JPH0237005A - Vehicle suspension device - Google Patents

Vehicle suspension device

Info

Publication number
JPH0237005A
JPH0237005A JP18749288A JP18749288A JPH0237005A JP H0237005 A JPH0237005 A JP H0237005A JP 18749288 A JP18749288 A JP 18749288A JP 18749288 A JP18749288 A JP 18749288A JP H0237005 A JPH0237005 A JP H0237005A
Authority
JP
Japan
Prior art keywords
wheel
trailing arm
support member
wheel support
rear end
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.)
Pending
Application number
JP18749288A
Other languages
Japanese (ja)
Inventor
Takeshi Edahiro
毅志 枝廣
Seita Kanai
金井　誠太
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP18749288A priority Critical patent/JPH0237005A/en
Priority to US07/383,656 priority patent/US5009449A/en
Priority to DE3924942A priority patent/DE3924942A1/en
Publication of JPH0237005A publication Critical patent/JPH0237005A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • 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
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
    • B60G3/285—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring the arm being essentially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • 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
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/182—Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/462—Toe-in/out

Landscapes

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

Abstract

PURPOSE:To improve suspension performance by rotatably connecting the rear end of a trailing arm the front end of which is pivotally connected to a car body and a wheel holding member to an axis which is extended to the front of the body and the outside is a width direction as it goes downwards with regard to a vertical line. CONSTITUTION:The rear end of a trailing arm 10 the fore end of which is pivotally connected to a car body and also a plurality of lateral links 3-5 are connected to a wheel holding member for holding a wheel 1 so as to construct a suspension device. The rear end of the trailing arm 10 and the wheel holding member 2 are inclined to a vertical line and is rotatably connected to an axis L which is extended to the front of the body and the outside is a width direction as it goes downwards. Troque, is reduced, which is applied to the front end of the trailing arm as accompanied with a change in a negative direction at the time of the bump of the wheel and improvement of suspension performance is attempted.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、自動車のサスペンション装置に関するもので
ある。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension device for an automobile.

（従来の技術） 従来より、自動車のサスペンション装置として、例えば
特開昭６０−５３４０８号公報に開示されるように、車
体を回転自在に支持する車輪支持部材と、各々車幅方向
に延びかつ外端が上記車輪支持部材に連結された複数本
のラテラルリンクと、車体前後方向に延び、前端が車体
に枢着され、後端が上記車輪支持部材に連結されたトレ
ーリングアームとを備え、車輪のバンブ・リバウンド時
におけるトー角およびキャンバ角の変化を適宜設定し得
るようにしたものは知られている。(Prior Art) Conventionally, as disclosed in Japanese Patent Application Laid-open No. 60-53408, suspension devices for automobiles have conventionally included a wheel support member that rotatably supports a vehicle body, and a wheel support member that extends in the vehicle width direction and extends outwardly. A wheel comprising: a plurality of lateral links whose ends are connected to the wheel support member; and a trailing arm extending in the longitudinal direction of the vehicle body, whose front end is pivotally connected to the vehicle body, and whose rear end is connected to the wheel support member. It is known that the changes in the toe angle and camber angle during bump rebound can be set appropriately.

そして、上記トレーリングアーム後端と車輪支持部材と
の連結は、通常、ブレーキ制動時等に車輪に作用するモ
ーメント荷重に対して抗するために剛結にされている。The connection between the rear end of the trailing arm and the wheel support member is usually rigid in order to resist the moment load acting on the wheel during braking or the like.

この場合、車輪のバンブ・リバウンド時に車輪のトー角
等の変化を許容するために、トレーリングアームを薄板
で構成して車幅方向に撓み変形し得るようにしたり、あ
るいはトレーリングアームの車体側枢着部に車幅方向に
変形可能なブツシュを設けたりすることがなされている
が、これらの方法では、トー角等の変化に対してかなり
の抵抗が生じるという問題があった。In this case, in order to allow changes in the toe angle of the wheel when the wheel bumps and rebounds, the trailing arm is made of a thin plate so that it can flex and deform in the vehicle width direction, or the trailing arm is placed on the vehicle body side. Although it has been attempted to provide a bushing that can be deformed in the vehicle width direction at the pivot joint, these methods have the problem of considerable resistance to changes in the toe angle, etc.

そこで、このような聞届を解決するために、例えば実開
昭６１−５９４０７号公報に開示されるように、上記ト
レーリングアーム後端と車輪支持部材との連結部を、上
下方向の軸線回りに回転可能でかつその方向に剛な構造
とすることにより、ブレーキ制動時等に車輪に作用する
モーメント荷重に対しトレーリングアームでもって支え
ながら車輪のバンブ・リバウンド時におけるトー角等の
変化を、抵抗を生じることなく許容するようにしたもの
が提案されている。Therefore, in order to solve this problem, for example, as disclosed in Japanese Utility Model Application Publication No. 61-59407, the connecting part between the trailing arm rear end and the wheel support member is changed around the vertical axis. By having a structure that is rotatable and rigid in that direction, the trailing arm supports the moment load that acts on the wheel during braking, etc., and changes such as toe angle when the wheel bumps and rebounds. Some proposals have been made to allow this without causing any resistance.

（発明が解決しようとする課題） ところが、上記提案のものでは、ブレーキ制動時等車輪
に前後力が作用したとき、車輪および車輪支持部材が該
車輪支持部材とトレーリングアーム後端との連結部を中
心に回転変位し、ラテラルリンクにより設定された車輪
のトー角に対して悪影響を及ぼす虞れがある。また、車
輪のバンプ時におけるキャンバ角変化は、通常、ネガ方
向に変化するように設定されているが、このキャンバ角
変化に伴なってトレーリングアーム前端のブツシュに捩
り力が作用して破損し易くなるとともに、キャンバ角変
化に悪影響を及ぼすという問題もある。(Problem to be Solved by the Invention) However, in the above-mentioned proposal, when a longitudinal force is applied to the wheel such as during braking, the wheel and the wheel support member are damaged at the connection between the wheel support member and the rear end of the trailing arm. There is a risk that the toe angle of the wheel set by the lateral link will be adversely affected. In addition, the camber angle change when the wheel bumps is normally set to change in the negative direction, but this camber angle change causes torsional force to act on the bushing at the front end of the trailing arm, causing damage. There is also the problem that it becomes easier and has an adverse effect on changes in camber angle.

本考案はかかる点に鑑みてなされたものであり、その目
的とするところは、上記提案の如くトレーリングアーム
後端と車輪支持部材とを上下方向の軸線回りに回転可能
に連結する構造に対して更に改良を加えて、サスペンシ
ョン性能の向上を図ることにある。The present invention has been developed in view of the above, and its purpose is to improve the structure in which the rear end of the trailing arm and the wheel support member are rotatably connected around the vertical axis as proposed above. The aim is to make further improvements to improve suspension performance.

（課題を解決するための手段） 上記目的を達成するため、本発明の解決手段は、車両の
サスペンション装置として、車輪を回転自在に支持する
車輪支持部材と、各々車幅方向に延びかつ外端が上記車
輪支持部材に連結された複数本のラテラルリンクと、車
体前後方向に延び、前端が車体に枢着され、後端が上記
車輪支持部材に連結されたトレーリングアームとを備え
ることを前提とする。そして、上記トレーリングアーム
後端と車輪支持部材とを、鉛直線に対して傾いて上下方
向に延びる軸線回りに回転可能に連結する構成とするも
のである。(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is a suspension device for a vehicle, and includes a wheel support member that rotatably supports a wheel, and a wheel support member that extends in the vehicle width direction and has an outer end. is provided with a plurality of lateral links connected to the wheel support member, and a trailing arm extending in the longitudinal direction of the vehicle body, whose front end is pivotally connected to the vehicle body, and whose rear end is connected to the wheel support member. shall be. The rear end of the trailing arm and the wheel support member are rotatably connected to each other about an axis that extends in the vertical direction and is inclined with respect to the vertical line.

（作用） 上記の構成により、本発明では、トレーリングアーム後
端と車輪支持部材とを上下方向の軸線回りに回転可能に
連結するに当り、その軸線を鉛直線に対し傾けたことに
より、車輪のバンブ時にキャンバ角のネガ方向の変化に
伴ってトレーリングアーム前端のブツシュに作用する捩
り力を低減してキャンバ角変化への悪影響を抑制したり
、あるいは、車輪に前後力が作用する際に惹起される、
トレーリングアーム後端と車輪支持部材との連結部を中
心として車輪をトーアウト方向に回転変位させるモーメ
ント力を低減してトー角変化への悪影響を抑制すること
ができる。(Function) With the above configuration, in the present invention, when the rear end of the trailing arm and the wheel support member are rotatably connected around the vertical axis, the axis is tilted with respect to the vertical line, so that the wheel It is possible to reduce the torsional force that acts on the bushing at the front end of the trailing arm as the camber angle changes in the negative direction during bumping, to suppress the negative effect on the camber angle change, or when longitudinal force acts on the wheel. caused,
It is possible to reduce the moment force that rotationally displaces the wheel in the toe-out direction around the connection portion between the rear end of the trailing arm and the wheel support member, thereby suppressing an adverse effect on changes in the toe angle.

（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.

第１図ないし第３図は本発明の第１実施例に係わる車両
のサスペンション装置を示し、１は車輪、２は該車輪１
を回転自在に支持する車輪支持部材、３．４および５は
各々車幅方向に延びる３本のラテラルリンクであって、
該各ラテラルリンク３４．５の内端部はそれぞれ車体の
強度部材たるフレーム６またはクロスフレーム７にラバ
ーブツシュ８を介して上下揺動可能に連結されている一
方、外端部は上記車輪支持部材２にボールジヨイント９
を介して回転可能に連結されている。1 to 3 show a suspension device for a vehicle according to a first embodiment of the present invention, 1 is a wheel, 2 is the wheel 1
The wheel support members 3.4 and 5 rotatably support each of three lateral links extending in the vehicle width direction,
The inner end of each lateral link 34.5 is connected via a rubber bush 8 to a frame 6 or cross frame 7, which is a strength member of the vehicle body, so as to be able to swing up and down, while the outer end is connected to the wheel support member 2. ball joint 9
are rotatably connected via.

また、１０は車体前後方向に延びるトレーリングアーム
であって、該トレーリングアーム１０は、二枚の薄板１
０ａ、１０ｂを重合して構成されている。上記トレーリ
ングアーム１０の前端部はフレーム６にラバーブツシュ
１１を介して上下揺動可能に連結されている一方、後端
は上記車輪支持部材２に連結されている。しかして、こ
のトレリングアームｌＯおよび上記ラテラルリンク３゜
４．５によって車輪支持部材２および車輪１が車体に取
付けられている。１２は車輪１の上下振動を減衰させる
ためのショックアブソーバである。Further, reference numeral 10 denotes a trailing arm extending in the longitudinal direction of the vehicle body, and the trailing arm 10 is made up of two thin plates 1
It is constructed by polymerizing 0a and 10b. The front end of the trailing arm 10 is connected to the frame 6 via a rubber bush 11 so as to be able to swing up and down, while the rear end is connected to the wheel support member 2. The wheel support member 2 and the wheel 1 are attached to the vehicle body by this trailing arm IO and the lateral link 3°4.5. 12 is a shock absorber for damping the vertical vibration of the wheel 1.

上記トレーリングアーム１０後端と車輪支持部材２との
連結は、上下２Ｉ２ｉＩ所の部位でポールジョインド１
３．１３を介してなされている。このボールジヨイント
１３による連結構造においては、第４図に詳示するよう
に、車輪支持部材２に形成した貫通穴１４に対して球面
部１５ａを有するジヨイント部材１５が挿通されかつそ
の球面部１５ａがボール受け１６を介して回転自在に保
持されているとともに、上記ジヨイント部材１５の両端
にそれぞれトレーリングアーム１０の薄板１０ａ。The rear end of the trailing arm 10 and the wheel support member 2 are connected at the pole joint 1 at the upper and lower positions 2I2iI.
3.13. In this connection structure using the ball joint 13, as shown in detail in FIG. are rotatably held via ball receivers 16, and thin plates 10a of the trailing arm 10 are attached to both ends of the joint member 15, respectively.

１０ｂが固定されている。そして、このような上下２つ
のボールジヨイント１３．１３による連結構造によって
、該両ボールジヨイント１３．１３の中心点を結ぶ軸線
り回りに回転可能でかつその軸線り方向に剛にトレーリ
ングアーム１０と車輪支持部材２とが連結されており、
上記軸線りは、鉛直線に対して傾き、下方に行くに従っ
て車体前方および車幅方向外側に寄って上下方向に延び
るように設けられている。10b is fixed. Due to this connection structure using the two upper and lower ball joints 13.13, the trailing arm can be rotated around the axis connecting the center points of the two ball joints 13.13 and is rigid in the direction of the axis. 10 and the wheel support member 2 are connected,
The axis is inclined with respect to the vertical line, and is provided so as to extend in the vertical direction toward the front of the vehicle body and toward the outside in the vehicle width direction as it goes downward.

次に、上記第１実施例の作用効果について説明するに、
車輪１のバンブ・リバウンド時には、この車輪１の上下
動に伴って、トレーリングアーム１０がその前端部のラ
バーブツシュ１１を中心に上下方向に揺動するとともに
、各ラテラルリンク３．４．５がその内端部のラバーブ
ツシュ７を中心に上下方向に揺動する。この際、上記各
ラテラルリンク３，４．５の取付位置や揺動方向を適宜
設定することにより、好ましいサスペンションジオメト
リ−つまりトー角変化およびキャンバ角変化を得ること
ができる。また、上記トレーリングアーム１０後端と車
体支持部材２との連結部１７は路上下方向の軸線り回り
に回転可能に設けられているので、このトレーリングア
ーム１０によりトー角変化等が規制されることはない。Next, to explain the effects of the first embodiment,
When the wheel 1 bumps or rebounds, the trailing arm 10 swings vertically around the rubber bush 11 at its front end as the wheel 1 moves up and down, and each lateral link 3.4.5 It swings vertically around the rubber bush 7 at the inner end. At this time, by appropriately setting the mounting position and swing direction of each of the lateral links 3, 4.5, it is possible to obtain a preferable suspension geometry, that is, a change in the toe angle and a change in the camber angle. Further, since the connecting portion 17 between the rear end of the trailing arm 10 and the vehicle body support member 2 is rotatable around the axis in the downward direction on the road, the trailing arm 10 regulates changes in the toe angle, etc. It never happens.

ここで、車輪１のバンブ時におけるキャンバ角変化とし
ては、通常、車輪１の路面に対するグリップ力の低下を
防止するために、ネガ方向に変化するように設定される
。この場合、トレーリングアーム１０前端のラバーブツ
シュ１１に対しキャンバ角変化に伴って捩り力が作用す
るが、実施例の如くトレーリングアーム１０と車輪支持
部材２との連結部１７の軸線りが下方に行くに従って車
体前方に寄るように鉛直線に対し傾斜している場合は、
この軸線り回りの車輪支持部材２ないし車輪１の回転に
よって上述の捩り力を軽減することができる。また、こ
の捩り力の軽減により、逆にラバーブツシュ１１の捩り
によるキャンバ角変化への悪影響を抑制することができ
る。Here, the camber angle change when the wheel 1 bumps is normally set to change in the negative direction in order to prevent a decrease in the grip force of the wheel 1 on the road surface. In this case, a torsional force acts on the rubber bush 11 at the front end of the trailing arm 10 as the camber angle changes, but as in the embodiment, the axis of the connecting portion 17 between the trailing arm 10 and the wheel support member 2 is lowered. If the vehicle is tilted toward the front of the vehicle as you go,
By rotating the wheel support member 2 or the wheel 1 around the axis, the above-mentioned torsional force can be reduced. Further, by reducing this torsional force, it is possible to suppress the adverse effect on the camber angle change due to the twisting of the rubber bush 11.

一方、車両のブレーキ制動時など車輪１に対してその回
転中心軸回りのモーメント荷重が作用する場合、上記連
結部１７では上下の軸線り方向に剛結されているので、
上記のモーメント荷重に対してはトレーリングアーム１
０が支え材として抗する。On the other hand, when a moment load around the center axis of rotation acts on the wheel 1, such as during braking of a vehicle, since the connecting portion 17 is rigidly connected in the vertical axis direction,
For the above moment loads, trailing arm 1
0 resists as a support.

また、ブレーキ制動時など車輪１の接地点に前後力が作
用する場合、この荷重により上記連結部１７の軸線り回
りに車輪支持部材２が回転し、車輪１のトー角が変化す
る虞れがあるが、実施例の場合、上記連結部１７の軸線
りが前後力の荷重伝達軸線（車輪１の接地点とトレーリ
ングアーム１０前端のラバーブツシュ１１とを結ぶ軸線
）に近づくよう下方に行くに従って車幅方向外側に寄り
て傾斜しているので、前後力による車輪１のトー角変化
を効果的に抑制することができる。Additionally, when a longitudinal force acts on the grounding point of the wheel 1 during braking, this load may cause the wheel support member 2 to rotate around the axis of the connecting portion 17, causing the toe angle of the wheel 1 to change. However, in the case of the embodiment, as the axis of the connecting portion 17 approaches the load transmission axis of longitudinal force (the axis connecting the grounding point of the wheel 1 and the rubber bush 11 at the front end of the trailing arm 10), the vehicle Since it is inclined toward the outside in the width direction, changes in the toe angle of the wheel 1 due to longitudinal force can be effectively suppressed.

第５図は本発明の第２実施例を示す。この第２実施例の
場合、トレーリングアーム１０後端と車体支持部材２と
の連結部において、トレーリングアーム１０後端にラバ
ーブツシュ２１を設ける一方、車体支持部材２に該ラバ
ーブツシュ２１を上下から挟む一対のラバーブツシュ２
２ａ、２２ｂを設け、これら３つのラバーブツシュ２１
，２２ａ、２２ｂに連結ピンを路上下方向に貫通せしめ
て結合する構成になっている。そして、この連結構造に
おいても、第１実施例におけるボールジヨイント１３に
よる連結構造の場合と同様に、トレーリングアーム１０
後端と車体支持部材２とが鉛直線に対して傾いて上下方
向に延びる軸線（連結ビン）Ｌ回りに回転可能に連結さ
れている。FIG. 5 shows a second embodiment of the invention. In the case of the second embodiment, a rubber bushing 21 is provided at the rear end of the trailing arm 10 at the connection portion between the rear end of the trailing arm 10 and the vehicle body support member 2, and the rubber bush 21 is sandwiched between the vehicle body support member 2 from above and below. A pair of rubber bushes 2
2a and 22b are provided, and these three rubber bushes 21
, 22a, 22b are connected by connecting pins passing through them in a downward direction on the road. Also in this connection structure, similarly to the connection structure using the ball joint 13 in the first embodiment, the trailing arm 10
The rear end and the vehicle body support member 2 are rotatably connected to each other about an axis (connection bin) L that is inclined with respect to the vertical line and extends in the vertical direction.

この第２実施例の如きラバーブツシュ２１，２２ａ、２
２ｂによる結合構造では、第１実施例の如きボールジヨ
イント１３による連結構造の場合のように軸線り方向に
完全に剛結状態にするものではなく、ラバーブツシュ２
１．２２ａ、２２ｂの軸線方向の剪断弾性変形によりあ
る程度相対変位可能とするが、このラバーブツシュ２１
．　２２ａ、２２ｂ　（つまり連結ピン）の軸線りが、
第２実施例の如く鉛直線に対し下方に行くに従って車体
前方に寄るように傾いている場合には、車輪１が突起物
を乗り上げるときのように該車輪１に対して接地点から
上方後向きの衝撃荷重が作用するときこの衝撃荷重をラ
バーブツシュ２１．２２ａ。Rubber bushes 21, 22a, 2 like this second embodiment
2b, the rubber bush 2 is not completely rigid in the axial direction as in the case of the connection structure using the ball joint 13 in the first embodiment.
1. Relative displacement is possible to some extent due to shear elastic deformation in the axial direction of 22a and 22b, but this rubber bush 21
．． The axes of 22a and 22b (that is, the connecting pins) are
As in the second embodiment, when the vehicle body is tilted toward the front of the vehicle as it goes downward with respect to the vertical line, the vehicle body is tilted upward and rearward from the grounding point with respect to the wheel 1, as when the wheel 1 rides on a protrusion. When an impact load is applied, the rubber bushing 21.22a absorbs this impact load.

２２ｂの剪断弾性変形により吸収することができるとい
う効果をも発揮できる。It is also possible to exhibit the effect that it can be absorbed by the shear elastic deformation of 22b.

尚、本発明は上記第１および第２実施例に限定されるも
のではなく、その他種々の変形例を包含するものである
。例えば、上記各実施例では、本発明を、車体支持部材
２を車体連結する車幅方向に延びるラテラルリンク３，
４．５を３本備える場合について適用したが、車輪支持
部材の上部をサスペンションアームで車体に連結し、車
輪支持部材の下部のみを前後一対のラテラルリングで結
合するなど、２本以上のラテラルリンクを備えるその他
のサスペンション装置にも同様に適用できるのは勿論で
ある。It should be noted that the present invention is not limited to the first and second embodiments described above, but includes various other modifications. For example, in each of the above embodiments, the present invention includes a lateral link 3 extending in the vehicle width direction connecting the vehicle body support member 2 to the vehicle body;
4.5 was applied to a case with three lateral links, but the upper part of the wheel support member is connected to the vehicle body with a suspension arm, and only the lower part of the wheel support member is connected with a pair of front and rear lateral rings. Of course, the present invention can also be similarly applied to other suspension devices equipped with.

（発明の効果） 以上の如く、本発明における車両のサスペンション装置
によれば、トレーリングアーム後端と車輪支持部材とを
鉛直線に対して傾いて上下方向に延びる軸線回りに回転
可能に連結したことによって、車輪のバンブ時における
キャンバ角のネガ方向の変化に伴うトレーリングアーム
前端のブツシュに作用する捩り力を上記軸線回りの車輪
支持部材の回転により低減することができ、また、車輪
に前後力が作用する際のトー角変化を抑制することがで
き、サスペンション性能の向上を図ることができるもの
である。(Effects of the Invention) As described above, according to the vehicle suspension device of the present invention, the rear end of the trailing arm and the wheel support member are connected rotatably around an axis that extends in the vertical direction and is inclined with respect to the vertical line. As a result, the torsional force acting on the bushing at the front end of the trailing arm due to a negative change in the camber angle when the wheel bumps can be reduced by rotating the wheel support member around the axis. It is possible to suppress changes in the toe angle when force is applied, and improve suspension performance.

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

図面は本発明の実施例を示すもので、第１図ないし第４
図は第１実施例を示し、第１図はサスペンション装置の
平面図、第２図は車体後方から見た同背面図、第３図は
同側面図、第４図は第３図のＡ−Ａ線における拡大断面
図である。第５図は第２実施例を示す第３図相当図であ
る。 １・・・車輪、２・・・車輪支持部材、３，４．５・・
・ラテラルリンク、ｌＯ・・・トレーリングアーム、Ｌ
・・・軸線。The drawings show embodiments of the present invention, and are shown in FIGS. 1 to 4.
The figures show the first embodiment, and FIG. 1 is a plan view of the suspension device, FIG. 2 is a rear view of the suspension device as seen from the rear of the vehicle, FIG. 3 is a side view of the same, and FIG. 4 is a It is an enlarged sectional view taken along the A line. FIG. 5 is a diagram corresponding to FIG. 3 showing the second embodiment. 1...Wheel, 2...Wheel support member, 3, 4.5...
・Lateral link, lO...trailing arm, L
...axis line.

Claims (1)

【特許請求の範囲】[Claims] （１）車輪を回転自在に支持する車輪支持部材と、各々
車幅方向に延びかつ外端が上記車輪支持部材に連結され
た複数本のラテラルリンクと、車体前後方向に延び、前
端が車体に枢着され、後端が上記車輪支持部材に連結さ
れたトレーリングアームとを備えた車両のサスペンショ
ン装置において、上記トレーリングアーム後端と車輪支
持部材とは、鉛直線に対して傾いて上下方向に延びる軸
線回りに回転可能に連結されていることを特徴とする車
両のサスペンション装置。(1) A wheel support member that rotatably supports a wheel, a plurality of lateral links each extending in the vehicle width direction and whose outer ends are connected to the wheel support member, and a plurality of lateral links extending in the longitudinal direction of the vehicle body and having front ends connected to the vehicle body. In a suspension device for a vehicle, the trailing arm is pivotally mounted and the rear end is connected to the wheel support member, and the rear end of the trailing arm and the wheel support member are tilted with respect to a vertical line in the vertical direction. A suspension device for a vehicle, characterized in that the suspension device is rotatably connected around an axis extending in the direction of the vehicle.
JP18749288A 1988-07-27 1988-07-27 Vehicle suspension device Pending JPH0237005A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP18749288A JPH0237005A (en) 1988-07-27 1988-07-27 Vehicle suspension device
US07/383,656 US5009449A (en) 1988-07-27 1989-07-24 Vehicle rear suspension system
DE3924942A DE3924942A1 (en) 1988-07-27 1989-07-27 VEHICLE REAR SUSPENSION

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP18749288A JPH0237005A (en) 1988-07-27 1988-07-27 Vehicle suspension device

Publications (1)

Publication Number Publication Date
JPH0237005A true JPH0237005A (en) 1990-02-07

Family

ID=16207010

Family Applications (1)

Application Number Title Priority Date Filing Date
JP18749288A Pending JPH0237005A (en) 1988-07-27 1988-07-27 Vehicle suspension device

Country Status (1)

Country Link
JP (1) JPH0237005A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2678216A1 (en) * 1991-06-25 1992-12-31 Peugeot SUSPENSION DEVICE, IN PARTICULAR REAR SUSPENSION MULTIBRAS FOR MOTOR VEHICLE.
KR20020096716A (en) * 2001-06-21 2002-12-31 기아자동차주식회사 Double wishbone type suspension
US11639096B2 (en) 2018-10-23 2023-05-02 Toyota Jidosha Kabushiki Kaisha Suspension apparatus and vehicle

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63145112A (en) * 1986-12-09 1988-06-17 Honda Motor Co Ltd Rear suspension deice for automobile

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63145112A (en) * 1986-12-09 1988-06-17 Honda Motor Co Ltd Rear suspension deice for automobile

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2678216A1 (en) * 1991-06-25 1992-12-31 Peugeot SUSPENSION DEVICE, IN PARTICULAR REAR SUSPENSION MULTIBRAS FOR MOTOR VEHICLE.
KR20020096716A (en) * 2001-06-21 2002-12-31 기아자동차주식회사 Double wishbone type suspension
US11639096B2 (en) 2018-10-23 2023-05-02 Toyota Jidosha Kabushiki Kaisha Suspension apparatus and vehicle

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