JPH0527283Y2 - - Google Patents
Info
- Publication number
- JPH0527283Y2 JPH0527283Y2 JP1986196354U JP19635486U JPH0527283Y2 JP H0527283 Y2 JPH0527283 Y2 JP H0527283Y2 JP 1986196354 U JP1986196354 U JP 1986196354U JP 19635486 U JP19635486 U JP 19635486U JP H0527283 Y2 JPH0527283 Y2 JP H0527283Y2
- Authority
- JP
- Japan
- Prior art keywords
- strut
- shock absorber
- supported
- vehicle body
- knuckle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000006096 absorbing agent Substances 0.000 claims description 16
- 230000035939 shock Effects 0.000 claims description 16
- 239000000725 suspension Substances 0.000 claims description 11
- 238000010586 diagram Methods 0.000 description 5
- 210000000988 bone and bone Anatomy 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005266 casting Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は自動車のリヤサスペンシヨンに関す
る。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a rear suspension of an automobile.
自動車の独立懸架装置としては第４図に示すダ
ブルウツシユボーンタイプ、第５図に示すストラ
ツトタイプ及び図示しないスイングアクスルタイ
プ、トーシヨンパータイプ等が使用されている。
As independent suspension systems for automobiles, the double-shutbone type shown in FIG. 4, the strut type shown in FIG. 5, and the swing axle type and torsion par type (not shown) are used.
〔考案が解決しようとする問題点〕
ところがストラツトタイプでは第６図のように
タイヤ６に上向きの力が働くと、ストラツトAC
の中間点Ｄにナツクル４を介して曲げモーメント
Moが働き、ストラツトの上下端にはMo／ｌの
横荷重が働くことになる。この横荷重によりスト
ラツトフリクシヨンが増大していた。又ダブルウ
イツシユホーンタイプはアライメントが変化しに
くい長所はあるが、構造が複雑となる欠点があつ
た。[Problem that the invention aims to solve] However, in the strut type, when an upward force is applied to the tire 6 as shown in Fig. 6, the strut AC
A bending moment is applied via the nutcle 4 at the midpoint D of
Mo acts, and a lateral load of Mo/l acts on the upper and lower ends of the strut. This lateral load increased strut friction. Also, the double-width horn type has the advantage that the alignment is difficult to change, but it has the disadvantage that the structure is complicated.
本考案の目的は前記問題点を解消し、ストラツ
トタイプの合理性とダブルウイツシユボーンタイ
プのアライメント上の利点を両立させたリヤサス
ペンシヨンを提供するにある。 An object of the present invention is to solve the above-mentioned problems and provide a rear suspension that combines the rationality of a strut type with the alignment advantages of a double wishbone type.
本考案は、アクスルホーシングを支持するナツ
クル４の上端部をストラツト３の下端部に固定
し、前記ナツクルの下端部を、車体に上下方向に
揺動自在に支持されたロアアーム１の先端部Ａに
ピンを介して連結し、前記ストラツト３の上部
を、車体に上下方向揺動自在に支持されたアツパ
アーム２の先端部Ｂにピンを介して連結し、車体
の前後方向規定された軸線廻りに車幅方向（左右
方向）に揺動自在に車体に支持されたシヨツクア
ブソーバ反力支持ブラケツト５に、前記ストラツ
ト３のシヨツクアブソーバ上端部Ｃを連結し、該
シヨツクアブソーバ上端部の前記ブラケツト５と
の連結部を車幅方向に移動自在に構成したことを
特徴としている。
In the present invention, the upper end of a knuckle 4 that supports the axle hose is fixed to the lower end of the strut 3, and the lower end of the knuckle is attached to the tip A of the lower arm 1, which is supported by the vehicle body so as to be swingable in the vertical direction. The upper part of the strut 3 is connected via a pin to the tip end B of the upper arm 2, which is supported by the vehicle body so as to be swingable in the vertical direction. The upper end C of the shock absorber of the strut 3 is connected to a shock absorber reaction force support bracket 5 supported by the vehicle body so as to be swingable in the width direction (left and right direction), and the upper end of the shock absorber is connected to the bracket 5. It is characterized by being configured to be movable in the width direction of the vehicle.
ストラツトの合理性（上下方向の荷重、車両横
荷重に対するモーメント、ブレーキ時等の前後方
向荷重はシヨツクアブソーバの外筒で支持）と、
ダブルウイツシユボーンタイプのアライメント上
の利点を両立させることができる。
The rationality of the strut (vertical loads, moment for vehicle lateral loads, longitudinal loads such as during braking are supported by the outer cylinder of the shock absorber),
It is possible to achieve both the alignment advantages of the double-width bone type.
以下第１〜４図を参照し本考案の一実施例につ
いて説明する。
An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.
第１図は本考案のリヤサスペンシヨンの正面
図、第２図は側面図、第３図は該リヤサスペンシ
ヨンに上向荷重が働いた時の変形線図である。同
図に示すように、本考案に係るリヤサスペンシヨ
ンにおいては、ストラツト３の下端部はナツクル
４の上端部に固定され、ナツクル４の下端部は車
体に上下方向に揺動自在に支持されたロアアーム
１の先端部Ａにピンを介して連結されている。ま
た前記ストラツト３の上部に設けられたブラケツ
トの先端部は、車体に上下方向に揺動自在に支持
されたアツパアーム２の先端部Ｂにピンを介して
連結されている。さらに、ストラツト３のシヨツ
クアブソーバ上端部Ｃをシヨツクアブソーバ反力
支持ブラケツト５で揺動自在に支持している。従
つて、前記ブラケツト５とシヨツクアブソーバ上
端部Ｃとの連結部は、車幅方向に移動可能に構成
されることとなる。 FIG. 1 is a front view of the rear suspension of the present invention, FIG. 2 is a side view, and FIG. 3 is a deformation diagram when an upward load is applied to the rear suspension. As shown in the figure, in the rear suspension according to the present invention, the lower end of the strut 3 is fixed to the upper end of the knuckle 4, and the lower end of the knuckle 4 is supported by the vehicle body so as to be swingable in the vertical direction. It is connected to the tip A of the lower arm 1 via a pin. Further, the tip of the bracket provided on the upper part of the strut 3 is connected via a pin to the tip B of the upper arm 2, which is supported by the vehicle body so as to be swingable in the vertical direction. Further, the upper end C of the shock absorber of the strut 3 is swingably supported by a shock absorber reaction force support bracket 5. Therefore, the connecting portion between the bracket 5 and the upper end C of the shock absorber is configured to be movable in the vehicle width direction.
次に前記実施例の作用について説明する。 Next, the operation of the above embodiment will be explained.
ナツクル４に支持されたタイヤ６を介して上向
荷重Ｗが働くと、第３図に示すようにストラツト
上のＡ，Ｂ点はA′，B′点に変位し、従来車体に
固定されていたシヨツクアブソーバの上端部Ｃは
シヨツクアブソーバ反力支持ブラケツト５を介し
てC′に移動するため、シヨツクアブソーバに横荷
重が働くことはない。 When an upward load W is applied through the tire 6 supported by the knuckle 4, points A and B on the strut are displaced to points A' and B', as shown in Fig. Since the upper end C of the shock absorber moves to C' via the shock absorber reaction force support bracket 5, no lateral load is applied to the shock absorber.
なおブレーキ時又は駆動時等の前後方向荷重の
大部分はストラツトの外筒を介して図示しないス
トラツトバー等で支持される。 Most of the load in the longitudinal direction during braking or driving is supported by a strut bar (not shown) through the outer cylinder of the strut.
さらにロアアームの先端部に下向きのコイルば
ね力を働かせるか、又はシヨツクアブソーバの機
能を前記構成と併用する必要がある。 Furthermore, it is necessary to apply a downward coil spring force to the tip of the lower arm, or to use the function of a shock absorber in combination with the above configuration.
本考案は上記の様に構成したので、ストラツト
タイプの上下方向荷重、横荷重及びブレーキ時等
の前後方向荷重を支えることのできる合理性と、
ダブルウツシユボーンタイプのアライメントの変
化の良さを両立させることができる。
Since the present invention is constructed as described above, it has the rationality of being able to support strut-type vertical loads, lateral loads, and longitudinal loads such as during braking.
It is possible to achieve both the good alignment changes of the double bone type.
又シヨツクアブソーバ先端部Ｃに横荷重が入ら
ないようにしたのでストラツトフリクシヨンを低
減でき、又ナツクル部は小型ナツクルとストラツ
トで構成され、一般のダブルウイツシユボーンの
ように大型鋳造品は不要となりその構造が簡素化
される。 In addition, strut friction can be reduced because lateral loads are not applied to the tip C of the shock absorber, and the nutcle part is composed of a small knuckle and strut, so there is no need for large castings like in general double wishbones. This simplifies the structure.
第１図は本考案のリヤサスペンシヨンの正面
図、第２図は同側面図、第３図はタイヤに上向荷
重が働いた時の実施例の変形線図、第４図はダブ
ルウイツシユボーンサスペンシヨンの骨組図、第
５図はストラツトサスペンシヨンの骨組図、第６
図はタイヤに上向荷重が働いた時の従来形ストラ
ツトに働く曲げモーメント線図である。
１……ロアアーム、２……アツパアーム、３…
…ストラツト、４……ナツクル、５……シヨツク
アプソーバ反力支持ブラケツト。
Fig. 1 is a front view of the rear suspension of the present invention, Fig. 2 is a side view of the same, Fig. 3 is a deformation diagram of the embodiment when an upward load is applied to the tire, and Fig. 4 is a double wish suspension. The skeleton diagram of the bone suspension, Figure 5 is the skeleton diagram of the strut suspension, Figure 6
The figure is a diagram of the bending moment acting on the conventional strut when an upward load is applied to the tire. 1...Lower arm, 2...Atsupa arm, 3...
...Strut, 4...Natsukuru, 5...Shock absorber reaction force support bracket.
Claims (1)
端部をストラツト３の下端部に固定し、前記ナツ
クルの下端部を、車体に上下方向に揺動自在に支
持されたロアアーム１の先端部Ａにピンを介して
連結し、前記ストラツト３の上部を、車体に上下
方向に揺動自在に支持されたアツパアーム２の先
端部Ｂにピンを介して連結し、車体の前後方向に
規定された軸線廻りに車幅方向（左右方向）に揺
動自在に車体に支持されたシヨツクアブソーバ反
力支持ブラケツト５に、前記ストラツト３のシヨ
ツクアブソーバ上端部Ｃを連結し、該シヨツクア
ブソーバ上端部Ｃの前記ブラケツト５との連結部
を車幅方向に移動自在に構成したことを特徴とす
るリヤサスペンシヨン。 The upper end of the knuckle 4 that supports the axle hose is fixed to the lower end of the strut 3, and the lower end of the knuckle is connected via a pin to the tip A of the lower arm 1, which is supported by the vehicle body so as to be swingable in the vertical direction. The upper part of the strut 3 is connected via a pin to the tip end B of the upper arm 2, which is supported by the vehicle body so as to be swingable in the vertical direction. The upper end C of the shock absorber of the strut 3 is connected to a shock absorber reaction force support bracket 5 that is supported by the vehicle body so as to be able to swing freely (left and right), and the connecting portion of the upper end C of the shock absorber with the bracket 5 is A rear suspension characterized by being configured to be movable in the width direction of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986196354U JPH0527283Y2 (en) | 1986-12-21 | 1986-12-21 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986196354U JPH0527283Y2 (en) | 1986-12-21 | 1986-12-21 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63100304U JPS63100304U (en) | 1988-06-29 |
| JPH0527283Y2 true JPH0527283Y2 (en) | 1993-07-12 |
Family
ID=31155100
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1986196354U Expired - Lifetime JPH0527283Y2 (en) | 1986-12-21 | 1986-12-21 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0527283Y2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5699806A (en) * | 1979-09-13 | 1981-08-11 | Dangel Automobiles | Front wheel set for automobile |
| JPS59220408A (en) * | 1983-05-30 | 1984-12-11 | Mazda Motor Corp | Car suspension |
| JPS6022509A (en) * | 1983-07-13 | 1985-02-05 | Mazda Motor Corp | Car suspension |
-
1986
- 1986-12-21 JP JP1986196354U patent/JPH0527283Y2/ja not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5699806A (en) * | 1979-09-13 | 1981-08-11 | Dangel Automobiles | Front wheel set for automobile |
| JPS59220408A (en) * | 1983-05-30 | 1984-12-11 | Mazda Motor Corp | Car suspension |
| JPS6022509A (en) * | 1983-07-13 | 1985-02-05 | Mazda Motor Corp | Car suspension |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63100304U (en) | 1988-06-29 |
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