JPS6185207A - Car rear wheel suspension device - Google Patents
Car rear wheel suspension deviceInfo
- Publication number
- JPS6185207A JPS6185207A JP20781284A JP20781284A JPS6185207A JP S6185207 A JPS6185207 A JP S6185207A JP 20781284 A JP20781284 A JP 20781284A JP 20781284 A JP20781284 A JP 20781284A JP S6185207 A JPS6185207 A JP S6185207A
- Authority
- JP
- Japan
- Prior art keywords
- center
- vehicle
- strut
- rear wheel
- wheel
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/07—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the damper
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は自動車の後輪懸架装置に関し、とりわけ、スト
ラットが用いられるようKなった後輪懸架装置に関する
。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a rear wheel suspension system for a motor vehicle, and more particularly to a rear wheel suspension system using struts.
従来の技術
この稲の後輪懸架装ばとして汀、たとえば日産自動車株
式会社発行のサービス刊報@491号「ブルーバード」
(発行日昭和58年10月)に示されたようなF 、
F’ (フロントエンジンフロントドライブ)血相の後
輪懸架装置がある。これに第3図に示すように、車輪を
回転自在に支持する車輪支持部材としてのスピンドル1
が、左右部材とじ一’1r(7)前後1対のパラレルリ
ンク2.3およrs a i部材としてのラジアスロッ
ド4を介して図外の車体側に上下揺動可能に連結され、
がっ、前記スピンドル1は更に車両上下刃向に配される
ストラット5を介して車体ll1lに連結される工うに
なってぃる。このストラット5は、前記スピンドル1に
上端部が固設される外商5aと、この外筒5内に収納さ
れピストンロッド5bが該外筒5a上端から摺動可能に
突出する図示されないショックアブソーバとを備えてお
り、前記ピストンロッド5b上m14R付部としてのマ
ウンティングインシュレータ6を介1−て車体に装着さ
れるようになっている。Conventional technology The rear wheel suspension of this rice is used, for example, the service publication published by Nissan Motor Co., Ltd. @ No. 491 "Bluebird"
F as shown in (Publication date October 1982),
F' (front engine front drive) has a bloody rear wheel suspension system. As shown in FIG. 3, a spindle 1 serving as a wheel support member that rotatably supports the wheel
is vertically swingably connected to the vehicle body side (not shown) via a pair of front and rear parallel links 2.3 and a radius rod 4 as an rsa i member.
However, the spindle 1 is further connected to the vehicle body 111 via a strut 5 arranged in the vertical direction of the vehicle. This strut 5 includes an outer shell 5a whose upper end is fixed to the spindle 1, and a shock absorber (not shown) which is housed in the outer cylinder 5 and whose piston rod 5b slidably projects from the upper end of the outer cylinder 5a. The piston rod 5b is mounted on the vehicle body via a mounting insulator 6, which serves as a mounting portion on the piston rod 5b.
7に前記外筒5aとa 8aピストンロツド5bとの間
に帰投されるサスペンションスプリングである。7 is a suspension spring that is returned between the outer cylinder 5a and the piston rod 5b.
ところで、前記従来の後輪懸架装置S汀、車輪が図外の
車室内の後席下方に位置するため、ストラット5の車体
への上端哨付計つまりマウンティングインシュレータ6
全、車両後方に移動してストラット5を傾斜させ、もっ
て前記後席をより後方に配置して車室内スペースの更な
る拡充化が図られる工うになっている。By the way, in the conventional rear wheel suspension system S, since the wheels are located below the rear seats in the vehicle interior (not shown), the upper end of the strut 5 to the vehicle body, that is, the mounting insulator 6
The struts 5 are moved to the rear of the vehicle and the struts 5 are tilted, thereby arranging the rear seat further to the rear and further expanding the interior space of the vehicle.
本発明が解決しようとする問題点
しかしながら、かかる従来の後輪懸架装−8にあってけ
、ストラット5上喝が車両後方VC#4科されることに
エリ、該ストラット5の申付角度およrメ前記ラジアス
ロッド4の窄付角度によって決定される制動時における
車輪の瞬間運動中心が変化され、車両後方計のアンチリ
フト率が100より著しく少さくなってしまう。つまり
、このこと全第4図の概略図分用いて説明すると、前記
瞬間運動中心phストラット5上@噌付敵のマウントイ
ンシュレータ6から直角方向[砥ひる延長lIi1ml
と、ラジアスロッド4の延長iIMm 2との交点で決
定される。一方、 Gtff制動時の制動中心で、この
制動中心Gと前、後輪8,9の接地点c+ + 021
に結ぶ@線” 3 + ” 4上に制動時の荷重Ff、
Fr が作用する。そして、この荷重”f、Frが車体
1o前方の沈み込みお工び車体1o後方の持ち上がり原
因となっている。ところで、後者の車体10後方敵持、
ち↓、上がりを決定するアンチリフト率に、結果的にみ
ると前記瞬間運動中心Pと後輪9の接地点e2會結ぶ線
分m5 が路面Xと成す角度會θ] 。Problems to be Solved by the Present Invention However, in such a conventional rear wheel suspension system, it is a problem that the strut 5 is applied to the rear VC#4 of the vehicle. However, the instantaneous center of motion of the wheel during braking, which is determined by the constriction angle of the radius rod 4, is changed, and the anti-lift ratio at the rear of the vehicle becomes significantly less than 100. In other words, to explain this using the schematic diagram of FIG.
and the extension iIMm2 of the radius rod 4. On the other hand, at the braking center during Gtff braking, this braking center G and the grounding point c + + 021 of the front and rear wheels 8 and 9
The braking load Ff is shown on the @ line "3 + "4 connected to
Fr acts. These loads "f" and "Fr" are the cause of the sinking of the front of the vehicle body 1o and the lifting of the rear of the vehicle body 1o.
↓, the anti-lift rate that determines the rise is, as a result, the angle θ formed by the line segment m5 connecting the instantaneous center of motion P and the grounding point e2 of the rear wheel 9 with the road surface X].
前記制動中心Gと前記接地点e! を結ぶ直線m4・・
・(1)で決定される。このアンチリフト率gilrそ
の値がII 00Jのときに屯体後方絣の持ち上がりお
よび沈み込みの相方がないことを示している。The braking center G and the grounding point e! Straight line m4 connecting...
- Determined by (1). This shows that when the anti-lift ratio gilr value is II 00J, there is no partner of lifting and sinking of the Kasuri at the rear of the turret.
ところが、前述した従来の後輪懸架装r1tSVCあっ
ては、ストラット5の上端部を車両後方に傾斜させた友
め、瞬間運動中心Pが路面Xに対して接近【2、前記角
度θ1が前記角度θに対し若【−く小さくなってしまう
。従って、前!+:(1)式より決定されるアンチリフ
ト率1t−jr100Jより者【2〈小さくなり、この
ことは制動時における車体10後方部の持ち上がり針が
大きいこと全示し、このようにΦ体10に上下変1I7
1が生ずることに乗心地性の上からあまり好ましくない
。However, in the conventional rear wheel suspension r1tSVC described above, since the upper end of the strut 5 is inclined toward the rear of the vehicle, the instantaneous center of motion P approaches the road surface It becomes smaller than θ. Therefore, before! +: Anti-lift rate determined from formula (1) 1t-jr100J is smaller than [2], which clearly indicates that the lifting needle of the rear part of the vehicle body 10 during braking is large, and in this way the Φ body 10 Up and down change 1I7
1 is not very desirable from the viewpoint of ride comfort.
そこで本発明に、ストラットの上端哨付計′f:i両後
方に移動して車室内スペースの拡充化を図りつつ、かつ
、制動時における車両後方の上下変動itを大幅に抑制
して、乗心地性の同上を達成できる工すにし?ctlt
輪si架装首を提供することを目的とする。Therefore, in the present invention, the upper end guard gauge 'f:i of the strut is moved to the rear of both sides to expand the interior space of the vehicle, and at the same time, it greatly suppresses the vertical fluctuation it at the rear of the vehicle during braking. Is there a way to achieve the same level of comfort? ctlt
The purpose is to provide a ring SI mounting neck.
問題点を解決するための手段おLひ作用かかる目的を達
成するために本発明に、車輪を回転自在に支持てる車輪
支持部材が、車両左右方向に配される左右部材お工ぴ■
両A’!1後力回に配される前後計材、そして、車両上
下方向に配され車体への上端戦付舖か血肉左右方向から
みて車輪中心19班両後方に配置されるストラット1に
介して車体側に連結されるようになっており、かつ、制
動時における車輪の瞬間運動中心が前記ストラットの上
端増付計から面角方向に延びる延長線と、前記前後計材
の延長線との交廣で決定されるようになった自動車の後
輪懸架装鮒において、l11!Ii2ストラツトの車輪
支持部材への下端戦付位W+%車輪中心より車両後方に
配電し、車両左右方向からみて前記瞬間連動中心と車輪
の接地点とを結ぶ直線が路面と成す角度を、車両のばね
上IF心に工って決定さねる制動中心と車輪の接地点と
?結ぶ直線が路面と成す角度に近づけることに工すS成
し、アンチリフト率を「100」に近づけるようにしで
ある。Means for Solving the Problems In order to achieve this object, the present invention provides a method for constructing left and right members in which wheel support members that rotatably support wheels are arranged in the left and right direction of the vehicle.
Both A'! 1. Front and rear measuring materials arranged at the rear power rotation, and struts 1 arranged at the top and bottom of the vehicle and attached to the car body at the upper end of the wheel center as seen from the left and right direction. and the instantaneous motion center of the wheel during braking is at the intersection of an extension line extending from the upper end of the strut in the plane angle direction and an extension line of the front and rear measurement members. In the rear wheel suspension of automobiles, which has come to be determined, l11! The lower end of the Ii2 strut to the wheel support member is distributed from the center of the wheel to the rear of the vehicle, and the angle formed by the straight line connecting the instantaneous interlocking center and the ground point of the wheel with the road surface when viewed from the left and right direction of the vehicle is calculated. What is the braking center and wheel grounding point that are determined by engineering the sprung IF center? The S is designed to make the connecting straight lines approach the angle that they form with the road surface, and the anti-lift ratio is made to approach 100.
実施例 以下本発明の実施例を図に基づいて詳細に説明する。Example Embodiments of the present invention will be described in detail below with reference to the drawings.
尚、この実施例全説明するにあたって従来の構成と同−
M分に同一符号を付して述べる。In addition, in fully explaining this embodiment, the same structure as the conventional one will be used.
The same reference numerals are given to the M portions in the description.
即ち、第1図に本発明の一実施例を示す鏝輪懸架装+t
Sの概略−成を示し、後輪9ケ(ロ)転自在に支持す
る止輪支持師材としてのスピンドル1け、車両左右方向
に配される図外の左右耐材を介して1体10側に連結さ
れると共に、車両前後方向に配された路面XK対してα
の取付角度を有する前後融材としてのラジアスロッド4
を介して正体1O1tllに連結されている。尚、前配
左右課材およびラジアスロッド4の両mVCnゴムブツ
シュが夫々装着され、このゴムブツシュに工って車輪9
から正体10側に伝達される路面掘削が吸収されるエラ
になっている。前記スピンドル1は史に車両上下方向に
配されるストラット5を介して正体101111に連結
される工うになっている。このストラット5に従来と同
様に外筒F4計がスピンドル1に固設されると共に、ピ
ストンロッド上燗敵か上端晰付肺としてのマウンティン
グインシュレータ6を介して車体10側に暖付けられて
いる。そして、該ストラット5のマウンティングインシ
ュレータ6fl、従来と同様に車両左右方向からみて後
輪9の中心Crより車両後方に配置され、■室内スペー
スの拡充化が図られるようになっている。That is, FIG. 1 shows an embodiment of the present invention.
9 rear wheels (B), 1 spindle as a retaining ring supporting material that rotatably supports, and 10 pieces (10 pieces) are attached via left and right support members (not shown) disposed in the left and right direction of the vehicle. α with respect to the road surface XK that is connected to the side and arranged in the longitudinal direction of the vehicle.
Radius rod 4 as front and rear welding material with an installation angle of
It is connected to the identity 1O1tll via. Furthermore, mVCn rubber bushings are attached to both the front left and right section members and the radius rod 4, and the wheels 9 are mounted on these rubber bushings.
The gills absorb road excavation transmitted from the to the main body 10 side. The spindle 1 is connected to the main body 101111 via a strut 5 arranged in the vertical direction of the vehicle. An outer cylinder F4 meter is fixedly attached to the spindle 1 on this strut 5 as in the conventional case, and is heated to the vehicle body 10 side via a mounting insulator 6 which serves as a lung with upper end of the piston rod. The mounting insulator 6fl of the strut 5 is disposed at the rear of the vehicle from the center Cr of the rear wheel 9 when viewed from the left-right direction of the vehicle, as in the conventional case, so that the interior space can be expanded.
ここで、本実施例に第2図にも示すようVCAllll
ビスピンドル1両優方に延設して、この延設置1ava
紀ストラット5の下端計を前記後輪9中心Crからオフ
セットさせて固設し、該ストラット5か車両左右方向か
らみて車両上下刃向、つ塘り路面Xに対し略垂面となる
ように配置しである。Here, in this embodiment, as shown in FIG.
The bispindle 1 is extended to both sides, and this extended installation 1ava
The lower end of the strut 5 is fixedly offset from the center Cr of the rear wheel 9, and the strut 5 is arranged so as to be substantially perpendicular to the bumpy road surface X in the vertical direction of the vehicle when viewed from the left and right direction of the vehicle. It is.
まt5 この実施例にあって汀、ストラット5の外周に
サスペンションスプリング7が設けられるようになって
おり、該サスペンションスプリング7が車輪中心C7を
通る路面Xの垂直線m6とラジアスロッド4の延長線が
交差する点Prと、ストラット5のマウンティングイン
シュレータ6とを結ぶ直線m7を中心軸として配置さね
る↓うになっている。Mat5 In this embodiment, a suspension spring 7 is provided on the outer periphery of the strut 5, and the suspension spring 7 is connected to the vertical line m6 of the road surface X passing through the wheel center C7 and the extension line of the radius rod 4. The straight line m7 connecting the intersecting point Pr and the mounting insulator 6 of the strut 5 is arranged as the central axis.
以上の構成により、本実施例の後輪懸架装置Sは、スト
ラット5が直立されて車両上下刃向に対する角度が零又
Fs−1fL<小さくなっていることと、ラジアスロッ
ド4の■両前力が上方に傾斜されていることによって、
瞬間運動中心Pに後−〇に対し車両助力となり、かつ、
路面Xから上方に大きく離れた位置に設定される。即ち
、前記瞬間連動中心Pt1、車両左右方向からみてスト
ラット5のマウンティングインシュレータ6から垂直方
向に延長される延長線m1と、ラジアスロッド4の延長
IIl!!m2 との交点によって決定されるが、前記
ストラット5の垂直延長線m1 が路面X[対して略平
行に設けられる関係上、瞬間運動中心Pはストラット5
のマウンティングインシュレータ6の嘲付高さhに略設
定される。従って、前記瞬間運動中心Pと恢−〇の接地
点e2 とを結ぶ線分m5が路面Xと成す角層θ1け従
来に比較して大きく設定される。With the above configuration, the rear wheel suspension system S of the present embodiment has the struts 5 standing upright so that the angle with respect to the vertical direction of the vehicle is zero or Fs-1fL<smaller, and the front force of the radius rod 4 being By being slanted upwards,
The vehicle is assisted by -〇 after the instantaneous center of motion P, and
It is set at a position far above and far away from the road surface X. That is, the instantaneous interlocking center Pt1, the extension line m1 extending vertically from the mounting insulator 6 of the strut 5 when viewed from the left-right direction of the vehicle, and the extension IIl of the radius rod 4! ! m2, but since the vertical extension line m1 of the strut 5 is approximately parallel to the road surface X, the instantaneous center of motion P is determined by the intersection with the strut 5
The height h of the mounting insulator 6 is approximately set at the height h of the mounting insulator 6. Therefore, the stratum corneum θ1 formed by the line segment m5 connecting the instantaneous center of motion P and the grounding point e2 of the ground plane X with the road surface X is set larger than in the past.
次に、制動中心Gと後輪9の接地点02を結ぶ線分m4
が路面Xと成丁角膚θについて考える。Next, a line segment m4 connecting the braking center G and the grounding point 02 of the rear wheel 9
Consider the road surface X and the construction angle θ.
即ち、該制動中心GH重車両ばね上重心と一致し、制動
時の荷重Fが前記制動中心Gに作用すると、前、後輪8
.9の脱地点61,621CH荷重Ff、F’rが作用
する。この荷重Ff、Frの作用方向は前記制動中心G
と前記接地点e1+82とを結ぶ直線m3 +m4上に
作用1〜、夫々の荷重Ff、FrF−1路面Xと平行方
向および上下方向に分力ff、ΔWお工び分力fr、Δ
Wt−生じている。That is, when the braking center GH coincides with the sprung center of gravity of the heavy vehicle and the load F during braking acts on the braking center G, the front and rear wheels 8
.. 9, the escape points 61 and 621CH loads Ff and F'r act. The acting direction of these loads Ff and Fr is the braking center G
Acting on the straight line m3 + m4 connecting the ground point e1+82 and the grounding point e1+82, the respective loads Ff, FrF-1 component force ff in the direction parallel to the road surface X and in the vertical direction, ΔW machining component force fr, Δ
Wt - occurring.
ここで、後輪9のアンチリフト率Cに、で算出されるこ
とが一般に知られている。(昭和58年6月20日自動
車技術会発行[新編自動車工学便覧1第5輪@4章1.
1.l参照)r
このとき、(L x /F)−r、後輪9の中心Cr
か後輪9の接地点e2とを結ぶ直線m4が路面Xと成す
1自度、θlに瞬間運1中心Pと前記妥地点e2とを結
ぶ直線m6が路面Xと成す角層である。Here, it is generally known that the anti-lift rate C of the rear wheels 9 is calculated as follows. (Published by the Society of Automotive Engineers of Japan on June 20, 1981 [New Automotive Engineering Handbook 1 5th wheel @ Chapter 4 1.
1. (see l) r At this time, (L x /F) - r, the center of the rear wheel 9 Cr
The straight line m4 connecting the grounding point e2 of the rear wheel 9 is the corner layer formed with the road surface X by 1 degree, and the straight line m6 connecting the instantaneous movement 1 center P and the above-mentioned ground point e2 is the corner layer formed with the road surface X at θl.
tanθl
従って、g ’:: [1i1−×100で表わされ、
6〈100のと′#ニリフト発生吠態、そして、ε〉1
00のときクスカット発生犬態を示し、g=100のと
きにリフトおよびスカットがなく車両姿勢か変化1.な
い吠態を示す。tanθl Therefore, g':: [expressed as 1i1−×100,
6〈100 and'#nilift occurrence barking condition, and ε〉1
When g=100, there is no lift or scatting, and the vehicle posture has changed.1. Shows no barking behavior.
ところで、本実施例におっては瞬間運動中心Pが路面X
から離れた上方に設定されるため、前記角ta゛01に
制動中心Gに対する角度θに近くなり、従って、アンチ
リフト率lか[00Jに近づき車体IO後方舖のリフト
il’lk減少させる。By the way, in this embodiment, the instantaneous center of motion P is on the road surface
Since the angle ta'01 is set above and away from the braking center G, the anti-lift ratio l approaches [00J and the lift il'lk at the rear of the vehicle body IO is reduced.
尚、本実施例にあって汀、ストラット5の取付角度1r
、11il整することにより、角度θlを大きくする工
うにしたものを示したが、これに限ることなく前記スト
ラット5の取付角度調整に合わせてラジアスロッド4の
取付角度αK[整してもよい。In this embodiment, the mounting angle of the strut 5 is 1r.
, 11il, thereby increasing the angle θl. However, the present invention is not limited to this, and the mounting angle αK of the radius rod 4 may be adjusted in accordance with the adjustment of the mounting angle of the strut 5.
尚、このラジアスロッド4の角度調整汀、該ラジアスロ
ッド4と前dピストラット5の垂[蝿* ?#n tと
か平行になることを避ける必要かある。たとえば、本実
施力にあってはストラット5が垂直配置されている関係
上、ラジアスロッド4は路面Xと平行配置されるのを避
ければ良い。また、前記ラジアスロッド4の取付角度の
関係上、瞬間運動中心Pに後輪9に対し本実施例に示す
ように車両前方側に形成される場合と、これとは逆に車
両後方側に形成される場合があるが いずれの場合にあ
っても、θ1を0に近づけることによりアンチリフト率
girxoo」に近づけることができる。In addition, the angle adjustment of this radius rod 4, the vertical angle between this radius rod 4 and the front d piston strut 5 [fly*? #nt Is it necessary to avoid being parallel? For example, in this implementation, since the struts 5 are arranged vertically, the radius rod 4 may be avoided from being arranged parallel to the road surface X. Also, due to the installation angle of the radius rod 4, the instantaneous motion center P may be formed on the front side of the vehicle with respect to the rear wheel 9 as shown in this embodiment, or on the contrary, it may be formed on the rear side of the vehicle. In either case, by bringing θ1 closer to 0, the anti-lift ratio can be brought closer to ``girxoo''.
更に、本実施例にあっては前記第2図に示したヨウに、
サスペンションスプリング7の中心11Bmyか、車輪
中心C4を迩る路面Xの垂直線m6とラジアスロッド4
の延長線m! との交点PrtAる↓うになっているの
で、車輪9の上下揺動時にストラット5に作用する曲げ
モーメントTh1l[k減して、ピストンロッド5bの
摺動抵抗を少なくすることかでき、当該摺@部の耐久性
を向上すると共に、乗心地at回向上せることができる
。Furthermore, in this example, in addition to the above shown in FIG. 2,
The center 11Bmy of the suspension spring 7 or the vertical line m6 of the road surface X passing through the wheel center C4 and the radius rod 4
An extension of m! Since the intersection point PrtA is ↓, it is possible to reduce the bending moment Th1l[k that acts on the strut 5 when the wheel 9 swings up and down, thereby reducing the sliding resistance of the piston rod 5b. In addition to improving the durability of the parts, the riding comfort can also be improved.
発明の詳細
な説明した工うに本発明の後輪懸架装置にあってに、車
両左右方向からみて上端噛付敵が車輪中心より車両後方
に配置されるようになったストラットの車輪支持部材g
11取付計を、車両後方に移動することにエリ、瞬間運
動中心と■輸の接地点とを結ぶ直線が路面と成す角度に
、制動中心と車輪の接地点とを結ぶ直線が路面と成す角
度に近づけられるので、アンチリフト率[II 00j
に近づくことになる。従って、Ail記上端増付課を後
方配1ft−で車室内スペースの拡充化を確保しつつ、
制動時における車両鏝方部の上下変動普を減少し、居住
性および乗心地性の両者を同時にン真足することができ
る。また、ストラットの車輪支持部材側暖付象全車輪中
心より車両後方に配置することにより、四輪駆動iを含
む後輪駆動タイプにおいてに、前記ストラットかアクス
ル軸を避けることができる。従って、この恢輪躯動タイ
プにあってもストラットの下端畝を車両中心りり下方に
配ばすることができ、ショックアブソーバのストローク
!#を充分に確保して鰍心地註を更に同上することがで
きるという谷柚搬れた幼果會讐する。DETAILED DESCRIPTION OF THE INVENTION In the rear wheel suspension system of the present invention, there is provided a wheel support member g of a strut whose upper end is disposed at the rear of the vehicle from the center of the wheel when viewed from the left and right directions of the vehicle.
11 Move the mounting meter to the rear of the vehicle, and measure the angle that the straight line connecting the center of instantaneous motion and the grounding point of the wheel makes with the road surface, and the angle that the straight line connecting the braking center and the wheel grounding point makes with the road surface. Since the anti-lift rate [II 00j
will come close to. Therefore, while securing expansion of the cabin space by placing the upper end addition section 1ft- behind the Ail,
It is possible to reduce vertical fluctuations of the vehicle's head during braking, and to improve both comfort and ride comfort at the same time. Further, by arranging the strut on the side of the wheel support member at the rear of the vehicle from the center of all wheels, the strut can be avoided from the axle shaft in rear wheel drive types including four-wheel drive i. Therefore, even with this sliding type, the lower end ridge of the strut can be placed below the center of the vehicle, reducing the stroke of the shock absorber. It is possible to secure enough # to further increase the number of fishes, which is the same as above.
第1図は本発明の後輪懸架装置の一実施例金示す概略溝
成図、第2図Vs第1図に示す後輪懸架装置の拡大図、
第3図は従来の後輪懸架装置の斜視図、第4図は従来の
後輪懸架装置の概略酵成図である。
1・・・スピンドル(車輪支持間材)、2.3・・・パ
ラレルリンク(左右部材)、4・・・ラジアスロッド(
前後部材)、5・・・ストラット、6・・・マウンティ
ングインシュレータ(上端砲付師)、7・・・サスペン
ションスプリング、9・・・後輪(1輪)、10・・・
車体、S・・・後輪懸架装置、X・・・路面、e2・・
・接地点、P・・・瞬間運動中IC八G・・・制動中心
。FIG. 1 is a schematic diagram showing one embodiment of the rear wheel suspension system of the present invention, FIG. 2 is an enlarged view of the rear wheel suspension system shown in FIG. 1,
FIG. 3 is a perspective view of a conventional rear wheel suspension system, and FIG. 4 is a schematic diagram of the conventional rear wheel suspension system. 1... Spindle (wheel support material), 2.3... Parallel link (left and right members), 4... Radius rod (
front and rear members), 5... Strut, 6... Mounting insulator (upper end gun attachment), 7... Suspension spring, 9... Rear wheel (1 wheel), 10...
Vehicle body, S...rear wheel suspension system, X...road surface, e2...
- Grounding point, P... IC8G during instantaneous movement... Braking center.
Claims (1)
左右方向に配される左右部材、および車両前後方向に配
される前後部材、そして、車両上下方向に配され車体へ
の上端取付部が車輌左右方向からみて車輪中心より車両
後方に配置されるストラットを介して車体側に連結され
るようになっており、かつ、制動時における車輪の瞬間
運動中心が前記ストラットの上端取付部から直角方向に
延びる延長線と、前記前後部材の延長線との交点で決定
されるようになった自動車の後輪懸架装置において、前
記ストラットの車輪支持部材への下端取付位置を、車輪
中心より車両後方に配置し、車両左右方向からみて前記
瞬間運動中心と車輪の接地点とを結ぶ直線が路面と成す
角度を、車両のばね上重心によって決定される制動中心
と車輪の接地点とを結ぶ直線が路面と成す角度に近づけ
たことを特徴とする自動車の後輪懸架装置。(1) Wheel support members that rotatably support the wheels include left and right members arranged in the left-right direction of the vehicle, front and rear members arranged in the longitudinal direction of the vehicle, and upper end attachment parts to the vehicle body arranged in the up-and-down direction of the vehicle. is connected to the vehicle body side via a strut located behind the wheel center when viewed from the left and right direction of the vehicle, and the instantaneous center of motion of the wheel during braking is perpendicular to the upper end attachment portion of the strut. In the rear wheel suspension system of an automobile, which is determined by the intersection of an extension line extending in the direction of The angle formed by the straight line connecting the instantaneous center of motion and the grounding point of the wheel when viewed from the left and right direction of the vehicle with the road surface is the angle formed by the straight line connecting the braking center determined by the sprung center of gravity of the vehicle and the grounding point of the wheel. A rear wheel suspension system for automobiles that is characterized by an angle close to the road surface.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20781284A JPS6185207A (en) | 1984-10-03 | 1984-10-03 | Car rear wheel suspension device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20781284A JPS6185207A (en) | 1984-10-03 | 1984-10-03 | Car rear wheel suspension device |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6185207A true JPS6185207A (en) | 1986-04-30 |
Family
ID=16545907
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP20781284A Pending JPS6185207A (en) | 1984-10-03 | 1984-10-03 | Car rear wheel suspension device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6185207A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63189807U (en) * | 1987-05-28 | 1988-12-06 | ||
FR2832100A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot and helical suspension spring |
-
1984
- 1984-10-03 JP JP20781284A patent/JPS6185207A/en active Pending
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63189807U (en) * | 1987-05-28 | 1988-12-06 | ||
FR2832100A1 (en) * | 2001-11-09 | 2003-05-16 | Peugeot Citroen Automobiles Sa | Multi-arm rear wheel axle unit comprises, for each wheel, rear and front transverse arms pivoted by elastic connections to chassis and to wheel pivot and helical suspension spring |
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