JPH10166822A - Suspension device of vehicle - Google Patents
Suspension device of vehicleInfo
- Publication number
- JPH10166822A JPH10166822A JP35283996A JP35283996A JPH10166822A JP H10166822 A JPH10166822 A JP H10166822A JP 35283996 A JP35283996 A JP 35283996A JP 35283996 A JP35283996 A JP 35283996A JP H10166822 A JPH10166822 A JP H10166822A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle body
- link member
- vehicle
- connection point
- suspension device
- 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
Links
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は車両のサスペンショ
ン装置に関する。The present invention relates to a vehicle suspension device.
【０００２】[0002]
【従来の技術】従来から、例えば特公昭６３−５５４４
５５号公報に示されているように、互いに独立し上下に
離間して車幅方向に延びるラテラルリンク（アッパーア
ームおよびロアアーム）を車輪支持部材に連結してなる
車両のサスペンション装置が知られている。アッパーア
ームおよびロアアームは車輪支持部材の車幅方向の動き
を規制する。また、上記サスペンション装置は、車体前
後方向に延び一端が上下方向揺動可能に車体に取り付け
られ他端が車輪支持部材に対し前後方向の力および車輪
回転方向の回転力を伝達可能に構成されたスイングアー
ムを備える。スイングアームは、通常、剛体である。サ
スペンション装置は、これらラテラルリンクとスイング
アームとによって車輪支持部材の車幅方向，車体前後方
向および車輪回転方向の動きを規制し、上下方向の動き
を許容して、車輪の上下移動および旋回に伴うキャンバ
変化およびトウ変化に所定の特性を持たせるよう構成さ
れている。2. Description of the Related Art Conventionally, for example, Japanese Patent Publication No. 63-5544
As disclosed in Japanese Patent Publication No. 55-55, there is known a vehicle suspension device in which lateral links (upper arm and lower arm) which are independent of each other and are vertically separated and extend in the vehicle width direction are connected to wheel support members. . The upper arm and the lower arm regulate the movement of the wheel support member in the vehicle width direction. Further, the suspension device is configured to extend in the front-rear direction of the vehicle body, one end is attached to the vehicle body so as to be able to swing up and down, and the other end is capable of transmitting force in the front-rear direction and rotational force in the wheel rotation direction to the wheel support member. It has a swing arm. The swing arm is usually rigid. The suspension device regulates the movement of the wheel support members in the vehicle width direction, the vehicle body front-rear direction and the wheel rotation direction by the lateral link and the swing arm, and allows the movement in the up-down direction, thereby accommodating the up-down movement and turning of the wheels. The camber change and the toe change are configured to have predetermined characteristics.
【０００３】[0003]
【発明が解決しようとする課題】所定のキャンバ特性お
よびトウ特性を有しまたロールセンタ変化が小さくて車
両挙動が安定する良好なサスペンション性能を得るため
には、サスペンション装置のラテラルリンクは所定の長
さが必要で、一般にはできるだけ長くすることが要求さ
れ、それとは別に、車両の居住性を高めるため車体フロ
アを下げたいという要求があるが、従来はそれら要求を
両立させることができなかった。すなわち、ラテラルリ
ンクとしてアッパーアームとロアアームを備えたサスペ
ンション装置において、アッパーアームが長いと、その
ままでは車輪が沈み込んだ時（バンプ時）にアッパーア
ームが車体フロアの特にサイドフレームの部分に干渉し
てしまう。そこで、従来はアッパーアームとフロアとの
干渉を避けるため、フロアを上に逃げる（特公昭６３−
５５４４５５号公報記載のものではフロア側を一部削っ
ている）ことによってアッパーアームとの干渉を避け、
また、アッパーアームを下に湾曲させるのが普通であっ
た。しかしながら、その場合は、フロアを上に逃げたり
一部削ることで居住性が悪化するし、長いアッパーアー
ムを大きく湾曲させてなおかつリンク剛性を保つために
は、断面寸法を大きくする必要があって、重量の大きな
ものとならざるを得なかった。In order to obtain a good suspension performance having predetermined camber characteristics and toe characteristics, small change in roll center and stable vehicle behavior, the lateral link of the suspension device must have a predetermined length. In general, it is required to make the vehicle as long as possible. In addition to this, there is a demand to lower the vehicle body floor in order to enhance the comfort of the vehicle, but conventionally, these requirements could not be satisfied. That is, in a suspension device having an upper arm and a lower arm as a lateral link, if the upper arm is long, the upper arm interferes with the vehicle body floor, in particular, the side frame portion when the wheel sinks (at the time of a bump). I will. Therefore, in order to avoid interference between the upper arm and the floor, the floor is conventionally escaped upward (Japanese Patent Publication No. 63-63).
The part of the floor side is partially cut off in the case of 554455) to avoid interference with the upper arm,
Also, it was common to bend the upper arm downward. However, in that case, the comfortability is deteriorated by escaping or partially shaving the floor, and it is necessary to increase the cross-sectional dimension in order to largely curve the long upper arm and maintain the link rigidity. , It had to be heavy.
【０００４】アッパーアームを短くすると、同じバンプ
量でも車体フロアに干渉する側への移動量が少なくな
り、フロアを下げることができるが、その場合、従来の
技術ではサスペンション性能の悪化を避けられないこと
は上述のとおりである。When the upper arm is shortened, the amount of movement to the side that interferes with the vehicle body floor is reduced even with the same bump amount, and the floor can be lowered. In this case, however, the conventional technique cannot avoid deterioration of suspension performance. This is as described above.
【０００５】したがって、サスペンション性能を悪化さ
せることなくアッパーアームを短くすることが課題であ
る。本発明はこのような課題を解決することを目的とす
る。Therefore, it is a problem to shorten the upper arm without deteriorating the suspension performance. An object of the present invention is to solve such a problem.
【０００６】[0006]
【課題を解決するための手段】本発明は、互いに独立し
上下に離間して車幅方向に延びるアッパーアームおよび
ロアアームを車輪支持部材に連結してなる車両のサスペ
ンション装置において、アッパーアームを、車体内方側
の支持点にてそれ自体の長手方向に変位可能でかつ上下
に回動可能に車体に支持されるとともに車体外方側の連
結点にて車輪支持部材に上下に回動可能に連結される第
１のリンク部材と、車体内方側の連結点にて第１のリン
ク部材の長手方向中間部位に上下に回動可能に連結され
るとともに車体外方側の支持点にて上下に回動可能に車
体に支持される第２のリンク部材とで構成することによ
り上記課題を解決するものである。SUMMARY OF THE INVENTION The present invention relates to a vehicle suspension system in which an upper arm and a lower arm which are independent of each other and are vertically separated from each other and extend in the vehicle width direction are connected to a wheel supporting member. It is displaceable in the longitudinal direction of itself at the support point on the inside of the body and is supported by the vehicle so as to be able to turn up and down, and is connected to the wheel support member at the connection point on the outside of the body so that it can turn up and down The first link member is vertically rotatably connected to a longitudinally intermediate portion of the first link member at a connection point on the inner side of the vehicle body and vertically at a support point on the outer side of the vehicle body. The above object is achieved by forming a second link member rotatably supported by a vehicle body.
【０００７】上記構成のサスペンション装置によれば、
車輪の上下移動によってアッパーアームの第１のリンク
部材の車体外方側の連結点の高さ位置が上下し、それに
伴い第２のリンク部材が車体外方側の支持点にて車体に
支持された状態で上下に回動し、その回動する第２のリ
ンク部材の車体内方側の連結点に拘束された状態で第１
のリンク部材が車体内方側の支持点にて長手方向に変位
しつつ上下に回動する。その際、第１のリンク部材の車
体内方側の支持点および車体外方側の連結点と前記第２
のリンク部材の車体内方側の連結点および車体外方側の
支持点とが一直線上に並ぶ位置をアーム軌跡の基準位置
として、第１のリンク部材の車体外方側の連結点が上下
に移動するのに伴い、第２のリンク部材がその車体内方
側の連結点により第１のリンク部材を拘束しつつ回動し
て第１のリンク部材をその車体内方側の支持点が車体外
方に向け変位する方向に移動させる。その結果、これら
２本のリンク部材からなるアッパーアームは、アーム長
としては短くてもアーム軌跡すなわち第１のリンク部材
の車体外方側の連結点の軌跡がアーム長の長い１本のリ
ンク部材からなるアッパーアームの軌跡と同等の曲率半
径の大きなものとなり、アーム長の長いアッパーアーム
と同等の機能を果すものとなる。したがって、サスペン
ション性能を悪化させることなくアッパーアームを短く
することができ、アッパーアームを短くすることにより
車体フロアとの干渉を避けつつ車体フロアを下げて居住
性を高めることが容易となる。また、車体フロアとの干
渉を避けるためアッパーアームを湾曲させる場合でもア
ッパーアームを構成するリンク部材が短いとリンク剛性
が確保が容易であり、また、アッパーアームを２本の短
いリンク部材により構成することによりリンク強度を向
上させることができる。また、アッパーアームを短くす
ることにより、車体下方に燃料タンク等を配設するため
のスペースが広がる。According to the suspension device having the above structure,
Due to the vertical movement of the wheels, the height position of the connection point on the outside of the vehicle body of the first link member of the upper arm moves up and down, and accordingly, the second link member is supported by the vehicle body at the support point on the outside of the vehicle body. The first link member is pivoted up and down in the closed state, and the first link member is restrained at the connection point on the vehicle body inner side of the second link member.
Is vertically displaced while being displaced in the longitudinal direction at the support point on the inner side of the vehicle body. At this time, the support point of the first link member on the inner side of the vehicle body and the connection point of the outer side of the vehicle body are connected to the second link member.
The position where the link point of the link member on the inboard side of the vehicle body and the support point on the outer side of the vehicle body are aligned on a straight line is set as the reference position of the arm trajectory. Along with the movement, the second link member rotates while restraining the first link member by the connection point on the vehicle body inner side to move the first link member to the vehicle body inner side support point. Move in the direction of outward displacement. As a result, even if the upper arm composed of these two link members has a short arm length, the trajectory of the arm, that is, the trajectory of the connection point on the outside of the vehicle body of the first link member, is one link member having a long arm length. And has a large radius of curvature equivalent to the trajectory of the upper arm composed of the upper arm, and performs the same function as the upper arm having a longer arm length. Therefore, the upper arm can be shortened without deteriorating the suspension performance, and by shortening the upper arm, it becomes easy to lower the vehicle body floor and improve the comfortability while avoiding interference with the vehicle body floor. Even when the upper arm is bent to avoid interference with the vehicle body floor, if the link member constituting the upper arm is short, link rigidity is easily ensured, and the upper arm is formed by two short link members. This can improve the link strength. Further, by shortening the upper arm, a space for disposing a fuel tank and the like below the vehicle body is widened.
【０００８】本発明のサスペンション装置は、上述のよ
うに第１のリンク部材の車体内方側の支持点および車体
外方側の連結点と前記第２のリンク部材の車体内方側の
連結点および車体外方側の支持点とが一直線上に並ぶ位
置を基準位置として、第１のリンク部材の車体外方側の
連結点の上下移動に伴い第２のリンク部材がその車体内
方側の連結点により第１のリンク部材を拘束しつつ回動
して第１のリンク部材をその車体内方側の支持点が車体
外方に向け変位する方向に移動させ、それにより、１本
の長いリンク部材からなるアッパーアームの軌跡と同等
の曲率半径の大きなアーム軌跡を描くものでものである
ため、車両の通常積載状態におけるサスペンション装置
の搭載通常位置（バンプでもリバウンドでもない位置）
において、第１のリンク部材の車体内方側の支持点およ
び車体外方側の連結点と第２のリンク部材の車体内方側
の連結点および車体外方側の支持点とが車体前後方向か
ら見て略一直線上に並ぶ上記基準位置となるよう構成す
ると、バンプ側とリバウンド側のアーム軌跡が略対称と
なり、アーム軌跡の曲率半径を大きくできることの効果
を最大限に利用できて、バンプ時およびリバウンド時の
キャンバ特性およびトウ特性の適正化が容易となるとと
もに、アーム軌跡の車幅方向の移動が最小限に抑えら
れ、アラインメント特性が良好となる。[0008] As described above, the suspension device of the present invention provides a support point of the first link member on the vehicle interior side and a connection point of the vehicle exterior side, and a connection point of the second link member on the vehicle interior side. With the position where the support points on the outer side of the vehicle body are aligned on a straight line as a reference position, the second link member is moved to the inner side of the vehicle body with the vertical movement of the connecting point of the first link member on the outer side of the vehicle body. The first link member is rotated while restraining the first link member by the connection point, and the first link member is moved in a direction in which the support point on the inboard side of the vehicle body is displaced toward the outside of the vehicle body. Since it draws an arm trajectory with a large radius of curvature equivalent to the trajectory of the upper arm composed of the link member, the normal mounting position of the suspension device in the normal loading state of the vehicle (the position that is neither a bump nor a rebound)
Wherein the connection point of the first link member on the inside of the vehicle body and the connection point of the outside of the vehicle body and the connection point of the second link member on the inside of the vehicle body and the support point of the outside of the vehicle body are aligned in the vehicle front-rear direction. When it is configured so that it is located at the above-mentioned reference position, which is substantially aligned with the straight line, the arm trajectory on the bump side and the rebound side becomes substantially symmetric, and the effect of increasing the radius of curvature of the arm trajectory can be used to the utmost. In addition, the camber characteristics and the toe characteristics at the time of rebound are easily optimized, and the movement of the arm trajectory in the vehicle width direction is minimized, so that the alignment characteristics are improved.
【０００９】上記構成において、アッパーアームは、第
１のリンク部材と第２のリンク部材とが上下方向から見
て重なり合い、第１のリンク部材の車体外方側の連結点
と第２のリンク部材の車体内方側の連結点との間が車体
前後方向から見て前記第２のリンクとの干渉を避ける方
向に湾曲したものとすることができる。その場合、第１
のリンク部材は車体外方側の連結点と第２のリンク部材
の車体内方側の連結点との間が下方に湾曲させるのがよ
い。In the above structure, the upper arm includes a first link member and a second link member which are overlapped with each other when viewed from above and below, and a connection point of the first link member on the outer side of the vehicle body with the second link member. And a connection point on the inner side of the vehicle body may be curved in a direction to avoid interference with the second link when viewed from the vehicle front-rear direction. In that case, the first
It is preferable that the link member bends downward between the connection point on the outside of the vehicle body and the connection point on the inside of the vehicle body of the second link member.
【００１０】また、上記構成において、アッパーアーム
は、第１のリンク部材と第２のリンク部材とが車体前後
方向にずれ上下方向から見て重なり合わないよう構成し
たものであってもよい。[0010] In the above structure, the upper arm may be configured such that the first link member and the second link member are displaced in the vehicle longitudinal direction and do not overlap when viewed from above and below.
【００１１】本発明のサスペンション装置は、また、車
両の通常積載状態におけるサスペンション装置の上記搭
載通常位置において、第１のリンク部材の車体内方側の
支持点と車体外方側の連結点とを結ぶ直線が車体外方に
向かって下方に傾斜するとともに、第２のリンク部材の
車体外方側の支持点が第１のリンク部材の車体外方側の
連結点と第２のリンク部材の車体内方側の連結点とを結
ぶ直線よりも上方に位置するよう構成することができ
る。そうした場合、上記アーム軌跡の基準位置すなわち
第１のリンク部材の車体内方側の支持点および車体外方
側の連結点と前記第２のリンク部材の車体内方側の連結
点および車体外方側の支持点とが一直線上に並ぶ位置を
バンプ側に移してバンプ時のポジティブキャンバーを防
止するようにでき、また、このように通常位置において
第２のリンク部材の車体外方側の支持点が第１のリンク
部材の車体外方側の連結点と第２のリンク部材の車体内
方側の連結点とを結ぶ直線よりも上方に位置する構成す
ることによって、第１のリンク部材を第２のリンク部材
との干渉を避けて湾曲させる場合の湾曲量を小さくし
て、剛性の確保を容易とし、また、レイアウト性および
取り付け性を向上させるようにできる。In the suspension device of the present invention, the support point on the vehicle body inner side and the connection point on the vehicle body outer side of the first link member are located at the normal mounting position of the suspension device when the vehicle is normally loaded. The connecting straight line is inclined downward toward the outside of the vehicle body, and the support point of the second link member on the outside of the vehicle body is connected to the connection point of the first link member on the outside of the vehicle body with the vehicle of the second link member. It can be configured to be located above a straight line connecting to the connection point on the body side. In such a case, the reference position of the arm trajectory, that is, the support point of the first link member on the inboard side of the vehicle body and the connection point of the outside of the vehicle body, and the connection point of the second link member on the inboard side of the vehicle body and the outside of the vehicle body The position where the support point on the side is aligned on a straight line can be shifted to the bump side to prevent the positive camber at the time of the bump, and the support point on the outside of the vehicle body of the second link member in the normal position as described above. Is located above a straight line connecting the connection point of the first link member on the outside of the vehicle body and the connection point of the second link member on the inside of the vehicle body, so that the first link member is In this case, the amount of bending in the case of avoiding interference with the second link member is reduced, whereby the rigidity can be easily ensured, and the layout property and the mounting property can be improved.
【００１２】本発明のサスペンション装置は、また、第
１のリンク部材の車体内方側の支持点および車体外方側
の連結点と前記第２のリンク部材の車体内方側の連結点
とが車体前後方向から見て略一直線上にあり、かつ、第
１のリンク部材の車体内方側の支持点と第２のリンク部
材の車体外方側の支持点とが略同一水平線上にあるよう
構成することができる。そうした場合、上記アーム軌跡
の基準位置すなわち第１のリンク部材の車体内方側の支
持点および車体外方側の連結点と前記第２のリンク部材
の車体内方側の連結点および車体外方側の支持点とが一
直線上に並ぶ位置がバンプ側に移り、バンプ時の適正な
キャンバ角の設定が容易となってポジティブキャンバー
を防止できるとともに、第１のリンク部材の第２のリン
ク部材との干渉を避けるための湾曲量を小さくできて、
剛性の確保が容易となり、レイアウト性および取り付け
性が向上する。[0012] In the suspension device of the present invention, the connecting point of the first link member on the inboard side of the vehicle body and the connecting point of the outer side of the vehicle body may be connected to the connecting point of the second link member on the inboard side of the vehicle body. The support point of the first link member on the vehicle body inner side and the support point of the second link member on the vehicle outer side are substantially on the same horizontal line when viewed from the vehicle front-rear direction. Can be configured. In such a case, the reference position of the arm trajectory, that is, the support point of the first link member on the inboard side of the vehicle body and the connection point of the outside of the vehicle body, and the connection point of the second link member on the inboard side of the vehicle body and the outside of the vehicle body The position where the support points on the side are aligned on a straight line shifts to the bump side, so that it is easy to set an appropriate camber angle at the time of the bump, positive camber can be prevented, and the second link member of the first link member and Can reduce the amount of curvature to avoid interference,
It is easy to secure the rigidity, and the layout and mounting are improved.
【００１３】本発明のサスペンション装置において、上
記第２のリンクは車体外方側の支持点にて上下に回動可
能に例えば車体サイドフレームに支持されるものであ
る。[0013] In the suspension device of the present invention, the second link is rotatably supported up and down at a support point on the outer side of the vehicle body, for example, on a vehicle body side frame.
【００１４】[0014]
【発明の実施の形態】以下、本発明の実施の形態を図面
に基づいて説明する。Embodiments of the present invention will be described below with reference to the drawings.
【００１５】図１は本発明によるサスペンション装置の
ラテラルリンク構造の一例を示している。図示の例はフ
ロントサスペンションに適用したものであって、１はホ
イールハブ（図示せず）に固定されるステアリングナッ
クル、２はロアアーム、３はアッパーアーム、４はサス
クロスメンバ、５は車体サイドフレーム、６は車体クロ
スメンバを示す。また、７は燃料タンクである。ロアア
ーム２およびアッパーアーム３はサスペンションのラテ
ラルリンクを構成するもので、互いに独立し上下に離間
して車幅方向に延びる。FIG. 1 shows an example of a lateral link structure of a suspension device according to the present invention. The illustrated example is applied to a front suspension, where 1 is a steering knuckle fixed to a wheel hub (not shown), 2 is a lower arm, 3 is an upper arm, 4 is a suspension cross member, and 5 is a vehicle body side frame. , 6 indicate a vehicle body cross member. Reference numeral 7 denotes a fuel tank. The lower arm 2 and the upper arm 3 constitute a lateral link of the suspension, and are independent of each other and extend vertically in the vehicle width direction.
【００１６】ロアアーム２は、一端が略車体前後方向の
水平軸まわりに回動可能にゴムブッシュ８を介してステ
アリングナックル１に取り付けられ、他端は略車体前後
方向の水平軸まわりに回動可能にゴムブッシュ９を介し
てサスクロスメンバ４に取り付けられている。The lower arm 2 has one end attached to the steering knuckle 1 via a rubber bush 8 so as to be rotatable about a horizontal axis in the longitudinal direction of the vehicle body, and the other end is rotatable about a horizontal axis in the longitudinal direction of the vehicle body. Is attached to the suspension cross member 4 via a rubber bush 9.
【００１７】アッパーアーム３は第１のリンク部材（メ
インリンク）３ａと第２のリンク部材（アシストリン
ク）３ｂとからなるもので、第１のリンク部材３ａは、
車体内方側の端部を支持点Ａとして該支持点Ａにて略車
体前後方向の水平軸まわりに上下に回動可能でかつそれ
自体の長手方向に変位可能にゴムブッシュ１０を介して
サスクロスメンバ４に取り付けられ、車体外方側の端部
を連結点Ｂとして該連結点Ｂにて略車体前後方向の水平
軸まわりに回動可能にゴムブッシュ１１を介してステア
リングナックル１に取り付けられている。そして、第２
のリンク部材３ｂは、車体内方側の端部を連結点Ｃとし
て該連結点Ｃにて第１のリンク部材３ａの長手方向中間
部位に上下に回動可能にゴムブッシュ１２を介して連結
され、車体外方側の端部を支持点Ｄとして該支持点Ｄに
て上下に回動可能にゴムブッシュ１３を介して車体サイ
ドフレーム５に支持されている。The upper arm 3 is composed of a first link member (main link) 3a and a second link member (assist link) 3b.
With the end on the inner side of the vehicle body as a support point A, the suspension via the rubber bush 10 can be rotated up and down around a horizontal axis substantially in the longitudinal direction of the vehicle body and displaceable in the longitudinal direction of the vehicle at the support point A. Attached to the cross member 4 and attached to the steering knuckle 1 via the rubber bush 11 so as to be rotatable around a horizontal axis substantially in the front-rear direction of the vehicle body at the connection point B with the end on the outer side of the vehicle body as a connection point B. ing. And the second
The link member 3b is connected via the rubber bush 12 so as to be vertically rotatable at the connection point C at the connection point C at an intermediate portion in the longitudinal direction of the first link member 3a. The vehicle is supported by the vehicle body side frame 5 via a rubber bush 13 so as to be rotatable up and down at the support point D with the end on the outer side of the vehicle body as a support point D.
【００１８】図２は図１に示す例のサスペンション装置
を車体斜め後方から見た模式図である。このサスペンシ
ョン装置は、上記ロアアーム２およびアッパーアーム３
の２本のラテラルリンクのほかスイングアーム１４とダ
ンパーおよびコイルスプリング（図示せず）を備えるも
ので、ロアアーム２およびアッパーアーム３の２本のラ
テラルリンクとスイングアーム１４とによりステアリン
グナックル１（図示せず）を介してホイールハブ１５の
車幅方向，車体前後方向および車輪回転方向の動きを規
制し、上下方向の動きを許容して、車輪の上下移動およ
び旋回に伴うキャンバ変化およびトウ変化に所定の特性
を持たせるよう構成されている。FIG. 2 is a schematic view of the suspension device of the example shown in FIG. 1 as viewed obliquely from the rear of the vehicle body. The suspension device includes the lower arm 2 and the upper arm 3
In addition to the two lateral links described above, the steering knuckle 1 (not shown) is provided by the swing arm 14, the damper and the coil spring (not shown), and the two lateral links of the lower arm 2 and the upper arm 3 and the swing arm 14. ), The movement of the wheel hub 15 in the vehicle width direction, the vehicle longitudinal direction and the wheel rotation direction is restricted, and the vertical movement is allowed, and the camber change and toe change accompanying the vertical movement and turning of the wheel are determined. It is constituted so that it may have the characteristic of.
【００１９】上記アッパーアーム３は、車両の通常積載
状態におけるサスペンション装置の搭載通常位置（図１
に示す位置）において、第１のリンク部材３ａの車体内
方側の支持点Ａおよび車体外方側の連結点Ｂと第２のリ
ンク部材３ｂの車体内方側の連結点Ｃおよび車体外方側
の支持点Ｄとが車体前後方向から見て略一直線上に並ぶ
よう設定されている。つまり、サスペンション装置の搭
載通常位置がアッパーアーム３のアーム軌跡の基準位置
に一致する設定である。この場合、車輪の上下移動によ
って第１のリンク部材３ａの車体外方側の連結点Ｂの高
さ位置が上下し、それに伴い第２のリンク部材３ｂがそ
の車体内方側の連結点Ｃにより第１のリンク部材３ａを
拘束しつつ車体外方側の支持点Ｄにて車体サイドフレー
ム５に支持された状態で上下に回動し、第１のリンク部
材３ａをその車体内方側の支持点Ａが車体外方に向け変
位する方向に移動させ、第２のリンク部材３ｂの車体内
方側の連結点Ｃに拘束された状態で第１のリンク部材３
ａが車体内方側の支持点Ａにて長手方向に変位しつつ上
下に回動し、その車体外方側の連結点Ｂがアーム長の長
い１本のリンク部材からなるアッパーアームの軌跡と同
等の曲率半径のアーム軌跡を描く。The upper arm 3 is mounted at a normal mounting position of the suspension device when the vehicle is normally loaded (FIG. 1).
), The connection point A of the first link member 3a on the vehicle interior side and the connection point B of the vehicle exterior side, and the connection point C of the second link member 3b on the vehicle interior side and the vehicle exterior side. The support point D on the side is set substantially in a straight line when viewed from the front and rear direction of the vehicle body. That is, the setting is such that the normal mounting position of the suspension device matches the reference position of the arm trajectory of the upper arm 3. In this case, the height position of the connecting point B on the outer side of the vehicle body of the first link member 3a moves up and down due to the vertical movement of the wheel, and accordingly, the second link member 3b is moved by the connecting point C on the inner side of the vehicle body. The first link member 3a is turned up and down while being supported by the vehicle body side frame 5 at the support point D on the outer side of the vehicle body while restraining the first link member 3a, thereby supporting the first link member 3a on the inner side of the vehicle body. The first link member 3 is moved in a direction in which the point A is displaced outwardly of the vehicle body, and is restrained by a connection point C on the vehicle body inner side of the second link member 3b.
a rotates up and down while being displaced in the longitudinal direction at the support point A on the inner side of the vehicle body, and the connection point B on the outer side of the vehicle body moves along the trajectory of the upper arm composed of one link member having a long arm length. Draw an arm trajectory with the same radius of curvature.
【００２０】図３はこのようにサスペンション装置の搭
載通常位置がアッパーアーム３のアーム軌跡の基準位置
に一致する設定である場合のアーム軌跡の解析図であ
る。図にはアッパーアーム３のフルバンプ位置を実線で
示すとともに搭載通常位置およびフルリバウンド位置を
一点鎖線で示す。また、比較のため、上記アッパーアー
ム３と等価のアーム軌跡となるよう構成した長い１本の
リンクからなるアッパーアーム３’の軌跡を一点鎖線で
示す。第１のリンク部材３ａと第２のリンク部材３ｂの
２本のリンク部材からなる上記アッパーアーム３のアー
ム軌跡Ｌ1は、図３に示すとおりで、第１のリンク部材
３ａと同じ長さの１本のリンクでアッパーアームを形成
した場合のアーム軌跡Ｌ2と比較して遥かに曲率半径が
大きく、長い１本のリンクからなるアッパーアーム３’
のアーム軌跡にほぼ重なるものとなる。また、バンプ側
とリバウンド側のアーム軌跡が略対称であり、フルバン
プ位置とフルリバウンド位置とのアーム軌跡の車幅方向
の移動量が小さい。FIG. 3 is an analysis diagram of the arm trajectory when the normal mounting position of the suspension device is set to coincide with the reference position of the arm trajectory of the upper arm 3 as described above. In the figure, the full bump position of the upper arm 3 is indicated by a solid line, and the normal mounting position and the full rebound position are indicated by a chain line. Further, for comparison, the trajectory of the upper arm 3 ′ including one long link configured to have an arm trajectory equivalent to the upper arm 3 is indicated by a dashed line. Arm locus L 1 of the upper arm 3 of a first link member 3a and two link members of the second link member 3b is a as shown in FIG. 3, the same length as the first link member 3a The upper arm 3 ′ has a much larger radius of curvature than the arm locus L 2 when the upper arm is formed by one link, and is made up of one long link.
Will almost overlap the arm trajectory. Further, the arm trajectories on the bump side and the rebound side are substantially symmetrical, and the amount of movement of the arm trajectory between the full bump position and the full rebound position in the vehicle width direction is small.
【００２１】また、上の例は、アッパーアーム３を搭載
通常位置において第１のリンク部材３ａの車体内方側の
支持点Ａおよび車体外方側の連結点Ｂと第２のリンク部
材３ｂの車体内方側の連結点Ｃおよび車体外方側の支持
点Ｄとが車体前後方向から見て略一直線上に並ぶ設定と
したものであるが、図４に示す例では、アッパーアーム
３は、搭載通常位置において第１のリンク部材３ａの車
体内方側の支持点Ａと車体外方側の連結点Ｂとを結ぶ直
線が車体外方に向かって下方に傾斜するとともに、第２
のリンク部材３ｂの車体外方側の支持点Ｄが第１のリン
ク部材３ａの車体外方側の連結点Ｂと第２のリンク部材
３ｂの車体内方側の連結点Ｃとを結ぶ直線よりも上方に
位置し、かつ、支持点Ａと連結点Ｂと連結点Ｃが略一直
線上にあり、支持点Ａと支持点Ｄとが略同一水平線上に
ある設定とされている。この場合も、車輪の上下移動に
よって第１のリンク部材３ａの車体外方側の連結点Ｂの
高さ位置が上下し、それに伴い第２のリンク部材３ｂが
その車体内方側の連結点Ｃにより第１のリンク部材３ａ
を拘束しつつ車体外方側の支持点Ｄにて車体サイドフレ
ーム５に支持された状態で上下に回動し、第１のリンク
部材３ａをその車体内方側の支持点Ａが車体外方に向け
変位する方向に移動させ、第２のリンク部材３ｂの車体
内方側の連結点Ｃに拘束された状態で第１のリンク部材
３ａが車体内方側の支持点Ａにて長手方向に変位しつつ
上下に回動し、その車体外方側の連結点Ｂがアーム長の
長い１本のリンク部材からなるアッパーアームの軌跡と
同等の曲率半径のアーム軌跡を描く。そして、この場合
は、特に、アーム軌跡の基準位置すなわち第１のリンク
部材３ａの車体内方側の支持点Ａおよび車体外方側の連
結点Ｂと第２のリンク部材３ｂの車体内方側の連結点Ｃ
および車体外方側の支持点Ｄとが一直線上に並ぶ位置が
バンプ側に移ることによってバンプ時のポジティブキャ
ンバーを防止でき、また、第１のリンク部材３ａの湾曲
量を小さくでき、剛性の確保が容易となり、また、レイ
アウト性および取り付け性が向上する。In the above example, the support point A of the first link member 3a on the inner side of the vehicle body and the connection point B on the outer side of the vehicle body and the second link member 3b in the normal position where the upper arm 3 is mounted. The connection point C on the inner side of the vehicle body and the support point D on the outer side of the vehicle body are set so as to be substantially aligned on the straight line when viewed from the vehicle front-rear direction. In the example shown in FIG. At the normal mounting position, a straight line connecting the support point A of the first link member 3a on the inner side of the vehicle body and the connection point B on the outer side of the vehicle body is inclined downward toward the outside of the vehicle body, and
The supporting point D of the link member 3b on the outer side of the vehicle body is defined by a straight line connecting the connecting point B of the first link member 3a on the outer side of the vehicle body and the connecting point C of the second link member 3b on the inner side of the vehicle body. , The support point A, the connection point B, and the connection point C are substantially on a straight line, and the support point A and the support point D are substantially on the same horizontal line. Also in this case, the height position of the connecting point B on the outer side of the vehicle body of the first link member 3a moves up and down due to the vertical movement of the wheel, and accordingly, the second link member 3b moves to the connecting point C on the inner side of the vehicle body. The first link member 3a
While being supported by the vehicle body side frame 5 at the support point D on the outer side of the vehicle body while restraining the first link member 3a, the support point A on the inner side of the vehicle body The first link member 3a is moved in the longitudinal direction at the support point A on the inner side of the vehicle body in a state where the first link member 3a is restrained at the connection point C on the inner side of the vehicle body of the second link member 3b. It turns up and down while being displaced, and its connection point B on the outer side of the vehicle body draws an arm trajectory having the same radius of curvature as the trajectory of the upper arm composed of one link member having a long arm length. In this case, in particular, the reference position of the arm trajectory, that is, the support point A of the first link member 3a on the vehicle body inner side and the connection point B on the vehicle outer side, and the vehicle body inner side of the second link member 3b. Connection point C of
By moving the position where the support point D on the outer side of the vehicle body is aligned on the straight line to the bump side, it is possible to prevent the positive camber at the time of the bump, to reduce the amount of bending of the first link member 3a, and to secure the rigidity. , And the layout and the attachment are improved.
【００２２】なお、上の各例はフロントサスペンション
に適用したもので、アッパーアームはメインリンクであ
る第１のリンク部材がステアリングナックルに連結され
たものを説明したが、本発明はリヤサスペンションにも
適用でき、アッパーアームの第１のリンク部材はホイー
ルハブに直接連結するものであってよい。Although each of the above examples is applied to the front suspension, the upper arm has been described in which the first link member which is the main link is connected to the steering knuckle, but the present invention is also applied to the rear suspension. Applicable, the first link member of the upper arm may be directly connected to the wheel hub.
【００２３】[0023]
【実施例】以下、上記実施の形態に使用するアッパーア
ームの具体的構成（実施例１および実施例２）を説明す
る。EXAMPLES Specific structures (Examples 1 and 2) of the upper arm used in the above embodiment will be described below.
【００２４】図５および図６は実施例１を示す。図５は
実施例１のアッパーアームを車体前方から見た図、図６
は同アッパーアームを下から見た図である。図において
３はアッパーアームであり、第１のリンク部材（メイン
リンク）３ａと第２のリンク部材（アシストリンク）３
ｂとから構成されている。そして、第１のリンク部材３
ａは、サスクロスメンバに取り付けられる側の端部に、
長円形の外筒１０ａと円形の内筒１０ｂとで眼鏡状のゴ
ム部材１０ｃを保持し第１のリンク部材３ａを略車体前
後方向の水平軸まわりに上下に回動可能でかつそれ自体
の長手方向に変位可能とするよう構成されたゴムブッシ
ュ１０が設けられ、車輪支持部材に連結される側の端部
には、円形の外筒１１ａと円形の内筒１１ｂとで円筒状
のゴム部材１１ｃを保持し第１のリンク部材３ａを略車
体前後方向の水平軸まわりに回動可能とするよう構成さ
れたゴムブッシュ１１が設けられている。また、第２の
リンク部材３ｂには、車体サイドフレームに支持される
側の端部に、円形の外筒１３ａと円形の内筒１１ｂとで
円筒状のゴム部材１３ｃを保持し第２のリンク部材３ｂ
を略車体前後方向の水平軸まわりに回動可能とするよう
構成されたゴムブッシュ１３が設けられ、第１のリンク
部材３ａの略中間部位に連結される側の端部にもやはり
略車体前後方向の水平軸まわりに回動可能とするよう構
成されたゴムブッシュ１２が設けられている。この連結
側のゴムブッシュ１２も図には現れていないがやはり円
形の外筒と円形の内筒とで円筒状のゴムを保持したもの
である。第１のリンク部材３ａの中間部位には上記ゴム
ブッシュ１２の部分を嵌入可能な凹溝１６が設けられ、
この凹溝１６にゴムブッシュ１２の部分が嵌入され、第
１のリンク部材３ａを貫通しゴムブッシュ１２を貫通し
てナット１７により締結された略車体前後方向のボルト
１８により第２のリンク部材３ｂが所定範囲で上下回動
可能に支持されている。そして、第１のリンク部材３ａ
は、サスクロスメンバに連結される側のゴムブッシュ１
１と第２のリンク部材３ｂとの連結部分との間が、第２
のリンク部材３ｂとの干渉を避けるよう下方へ湾曲して
いる。FIGS. 5 and 6 show the first embodiment. FIG. 5 is a view of the upper arm of the first embodiment as viewed from the front of the vehicle body.
Is a view of the upper arm as viewed from below. In the drawing, reference numeral 3 denotes an upper arm, and a first link member (main link) 3a and a second link member (assist link) 3
b. Then, the first link member 3
a is at the end on the side attached to the suspension cross member,
The eyeglass-like rubber member 10c is held by the elliptical outer cylinder 10a and the circular inner cylinder 10b, and the first link member 3a can be turned up and down around a horizontal axis substantially in the longitudinal direction of the vehicle body, and its own longitudinal length. A rubber bush 10 configured to be displaceable in the direction is provided, and a cylindrical rubber member 11c including a circular outer cylinder 11a and a circular inner cylinder 11b is provided at an end connected to the wheel support member. And a rubber bush 11 configured to rotate the first link member 3a about a horizontal axis substantially in the longitudinal direction of the vehicle body is provided. Further, the second link member 3b holds a cylindrical rubber member 13c at the end supported on the vehicle body side frame by a circular outer cylinder 13a and a circular inner cylinder 11b. Member 3b
Is provided so as to be rotatable around a horizontal axis substantially in the front-rear direction of the vehicle body. A rubber bush 12 is provided that is configured to be rotatable about a horizontal axis in the direction. The rubber bush 12 on the connection side is also not shown in the figure, but still has a cylindrical outer cylinder and a circular inner cylinder holding cylindrical rubber. At an intermediate portion of the first link member 3a, a concave groove 16 into which the rubber bush 12 can be fitted is provided.
A portion of the rubber bush 12 is fitted into the concave groove 16, and penetrates the first link member 3 a, penetrates the rubber bush 12, and is fastened by a nut 17 to the second link member 3 b by a bolt 18 in a substantially longitudinal direction of the vehicle body. Are supported so as to be able to turn up and down within a predetermined range. Then, the first link member 3a
Is the rubber bush 1 on the side connected to the suspension cross member.
The distance between the first and second link members 3b is the second
In order to avoid interference with the link member 3b.
【００２５】図７および図８は実施例２を示す。図７は
実施例２のアッパーアームを車体前方から見た図、図８
は同アッパーアームを下から見た図である。この場合も
アッパーアーム３は第１のリンク部材（メインリンク）
３ａと第２のリンク部材（アシストリンク）３ｂとから
構成されている。そして、第１のリンク部材３ａは、サ
スクロスメンバに連結される側の端部に、やはり長円形
の外筒１０ａと円形の内筒１０ｂとで眼鏡状のゴム部材
１０ｃを保持し第１のリンク部材３ａを略車体前後方向
の水平軸まわりに上下に回動可能でかつそれ自体の長手
方向に変位可能とするよう構成されたゴムブッシュ１０
が設けられ、車輪支持部材に連結される側の端部には、
円形の外筒１１ａと円形の内筒１１ｂとで円筒状のゴム
部材１１ｃを保持し第１のリンク部材３ａを略車体前後
方向の水平軸まわりに回動可能とするよう構成されたゴ
ムブッシュ１１が設けられている。また、第２のリンク
部材３ｂには、車体サイドフレームに支持される側の端
部に略車体前後方向の水平軸まわりに回動可能とするよ
う構成されたゴムブッシュ１３が設けられ、第１のリン
ク部材３ａの略中間部位に連結される側の端部にもやは
り略車体前後方向の水平軸まわりに回動可能とするよう
構成されたゴムブッシュ１２が設けられている。これら
ゴムブッショ１３およびゴムブッシュ１２も、やはり円
形の外筒と円形の内筒とで円筒状のゴム部材を保持した
ものである。そして、この例では、第２のリンク部材３
ｂのゴムブッシュ１２の内筒に固定され第１のリンク部
材３ａを貫通しナット１７により締結された略車体前後
方向のボルト１８により第２のリンク部材３ｂが上下に
回動可能に支持されている。FIGS. 7 and 8 show a second embodiment. FIG. 7 is a view of the upper arm of the second embodiment as viewed from the front of the vehicle body.
Is a view of the upper arm as viewed from below. Also in this case, the upper arm 3 is a first link member (main link).
3a and a second link member (assist link) 3b. The first link member 3a holds the eyeglass-shaped rubber member 10c at the end connected to the suspension cross member with the elliptical outer cylinder 10a and the circular inner cylinder 10b. A rubber bush 10 configured to be able to rotate the link member 3a up and down about a horizontal axis substantially in the longitudinal direction of the vehicle body and to be displaceable in its own longitudinal direction.
Is provided, and at the end connected to the wheel support member,
A rubber bush 11 configured to hold a cylindrical rubber member 11c by a circular outer cylinder 11a and a circular inner cylinder 11b and to be able to rotate the first link member 3a about a horizontal axis substantially in the vehicle longitudinal direction. Is provided. The second link member 3b is provided at its end on the side supported by the vehicle body side frame with a rubber bush 13 configured to be rotatable around a horizontal axis substantially in the vehicle longitudinal direction. A rubber bush 12, which is also configured to be rotatable about a horizontal axis substantially in the front-rear direction of the vehicle body, is provided at an end of the link member 3a on the side connected to a substantially intermediate portion. Each of the rubber bush 13 and the rubber bush 12 also has a cylindrical rubber member held by a circular outer cylinder and a circular inner cylinder. And in this example, the second link member 3
The second link member 3b is rotatably supported up and down by a bolt 18 which is fixed to the inner cylinder of the rubber bush 12b, penetrates the first link member 3a, and is fastened by the nut 17 in the longitudinal direction of the vehicle body. I have.
【００２６】[0026]
【発明の効果】本発明によればサスペンション性能を悪
化させることなくアッパーアームを短くすることがで
き、車体フロアを下げて居住性を高めることができると
ともに、アッパーアームの剛性を確保が容易となり、リ
ンク強度を向上させることができ、また、車体下方のス
ペースが広がり燃料タンク等の配置が容易となる。According to the present invention, the upper arm can be shortened without deteriorating the suspension performance, the vehicle body floor can be lowered to improve comfort, and the rigidity of the upper arm can be easily secured. The link strength can be improved, and the space below the vehicle body is expanded, so that the fuel tank and the like can be easily arranged.
【図１】本発明によるサスペンション装置の一例を示す
ラテラルリンク構造を車体前方から見た図である。FIG. 1 is a view of a lateral link structure showing an example of a suspension device according to the present invention as viewed from the front of a vehicle body.
【図２】図１のサスペンション装置を車体斜め後方から
見た模式図である。FIG. 2 is a schematic view of the suspension device of FIG. 1 as viewed obliquely from the rear of the vehicle body.
【図３】図１のサスペンションのアーム軌跡の解析図で
ある。FIG. 3 is an analysis diagram of an arm trajectory of the suspension of FIG. 1;
【図４】本発明によるサスペンション装置の他の例を示
すラテラルリンク構造を車体前方から見た図である。FIG. 4 is a view of a lateral link structure showing another example of the suspension device according to the present invention, as viewed from the front of the vehicle body.
【図５】アッパーアームの一例の車体前方から見た図で
ある。FIG. 5 is a view of an example of an upper arm as viewed from the front of a vehicle body.
【図６】図５のアッパーアームを下から見た図である。6 is a view of the upper arm of FIG. 5 as viewed from below.
【図７】アッパーアームの他の例の車体前方から見た図
である。FIG. 7 is a view of another example of the upper arm as viewed from the front of the vehicle body.
【図８】図７のアッパーアームを下から見た図である。8 is a view of the upper arm of FIG. 7 as viewed from below.
１ ステアリングナックル ２ ロアアーム ３ アッパーアーム ３ａ 第１のリンク部材 ３ｂ 第２のリンク部材 ５ 車体サイドフレーム Ａ 支持点 Ｂ 連結点 Ｃ 連結点 Ｄ 支持点 Ｌ1 アーム軌跡Reference Signs List 1 steering knuckle 2 lower arm 3 upper arm 3a first link member 3b second link member 5 body side frame A support point B connection point C connection point D support point L 1 arm locus
Claims (8)
延びるアッパーアームおよびロアアームを車輪支持部材
に連結してなる車両のサスペンション装置において、前
記アッパーアームを、車体内方側の支持点にてそれ自体
の長手方向に変位可能でかつ上下に回動可能に車体に支
持されるとともに車体外方側の連結点にて前記車輪支持
部材に上下に回動可能に連結される第１のリンク部材
と、車体内方側の連結点にて前記第１のリンク部材の長
手方向中間部位に上下に回動可能に連結されるとともに
車体外方側の支持点にて上下に回動可能に車体に支持さ
れる第２のリンク部材とで構成したことを特徴とする車
両のサスペンション装置。1. A vehicle suspension device comprising an upper arm and a lower arm, which are independent of each other and are vertically separated from each other and extend in the vehicle width direction, are connected to a wheel support member, wherein the upper arm is connected to a support point on the inner side of the vehicle body. A first link that is supported by the vehicle body so as to be displaceable in its own longitudinal direction and rotatable up and down, and is connected to the wheel support member at a connection point on the outer side of the vehicle body so as to be rotatable up and down. The vehicle body is rotatably connected to a member and a longitudinally intermediate portion of the first link member at a connection point on the vehicle body inner side, and is rotatable vertically at a support point on the vehicle outer side. And a second link member supported by the vehicle.
ョン装置の搭載通常位置において、前記第１のリンク部
材の車体内方側の支持点および車体外方側の連結点と前
記第２のリンク部材の車体内方側の連結点および車体外
方側の支持点とが車体前後方向から見て略一直線上に位
置する請求項１記載の車両のサスペンション装置。2. In a normal mounting position of the suspension device in a normal loading state of the vehicle, a support point of the first link member on the vehicle body inner side and a connection point of the vehicle outside the vehicle body and the vehicle of the second link member. 2. The vehicle suspension device according to claim 1, wherein the connection point on the inner side and the support point on the outer side of the vehicle body are located substantially on a straight line when viewed from the vehicle front-rear direction.
ク部材とは上下方向から見て重なり合い、前記第１のリ
ンク部材は前記車体外方側の連結点と前記第２のリンク
部材の車体内方側の連結点との間が車体前後方向から見
て前記第２のリンクとの干渉を避ける方向に湾曲してい
る請求項２記載の車両のサスペンション装置。3. The first link member and the second link member overlap when viewed from above and below, and the first link member is connected to a connection point on the outer side of the vehicle body with the second link member. 3. The vehicle suspension device according to claim 2, wherein the space between the connection point on the vehicle body inner side and the connection point on the vehicle body inner side is curved in a direction that avoids interference with the second link when viewed from the vehicle body front-rear direction.
の連結点と前記第２のリンク部材の車体内方側の連結点
との間が下方に湾曲している請求項３記載の車両のサス
ペンション装置。4. The vehicle according to claim 3, wherein the first link member is curved downward between a connection point on the outside of the vehicle body and a connection point on the inside of the vehicle body of the second link member. Vehicle suspension device.
ク部材とは車体前後方向にずれ、上下方向から見て重な
り合わない請求項２記載の車両のサスペンション装置。5. The vehicle suspension device according to claim 2, wherein the first link member and the second link member are displaced in the longitudinal direction of the vehicle body and do not overlap when viewed from the up-down direction.
ョン装置の搭載通常位置において、前記第１のリンク部
材の車体内方側の支持点と車体外方側の連結点とを結ぶ
直線が車体外方に向かって下方に傾斜するとともに、前
記第２のリンク部材の車体外方側の支持点が前記第１の
リンク部材の車体外方側の連結点と前記第２のリンク部
材の車体内方側の連結点とを結ぶ直線よりも上方に位置
する請求項１記載の車両のサスペンション装置。6. A straight line connecting the support point of the first link member on the inside of the vehicle body and the connection point on the outside of the vehicle body at the normal mounting position of the suspension device in the normal loading state of the vehicle, is directed to the outside of the vehicle body. And a support point on the outer side of the vehicle body of the second link member is connected to a connection point on the outer side of the vehicle body of the first link member and an inner side of the vehicle body of the second link member. The vehicle suspension device according to claim 1, wherein the suspension device is located above a straight line connecting the connection point.
持点および車体外方側の連結点と前記第２のリンク部材
の車体内方側の連結点とが車体前後方向から見て略一直
線上にあり、かつ、前記第１のリンク部材の車体内方側
の支持点と前記第２のリンク部材の車体外方側の支持点
とが略同一水平線上に位置する請求項１記載の車両のサ
スペンション装置。7. A support point of the first link member on the vehicle interior side and a connection point of the vehicle exterior side, and a connection point of the second link member on the vehicle interior side as viewed from the vehicle longitudinal direction. 2. The support point of the first link member on the inside of the vehicle body and the support point of the second link member on the outside of the vehicle body are substantially on the same horizontal line. Vehicle suspension device.
にて上下に回動可能に車体サイドフレームに支持される
請求項１記載の車両のサスペンション装置。8. The vehicle suspension device according to claim 1, wherein the second link is supported on a vehicle body side frame so as to be rotatable up and down at a support point on an outer side of the vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35283996A JPH10166822A (en) | 1996-12-13 | 1996-12-13 | Suspension device of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35283996A JPH10166822A (en) | 1996-12-13 | 1996-12-13 | Suspension device of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10166822A true JPH10166822A (en) | 1998-06-23 |
Family
ID=18426796
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP35283996A Pending JPH10166822A (en) | 1996-12-13 | 1996-12-13 | Suspension device of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH10166822A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113581348A (en) * | 2021-02-26 | 2021-11-02 | 重庆隆鑫新能源科技有限公司 | Multi-link suspension mechanism and motorcycle |
-
1996
- 1996-12-13 JP JP35283996A patent/JPH10166822A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113581348A (en) * | 2021-02-26 | 2021-11-02 | 重庆隆鑫新能源科技有限公司 | Multi-link suspension mechanism and motorcycle |
| CN113581348B (en) * | 2021-02-26 | 2023-03-10 | 重庆隆鑫新能源科技有限公司 | Multi-link suspension mechanism and motorcycle |
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