JPH10181324A - Vehicular front suspention - Google Patents

Vehicular front suspention

Info

Publication number
JPH10181324A
JPH10181324A JP35491596A JP35491596A JPH10181324A JP H10181324 A JPH10181324 A JP H10181324A JP 35491596 A JP35491596 A JP 35491596A JP 35491596 A JP35491596 A JP 35491596A JP H10181324 A JPH10181324 A JP H10181324A
Authority
JP
Japan
Prior art keywords
link
shaft
front suspension
housing
vehicle
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
JP35491596A
Other languages
Japanese (ja)
Inventor
Akira Suzuki
明 鈴木
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.)
Subaru Corp
Original Assignee
Fuji Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Heavy Industries Ltd filed Critical Fuji Heavy Industries Ltd
Priority to JP35491596A priority Critical patent/JPH10181324A/en
Publication of JPH10181324A publication Critical patent/JPH10181324A/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
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B60G3/265—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement with a strut cylinder contributing to the suspension geometry by being linked to the wheel support via an articulation
    • 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
    • B60G2200/17—Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support
    • 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
    • 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
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B60G2204/1484—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle on an intermediate upright strut upon which the stub axle is pivoted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/416—Ball or spherical joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/418—Bearings, e.g. ball or roller bearings

Landscapes

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

Abstract

PROBLEM TO BE SOLVED: To properly change caster angle and trail amount and the like due to wheel stroke by making a fitting point at housing side of a plurality of upper links and a king pin shaft unconnected and increasing degree of freedom for arrangement of the plurality of upper links and setting of link length and the like in a multi link type front suspention for supporting a housing supporting wheels for turning by a lower link and the plurality of upper links for vertically oscillating. SOLUTION: This front suspension is constituted such that an intermediate link 6 is fit in an upper part of a housing 2 by a shaft 7 and a king pin shaft 8 is formed on a straight line connecting a center line b of the shaft 7 with a fitting point a to a lower part of the housing 2 of a lower link 3. A tip part of an upper lateral link 4 is axially connected with the intermediate link 6 at a position outer than the kink pin shaft 8 to restrain turning of the intermediate link 6 around the king pin shaft 8 and an upper part of the intermediate link 6 extends to an upper part of a wheel tire and a front end part of an upper leading link 5 is fit in its upper end part.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、車両のフロントサ
スペンションに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle front suspension.

【０００２】[0002]

【従来の技術】車輪を回転自在に支持するホイールサポ
ート（ハウジング）を、ロアアームと複数のアッパアー
ムとで、車体に上下揺動可能に支持したマルチリンク式
のフロントサスペンションは、従来より種々開発されて
おり、その一例として、特開平３−９２４０７号公報に
開示されているように、第１アッパアーム，第２アッパ
アーム及びそれらの下方に配置したロアアームのホイー
ルサポートへの各枢着点を結ぶ線にてキングピン軸を形
成した構成が挙げられる。2. Description of the Related Art Various types of multi-link type front suspensions have been developed in which a wheel support (housing) for rotatably supporting wheels is supported on a vehicle body by a lower arm and a plurality of upper arms so as to be able to swing up and down. As one example, as disclosed in Japanese Patent Application Laid-Open No. 3-92407, a line connecting each of the first upper arm, the second upper arm, and the lower arm disposed therebelow at each pivotal connection point to the wheel support is provided. A configuration in which a kingpin shaft is formed is exemplified.

【０００３】[0003]

【発明が解決しようとする課題】上記のように、複数の
アッパアームのホイールサポート側支点とロアアームの
ホイールサポート側支点とでキングピン軸を構成した従
来のマルチリンク式フロントサスペンションは、第１，
第２のアッパアームとロアアームのホイールサポート側
への各支点を、３次元的に一直線上に配置しなければな
らないので、第２アッパアームが短くなる他に、第１ア
ッパアームの車体側取付点（トーボード）の関係上リー
ディングリンク長が長くとれないためにキャンバー角変
化を適正に設定することが難しく、また、ホイールスト
ロークによるキャスター角やトレール量の変化が大き
く、保舵力と操舵力の設定が難しい、という課題を有し
ている。As described above, the conventional multi-link type front suspension in which the kingpin shaft is constituted by the fulcrum on the wheel support side of the plurality of upper arms and the fulcrum on the wheel support side of the lower arm,
Since the fulcrum of the second upper arm and the lower arm on the wheel support side must be arranged in a three-dimensional line, the second upper arm is shortened, and in addition to the vehicle body side attachment point (toe board) of the first upper arm. It is difficult to set the camber angle change properly because the leading link length cannot be taken long, and the caster angle and trail amount change greatly due to the wheel stroke, making it difficult to set the steering force and steering force. There is a problem that.

【０００４】又、ホイールサポートの上部アーム及びリ
ーディングリンク支点との干渉を避けるためにダンパが
内方へ張り出す、という課題をも有している。Another problem is that the damper projects inward to avoid interference with the upper arm and the leading link fulcrum of the wheel support.

【０００５】本発明は上記のような従来の課題を解決す
ることを目的とするものである。An object of the present invention is to solve the above-mentioned conventional problems.

【０００６】[0006]

【課題を解決するための手段】本発明は、車輪を回転自
在に支持するハウジングを、ロアリンクとアッパラテラ
ルリンクとアッパリーディングリンクとで車体に対し上
下揺動可能に支持するマルチリンク式のフロントサスペ
ンションにおいて、ハウジングの上部に中間リンクを軸
にて回動可能に取付け、該軸の中心線と上記ロアリンク
のハウジングへの取付点とを結ぶ直線にてキングピン軸
を構成し、基端部を車体側部材に軸着したアッパラテラ
ルリンクの先端部を上記中間リンクに該中間リンクの上
記キングピン軸回りの回動を抑えるよう軸結合し、上記
中間リンクの上方部は車輪タイヤの上部に延びその上端
部に、後端部を車体側部材に取付けたアッパリーディン
グリンクの前端部を取付けたことを特徴とするものであ
り、このように構成したことにより、アッパラテラルリ
ンクの外側取付点及びアッパリーディングリンクの前端
取付点がキングピン軸と無関係となり、各リンクの配
置，リンク長等の設定の自由度が増大し、アッパラテラ
ルリンク及びアッパリーディングリンクのリンク長を充
分に長くとることができ、ホイールストロークによるキ
ャスター角変化やトレール量変化及びアンチダイブジオ
メトリー変化等を適正に設定することが可能となる。SUMMARY OF THE INVENTION The present invention provides a multi-link type front which supports a wheel for rotatably supporting a wheel with a lower link, an upper lateral link, and an upper leading link so as to be vertically swingable with respect to a vehicle body. In the suspension, an intermediate link is rotatably mounted on an upper portion of the housing by a shaft, and a kingpin shaft is formed by a straight line connecting a center line of the shaft and a mounting point of the lower link to the housing. The distal end of the upper lateral link axially attached to the vehicle body side member is axially connected to the intermediate link so as to suppress the rotation of the intermediate link around the kingpin axis, and the upper part of the intermediate link extends to the upper part of the wheel tire. A front end portion of an upper leading link having a rear end portion attached to a vehicle body-side member is attached to an upper end portion. As a result, the outer mounting point of the upper lateral link and the front end mounting point of the upper leading link become independent of the kingpin axis, so that the degree of freedom in setting each link arrangement, link length, etc. is increased, and the upper lateral link and the upper leading link are increased. Can be made sufficiently long, and it becomes possible to appropriately set a change in caster angle, a change in trail amount, a change in anti-dive geometry, and the like due to a wheel stroke.

【０００７】[0007]

【発明の実施の形態】以下、本発明の実施の形態につい
て付図を参照して説明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.

【０００８】図において、１は車輪、２は該車輪１を回
転自在に支持するハウジング（ホイールサポート）であ
り、該ハウジング２はロアリンク３とアッパラテラルリ
ンク４とアッパリーディングリンク５とによって車体に
対し上下揺動可能に支持される。１２はタイロッドであ
る。In FIG. 1, reference numeral 1 denotes wheels, and 2 denotes a housing (wheel support) for rotatably supporting the wheels 1. The housing 2 is attached to a vehicle body by a lower link 3, an upper lateral link 4, and an upper leading link 5. On the other hand, it is supported to be able to swing up and down. 12 is a tie rod.

【０００９】上記ロアリンク３の先端部はハウジング２
の下部にボールジョイント３ａにて結合され、該ロアリ
ンク３の基端部は前後のアーム部３１，３２の二股に構
成され、該前後のアーム部３１，３２の各基端部３１
ａ，３２ａは車体側部材に上下揺動可能に軸着されてい
る。６はほぼ弓形に湾曲した形状に構成された中間リン
クであり、該中間リンク６の下方部はハウジング２の上
部に軸７により回動可能に結合され、上記ロアリンク３
先端部のボールジョイント３ａによるハウジング２への
取付点ａと該軸７の中心線ｂとを結ぶ直線にてキングピ
ン軸８を構成している。The tip of the lower link 3 is the housing 2
The lower link 3 is connected to a lower portion of the lower arm 3 by a ball joint 3a. The lower end of the lower link 3 is bifurcated into front and rear arms 31 and 32.
Reference numerals a and 32a are attached to a vehicle body-side member so as to be vertically swingable. Reference numeral 6 denotes an intermediate link which is formed into a substantially arcuate shape, and a lower portion of the intermediate link 6 is rotatably connected to an upper portion of the housing 2 by a shaft 7.
The king pin shaft 8 is formed by a straight line connecting a point a of attachment to the housing 2 by the ball joint 3a at the tip and a center line b of the shaft 7.

【００１０】該中間リンク６下部の該軸７による軸着部
より外側の位置には、基端部４ｂを車体側部材に上下揺
動可能に軸着したアッパラテラルリンク４の先端部４ａ
がほぼ前後方向の軸１１にて上下揺動可能に軸着される
ことにより、中間リンク６の軸７回りの回動を拘止し、
且つ該中間リンク６の上部は車輪１のタイヤの上部に延
びてその上端部にアッパリーディングリンク５の前端部
５ａが上下揺動可能に取付けられている。該アッパリー
ディングリンク５の後端部５ｂは車体側部材に上下揺動
可能に取付けられている。A lower end of the intermediate link 6 is located outside a shaft attachment portion of the shaft 7, and a distal end portion 4a of the upper lateral link 4 having a base end portion 4b axially swingably mounted on a vehicle body-side member.
Is pivotally mounted on the shaft 11 in a substantially front-rear direction so as to be able to swing up and down.
The upper part of the intermediate link 6 extends to the upper part of the tire of the wheel 1, and the front end part 5a of the upper reading link 5 is attached to the upper end part so as to be vertically swingable. A rear end portion 5b of the upper leading link 5 is attached to a vehicle body-side member so as to be vertically swingable.

【００１１】９は外周部にコイルスプリング１０を装備
したダンパであり、該ダンパ９の下端部９ａはアッパラ
テラルリンク４に軸着され、該ダンパ９の上端部９ｂは
上方の車体側部材にゴム等の弾性材よりなるマウント部
材を介して首振り可能に取付けられている。Reference numeral 9 denotes a damper provided with a coil spring 10 on the outer periphery. A lower end 9a of the damper 9 is pivotally mounted on the upper lateral link 4, and an upper end 9b of the damper 9 is provided with a rubber member on the upper body side. It is mounted to be able to swing through a mount member made of an elastic material such as.

【００１２】上記のように、車輪を回転自在に支持する
ハウジング２をロアリンク３とアッパラテラルリンク４
とアッパリーディングリンク５とで車体に対し上下揺動
可能に支持するマルチリンクサスペンションにおいて、
ロアリンク３のハウジング側支点とでキングピン軸８を
構成するようにハウジング２と軸結合した中間リンク６
を設け、該中間リンク６の上部がタイヤ上部に延びそこ
にアッパリーディングリンク５を結合した構成としたこ
とにより、アッパラテラルリンク４とアッパリーディン
グリンク５のハウジング２側のそれぞれの取付点が、キ
ングピン軸８と全く無関係となり、アッパラテラルリン
ク４は中間リンク６がキングピン軸８回りに回転しない
よう該中間リンク６に軸結合するだけであるので、各リ
ンク４，５の配置及びリンク長の設定自由度の増大をは
かることができる。As described above, the housing 2 for rotatably supporting the wheels is connected to the lower link 3 and the upper link 4.
And the upper leading link 5 supports the vehicle body so that it can swing up and down.
An intermediate link 6 axially connected to the housing 2 so as to form a kingpin shaft 8 with the fulcrum of the lower link 3 on the housing side.
The upper link of the intermediate link 6 extends to the upper part of the tire, and the upper leading link 5 is connected to the middle link 6 so that the mounting points of the upper lateral link 4 and the upper reading link 5 on the housing 2 side are king pins. Since it is completely unrelated to the shaft 8 and the upper link 4 is only axially connected to the intermediate link 6 so that the intermediate link 6 does not rotate around the kingpin axis 8, the arrangement of the links 4 and 5 and the setting of the link length are free. The degree can be increased.

【００１３】又、アッパリーディングリンク５の軸線と
キングピン軸８とのオフセットεを極力小とすることが
可能であり、ε≒０とすれば前後力やブレーキトルクの
入力時にアッパラテラルリンク４と中間リンク６との結
合部におけるこじれ力（偶力）が極めて小さくなり、更
に図示のようにアッパリーディングリンク５の中間リン
ク６への取付点をキングピン軸８より前方位置とするこ
とにより、アッパリーディングリンク５のリンク長を充
分長くとることができる。Further, the offset ε between the axis of the upper leading link 5 and the kingpin shaft 8 can be minimized. If ε ≒ 0, the intermediate position between the upper link 4 and the upper link 4 during input of the longitudinal force and the brake torque can be reduced. The twisting force (couple) at the joint with the link 6 is extremely small, and the upper leading link 5 is attached to the intermediate link 6 at a point forward of the kingpin shaft 8 as shown in the figure, thereby providing the upper leading link. 5 can be made sufficiently long.

【００１４】図示のように、アッパラテラルリンク４の
中間リンク６への軸着部をキングピン軸８より外側位置
とすることができ、このようにすることによってアッパ
ラテラルリンク４のリンク長を充分に長くとることがで
き、キャンバー変化を適正に設定することが可能とな
る。As shown in the drawing, the shaft attachment portion of the upper lateral link 4 to the intermediate link 6 can be located at a position outside the kingpin shaft 8, whereby the link length of the upper lateral link 4 can be sufficiently increased. The camber change can be appropriately set.

【００１５】更に又、ダンパ９の下部支点をダンパ軸に
対して外側に偏心させ、その偏心量に合せてコイルスプ
リング１０のコイル中心をタイヤの上部にて外側にオフ
セットさせた構成を採ることにより、ダンパ９の内側
（エンジンルーム内）への張り出しを抑えることができ
る。又、図示のように、コイルスプリング１０の下方の
スプリングシートをアッパリーディングリンク５の上方
近傍に配置した場合は、ホイールストローク時の上記ス
プリングシートとアッパリーディングリンク５との相対
動きを小さくすることができる。Further, the lower fulcrum of the damper 9 is eccentric to the outside with respect to the damper shaft, and the coil center of the coil spring 10 is offset to the outside at the upper part of the tire in accordance with the amount of eccentricity. In addition, overhang of the damper 9 (in the engine room) can be suppressed. Further, as shown in the drawing, when the spring seat below the coil spring 10 is disposed near the upper leading link 5, the relative movement between the spring seat and the upper leading link 5 during the wheel stroke can be reduced. it can.

【００１６】尚、図示実施例では、ダンパ９の下端部９
ａをアッパラテラルリンク４上に取付けた例を示してお
り、このようにすることによって、ダンパ９の減衰力や
コイルスプリング１０のコイルレバー比をあまり大きく
することなく、ダンパ９の小型軽量化をはかることがで
き、又コスト的にも廉価である、といった利益をもたら
すことができるが、該ダンパ９の下端部９ａを下方に延
長させてロアリンク３に取付けた構造としてもよく、こ
の場合も下端部９ａのロアリンク３への取付点をダンパ
軸に対して外側に偏心させ、その偏心量に合せてコイル
スプリング１０のコイル中心を外側にオフセットさせる
ものとする。In the illustrated embodiment, the lower end 9 of the damper 9 is provided.
This shows an example in which a is mounted on the upper lateral link 4. By doing so, the size and weight of the damper 9 can be reduced without significantly increasing the damping force of the damper 9 and the coil lever ratio of the coil spring 10. It is possible to provide an advantage that it can be measured and the cost is low. However, the lower end 9a of the damper 9 may be extended downward and attached to the lower link 3. In this case, too. The attachment point of the lower end 9a to the lower link 3 is eccentric to the outside with respect to the damper shaft, and the coil center of the coil spring 10 is offset to the outside according to the amount of eccentricity.

【００１７】[0017]

【発明の効果】以上のように本発明によれば、車輪を回
転自在に支持するハウジング（ホイールサポート）を、
ロアリンクとアッパラテラルリンクとアッパリーディン
グリンクとで上下揺動可能に支持するマルチリンク式の
フロントサスペンションにおいて、ハウジングの上部に
中間リンクを軸により結合し、該軸の中心線と上記ロア
リンクのハウジングへの支点とでキングピン軸を構成す
ると共に、上記アッパラテラルリンクの先端部を上記中
間リンクに該中間リンクのキングピン軸回りの回動を抑
えるよう軸結合し、上記中間リンクはタイヤの上部まで
延長してその上端部にアッパリーディングリンクの前端
部を結合した構成を採用したことにより、アッパラテラ
ルリンクの外側取付点及びアッパリーディングリンクの
前端取付点がキングピン軸と無関係となり、各リンクの
配置，リンク長等の設定の自由度が増大し、アッパラテ
ラルリンク及びアッパリーディングリンクのリンク長を
充分に長くとることができ、ホイールストロークによる
キャンバー角変化，キャスター角変化やトレール量変化
及びアンチダイブジオメトリー変化等を適正に設定する
ことが可能となるものである。As described above, according to the present invention, a housing (wheel support) for rotatably supporting wheels is provided.
In a multi-link type front suspension supported by a lower link, an upper lateral link, and an upper leading link so as to be vertically swingable, an intermediate link is connected to an upper part of a housing by a shaft, and a center line of the shaft and a housing of the lower link are connected. And a fulcrum to form a kingpin shaft, and the distal end of the upper lateral link is axially coupled to the intermediate link so as to suppress rotation of the intermediate link around the kingpin axis, and the intermediate link extends to the top of the tire. By adopting a configuration in which the front end of the upper leading link is connected to the upper end thereof, the outer attachment point of the upper link and the front end attachment point of the upper leading link are independent of the kingpin axis, and the arrangement and link of each link The degree of freedom in setting the length etc. is increased, It can take sufficiently long link length of path leading links, camber angle change by the wheel stroke, in which it becomes possible to properly set the caster angle change or trail weight change and anti-dive geometry change and the like.

【００１８】更に、上記の構成において、ダンパの下端
部のアッパラテラルリンク又はロアリンクへの取付点
を、ダンパ軸に対して外側に偏心させ、この偏心量に合
せてコイルスプリングのコイル中心をタイヤ上部にて外
側にオフセットさせた構成とすることにより、ダンパの
内側（エンジンルーム内）への張り出しを少なくするこ
とができる。Further, in the above configuration, the mounting point of the lower end of the damper to the upper link or the lower link is eccentric to the outside with respect to the damper shaft, and the coil center of the coil spring is adjusted to the tire in accordance with the eccentric amount. With the configuration offset to the outside at the upper part, the protrusion to the inside of the damper (in the engine room) can be reduced.

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

【図１】本発明の実施の形態の一例を示す正面図であ
る。FIG. 1 is a front view showing an example of an embodiment of the present invention.

【図２】図１に示すサスペンションの平面図である。FIG. 2 is a plan view of the suspension shown in FIG.

【符号の説明】[Explanation of symbols]

１ 車輪 ２ ハウジング ３ ロアリンク ４ アッパラテラルリンク ５ アッパリーディングリンク ６ 中間リンク ７ 軸 ８ キングピン軸 ９ ダンパ １０ コイルスプリング １１ 軸 １２ タイロッド Reference Signs List 1 wheel 2 housing 3 lower link 4 upper lateral link 5 upper leading link 6 intermediate link 7 axis 8 kingpin axis 9 damper 10 coil spring 11 axis 12 tie rod

Claims (4)

【特許請求の範囲】[Claims] 【請求項１】 車輪を回転自在に支持するハウジング
を、ロアリンクとアッパラテラルリンクとアッパリーデ
ィングリンクとで車体に対し上下揺動可能に支持するマ
ルチリンク式のフロントサスペンションにおいて、ハウ
ジングの上部に中間リンクを上下方向の軸にて回動可能
に取付け、該軸の中心線と上記ロアリンクのハウジング
下部への取付点とを結ぶ直線にてキングピン軸を構成
し、基端部を車体側部材に軸着したアッパラテラルリン
クの先端部を上記中間リンクに該中間リンクの上記キン
グピン軸回りの回動を抑えるよう軸結合し、上記中間リ
ンクの上方部は車輪タイヤの上部に延びその上端部に、
後端部を車体側部材に取付けたアッパリーディングリン
クの前端部を取付けたことを特徴とする車両のフロント
サスペンション。1. A multi-link type front suspension in which a housing rotatably supporting wheels is supported by a lower link, an upper lateral link, and an upper leading link so as to be vertically swingable with respect to a vehicle body. A link is rotatably mounted on a vertical axis, and a king pin shaft is formed by a straight line connecting a center line of the shaft and a mounting point of the lower link to a lower portion of the housing. The distal end of the axially attached upper link is axially coupled to the intermediate link so as to suppress the rotation of the intermediate link about the kingpin axis, and the upper portion of the intermediate link extends to the upper part of the wheel tire, and at the upper end thereof,
A front suspension for a vehicle, wherein a front end of an upper leading link having a rear end attached to a vehicle body-side member is attached. 【請求項２】 請求項１に記載の車両のフロントサスペ
ンションにおいて、アッパリーディングリンクの中間リ
ンクへの取付点を、キングピン軸より前方の位置とし、
該アッパリーディングリンクの軸中心線がキングピン軸
の近傍を通る構成としたことを特徴とする車両のフロン
トサスペンション。2. The front suspension of a vehicle according to claim 1, wherein an attachment point of the upper leading link to the intermediate link is located at a position forward of a kingpin axis.
A front suspension for a vehicle, wherein a shaft center line of the upper leading link passes near a kingpin shaft. 【請求項３】 請求項１又は２に記載の車両のフロント
サスペンションにおいて、アッパラテラルリンクの中間
リンクへの軸結合位置を、キングピン軸より外側に設定
したことを特徴とする車両のフロントサスペンション。3. The front suspension of a vehicle according to claim 1, wherein a shaft coupling position of the upper lateral link to the intermediate link is set outside the kingpin axis. 【請求項４】 請求項１乃至３の何れかに記載の車両の
フロントサスペンションにおいて、上部を車体側部材に
首振り可能に取付けられ外周にコイルスプリングを装備
したダンパの下部を、ダンパ軸に対して外側に偏心させ
てアッパラテラルリンク又はロアリンクに取付けると共
に、この偏心量に合せてコイルスプリングのコイル中心
を、車輪のタイヤ上部にてダンパ軸に対して外側にオフ
セットさせたことを特徴とする車両のフロントサスペン
ション。4. The front suspension of a vehicle according to claim 1, wherein a lower part of the damper having an upper part mounted on a vehicle body-side member so as to be able to swing and a coil spring on the outer periphery is connected to a damper shaft. Eccentrically attached to the upper link or lower link, and the coil center of the coil spring is offset outward with respect to the damper shaft at the upper part of the tire according to the amount of eccentricity. Vehicle front suspension.
JP35491596A 1996-12-20 1996-12-20 Vehicular front suspention Pending JPH10181324A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP35491596A JPH10181324A (en) 1996-12-20 1996-12-20 Vehicular front suspention

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP35491596A JPH10181324A (en) 1996-12-20 1996-12-20 Vehicular front suspention

Publications (1)

Publication Number Publication Date
JPH10181324A true JPH10181324A (en) 1998-07-07

Family

ID=18440771

Family Applications (1)

Application Number Title Priority Date Filing Date
JP35491596A Pending JPH10181324A (en) 1996-12-20 1996-12-20 Vehicular front suspention

Country Status (1)

Country Link
JP (1) JPH10181324A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015147569A (en) * 2014-02-04 2015-08-20 アティエヴァ、インコーポレイテッド Compact rear suspension damper-spring assembly

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015147569A (en) * 2014-02-04 2015-08-20 アティエヴァ、インコーポレイテッド Compact rear suspension damper-spring assembly

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