び前記後側アッパアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きく、前記前側ロアアーム及び前記後側ロアアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きい車輌のマルチリンク式リヤサスペンションに於いて、車輌の上方より見て、前記前側アッパアームの両端の枢点を結ぶ直線と前記後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前記前側ロアアームの両端の枢点を結ぶ直線と前記後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前記前側アッパアームが車輌横方向に対しなす角度は前記後側アッパアームが車輌横方向に対しなす角度よりも小さく、前記前側ロアアームが車輌横方向に対しなす角度は前記後側ロアアームが車輌横方向に対しなす角度よりも大きく、前記トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前記前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも高く、前記前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも低いことを特徴とする車輌のマルチリンク式リヤサスペンション（請求項２の構成）によって達成される。 According to the present invention, the main problem described above is that the front upper arm and the rear upper arm pivotally supported by the vehicle body side member at the inner end and pivotally attached to the wheel support member at the outer end, respectively, at the inner end. A front lower arm and a rear lower arm pivotally supported by the vehicle body side member and pivotally attached to the wheel support member at the outer end, and an inner end pivotally supported by the vehicle body side member and an outer end to the wheel support member. A front-rear arm and a rear-lower arm. The front-rear arm and the rear-lower arm are spaced apart from each other in the vehicle front-rear direction. In the multi-link rear suspension of the vehicle, the inner end of the front end of the vehicle is larger than the outer end of the front / rear direction of the vehicle. An intersection of a straight line connecting points and a straight line connecting the pivot points of both ends of the rear upper arm is located on the vehicle rear side with respect to the rotation axis of the wheel, and a straight line connecting the pivot points of both ends of the front lower arm and the rear lower arm The intersection point with the straight line connecting the pivot points of both ends of the vehicle is located on the vehicle front side with respect to the rotation axis of the wheel, and the angle formed by the front upper arm with respect to the vehicle lateral direction is the angle formed by the rear upper arm with respect to the vehicle lateral direction. An angle formed by the front lower arm with respect to the lateral direction of the vehicle is smaller than an angle formed by the rear lower arm with respect to the lateral direction of the vehicle, and the toe control link is located on the vehicle rear side with respect to the rotational axis of the wheel. The support spring constant in the direction connecting the pivot points at both ends of the front upper arm is lower than the support spring constant in the direction connecting the pivot points at both ends of the rear upper arm. A multi-link type rear suspension for a vehicle, characterized in that a support spring constant in a direction connecting the end pivot points is higher than a support spring constant in a direction connecting both end pivot points of the rear lower arm. Or a front upper arm and a rear upper arm pivotally supported by the vehicle body side member at the inner end and pivotally attached to the wheel support member at the outer end, respectively, and pivotally supported by the vehicle body side member at the inner end. A front lower arm and a rear lower arm pivotally attached to the wheel support member, and a toe control link pivotally supported by the vehicle body side member at the inner end and pivotally attached to the wheel support member at the outer end. The distance between the inner ends of the front upper arm and the rear upper arm in the vehicle front-rear direction is larger than the distance between the outer ends in the vehicle front-rear direction, and the vehicle front-rear direction of the inner ends of the front lower arm and the rear lower arm. In the multi-link type rear suspension of a vehicle, the distance between the two ends of the rear upper arm and the straight line connecting the pivot points of the both ends of the front upper arm when viewed from above the vehicle The point of intersection with the straight line connecting the pivot points of the vehicle is located on the vehicle front side with respect to the rotation axis of the wheel, and the intersection of the straight line connecting the pivot points of both ends of the front lower arm and the straight line connecting the pivot points of both ends of the rear lower arm Is positioned on the vehicle rear side with respect to the rotational axis of the wheel, the angle formed by the front upper arm with respect to the vehicle lateral direction is smaller than the angle formed by the rear upper arm with respect to the vehicle lateral direction, and the front lower arm is disposed in the vehicle lateral direction. The angle formed by the rear lower arm is larger than the angle formed by the rear lower arm with respect to the lateral direction of the vehicle, and the toe control link is located on the vehicle rear side with respect to the rotational axis of the wheel. The support spring constant in the direction connecting the pivot points at both ends of the upper arm is higher than the support spring constant in the direction connecting the pivot points at both ends of the rear upper arm, and the support spring constant in the direction connecting the pivot points at both ends of the front lower arm is This is achieved by a multi-link type rear suspension for vehicles (characterized in claim 2) which is lower than a support spring constant in a direction connecting the pivot points at both ends of the rear lower arm.

また本発明によれば、上述の主要な課題を効果的に達成すべく、上記請求項１又は２の構成に於いて、各アームの内端若しくは外端はそれぞれゴムブッシュ装置を介して前記車体側部材又は前記車輪支持部材に連結され、各アームの前記支持ばね定数は対応するゴムブッシュ装置のばね定数により郭定されているよう構成される（請求項３の構成）。 According to the present invention, in order to effectively achieve the above-mentioned main problems, the inner end or the outer end of each arm is respectively connected to the vehicle body via a rubber bushing device. It is connected to a side member or the wheel support member, and the support spring constant of each arm is configured to be defined by the spring constant of the corresponding rubber bush device (configuration of claim 3).

上記請求項１の構成によれば、前側アッパアーム及び後側アッパアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きく、前側ロアアーム及び後側ロアアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きい車輌のマルチリンク式リヤサスペンションに於いて、車輌の上方より見て、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前側アッパアームが車輌横方向に対しなす角度は後側アッパアームが車輌横方向に対しなす角度よりも大きく、前側ロアアームが車輌横方向に対しなす角度は後側ロアアームが車輌横方向に対しなす角度よりも小さく、トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも低く、前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも高いので、後に詳細に説明する如く、車輪に制動力が作用する状況に於ける車輪の瞬間中心は車輪の回転中心平面に対し車輌外側（アウトボード側）に位置し、従って車輪に制動力が作用すると、車輪は瞬間中心の周りにトーイン方向へ揺動し、これにより制動時の車輌の走行安定性を確実に向上させることができる。 According to the configuration of the first aspect, the distance between the inner ends of the front upper arm and the rear upper arm in the vehicle front-rear direction is larger than the distance between the outer ends in the vehicle front-rear direction, and the front and rear vehicles at the inner ends of the front lower arm and the rear lower arm In the multi-link type rear suspension of a vehicle, the distance in the direction is larger than the distance in the front-rear direction of the vehicle at the outer end, as seen from above the vehicle, the straight line connecting the pivot points of both ends of the front upper arm and the both ends of the rear upper arm. The intersection with the straight line connecting the pivot points is located on the rear side of the vehicle with respect to the rotation axis of the wheel, and the intersection between the straight line connecting the pivot points at both ends of the front lower arm and the straight line connecting the pivot points at both ends of the rear lower arm is Positioned on the vehicle front side with respect to the rotation axis, the angle formed by the front upper arm with respect to the vehicle lateral direction is larger than the angle formed by the rear upper arm with respect to the vehicle lateral direction, and the front lower arm is the vehicle. The angle formed with respect to the direction is smaller than the angle formed with the rear lower arm with respect to the lateral direction of the vehicle, and the toe control link is located on the rear side of the vehicle with respect to the rotational axis of the wheel and supports the direction connecting the pivot points at both ends of the front upper arm. The spring constant is lower than the support spring constant in the direction connecting the pivot points at both ends of the rear upper arm, and the support spring constant in the direction connecting the pivot points at both ends of the front lower arm is the support in the direction connecting the pivot points at both ends of the rear lower arm. Since it is higher than the spring constant, as will be described in detail later, the instantaneous center of the wheel in the situation where the braking force is applied to the wheel is located outside the vehicle (outboard side) with respect to the center plane of rotation of the wheel. When the braking force is applied to the wheel, the wheel swings around the instantaneous center in the toe-in direction, thereby reliably improving the running stability of the vehicle during braking.

また車輌の上方より見て、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前側アッパアームが車輌横方向に対しなす角度は後側アッパアームが車輌横方向に対しなす角度よりも大きく、前側ロアアームが車輌横方向に対しなす角度は後側ロアアームが車輌横方向に対しなす角度よりも小さく、トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置すればよいので、上述の特許文献１に記載された構造の場合に比して、各アームの延在方向の制約やコントロールリンクの外端位置の制約を確実に緩和することができる。 When viewed from above the vehicle, the intersection of the straight line connecting the pivot points of both ends of the front upper arm and the straight line connecting the pivot points of both ends of the rear upper arm is located on the vehicle rear side with respect to the wheel rotation axis, and the front lower arm The intersection of the straight line connecting the pivot points of both ends and the straight line connecting the pivot points of both ends of the rear lower arm is located on the vehicle front side with respect to the wheel rotation axis, and the angle formed by the front upper arm with respect to the lateral direction of the vehicle is the rear upper arm Is larger than the angle formed by the vehicle lateral direction, the angle formed by the front lower arm with respect to the vehicle lateral direction is smaller than the angle formed by the rear lower arm with respect to the vehicle lateral direction, and the toe control link is located behind the vehicle rotation axis. Therefore, as compared with the structure described in the above-mentioned Patent Document 1, the restriction on the extension direction of each arm and the restriction on the outer end position of the control link are surely relaxed. It can be.

また上記請求項２の構成によれば、車輌の上方より見て、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前側アッパアームが車輌横方向に対しなす角度は後側アッパアームが車輌横方向に対しなす角度よりも小さく、前側ロアアームが車輌横方向に対しなす角度は後側ロアアームが車輌横方向に対しなす角度よりも大きく、トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも高く、前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも低いので、後に詳細に説明する如く、上記請求項１の構成の場合と同様、車輪に制動力が作用する状況に於ける車輪の瞬間中心は車輪の回転中心平面に対し車輌外側に位置し、従って車輪に制動力が作用すると、車輪は瞬間中心の周りにトーイン方向へ揺動し、これにより制動時の車輌の走行安定性を確実に向上させることができる。 Further, according to the configuration of the second aspect, when viewed from above the vehicle, the intersection of the straight line connecting the pivot points of both ends of the front upper arm and the straight line connecting the pivot points of both ends of the rear upper arm is relative to the rotation axis of the wheel. Located on the front side of the vehicle, the intersection of the straight line connecting the pivot points of both ends of the front lower arm and the straight line connecting the pivot points of both ends of the rear lower arm is located on the vehicle rear side with respect to the rotation axis of the wheel, and the front upper arm is The angle to the lateral direction is smaller than the angle that the rear upper arm makes to the lateral direction of the vehicle, and the angle that the front lower arm makes to the lateral direction of the vehicle is larger than the angle that the rear lower arm makes to the lateral direction of the vehicle. The link is located on the vehicle rear side with respect to the rotation axis of the wheel, and the support spring constant in the direction connecting the pivot points at both ends of the front upper arm is the support spring in the direction connecting the pivot points at both ends of the rear upper arm. The support spring constant in the direction connecting the pivot points at both ends of the front lower arm is higher than the number and lower than the support spring constant in the direction connecting the pivot points at both ends of the rear lower arm. As in the case of the configuration 1, the instantaneous center of the wheel in the situation where the braking force is applied to the wheel is located outside the vehicle with respect to the rotation center plane of the wheel. The vehicle travels in the toe-in direction, so that the running stability of the vehicle during braking can be reliably improved.

また車輌の上方より見て、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前側アッパアームが車輌横方向に対しなす角度は後側アッパアームが車輌横方向に対しなす角度よりも小さく、前側ロアアームが車輌横方向に対しなす角度は後側ロアアームが車輌横方向に対しなす角度よりも大きく、トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置すればよいので、上記請求項１の構成の場合と同様、上述の特許文献１に記載された構造の場合に比して、各アームの延在方向の制約やコントロールリンクの外端位置の制約を確実に緩和することができる。 When viewed from above the vehicle, the intersection of the straight line connecting the pivot points of both ends of the front upper arm and the straight line connecting the pivot points of both ends of the rear upper arm is located on the vehicle front side with respect to the rotational axis of the wheel. The intersection of the straight line connecting the pivot points at both ends and the straight line connecting the pivot points at both ends of the rear lower arm is located on the rear side of the vehicle with respect to the wheel rotation axis, and the angle formed by the front upper arm with respect to the lateral direction of the vehicle is the rear upper arm. Is smaller than the angle formed by the vehicle lateral direction, the angle formed by the front lower arm with respect to the vehicle lateral direction is greater than the angle formed by the rear lower arm with respect to the vehicle lateral direction, and the toe control link is located behind the vehicle wheel rotation axis. As in the case of the configuration of claim 1, the extension direction of each arm is restricted and controlled as compared with the case of the structure described in Patent Document 1 above. It is possible to reliably relieve the restriction of the outer end position of the link.

また上記請求項３の構成によれば、各アームの内端若しくは外端はそれぞれゴムブッシュ装置を介して車体側部材又は車輪支持部材に連結され、各アームの支持ばね定数は対応するゴムブッシュ装置のばね定数により郭定されているので、各アーム自体の良好な強度や剛性を確保しつつ、各ゴムブッシュ装置のばね定数の設定により、各アームの上記支持ばね定数の関係を容易に且つ確実に上述の請求項１又は２の関係にすることができる。 According to the construction of the third aspect, the inner end or the outer end of each arm is connected to the vehicle body side member or the wheel support member via the rubber bush device, and the support spring constant of each arm is the corresponding rubber bush device. Therefore, the relationship between the supporting spring constants of each arm can be easily and reliably determined by setting the spring constant of each rubber bushing device while ensuring good strength and rigidity of each arm. The above-mentioned relationship can be established.

［課題解決手段の好ましい態様］
本発明の一つの好ましい態様によれば、上記請求項１乃至４の構成に於いて、前側アッパアーム及び後側アッパアームは互いに共働してダブルジョイント式のアッパアームを構成し、前側ロアアーム及び後側ロアアームは互いに共働してダブルジョイント式のロアアームを構成するよう構成される（好ましい態様１）。 [Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration of the above first to fourth aspects, the front upper arm and the rear upper arm cooperate with each other to form a double joint type upper arm, and the front lower arm and the rear lower arm Are configured to cooperate with each other to form a double joint type lower arm (preferred embodiment 1).

本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の構成に於いて、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点と車輪の回転軸線との間の車輌前後方向の距離は、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点と車輪の回転軸線との間の車輌前後方向の距離と同一であるよう構成される（好ましい態様２）。 According to another preferred aspect of the present invention, in the configuration of the above first to fourth aspects, an intersection of a straight line connecting the pivot points at both ends of the front upper arm and a straight line connecting the pivot points at both ends of the rear upper arm. The distance in the vehicle longitudinal direction between the wheel and the axis of rotation of the wheel is the distance between the intersection of the straight line connecting the pivot points of both ends of the front lower arm and the line connecting the pivot points of both ends of the rear lower arm and the rotation axis of the wheel. It is comprised so that it may be the same as the distance of a vehicle front-back direction (Preferred aspect 2).

本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の構成に於いて、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点及び前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点の少なくとも一方の交点は車輪の回転中心平面に位置するよう構成される（好ましい態様３）。 According to another preferred aspect of the present invention, in the configuration of the above first to fourth aspects, an intersection of a straight line connecting the pivot points at both ends of the front upper arm and a straight line connecting the pivot points at both ends of the rear upper arm. In addition, at least one of the intersections of the straight line connecting the pivot points at both ends of the front lower arm and the straight line connecting the pivot points at both ends of the rear lower arm is configured to be located on the plane of rotation center of the wheel (preferred aspect 3).

本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の構成に於いて、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点をアッパアームの交点とし、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点をロアアームの交点として、アッパアームの交点とロアアームの交点とを結ぶ直線は車輪の回転軸線と交差するよう構成される（好ましい態様４）。 According to another preferred aspect of the present invention, in the configuration of the above first to fourth aspects, an intersection of a straight line connecting the pivot points at both ends of the front upper arm and a straight line connecting the pivot points at both ends of the rear upper arm. Is the intersection of the upper arm, the intersection of the straight line connecting the ends of the front lower arm and the straight line connecting the ends of the lower lower arm is the intersection of the lower arm, and the straight line connecting the intersection of the upper arm and the lower arm is the wheel (A preferable aspect 4).

本発明の他の一つの好ましい態様によれば、上記好ましい態様４の構成に於いて、アッパアームの交点とロアアームの交点とを結ぶ直線は車輪の回転軸線と車輪の回転中心平面との交点に於いて車輪の回転軸線と交差するよう構成される（好ましい態様５）。 According to another preferred aspect of the present invention, in the configuration of the preferred aspect 4, the straight line connecting the intersection of the upper arm and the intersection of the lower arm is at the intersection of the wheel rotation axis and the wheel rotation center plane. And configured to intersect with the rotation axis of the wheel (preferred aspect 5).

本発明の他の一つの好ましい態様によれば、上記請求項２の構成に於いて、トーコントロールリンクの外端と車輪の回転軸線との間の車輌前後方向の距離は、前側アッパアームの両端の枢点を結ぶ直線と後側アッパアームの両端の枢点を結ぶ直線との交点と車輪の回転軸線との間の車輌前後方向の距離よりも大きいよう構成される（好ましい態様６）。 According to another preferred aspect of the present invention, in the configuration of claim 2 above, the distance in the vehicle longitudinal direction between the outer end of the toe control link and the rotational axis of the wheel is the distance between both ends of the front upper arm. The distance between the intersection of the straight line connecting the pivot points and the straight line connecting the pivot points at both ends of the rear upper arm and the rotational axis of the wheel is larger than the distance in the vehicle front-rear direction (preferred aspect 6).

本発明の他の一つの好ましい態様によれば、上記請求項３の構成に於いて、トーコントロールリンクの外端と車輪の回転軸線との間の車輌前後方向の距離は、前側ロアアームの両端の枢点を結ぶ直線と後側ロアアームの両端の枢点を結ぶ直線との交点と車輪の回転軸線との間の車輌前後方向の距離よりも大きいよう構成される（好ましい態様７）。 According to another preferred aspect of the present invention, in the configuration of claim 3, the distance in the vehicle longitudinal direction between the outer end of the toe control link and the rotational axis of the wheel is the distance between both ends of the front lower arm. The distance between the intersection of the straight line connecting the pivot points and the straight line connecting the pivot points at both ends of the rear lower arm and the rotational axis of the wheel is larger than the distance in the vehicle front-rear direction (preferred aspect 7).

本発明の他の一つの好ましい態様によれば、上記請求項４の構成に於いて、各アームの内端及び外端の一方はボールジョイントを介して車体側部材又は車輪支持部材に連結されているよう構成される（好ましい態様８）。 According to another preferred aspect of the present invention, in the configuration of the above-described fourth aspect, one of the inner end and the outer end of each arm is connected to the vehicle body side member or the wheel support member via the ball joint. (Preferred aspect 8).

尚本願に於いて、各アームの内端の枢点とは各アームの内端の枢支部の枢動中心を意味し、各アームの外端の枢点とは各アームの外端の枢着部の枢動中心を意味する。また各アームの支持ばね定数とは各アームの両端を結ぶ方向の荷重に対するアーム、枢支部、枢着部全体のばね定数を意味する。 In this application, the pivot point of the inner end of each arm means the pivot center of the pivot of the inner end of each arm, and the pivot point of the outer end of each arm means the pivot of the outer end of each arm. It means the pivot center of the department. Further, the support spring constant of each arm means the spring constant of the arm, the pivotal support part, and the entire pivoting part with respect to the load in the direction connecting both ends of each arm.

以下に添付の図を参照しつつ、本発明を幾つかの好ましい実施例について詳細に説明する。 The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

図１は右後輪について本発明による車輌のマルチリンク式リヤサスペンションの実施例１を示す平面図、図２は実施例１のリヤサスペンションのアームの関係を簡略化して示すスケルトン図である。 FIG. 1 is a plan view showing a first embodiment of a multi-link type rear suspension for a vehicle according to the present invention for the right rear wheel, and FIG. 2 is a skeleton diagram showing a simplified relationship between arms of a rear suspension of the first embodiment.

図１に於いて、１０は車輪支持部材１２により回転軸線１４の周りに回転可能に支持された車輪を示し、１６は車体側部材としてのサスペンションメンバを示している。また１８及び２０はそれぞれ前側アッパアーム及び後側アッパアームを示し、２２及び２４はそれぞれ前側ロアアーム及び後側ロアアームを示し、２６はトーコントロールリンクを示している。 In FIG. 1, 10 indicates a wheel rotatably supported around a rotation axis 14 by a wheel support member 12, and 16 indicates a suspension member as a vehicle body side member. Reference numerals 18 and 20 denote a front upper arm and a rear upper arm, respectively, 22 and 24 denote a front lower arm and a rear lower arm, respectively, and 26 denotes a toe control link.

前側アッパアーム１８は内端にてゴムブッシュ装置２８を介してサスペンションメンバ１６により枢支され、外端にてボールジョイント３０を介して車輪支持部材１２に枢着されている。後側アッパアーム２０は内端にてゴムブッシュ装置３２を介してサスペンションメンバ１６により枢支され、外端にてボールジョイント３４を介して車輪支持部材１２に枢着されている。サスペンションメンバ１６は弾性マウントを介して図には示されていない車体に連結されている。 The front upper arm 18 is pivotally supported by the suspension member 16 via a rubber bush device 28 at the inner end, and pivotally attached to the wheel support member 12 via a ball joint 30 at the outer end. The rear upper arm 20 is pivotally supported by the suspension member 16 via a rubber bush device 32 at the inner end, and pivotally attached to the wheel support member 12 via a ball joint 34 at the outer end. The suspension member 16 is connected to a vehicle body (not shown) via an elastic mount.

前側アッパアーム１８の内端の枢点、即ちゴムブッシュ装置２８の中心と後側アッパアーム２０の内端の枢点、即ちゴムブッシュ装置３２の中心との間の車輌前後方向の距離は、前側アッパアーム１８の外端、即ちボールジョイント３０の中心と後側アッパアーム２０の外端、即ちボールジョイント３４の中心との間の車輌前後方向の距離よりも大きい。 The distance in the vehicle front-rear direction between the pivot point of the inner end of the front upper arm 18, that is, the center of the rubber bush device 28, and the pivot point of the inner end of the rear upper arm 20, that is, the center of the rubber bush device 32, is This is larger than the distance in the vehicle longitudinal direction between the outer end of the ball joint 30 and the outer end of the rear upper arm 20, that is, the center of the ball joint 34.

前側アッパアーム１８及び後側アッパアーム２０の外端、即ちボールジョイント３０及び３４は車輪１０の回転軸線１４よりも上方に位置し、前側アッパアーム１８は後側アッパアーム２０に対し車輌前方側に位置する。車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfuは後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θruよりも大きい。 The outer ends of the front upper arm 18 and the rear upper arm 20, that is, the ball joints 30 and 34, are located above the rotation axis 14 of the wheel 10, and the front upper arm 18 is located on the vehicle front side with respect to the rear upper arm 20. The angle θfu formed by the straight line Lfu connecting the pivot points at both ends of the front upper arm 18 with respect to the vehicle lateral direction as viewed from above the vehicle is the angle θru formed by the straight line Lru connecting the pivot points at both ends of the rear upper arm 20 with respect to the vehicle lateral direction. Bigger than.

前側アッパアーム１８及び後側アッパアーム２０は互いに共働して所謂ダブルジョイント式のアッパアームを構成しており、図示の実施例１に於いては、車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfu及び後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruは、車輪１０の回転軸線１４よりも車輌後方側に於いて車輪１０の回転中心平面Ｐに位置する交点Ｏuにて互いに交差している。 The front upper arm 18 and the rear upper arm 20 cooperate with each other to form a so-called double joint type upper arm. In the illustrated embodiment 1, pivot points at both ends of the front upper arm 18 as viewed from above the vehicle. A straight line Lfu that connects the pivot points of both ends of the rear upper arm 20 and a straight line Lru that intersects with each other at an intersection point Ou that is located on the rotation center plane P of the wheel 10 on the rear side of the rotation axis 14 of the wheel 10. is doing.

同様に、前側ロアアーム２２は内端にてゴムブッシュ装置３６を介してサスペンションメンバ１６により枢支され、外端にてボールジョイント３８を介して車輪支持部材１２に枢着されている。後側ロアアーム２４は内端にてゴムブッシュ装置４０を介してサスペンションメンバ１６により枢支され、外端にてボールジョイント４２を介して車輪支持部材１２に枢着されている。 Similarly, the front lower arm 22 is pivotally supported by the suspension member 16 via a rubber bushing device 36 at the inner end, and pivotally attached to the wheel support member 12 via a ball joint 38 at the outer end. The rear lower arm 24 is pivotally supported by the suspension member 16 via the rubber bushing device 40 at the inner end, and pivotally attached to the wheel support member 12 via the ball joint 42 at the outer end.

前側ロアアーム２２の内端の枢点、即ちゴムブッシュ装置３６の中心と後側ロアアーム２４の内端の枢点、即ちゴムブッシュ装置４０の中心との間の車輌前後方向の距離は、前側ロアアーム２２の外端の枢点、即ちボールジョイント３８の中心と後側ロアアーム２４の外端の枢点、即ちボールジョイント４２の中心との間の車輌前後方向の距離よりも大きい。 The distance in the vehicle front-rear direction between the pivot point of the inner end of the front lower arm 22, that is, the center of the rubber bush device 36 and the pivot point of the inner end of the rear lower arm 24, that is, the center of the rubber bush device 40, is This is larger than the distance in the vehicle front-rear direction between the outer end pivot point, that is, the center of the ball joint 38 and the outer end pivot point of the rear lower arm 24, that is, the center of the ball joint 42.

前側ロアアーム２２及び後側ロアアーム２４の外端、即ちボールジョイント３８及び４２は車輪１０の回転軸線１４よりも下方に位置し、前側ロアアーム２２は後側ロアアーム２４に対し車輌前方側に位置する。図２に示されている如く、車輌の上方より見て前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlよりも小さい。 The outer ends of the front lower arm 22 and the rear lower arm 24, that is, the ball joints 38 and 42, are positioned below the rotational axis 14 of the wheel 10, and the front lower arm 22 is positioned on the vehicle front side with respect to the rear lower arm 24. As shown in FIG. 2, the angle θfl formed by the straight line Lfl connecting the pivot points at both ends of the front lower arm 22 with respect to the lateral direction of the vehicle when viewed from above the vehicle is the straight line Lrl connecting the pivot points at both ends of the rear lower arm 24. Is smaller than the angle θrl formed with respect to the lateral direction of the vehicle.

前側ロアアーム２２及び後側ロアアーム２４は互いに共働して所謂ダブルジョイント式のロアアームを構成しており、図示の実施例１に於いては、車輌の上方より見て前側ロアアーム２２の両端の枢点を結ぶ直線Ｌfl及び後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlは、車輪１０の回転軸線１４よりも車輌前方側に於いて車輪１０の回転中心平面Ｐ上に位置する交点Ｏlにて互いに交差している。 The front lower arm 22 and the rear lower arm 24 cooperate with each other to form a so-called double joint type lower arm. In the illustrated embodiment 1, pivot points at both ends of the front lower arm 22 as viewed from above the vehicle. A straight line Lfl that connects the pivot points of both ends of the rear lower arm 24 and a straight line Lrl that connects the pivot points of both ends of the rear lower arm 24 at an intersection Ol positioned on the rotation center plane P of the wheel 10 on the vehicle front side with respect to the rotation axis 14 of the wheel 10. Crossed.

尚交点Ｏu及びＯlは車輪１０の回転中心平面Ｐに位置していることが好ましいが、交点Ｏuと回転軸線１４との間の車輌前後方向の距離Ｄu及び交点Ｏlと回転軸線１４との間の車輌前後方向の距離Ｄlが同一であるか否か、交点Ｏu及びＯlが車輪１０の回転中心平面Ｐに位置しているか否かに関係なく、交点Ｏuと交点Ｏlとを結ぶ直線は車輪１０の回転軸線１４と交差していることが好ましく、特に回転軸線１４と回転中心平面Ｐとの交点に於いて回転軸線１４と交差していることが好ましい。 Although the intersection points Ou and Ol are preferably located on the rotation center plane P of the wheel 10, the distance Du between the intersection point Ou and the rotation axis 14 in the longitudinal direction of the vehicle and between the intersection Ol and the rotation axis 14 are preferred. Regardless of whether or not the distance Dl in the vehicle longitudinal direction is the same and whether or not the intersections Ou and Ol are located on the rotation center plane P of the wheel 10, the straight line connecting the intersection Ou and the intersection Ol is It is preferable to intersect with the rotation axis 14, and it is particularly preferable to intersect with the rotation axis 14 at the intersection of the rotation axis 14 and the rotation center plane P.

車輪支持部材１２にはトーコントロールリンク取付け用アーム１２Ａが一体に形成されており、アーム１２Ａは車輪支持部材１２の主要部に対し車輌の後方側且つ下方へ突出している。トーコントロールリンク２６は内端にてボールジョイント４４を介してサスペンションメンバ１６により枢支され、外端にてボールジョイント４６を介して車輪支持部材１２のトーコントロールリンク取付け用アーム１２Ａの先端に枢着されている。 A toe control link mounting arm 12 A is integrally formed on the wheel support member 12, and the arm 12 A protrudes from the main part of the wheel support member 12 to the rear side and downward of the vehicle. The toe control link 26 is pivotally supported by the suspension member 16 via the ball joint 44 at the inner end, and pivotally attached to the tip of the toe control link mounting arm 12A of the wheel support member 12 via the ball joint 46 at the outer end. Has been.

またトーコントロールリンク２６は車輪１０の回転軸線１４よりも車輌後方側に位置し、後側アッパアーム２０の下方にて実質的に車輌横方向に延在している。車輪１０の回転軸線１４とボールジョイント４６との間の車輌前後方向の距離Ｄcは距離Ｄuよりも大きい。尚４８は両端の枢点にて左右の車輪支持部材１２に接続され、車体のロールを抑制するスタビライザを示している。 The toe control link 26 is located on the vehicle rear side with respect to the rotation axis 14 of the wheel 10 and extends substantially in the vehicle lateral direction below the rear upper arm 20. The distance Dc in the vehicle front-rear direction between the rotation axis 14 of the wheel 10 and the ball joint 46 is greater than the distance Du. Reference numeral 48 denotes a stabilizer which is connected to the left and right wheel support members 12 at the pivot points at both ends and suppresses the roll of the vehicle body.

ゴムブッシュ装置２８の直線Ｌfuに沿う方向のばね定数はゴムブッシュ装置３２の直線Ｌruに沿う方向のばね定数よりも低く、従って前側アッパアーム１８の両端の枢点を結ぶ方向の支持ばね定数Ｋfuは後側アッパアーム２０の両端の枢点を結ぶ方向の支持ばね定数Ｋruよりも低い。またゴムブッシュ装置３６の直線Ｌflに沿う方向のばね定数はゴムブッシュ装置４０の直線Ｌrlに沿う方向のばね定数よりも高く、従って前側ロアアーム２２の両端の枢点を結ぶ方向の支持ばね定数Ｋflは後側ロアアーム２４の両端の枢点を結ぶ方向の支持ばね定数Ｋrlよりも高い。 The spring constant in the direction along the straight line Lfu of the rubber bushing device 28 is lower than the spring constant in the direction along the straight line Lru of the rubber bushing device 32. Therefore, the supporting spring constant Kfu in the direction connecting the pivot points at both ends of the front upper arm 18 is It is lower than the support spring constant Kru in the direction connecting the pivot points at both ends of the side upper arm 20. Further, the spring constant in the direction along the straight line Lfl of the rubber bush device 36 is higher than the spring constant in the direction along the straight line Lrl of the rubber bush device 40. Therefore, the supporting spring constant Kfl in the direction connecting the pivot points at both ends of the front lower arm 22 is It is higher than the support spring constant Krl in the direction connecting the pivot points at both ends of the rear lower arm 24.

図３は上述の如く構成された実施例１のリヤサスペンションの構造をモデル化して示す説明図である。尚図３に於いては、後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θru及び前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは互いに同一の角度αであり、前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfu及び後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlは角度αよりも大きい互いに同一の角度βであると仮定されている。 FIG. 3 is an explanatory view showing a model of the structure of the rear suspension of the first embodiment configured as described above. In FIG. 3, an angle θru formed by a straight line Lru connecting the pivot points of both ends of the rear upper arm 20 with respect to the vehicle lateral direction and a straight line Lfl connecting the pivot points of both ends of the front lower arm 22 formed by the vehicle lateral direction. The angle θfl is the same angle α, and the angle θfu formed by the straight line Lfu connecting the pivot points at both ends of the front upper arm 18 with respect to the vehicle lateral direction and the straight line Lrl connecting the pivot points at both ends of the rear lower arm 24 are arranged in the vehicle lateral direction. Is assumed to be the same angle β which is larger than the angle α.

また後側アッパアーム２０の両端の枢点を結ぶ方向の支持ばね定数Ｋru及び前側ロアアーム２２の両端の枢点を結ぶ方向の支持ばね定数Ｋflは互いに同一の値Ｋ1であり、前側アッパアーム１８の両端の枢点を結ぶ方向の支持ばね定数Ｋfu及び後側ロアアーム２４の両端の枢点を結ぶ方向の支持ばね定数ＫrlはＫ1よりも小さい互いに同一の値Ｋ2であると仮定されている。 The support spring constant Kru in the direction connecting the pivot points at both ends of the rear upper arm 20 and the support spring constant Kfl in the direction connecting the pivot points at both ends of the front lower arm 22 are the same value K1. The support spring constant Kfu in the direction connecting the pivot points and the support spring constant Krl in the direction connecting the pivot points at both ends of the rear lower arm 24 are assumed to be the same value K2 which is smaller than K1.

図３に示されている如く、車輪１０に車輌後方への力Ｆ（制動力）が作用し車輪１０が揺動する場合の瞬間中心をＯcとし、瞬間中心Ｏcと交点Ｏu及びＯlとの間の車輌横方向の距離をＤaとし、瞬間中心Ｏcと車輪１０の回転中心平面Ｐとの間の車輌横方向の距離をＤbとする。尚図示の実施例１及び後述の他の実施例に於いては、距離Ｄa及びＤbは互いに同一である。 As shown in FIG. 3, the instantaneous center when the wheel 10 swings due to a force F (braking force) acting on the rear of the vehicle acting on the wheel 10 is defined as Oc, and between the instantaneous center Oc and the intersections Ou and Ol. The distance in the vehicle lateral direction is Da, and the distance in the vehicle lateral direction between the instantaneous center Oc and the rotation center plane P of the wheel 10 is Db. In the illustrated embodiment 1 and other embodiments described later, the distances Da and Db are the same.

図４は支持ばね定数Ｋ1に対する支持ばね定数Ｋ2の比Ｋ2／Ｋ1の種々の値について角度αと距離Ｄ（＝Ｄa＋Ｄb）に対する距離Ｄaの比Ｄa／Ｄとの間の関係を示している。図４より、支持ばね定数の比Ｋ2／Ｋ1が小さいほど、換言すれば支持ばね定数Ｋ2に比して支持ばね定数Ｋ1が高いほど、距離Ｄ1が大きく、従って制動力Ｆにより車輪１０がトーイン方向へ揺動され易くなることが解る。 FIG. 4 shows the relationship between the angle α and the ratio Da / D of the distance Da to the distance D (= Da + Db) for various values of the ratio K2 / K1 of the support spring constant K2 to the support spring constant K1. From FIG. 4, the smaller the support spring constant ratio K 2 / K 1, in other words, the higher the support spring constant K 1 compared to the support spring constant K 2, the greater the distance D 1. It turns out that it becomes easy to rock to.

また図４より、支持ばね定数の比Ｋ2／Ｋ1が小さいほど、比Ｄa／Ｄの値が最大になる角度αが小さく、従って支持ばね定数の比Ｋ2／Ｋ1が小さいほど、後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θru及び前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflが小さいことが好ましいことが解る。 Further, as shown in FIG. 4, the smaller the support spring constant ratio K2 / K1 is, the smaller the angle α at which the value of the ratio Da / D is maximized. Therefore, the smaller the support spring constant ratio K2 / K1 is, the smaller the rear upper arm 20 is. It can be seen that the angle θru formed by the straight line Lru connecting the pivot points at both ends with respect to the vehicle lateral direction and the angle θfl formed by the straight line Lfl connecting the pivot points at both ends of the front lower arm 22 with respect to the vehicle lateral direction are preferably small.

図示の実施例１によれば、前側アッパアーム１８の両端の枢点を結ぶ方向の支持ばね定数Ｋfuは後側アッパアーム２０の両端の枢点を結ぶ方向の支持ばね定数Ｋruよりも低く、また前側ロアアーム２２の両端の枢点を結ぶ方向の支持ばね定数Ｋflは後側ロアアーム２４の両端の枢点を結ぶ方向の支持ばね定数Ｋrlよりも高いので、車輪１０に制動力Ｆが作用することにより車輪が揺動する際の瞬間中心Ｏcは車輪１０の回転中心平面Ｐに対し車輌外側に位置し、従って車輪１０に制動力Ｆが作用すると車輪は容易に且つ確実にトーイン方向へ揺動し、これにより制動時に於ける車輌の走行安定性を確実に向上させることができる。 According to the illustrated first embodiment, the support spring constant Kfu in the direction connecting the pivot points at both ends of the front upper arm 18 is lower than the support spring constant Kru in the direction connecting the pivot points at both ends of the rear upper arm 20, and the front lower arm Since the support spring constant Kfl in the direction connecting the pivot points at both ends of 22 is higher than the support spring constant Krl in the direction connecting the pivot points at both ends of the rear lower arm 24, the braking force F acts on the wheel 10 to The instantaneous center Oc at the time of swinging is located outside the vehicle with respect to the rotation center plane P of the wheel 10, and therefore when the braking force F acts on the wheel 10, the wheel swings easily and reliably in the toe-in direction. The running stability of the vehicle during braking can be improved with certainty.

また実施例１によれば、前側アッパアーム１８の内端の枢点と後側アッパアーム２０の内端の枢点との間の車輌前後方向の距離は、前側アッパアーム１８の外端と後側アッパアーム２０の外端との間の車輌前後方向の距離よりも大きく、車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfuは後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θruよりも大きく、前側ロアアーム２２の内端の枢点と後側ロアアーム２４の内端の枢点との間の車輌前後方向の距離は、前側ロアアーム２２の外端の枢点と後側ロアアーム２４の外端の枢点との間の車輌前後方向の距離よりも大きく、車輌の上方より見て前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlよりも小さければよく、また輪１０に制動力Ｆが作用することにより車輪が揺動する際の瞬間中心Ｏcはトーコントロールリンク２６の外端ではないので、前述の特許文献１に記載されたサスペンション構造の場合に比して、各アームやトーコントロールリンクの延在方向及び互いに他に対する関係の制約を緩和することができる。 Further, according to the first embodiment, the distance in the vehicle front-rear direction between the pivot point of the inner end of the front upper arm 18 and the pivot point of the inner end of the rear upper arm 20 is the distance between the outer end of the front upper arm 18 and the rear upper arm 20. The angle θfu formed by the straight line Lfu connecting the pivot points of both ends of the front upper arm 18 when viewed from above the vehicle with respect to the lateral direction of the vehicle is larger than the distance in the vehicle longitudinal direction between the outer ends of the rear upper arms 20. The distance L in the longitudinal direction of the vehicle between the pivot point of the inner end of the front lower arm 22 and the pivot point of the inner end of the rear lower arm 24 is larger than the angle θru formed by the straight line Lru connecting the pivot points of the The distance between the pivot point of the outer end of the front lower arm 22 and the pivot point of the outer end of the rear lower arm 24 is greater than the distance in the vehicle front-rear direction and connects the pivot points of both ends of the front lower arm 22 when viewed from above the vehicle. Straight line Lfl The angle θfl formed should be smaller than the angle θrl formed by the straight line Lrl connecting the pivot points at both ends of the rear lower arm 24 with respect to the lateral direction of the vehicle, and when the wheel swings due to the braking force F acting on the wheel 10. Since the instantaneous center Oc is not the outer end of the toe control link 26, the extending direction of each arm and toe control link and the relationship with respect to each other are compared with the suspension structure described in Patent Document 1 described above. Restrictions can be relaxed.

図５は本発明による車輌のマルチリンク式リヤサスペンションの実施例２のアームの関係を簡略化して示すスケルトン図である。尚図５に於いて、図１及び図２に示された部材と同一の部材には図１及び図２に於いて付された符号と同一の符号が付されており、このことは後述の実施例３及び４についても同様である。 FIG. 5 is a skeleton diagram showing a simplified relationship between the arms of the second embodiment of the multilink type rear suspension for a vehicle according to the present invention. In FIG. 5, the same members as those shown in FIGS. 1 and 2 are denoted by the same reference numerals as those shown in FIGS. 1 and 2, which will be described later. The same applies to Examples 3 and 4.

この実施例２に於いては、前側アッパアーム１８、後側アッパアーム２０、前側ロアアーム２２、後側ロアアーム２４、トーコントロールリンク２６は上述の実施例１と同様に配設されているが、トーコントロールリンク２６は後側アッパアーム２０の上方にて実質的に車輌横方向に延在している。尚この実施例２の他の点は上述の実施例１と同様に構成されている。 In the second embodiment, the front upper arm 18, the rear upper arm 20, the front lower arm 22, the rear lower arm 24, and the toe control link 26 are arranged in the same manner as in the first embodiment. 26 substantially extends in the vehicle lateral direction above the rear upper arm 20. The other points of the second embodiment are the same as those of the first embodiment.

かくして図示の実施例２によれば、上述の実施例１の場合と同様の作用効果を得ることができ、これにより制動時に於ける車輌の走行安定性を確実に向上させることができると共に、各アームやトーコントロールリンクの延在方向及び互いに他に対する関係の制約を緩和することができ、また実施例１及び２との比較より解る如く、トーコントロールリンク２６の高さを比較的自由に設定することができる。 Thus, according to the illustrated second embodiment, it is possible to obtain the same operational effects as in the first embodiment described above, thereby reliably improving the running stability of the vehicle during braking, The extension direction of the arm and toe control link and the restrictions on the relationship with each other can be relaxed, and the height of the toe control link 26 can be set relatively freely as will be understood from comparison with the first and second embodiments. be able to.

特に図示の実施例１及び２によれば、車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfuは後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θruよりも大きく、また前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlよりも小さいので、これらの角度関係が逆の場合に比して確実に制動力Ｆにより車輪１０をトーイン方向へ揺動させることができる。 In particular, according to the first and second embodiments shown in the drawing, the angle θfu formed by the straight line Lfu connecting the pivot points at both ends of the front upper arm 18 with respect to the vehicle lateral direction as viewed from above the vehicle is the pivot point at both ends of the rear upper arm 20. The connecting line Lru is larger than the angle θru formed with respect to the vehicle lateral direction, and the angle θfl formed with the straight line Lfl connecting the pivot points at both ends of the front lower arm 22 with the vehicle lateral direction connects the pivot points at both ends of the rear lower arm 24. Since the straight line Lrl is smaller than the angle θrl formed with respect to the lateral direction of the vehicle, the wheel 10 can be reliably swung in the toe-in direction by the braking force F as compared with the case where these angular relationships are reversed.

図６は本発明による車輌のマルチリンク式リヤサスペンションの実施例３を示す平面図、図７は実施例３のリヤサスペンションの各アームの関係を簡略化して示すスケルトン図である。 FIG. 6 is a plan view showing a third embodiment of a multi-link type rear suspension for a vehicle according to the present invention, and FIG. 7 is a skeleton diagram showing a simplified relationship between the arms of the rear suspension of the third embodiment.

この実施例３に於いては、車輌の上方より見て前側アッパアーム１８及び後側アッパアーム２０はそれぞれ上述の実施例１の前側ロアアーム２２及び後側ロアアーム２４の位置に位置し、前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfu及び後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruは、車輪１０の回転軸線１４よりも車輌前方側に於いて車輪１０の回転中心平面Ｐに位置する交点Ｏuにて互いに交差している。 In the third embodiment, the front upper arm 18 and the rear upper arm 20 are respectively located at the positions of the front lower arm 22 and the rear lower arm 24 of the first embodiment as viewed from above the vehicle, and both ends of the front upper arm 18 are located. A straight line Lfu connecting the pivot points of the rear upper arm 20 and a straight line Lru connecting the pivot points of both ends of the rear upper arm 20 are at an intersection Ou positioned on the rotation center plane P of the wheel 10 on the vehicle front side with respect to the rotation axis 14 of the wheel 10. Cross each other.

また車輌の上方より見て前側ロアアーム２２及び後側ロアアーム２４はそれぞれ上述の実施例１の前側アッパアーム１８及び後側アッパアーム２０の位置に位置し、前側ロアアーム２２の両端の枢点を結ぶ直線Ｌfl及び後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlは、車輪１０の回転軸線１４よりも車輌後方側に於いて車輪１０の回転中心平面Ｐに位置する交点Ｏlにて互いに交差している。 When viewed from above the vehicle, the front lower arm 22 and the rear lower arm 24 are positioned at the positions of the front upper arm 18 and the rear upper arm 20 of the first embodiment, respectively, and straight lines Lfl connecting the pivot points at both ends of the front lower arm 22 and The straight lines Lrl connecting the pivot points at both ends of the rear lower arm 24 intersect with each other at an intersection Ol positioned on the rotation center plane P of the wheel 10 on the vehicle rear side with respect to the rotation axis 14 of the wheel 10.

また車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfuは後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θruよりも小さく、前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlよりも大きい。 The angle θfu formed by the straight line Lfu connecting the pivot points at both ends of the front upper arm 18 with respect to the vehicle lateral direction as viewed from above the vehicle is the angle formed by the straight line Lru connecting the pivot points at both ends of the rear upper arm 20 with respect to the vehicle lateral direction. The angle θfl that is smaller than θru and connects the pivot points at both ends of the front lower arm 22 with respect to the vehicle lateral direction is the angle θfl that connects the pivot points at both ends of the rear lower arm 24 with respect to the vehicle angle θrl. Is also big.

またトーコントロールリンク２６は後側ロアアーム２２の下方にて実質的に車輌横方向に延在し、車輪１０の回転軸線１４とトーコントロールリンク２６の外端のボールジョイント４６との間の車輌前後方向の距離Ｄcは、車輪１０の回転軸線１４と交点Ｏlとの間の車輌前後方向の距離Ｄlよりも大きい。 The toe control link 26 extends substantially in the lateral direction of the vehicle below the rear lower arm 22, and the vehicle longitudinal direction between the rotation axis 14 of the wheel 10 and the ball joint 46 at the outer end of the toe control link 26. The distance Dc is greater than the distance Dl in the vehicle longitudinal direction between the rotation axis 14 of the wheel 10 and the intersection Ol.

更に前側アッパアーム１８の両端の枢点を結ぶ方向の支持ばね定数Ｋfuは後側アッパアーム２０の両端の枢点を結ぶ方向の支持ばね定数Ｋruよりも高く、また前側ロアアーム２２の両端の枢点を結ぶ方向の支持ばね定数Ｋflは後側ロアアーム２４の両端の枢点を結ぶ方向の支持ばね定数Ｋrlよりも低い。尚この実施例３の他の点は上述の実施例１及び２と同様に構成されており、図４に於けるＫ2／Ｋ1をＫ1／Ｋ2とすれば、角度αと比Ｄa／Ｄとの間に図４と同様の関係が成立する。 Further, the support spring constant Kfu in the direction connecting the pivot points at both ends of the front upper arm 18 is higher than the support spring constant Kru in the direction connecting the pivot points at both ends of the rear upper arm 20 and connects the pivot points at both ends of the front lower arm 22. The supporting spring constant Kfl in the direction is lower than the supporting spring constant Krl in the direction connecting the pivot points at both ends of the rear lower arm 24. The other points of the third embodiment are the same as those of the first and second embodiments. If K2 / K1 in FIG. 4 is K1 / K2, the angle α and the ratio Da / D In the meantime, the same relationship as in FIG. 4 is established.

かくして図示の実施例３によれば、前側アッパアーム１８の両端の枢点を結ぶ方向の支持ばね定数Ｋfuは後側アッパアーム２０の両端の枢点を結ぶ方向の支持ばね定数Ｋruよりも高く、また前側ロアアーム２２の両端の枢点を結ぶ方向の支持ばね定数Ｋflは後側ロアアーム２４の両端の枢点を結ぶ方向の支持ばね定数Ｋrlよりも低いので、交点Ｏuが車輪１０の回転軸線１４よりも車輌前方側に位置し、交点Ｏlが車輪１０の回転軸線１４よりも車輌後方側に位置する場合にも、上述の実施例１及び２の場合と同様の作用効果を得ることができ、これにより制動時に於ける車輌の走行安定性を確実に向上させることができると共に、各アームやトーコントロールリンクの延在方向及び互いに他に対する関係の制約を緩和することができ、また実施例１及び２との比較より解る如く、トーコントロールリンク２６の高さを比較的自由に設定することができる。 Thus, according to the illustrated third embodiment, the support spring constant Kfu in the direction connecting the pivot points at both ends of the front upper arm 18 is higher than the support spring constant Kru in the direction connecting the pivot points at both ends of the rear upper arm 20, and Since the support spring constant Kfl in the direction connecting the pivot points at both ends of the lower arm 22 is lower than the support spring constant Krl in the direction connecting the pivot points at both ends of the rear lower arm 24, the intersection Ou is lower than the rotation axis 14 of the wheel 10. Even when it is located on the front side and the intersection point Ol is located on the vehicle rear side with respect to the rotation axis 14 of the wheel 10, the same effect as in the case of the first and second embodiments can be obtained. It is possible to reliably improve the running stability of the vehicle at times, and to ease the extension direction of each arm and toe control link and the restrictions on the relationship with each other. As understood from comparison with 1 and 2, the height of the toe control link 26 can be set relatively freely.

図８は本発明による車輌のマルチリンク式リヤサスペンションの実施例４の各アームの関係を簡略化して示すスケルトン図である。 FIG. 8 is a skeleton diagram showing a simplified relationship between the arms of the fourth embodiment of the multilink type rear suspension for a vehicle according to the present invention.

この実施例４に於いては、前側アッパアーム１８、後側アッパアーム２０、前側ロアアーム２２、後側ロアアーム２４は上述の実施例３と同様に配設されているが、トーコントロールリンク２６は車輪１０の回転軸線１４よりも車輌後方側に位置し、後側ロアアーム２４の上方にて実質的に車輌横方向に延在している。尚この実施例４の他の点は上述の実施例１乃至３と同様に構成されている。 In the fourth embodiment, the front upper arm 18, the rear upper arm 20, the front lower arm 22, and the rear lower arm 24 are arranged in the same manner as in the third embodiment described above, but the toe control link 26 is provided on the wheel 10. It is located on the vehicle rear side with respect to the rotation axis 14 and extends substantially in the vehicle lateral direction above the rear lower arm 24. The other points of the fourth embodiment are the same as those of the first to third embodiments.

かくして図示の実施例４によれば、上述の実施例３の場合と同様の作用効果を得ることができ、これにより制動時に於ける車輌の走行安定性を確実に向上させることができると共に、各アームやトーコントロールリンクの延在方向及び互いに他に対する関係の制約を緩和することができ、また実施例３及び４との比較より解る如く、トーコントロールリンク２６の高さを比較的自由に設定することができる。 Thus, according to the fourth embodiment shown in the figure, it is possible to obtain the same operation and effect as in the third embodiment described above, thereby reliably improving the running stability of the vehicle during braking, The extension direction of the arm and toe control link and the restrictions on the relationship with each other can be relaxed, and the height of the toe control link 26 can be set relatively freely as will be understood from comparison with the third and fourth embodiments. be able to.

特に図示の実施例３及び４によれば、車輌の上方より見て前側アッパアーム１８の両端の枢点を結ぶ直線Ｌfuが車輌横方向に対しなす角度θfuは後側アッパアーム２０の両端の枢点を結ぶ直線Ｌruが車輌横方向に対しなす角度θruよりも小さく、また前側ロアアーム２２の両端の枢点を結ぶ直線Ｌflが車輌横方向に対しなす角度θflは後側ロアアーム２４の両端の枢点を結ぶ直線Ｌrlが車輌横方向に対しなす角度θrlよりも大きいので、これらの角度関係が逆の場合に比して確実に制動力Ｆにより車輪１０をトーイン方向へ揺動させることができる。 In particular, according to the embodiments 3 and 4 shown in the drawing, the angle θfu formed by the straight line Lfu connecting the pivot points of both ends of the front upper arm 18 with respect to the vehicle lateral direction when viewed from above the vehicle is the pivot point of both ends of the rear upper arm 20. The connecting line Lru is smaller than the angle θru formed with respect to the vehicle lateral direction, and the angle θfl formed with the straight line Lfl connecting the pivot points at both ends of the front lower arm 22 with the vehicle lateral direction connects the pivot points at both ends of the rear lower arm 24. Since the straight line Lrl is larger than the angle θrl formed with respect to the vehicle lateral direction, the wheel 10 can be reliably swung in the toe-in direction by the braking force F as compared with the case where these angular relationships are reversed.

以上に於いては本発明を特定の実施例について詳細に説明したが、本発明は上述の実施例に限定されるものではなく、本発明の範囲内にて他の種々の実施例が可能であることは当業者にとって明らかであろう。 Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

例えば上述の各実施例に於いては、車輌の上方より見て車輪１０の回転軸線１４と交点Ｏuとの間の距離Ｄuは、車輪１０の回転軸線１４と交点Ｏlとの間の距離Ｄlと同一の値Ｄであるが、距離Ｄu及びＤlは相互に異なる値であってもよい。また交点Ｏu及びＯlは車輪１０の回転中心平面Ｐに位置しているが、回転中心平面Ｐ以外の位置に位置していてもよい。 For example, in each of the above-described embodiments, the distance Du between the rotation axis 14 of the wheel 10 and the intersection Ou as viewed from above the vehicle is the distance Dl between the rotation axis 14 of the wheel 10 and the intersection Ol. Although the value D is the same, the distances Du and Dl may be different from each other. The intersections Ou and Ol are located on the rotation center plane P of the wheel 10, but may be located on a position other than the rotation center plane P.

また車輪１０の回転軸線１４とボールジョイント４６との間の車輌前後方向の距離Ｄcは、上述の実施例１及び２に於いては距離Ｄuよりも大きく、上述の実施例３及び４に於いては距離Ｄlよりも大きく設定されているが、トーコントロールリンク２６が車輪１０の回転軸線１４に対し車輌後方側に位置する限り、距離Ｄcは距離Ｄu又は距離Ｄlより小さくてもよい。 The distance Dc in the vehicle longitudinal direction between the rotation axis 14 of the wheel 10 and the ball joint 46 is larger than the distance Du in the above-described first and second embodiments, and in the third and fourth embodiments described above. Is set to be larger than the distance Dl. However, as long as the toe control link 26 is located on the vehicle rear side with respect to the rotation axis 14 of the wheel 10, the distance Dc may be smaller than the distance Du or the distance Dl.

更に上述の各実施例に於いては、前側アッパアーム１８、後側アッパアーム２０、前側ロアアーム２２、後側ロアアーム２４の内端はゴムブッシュ装置を介してサスペンションメンバ１６により枢支されており、トーコントロールリンク２６の内端はボールジョイント４４を介してサスペンションメンバ１６により枢支されているが、これらのアーム及びトーコントロールリンク２６の少なくとも何れかが車体により枢支されていてもよい。 Further, in each of the above-described embodiments, the inner ends of the front upper arm 18, the rear upper arm 20, the front lower arm 22, and the rear lower arm 24 are pivotally supported by the suspension member 16 via a rubber bushing device, and toe control The inner end of the link 26 is pivotally supported by the suspension member 16 via the ball joint 44, but at least one of these arms and the toe control link 26 may be pivotally supported by the vehicle body.

右後輪について本発明による車輌のマルチリンク式リヤサスペンションの実施例１を示す平面図である。1 is a plan view showing a first embodiment of a multi-link rear suspension for a vehicle according to the present invention for a right rear wheel. FIG. 実施例１のリヤサスペンションのアームの関係を簡略化して示すスケルトン図である。FIG. 3 is a skeleton diagram showing a simplified relationship between arms of a rear suspension according to the first embodiment. 実施例１のリヤサスペンションの構造をモデル化して示す説明図である。It is explanatory drawing which models and shows the structure of the rear suspension of Example 1. FIG. 支持ばね定数Ｋ1に対する支持ばね定数Ｋ2の比Ｋ2／Ｋ1の種々の値について角度αと距離（＝Ｄa＋Ｄb）に対する距離Ｄaの比Ｄa／Ｄとの間の関係を示すグラフである。It is a graph which shows the relationship between angle (alpha) and ratio Da / D of distance Da with respect to distance (= Da + Db) about the various value of ratio K2 / K1 of support spring constant K2 to support spring constant K1. 本発明による車輌のマルチリンク式リヤサスペンションの実施例２のアームの関係を簡略化して示すスケルトン図である。It is a skeleton figure which simplifies and shows the relationship of the arm of Example 2 of the multilink type rear suspension of the vehicle by this invention. 本発明による車輌のマルチリンク式リヤサスペンションの実施例３を示す平面図である。It is a top view which shows Example 3 of the multilink type rear suspension of the vehicle by this invention. 実施例３のリヤサスペンションのアームの関係を簡略化して示すスケルトン図である。FIG. 6 is a skeleton diagram showing a simplified relationship between arms of a rear suspension according to a third embodiment. 本発明による車輌のマルチリンク式リヤサスペンションの実施例４のアームの関係を簡略化して示すスケルトン図である。It is a skeleton figure which simplifies and shows the relationship of the arm of Example 4 of the multilink type rear suspension of the vehicle by this invention.

符号の説明Explanation of symbols

１０車輪
１２車輪支持部材
１６サスペンションメンバ
１８前側アッパアーム
２０後側アッパアーム
２２前側ロアアーム
２４後側ロアアーム
２６トーコントロールリンク DESCRIPTION OF SYMBOLS 10 Wheel 12 Wheel support member 16 Suspension member 18 Front upper arm 20 Rear upper arm 22 Front lower arm 24 Rear lower arm 26 Toe control link

Claims

それぞれ内端にて車体側部材に枢支され外端にて車輪支持部材に枢着された前側アッパアーム及び後側アッパアームと、それぞれ内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着された前側ロアアーム及び後側ロアアームと、内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着されたトーコントロールリンクとを有し、前記前側アッパアーム及び前記後側アッパアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きく、前記前側ロアアーム及び前記後側ロアアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きい車輌のマルチリンク式リヤサスペンションに於いて、車輌の上方より見て、前記前側アッパアームの両端の枢点を結ぶ直線と前記後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前記前側ロアアームの両端の枢点を結ぶ直線と前記後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前記前側アッパアームが車輌横方向に対しなす角度は前記後側アッパアームが車輌横方向に対しなす角度よりも大きく、前記前側ロアアームが車輌横方向に対しなす角度は前記後側ロアアームが車輌横方向に対しなす角度よりも小さく、前記トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前記前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも低く、前記前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも高いことを特徴とする車輌のマルチリンク式リヤサスペンション。 A front upper arm and a rear upper arm pivotally supported by the vehicle body side member at the inner end and pivotally attached to the wheel support member at the outer end, respectively, and pivotally supported by the vehicle body side member at the inner end, respectively. A front lower arm and a rear lower arm pivotally attached to a wheel support member; and a toe control link pivotally supported by the vehicle body side member at an inner end and pivotally attached to the wheel support member at an outer end, The distance in the vehicle longitudinal direction between the inner ends of the front upper arm and the rear upper arm is larger than the distance in the vehicle longitudinal direction of the outer end, and the distance in the vehicle longitudinal direction of the inner ends of the front lower arm and the rear lower arm is In a multi-link rear suspension of a vehicle that is larger than the distance in the longitudinal direction of the vehicle, a straight line connecting the pivot points of both ends of the front upper arm and the rear upper arm when viewed from above the vehicle The intersection with the straight line connecting the pivot points of both ends is located on the vehicle rear side with respect to the rotation axis of the wheel, and the straight line connecting the pivot points of both ends of the front lower arm and the straight line connecting the pivot points of both ends of the rear lower arm The intersection is located on the vehicle front side with respect to the rotation axis of the wheel, the angle formed by the front upper arm with respect to the vehicle lateral direction is larger than the angle formed by the rear upper arm with respect to the vehicle lateral direction, and the front lower arm is disposed in the vehicle lateral direction. Is smaller than the angle formed by the rear lower arm with respect to the lateral direction of the vehicle, and the toe control link is located on the vehicle rear side with respect to the rotation axis of the wheel, and connects the pivot points at both ends of the front upper arm. Is lower than the support spring constant in the direction connecting the pivot points at both ends of the rear upper arm, and the support spring constant in the direction connecting the pivot points at both ends of the front lower arm is Multi-link rear suspension of the vehicle being higher than the support spring constant of the direction connecting the pivot points of both ends of the serial rear lower arm.

それぞれ内端にて車体側部材に枢支され外端にて車輪支持部材に枢着された前側アッパアーム及び後側アッパアームと、それぞれ内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着された前側ロアアーム及び後側ロアアームと、内端にて前記車体側部材に枢支され外端にて前記車輪支持部材に枢着されたトーコントロールリンクとを有し、前記前側アッパアーム及び前記後側アッパアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きく、前記前側ロアアーム及び前記後側ロアアームの内端の車輌前後方向の間隔は外端の車輌前後方向の間隔よりも大きい車輌のマルチリンク式リヤサスペンションに於いて、車輌の上方より見て、前記前側アッパアームの両端の枢点を結ぶ直線と前記後側アッパアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌前方側に位置し、前記前側ロアアームの両端の枢点を結ぶ直線と前記後側ロアアームの両端の枢点を結ぶ直線との交点は車輪の回転軸線に対し車輌後方側に位置し、前記前側アッパアームが車輌横方向に対しなす角度は前記後側アッパアームが車輌横方向に対しなす角度よりも小さく、前記前側ロアアームが車輌横方向に対しなす角度は前記後側ロアアームが車輌横方向に対しなす角度よりも大きく、前記トーコントロールリンクは車輪の回転軸線よりも車輌後方側に位置し、前記前側アッパアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側アッパアームの両端の枢点を結ぶ方向の支持ばね定数よりも高く、前記前側ロアアームの両端の枢点を結ぶ方向の支持ばね定数は前記後側ロアアームの両端の枢点を結ぶ方向の支持ばね定数よりも低いことを特徴とする車輌のマルチリンク式リヤサスペンション。 A front upper arm and a rear upper arm pivotally supported by the vehicle body side member at the inner end and pivotally attached to the wheel support member at the outer end, respectively, and pivotally supported by the vehicle body side member at the inner end, respectively. A front lower arm and a rear lower arm pivotally attached to a wheel support member; and a toe control link pivotally supported by the vehicle body side member at an inner end and pivotally attached to the wheel support member at an outer end, The distance in the vehicle longitudinal direction between the inner ends of the front upper arm and the rear upper arm is larger than the distance in the vehicle longitudinal direction of the outer end, and the distance in the vehicle longitudinal direction of the inner ends of the front lower arm and the rear lower arm is In a multi-link rear suspension of a vehicle that is larger than the distance in the longitudinal direction of the vehicle, a straight line connecting the pivot points of both ends of the front upper arm and the rear upper arm when viewed from above the vehicle The intersection with the straight line connecting the pivot points of both ends is located on the vehicle front side with respect to the rotation axis of the wheel, and the straight line connecting the pivot points of both ends of the front lower arm and the straight line connecting the pivot points of both ends of the rear lower arm The intersection is located on the vehicle rear side with respect to the rotation axis of the wheel, the angle formed by the front upper arm with respect to the vehicle lateral direction is smaller than the angle formed by the rear upper arm with respect to the vehicle lateral direction, and the front lower arm is in the vehicle lateral direction. The rear lower arm is larger than the angle formed by the rear lower arm with respect to the vehicle lateral direction, and the toe control link is located on the vehicle rear side with respect to the rotation axis of the wheel and connects the pivot points at both ends of the front upper arm. The support spring constant is higher than the support spring constant in the direction connecting the pivot points at both ends of the rear upper arm, and the support spring constant in the direction connecting the pivot points at both ends of the front lower arm is Multi-link rear suspension of the vehicle, characterized in that lower than the support spring constant in a direction connecting both ends pivot point of the serial rear lower arm.

各アームの内端若しくは外端はそれぞれゴムブッシュ装置を介して前記車体側部材又は前記車輪支持部材に連結され、各アームの前記支持ばね定数は対応するゴムブッシュ装置のばね定数により郭定されていることを特徴とする請求項１又は２に記載の車輌のマルチリンク式リヤサスペンション。
The inner end or the outer end of each arm is connected to the vehicle body side member or the wheel support member via a rubber bush device, and the support spring constant of each arm is defined by the spring constant of the corresponding rubber bush device. The multi-link type rear suspension for a vehicle according to claim 1, wherein the vehicle is a multi-link type rear suspension.