JPS5822705A - Rear wheel suspension linkage for automobile - Google Patents
Rear wheel suspension linkage for automobileInfo
- Publication number
- JPS5822705A JPS5822705A JP12279281A JP12279281A JPS5822705A JP S5822705 A JPS5822705 A JP S5822705A JP 12279281 A JP12279281 A JP 12279281A JP 12279281 A JP12279281 A JP 12279281A JP S5822705 A JPS5822705 A JP S5822705A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle body
- cross member
- support
- rear wheel
- resilient member
- 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
- 239000000725 suspension Substances 0.000 title claims description 11
- 239000013013 elastic material Substances 0.000 claims description 12
- 238000010276 construction Methods 0.000 abstract 1
- 230000000593 degrading effect Effects 0.000 abstract 1
- 238000000034 method Methods 0.000 abstract 1
- 206010011224 Cough Diseases 0.000 description 2
- 239000000428 dust Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G99/00—Subject matter not provided for in other groups of this subclass
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】 本発明は自動車の後輪懸架装置に関するものである。[Detailed description of the invention] The present invention relates to a rear wheel suspension system for an automobile.
自動車の後輪懸架装置としては一般に前端を車体側に回
動可能に取付けられ車体後方に向って延びる懸架アーム
の後部に車輪を取付けた所謂トレーリングアーム方式の
ものが用いられている。Generally, a so-called trailing arm system is used as a rear wheel suspension system for an automobile, in which a wheel is attached to the rear of a suspension arm whose front end is rotatably attached to the vehicle body and extends toward the rear of the vehicle body.
一般的なトレーリングアーム方式の後輪懸架装置の一例
を示すと第２図の通りである。An example of a general trailing arm type rear wheel suspension system is shown in FIG. 2.
即ち、第２図において、１は中空筒状のクロスメンバで
、咳クロスメンバ１内にはトーションバー２が挿通され
、該トーションバー２の一端にアウタアーム３の前端部
な固定すると共Ｋ。That is, in FIG. 2, reference numeral 1 designates a hollow cylindrical cross member. A torsion bar 2 is inserted into the cough cross member 1, and the front end of an outer arm 3 is fixed to one end of the torsion bar 2.
インナアーム４の一端をクロスメンバ１に弾性プッシユ
を介して軸着し、該アウタアーム３とインナアーム４に
て後車輪５を上下揺動可能に支持している。One end of the inner arm 4 is pivotally attached to the cross member 1 via an elastic pusher, and the outer arm 3 and the inner arm 4 support a rear wheel 5 so as to be able to swing up and down.
このようなトレーリングアーム方式の後輪懸架装置にお
いては、後車輪の振動荷重の車体への伝達を防止し車室
内騒音の低減をはかるために、クロスメンバ１をゴムブ
ツシュ等の弾性材Ｔを介してフレーム等の車体部材（図
示省略）に取付ける方策を採っている。In such a trailing arm type rear wheel suspension system, the cross member 1 is connected to the cross member 1 through an elastic material T such as a rubber bushing in order to prevent the vibration load of the rear wheels from being transmitted to the vehicle body and reduce cabin noise. A measure is taken to attach it to a vehicle body member (not shown) such as a frame.
ところが、車室内騒音の低減効果及び乗心地等を向上さ
せる為には弾性材７の剛性を低くするのが効果的である
ことは当然であるが、該弾性材７の剛性を低くすると、
後車輪５に横荷重Ｆが作用したとき、該横荷重Ｆの作用
点に対し支持部即ちりｐスメンバ１０車体への取付部が
前方に大きくオフセットしているので大なるモーメント
が生じ、弾性材Ｔをたわませて全体的に回動変位し、鎖
線示の如くトー角をトーアウト側に大きく変位させ、操
安性を著しく悪化させると言う問題が生じる。However, it is natural that it is effective to lower the rigidity of the elastic material 7 in order to reduce the noise inside the vehicle and improve ride comfort. However, if the rigidity of the elastic material 7 is lowered,
When a lateral load F acts on the rear wheel 5, a large moment is generated because the support part, that is, the attachment part of the dust member 10 to the vehicle body is largely offset forward with respect to the point of application of the lateral load F. A problem arises in that the T is deflected and the whole is rotated, and the toe angle is largely shifted toward the toe-out side as shown by the chain line, which significantly deteriorates the steering stability.
従って上記のような従来構造のものでは操安性を良くす
る為に弾性材Ｔの剛性を高くして騒音問題及び乗心地等
を犠牲にせざるを得ないのが現状である。Therefore, in the conventional structure as described above, in order to improve steering stability, the rigidity of the elastic material T has to be increased at the expense of noise problems and riding comfort.
本発明は上記従来の諸問題を解決することを目的とする
もので、以下第１図の実施例にりき説明する。The present invention aims to solve the above-mentioned conventional problems, and will be explained below with reference to the embodiment shown in FIG.
本発明では第１図に示すように後車輪５をアウタアーム
３．インナアーム４等を介して上下揺動可能に支持する
クロスメンバ１等の支持部材に支持アーム６を一体的に
固着し、該支持アーム６を平面図として見て（車体前後
方向において）後輪の中心線Ｘ−Ｘ上若しくはＸ−Ｘ線
近傍にてフレーム等の車体部材にゴムブツシュ等の弾性
材８・を介して結合支持させると共Ｋ。In the present invention, as shown in FIG. 1, the rear wheel 5 is connected to the outer arm 3. A support arm 6 is integrally fixed to a support member such as a cross member 1 which is supported so as to be vertically swingable via an inner arm 4, etc., and when the support arm 6 is viewed from a plan view (in the longitudinal direction of the vehicle body), the rear wheel It is also possible to connect and support a vehicle body member such as a frame via an elastic material 8 such as a rubber bushing on or near the center line XX of .
該弾性材８の剛性（主として左右方向の剛性）をクロス
メンバ１と車体部材間に介装される弾性材７の剛性（左
右方向剛性）より高い値に設定したことを特徴とするも
のである。It is characterized in that the rigidity (mainly lateral rigidity) of the elastic member 8 is set to a higher value than the rigidity (lateral directional rigidity) of the elastic member 7 interposed between the cross member 1 and the vehicle body member. .
尚第１図においては、アウタアーム３及びインナアーム
４を双方共クロスメンバ１に弾性ブツシュを介して軸着
し第２図におけるトーションバー２を用いない形式のト
レーリングアーム方式の後輪懸架装置に本発明を適用し
た例な示のトレーリングアーム方式後車軸懸架装置にす
べて適用可能なることは言うまでもない。In FIG. 1, both the outer arm 3 and the inner arm 4 are pivotally attached to the cross member 1 via elastic bushings, and the trailing arm type rear wheel suspension system does not use the torsion bar 2 in FIG. It goes without saying that the present invention is applicable to all of the illustrated trailing arm type rear axle suspension systems.
以上のように構成した本発すによれば、後車輪５にＦな
る横荷重が作用したとき、クロスメンバ１と一体の支持
アーム６の車体部材への結合点が骸横荷重Ｆの作用線上
近傍に位置し、且つ弾性材８の横方向剛性が高いので、
咳支持アーム６の車体部材への結合点にて横荷重Ｆをふ
んばると共に、クロスメンバ１両端の弾性材７の横方向
剛性が低いので装置全体は鎖線示のように支持アーム６
０車体部材への支持点まわりに弾性材７をたわませて回
動変位し、トー角をトーイン側に変位させ、操安性の向
上をはかることができる。According to the present invention configured as above, when a lateral load F acts on the rear wheel 5, the connection point of the support arm 6 integrated with the cross member 1 to the vehicle body member is located near the line of action of the cross member 1 and the cross member 1. , and the elastic material 8 has high lateral rigidity,
Since the lateral load F is applied at the connection point of the cough support arm 6 to the vehicle body member, and the lateral rigidity of the elastic material 7 at both ends of the cross member 1 is low, the entire device is mounted on the support arm 6 as shown by the chain line.
The elastic member 7 is deflected and rotated around the support point to the zero vehicle body member, and the toe angle is shifted toward the toe-in side, thereby improving steering stability.
上記のようにクロスメンバ１の両端支持部の弾性材７が
操安性に関係がなくなるととＫより該弾性材Ｔの剛性を
より低くすることが可能となり、騒音低減効果及び乗心
地等の著しい向上なはかることができるものである。As mentioned above, if the elastic members 7 at both end supports of the cross member 1 are no longer relevant to steering stability, it becomes possible to lower the rigidity of the elastic members T, which improves the noise reduction effect and riding comfort. This is a measurable improvement.
尚第１図実施例ではクロスメンバの中央部附近に固着し
た支持アーム６の先端部を左側車輪寄りのホイールセン
タ近傍において車体部材に支持させるようにした例を示
しているが、支持アーム６先端を右側車輪寄りのホイー
ルセンタ近傍としても良く、又支持アームな左右にそれ
ぞれ設けても良い。In the embodiment shown in FIG. 1, the tip of the support arm 6 fixed near the center of the cross member is supported by the vehicle body member near the wheel center on the left wheel side. The support arms may be provided near the wheel center on the right side of the wheel, or may be provided on the left and right sides of the support arm.
第１図は本発明の実施例を示す平面説明図、第２図は従
来例を示す一半平面説明図である。
１・・・クロスメンバ、３・・・アウタアーム、４・・
・インナアーム、５・・・後車輪、６・・・支持アーム
、７．８・・・弾性材。
以 上
職うFIG. 1 is an explanatory plan view showing an embodiment of the present invention, and FIG. 2 is an explanatory plan view showing a conventional example. 1...Cross member, 3...Outer arm, 4...
- Inner arm, 5... Rear wheel, 6... Support arm, 7.8... Elastic material. Higher rank
Claims (1)
バ等の支持部材に取付けると共Ｋ。 該クロスメンバ等の支持部材を車体部材にゴムブツシュ
等の弾゛性材を介して取付けたトレーリングアーム方式
の後輪懸架装置において、上記クロスメンバ等の支持部
材に支持アームを一体的に設け、該支持アームを車体前
後方向において後車輪の中心線上もしくはその近傍位置
で車体部材にゴムブツシュ等の弾性材を介して結合する
と共ぺ該支持アームの車体部材との結合部に介装される
弾性材の左右方向剛性を前記クロスメンバ等の支持部材
の車体部材への取付部に介装される弾性材の左右方向剛
性より高い値に設定したことを特徴とする自動車の後輪
懸架装置。[Claims] The rear wheel is attached to a support member such as a cross member via a suspension arm so as to be able to swing up and down. In a trailing arm type rear wheel suspension system in which a support member such as the cross member is attached to a vehicle body member via an elastic material such as a rubber bushing, the support arm is integrally provided with the support member such as the cross member, When the support arm is connected to the vehicle body member at a position on or near the center line of the rear wheel in the longitudinal direction of the vehicle body via an elastic material such as a rubber bushing, an elastic material is interposed at the joint portion of the support arm with the vehicle body member. A rear wheel suspension system for an automobile, characterized in that the lateral stiffness of the support member such as the cross member is set to a value higher than the lateral stiffness of an elastic material interposed in the mounting portion of the support member such as the cross member to the vehicle body member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12279281A JPS5822705A (en) | 1981-08-05 | 1981-08-05 | Rear wheel suspension linkage for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12279281A JPS5822705A (en) | 1981-08-05 | 1981-08-05 | Rear wheel suspension linkage for automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5822705A true JPS5822705A (en) | 1983-02-10 |
Family
ID=14844731
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12279281A Pending JPS5822705A (en) | 1981-08-05 | 1981-08-05 | Rear wheel suspension linkage for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5822705A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1997002171A1 (en) * | 1995-07-04 | 1997-01-23 | Rodney John Brotherwood | Improvements in passenger carrying vehicles |
| WO1997012770A1 (en) * | 1995-10-02 | 1997-04-10 | C.R.F. Società Consortile Per Azioni | Motor-vehicule rear suspension |
-
1981
- 1981-08-05 JP JP12279281A patent/JPS5822705A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1997002171A1 (en) * | 1995-07-04 | 1997-01-23 | Rodney John Brotherwood | Improvements in passenger carrying vehicles |
| WO1997012770A1 (en) * | 1995-10-02 | 1997-04-10 | C.R.F. Società Consortile Per Azioni | Motor-vehicule rear suspension |
| US6152467A (en) * | 1995-10-02 | 2000-11-28 | C.R.F. Societa' Consortile per Azioni of Orbassano (Torino) | Motor-vehicle rear suspension |
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