JPS626812A - Rear suspension for vehicles - Google Patents
Rear suspension for vehiclesInfo
- Publication number
- JPS626812A JPS626812A JP14632885A JP14632885A JPS626812A JP S626812 A JPS626812 A JP S626812A JP 14632885 A JP14632885 A JP 14632885A JP 14632885 A JP14632885 A JP 14632885A JP S626812 A JPS626812 A JP S626812A
- Authority
- JP
- Japan
- Prior art keywords
- lateral link
- lateral
- vehicle body
- toe
- link
- 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
- 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
-
- 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
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
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)
本発明は車両におけるトレーリングアーム式のリヤサス
ペンションに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a trailing arm type rear suspension for a vehicle.
(従来の技術)
前端側か車体に枢着され、後端側で車輪を回転自在に支
持し、車体前後方向に配置されるトレーリングアームと
、一端を車体に他端をトレーリングアームに連結され、
車体横方向に配置される3本のラテラルリンクより成る
車両のリヤサスペンションは知られる。(Prior technology) A trailing arm is pivotally attached to the vehicle body at the front end, rotatably supports the wheels at the rear end, and is arranged in the longitudinal direction of the vehicle, and one end is connected to the vehicle body and the other end is connected to the trailing arm. is,
A rear suspension for a vehicle is known that includes three lateral links arranged in the lateral direction of the vehicle body.
そしてトレーリングアームに対し一前部に第1ラテラル
リンクを、後上部に第2ラテラルリンクを、且つ後下部
に第3ラテラルリンクをそれぞれ連結したことが特開昭
60−53408号に開示される。JP-A-60-53408 discloses that a first lateral link is connected to the trailing arm at the front, a second lateral link is connected to the upper rear, and a third lateral link is connected to the lower rear. .
(発明が解決しようとする問題点) 斯かる型式のリヤサスペンションにおいては。(Problem to be solved by the invention) In this type of rear suspension.
車輪のトー設定は第1及び第3ラテラルリンクにて行わ
れ、またキャンバ設定は第2及び第3ラテラルリンクに
て行われる。Toe setting of the wheel is performed by the first and third lateral links, and camber setting is performed by the second and third lateral links.
ところで、トー調整を行うべく第3ラテラルリンクを調
整すると、トーのみならずキャンバまで変化してしまう
。By the way, when the third lateral link is adjusted to perform toe adjustment, not only the toe but also the camber changes.
従って本発明の目的は、前記型式のリヤサスペンション
において、第1ラテラルリンクに着目し、キャンバを変
化させることなく独立してトー調整を行うことができる
ようにした車両のリヤサスペンションを提供するにある
。Accordingly, an object of the present invention is to provide a rear suspension for a vehicle of the type described above, which focuses on the first lateral link and allows toe adjustment to be performed independently without changing the camber. .
(問題点を解決するための手段)
前記目的を達成すべく本発明は、前端側か車体に枢着さ
れ、後端側で車輪(18)を回転自在に支持し、車体前
後方向に配置されるトレーリングアーム(1)と、一端
を車体に他端をトレーリングアーム(1)に連結され、
車体横方向に配置される3本のラテラルリンク(21)
、(31) 、(41)より成り、トレーリングアー
ム(1)に対し前部に第1ラテラルリンク(21)を、
後上部に第2ラテラルリンク(31)を、且つ後下部に
第3ラテラルリンク(41)をそれぞれ連結した車両の
リヤサスペンションにおいて、前記第1ラテラルリンク
(21)に当該サスペンションのトー調整機構を設ける
。(Means for Solving the Problems) In order to achieve the above object, the present invention provides a wheel that is pivotally attached to the vehicle body on the front end side, rotatably supports the wheel (18) on the rear end side, and is arranged in the longitudinal direction of the vehicle body. a trailing arm (1) connected to the vehicle body at one end and the trailing arm (1) at the other end;
Three lateral links (21) arranged in the lateral direction of the vehicle body
, (31), and (41), with a first lateral link (21) at the front of the trailing arm (1),
In a vehicle rear suspension in which a second lateral link (31) is connected to the rear upper part and a third lateral link (41) is connected to the rear lower part, the first lateral link (21) is provided with a toe adjustment mechanism for the suspension. .
具体的には、第1ラテラルリンク(21)の車体側連結
位置(F)を車体横方向に移動させる。Specifically, the vehicle body side connection position (F) of the first lateral link (21) is moved in the lateral direction of the vehicle body.
(作用)
第1ラテラルリンク(21)にトー調整機構を設けたの
で、車輪(16)のキャンバを変化させることなく独立
してトー調整のみを行うことができる。(Function) Since the first lateral link (21) is provided with a toe adjustment mechanism, only toe adjustment can be performed independently without changing the camber of the wheel (16).
そして第1ラテラルリンク(21)の車体側連結位置C
F)を車体横方向に移動させることによりトー調整を行
えば、車輪(16)のバウンド、リバウンド時において
、第3図(a)のようにリンク(21)の揺動に伴うト
レーリングアーム(1)の前部の車体横方向への移動量
(1)、 (41’)が変化しないので。And the vehicle body side connection position C of the first lateral link (21)
If the toe adjustment is performed by moving F) in the lateral direction of the vehicle body, when the wheel (16) bounces or rebounds, the trailing arm ( 1) The amount of movement of the front section in the lateral direction of the vehicle body (1), (41') does not change.
即ち交=皇° となるため、トー変化を初期設定値から
あまり変化させることがない。In other words, since the angle becomes equal to the angle, the toe change is not changed much from the initial setting value.
(実施例) 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第1図は本リヤサスペンションの斜視図で、レーリング
アーム(1)は板面(2)を垂直方向とし、車体内側へ
向けて屈曲形成した周縁片(8)を備える鋼板プレス成
形品で、特に車体前後方向に対し剛体として形成する。Fig. 1 is a perspective view of this rear suspension, and the railing arm (1) is a steel plate press-molded product with the plate surface (2) in the vertical direction and a peripheral edge piece (8) bent toward the inside of the vehicle body. In particular, it is formed as a rigid body in the longitudinal direction of the vehicle body.
このトレーリングアーム(1)の垂直板面(2)の後部
には外側方に突出するアクスル(15)を固設し、また
垂直板面(2)の前寄り部には軸線をほぼ車体横方向と
した管材ゴムブツシュ(18)を固設する。更に垂直板
面(2)にアクスル(15)の斜め前上方に延出する突
出部(3)を形成するとともに、垂直板面(2)にアク
スル(15)の斜め後下方に延出する突出部(0を形成
し、この上下の突出部(3)、(4)端で周縁片(Il
l)をそれぞれ前後に離間し、上下の突出部(3)、(
4)に前部周縁片(7)と後部周縁片(8)が対向して
成る車体内側へ開放されたコ字形部(9)、(1G)を
それぞれ形成する。An axle (15) is fixed to the rear of the vertical plate surface (2) of this trailing arm (1), and the axle (15) protrudes outward. A rubber bushing (18) of the tubular material with the same direction is fixed. Furthermore, a protrusion (3) extending diagonally forward and upward of the axle (15) is formed on the vertical plate surface (2), and a protrusion extending obliquely rearward and downward of the axle (15) is formed on the vertical plate surface (2). A peripheral edge piece (Il) is formed at the ends of the upper and lower protrusions (3) and (4).
l) are spaced back and forth, respectively, and the upper and lower protrusions (3), (
4) are formed with U-shaped parts (9) and (1G) that are open to the inside of the vehicle body and are formed by opposing front peripheral edge pieces (7) and rear peripheral edge pieces (8), respectively.
そして斯かるトレーリングアーム(1)の後部内側に補
強板(11)を前後の周縁部(?)、(8)にわたって
固設するとともに、前寄り部内側にも補強板f12)t
f前楓固泌14− r7)のトT闇ζ田勢L 悠種滅強
板(11)にアクスル(15)の基端部を、また前部補
強板(12)に前記管材ゴムブツシュ(18)をそれぞ
れ固設する。A reinforcing plate (11) is fixed on the inside of the rear part of the trailing arm (1) over the front and rear peripheral edges (?) and (8), and a reinforcing plate f12) is also installed on the inside of the front part.
f Front Kaede Gokuretsu 14-r7) To T Dark ζ Field Force L The proximal end of the axle (15) is attached to the Yushu Destruction Plate (11), and the said tube rubber bushing (18) is attached to the front reinforcing plate (12). be fixed respectively.
以上のトレーリングアーム(1)のアクスル(15)に
車輪(18)を回転自在に組付け、トレーリングアーム
(1)の管材ゴムブツシュ(18)より前方の延長部(
5)に第1ラテラルリンク(21)を連結し、トレーリ
ングアーム(1)後部の上部コ字形部(9)に第2ラテ
ラルリンク(31)を、また下部コ字形部(10)に第
3ラテラルリンク(41)をそれぞれ連結する。The wheel (18) is rotatably assembled to the axle (15) of the trailing arm (1), and the extension part (
5) is connected to the first lateral link (21), the second lateral link (31) is connected to the upper U-shaped part (9) at the rear of the trailing arm (1), and the third lateral link is connected to the lower U-shaped part (10). The lateral links (41) are connected respectively.
第1ラテラルリンク(21)は下方に開放する鋼板チャ
ンネル材から成り、その両端には軸線を前後方向とした
管材ゴムブツシュ(22) 、(24)を固設し、この
第1ラテラルリンク(21)の外側端の管材ゴムブツシ
ュ(22)を延長部(5)内に臨ませ、ゴムブツシュ(
22)内を挿通する軸線をほぼ車体前後方向とした支軸
(23)を延長部(5)前方の周縁片(7)前端とその
後方に固設したステイ(13)間に架設する。The first lateral link (21) is made of a steel plate channel member that opens downward, and tubular rubber bushings (22) and (24) whose axes are in the front-rear direction are fixed at both ends of the first lateral link (21). The tube rubber bushing (22) at the outer end of the tube faces into the extension part (5), and the rubber bushing (
22) A support shaft (23) with its axis passing through the inside substantially in the longitudinal direction of the vehicle body is installed between the front end of the peripheral edge piece (7) in front of the extension part (5) and the stay (13) fixed to the rear thereof.
第2ラテラルリンク(31)は鋼板プレート材から成り
、その両端には軸線を板面と直角方向とした管材ゴムブ
ツシュ(32) 、(34)を固設し、この第2ラテラ
ルリンク(31)の外側端の管材ゴムブツシュ(32)
を上部コ字形部(8)内に臨ませ、ゴムブツシュ(32
)内を挿通する軸線をほぼ車体前後方向とした支軸(3
3)をコ字形部(9)の前後器に架設する。The second lateral link (31) is made of a steel plate, and tube rubber bushings (32) and (34) whose axes are perpendicular to the plate surface are fixed at both ends of the second lateral link (31). Tube rubber bushing at outer end (32)
into the upper U-shaped part (8), and insert the rubber bushing (32
) with the axis passing through it approximately in the longitudinal direction of the vehicle body (3
3) is installed on the front and rear parts of the U-shaped part (9).
第3ラテラルリンク(41)は下方に開放する鋼板チャ
ンネル材から成り、その両端には軸線を前後方向とした
管材ゴムブツシュ(42) 、(44)を固設し、この
第3ラテラルリンク(41)の外側端の管材ゴムブツシ
ュ(42)を下部コ字形部(lG)内に臨ませ、ゴムブ
ツシュ(42)内を挿通する軸線をほぼ車体前後方向と
した支軸(43)をコ字形部(10)の前後間に架設す
る。The third lateral link (41) is made of a steel plate channel member that opens downward, and tubular rubber bushings (42) and (44) whose axes are in the front-rear direction are fixed to both ends of the third lateral link (41). The tubular rubber bushing (42) at the outer end of the tube faces into the lower U-shaped part (lG), and the support shaft (43), whose axis passing through the rubber bushing (42) is approximately in the longitudinal direction of the vehicle body, is connected to the U-shaped part (10). It will be constructed between the front and back of the
これら3本のリンクの長さは、第1ラテラルリンク(2
1)を最短に、次に第2ラテラルリンク(31)を長く
、第3ラテラルリンク〔41)を最長に設定する。The length of these three links is the first lateral link (2
1) is set to be the shortest, then the second lateral link (31) is set to the longest, and the third lateral link [41] is set to the longest.
そして第3ラテラルリンク(41)の外端寄り部に軸線
を車体前後方向とした支軸(52)にてダンパ(51)
の下端を連結し、このダンパ(51)を第2ラテラルリ
ンク(31)より後方に配置する。A damper (51) is attached to a support shaft (52) whose axis is in the longitudinal direction of the vehicle body near the outer end of the third lateral link (41).
The lower ends of the damper (51) are arranged behind the second lateral link (31).
以上において、当該リヤサスペンションのトー調整は、
第2図に示すように第1ラテラルリンク(21)の車体
側枢着点(F)を車体横方向へ移動させることにより行
う。In the above, the toe adjustment of the rear suspension is
This is done by moving the vehicle-side pivot point (F) of the first lateral link (21) in the lateral direction of the vehicle, as shown in FIG.
このように第1ラテラルリンク(21)の車体側枢着点
(F)を車体横方向へ移動させると、即ち第3図(a)
に示すように当該枢着点(F)を枢着点(F′)に変え
ると、車輪(IB)のバウンド、リバウンド時において
、リンク(21)の揺動に伴うトレーリングアーム側枢
着点(A)、(A’)の車体横方向への移動量(1)、
(jL’)は、
皇=!L1
の関係に保たれる。従って初期設定値からのトレーリン
グアーム(1)前端部のリンク(21)による車体横力
向への引込み量は、トー調整によって変化しないため、
バウンド、リバウンド時におけるトー変化は初期設定値
からあまり変化しないこととなる。When the pivot point (F) on the vehicle body side of the first lateral link (21) is moved in the lateral direction of the vehicle body in this way, that is, as shown in FIG. 3(a).
When the pivot point (F) is changed to the pivot point (F') as shown in the figure, when the wheel (IB) bounces or rebounds, the trailing arm side pivot point is changed due to the swinging of the link (21). Amount of movement of (A) and (A') in the lateral direction of the vehicle body (1),
(jL') is Emperor=! The relationship of L1 is maintained. Therefore, the amount of retraction in the vehicle body lateral force direction by the link (21) at the front end of the trailing arm (1) from the initial setting value does not change due to toe adjustment.
The toe change during bounce and rebound does not change much from the initial setting value.
しかも第3ラテラルリンク(41)を調整しないので、
トー調整のみを独立して行うことができ、キャンバの変
化を抑えることができる。Moreover, since the third lateral link (41) is not adjusted,
Only toe adjustment can be performed independently, and changes in camber can be suppressed.
以上に対して、仮に第1ラテラルリンク(21)の長さ
を変えることによりトー調整を行う場合を考えると、第
3図(b)のようにリンク(21)のトレーリングアー
ム側枢着点(A)が枢着点(A”)に変わるため、バウ
ンド、リバウンド時における当該枢着点(A)、(A”
)の車体横方向への移動量(i)、C1”)が変わり、
即ち
1”41’
となるので、トー変化が初期設定値から変化してしまう
ことになる。Regarding the above, if we consider the case where toe adjustment is performed by changing the length of the first lateral link (21), the trailing arm side pivot point of the link (21) will be Since (A) changes to the pivot point (A"), the pivot point (A), (A") at the time of bounce or rebound.
) changes in the amount of movement (i), C1'') in the lateral direction of the vehicle body,
In other words, it becomes 1"41', so the toe change changes from the initial setting value.
尚、第1ラテラルリンク(21)の車体取付構造は従来
一般の偏心カムにより車重方向変位を行わせれば良い。The first lateral link (21) may be mounted on the vehicle body by using a conventional eccentric cam for displacement in the vehicle weight direction.
(発明の効果)
以上のように本発明によれば、前端側が車体に枢着され
、後端側で車輪を回転自在に支持し、車体前後方向に配
置されるトレーリングアームと、一端を車体に他端をト
レーリングアームに連結され、車体横方向に配置される
3本のラテラルリンクより成り、トレーリングアームに
対し前部に第1ラテラルリンクを、後上部に第2ラテラ
ルリンクを、且つ後下部に第3ラテラルリンクをそれぞ
れ連結した車両のリヤサスペンションにおいて。(Effects of the Invention) As described above, according to the present invention, there is provided a trailing arm whose front end side is pivotally connected to the vehicle body, whose rear end side rotatably supports the wheels, and which is disposed in the longitudinal direction of the vehicle body; The other end is connected to the trailing arm, and consists of three lateral links arranged in the lateral direction of the vehicle body, a first lateral link at the front of the trailing arm, a second lateral link at the rear upper part, and In a rear suspension of a vehicle in which a third lateral link is connected to the rear lower part.
前記第1ラテラルリンクに当該サスペンションのトー講
整機構を設けたため、キャンバを変化させることなく独
立してトー調整を行うことができる。また実施例のよう
に第1ラテラルリンクの車体側連結位置を車体横方向に
移動させることによリド−調整を行えば、バウンド、リ
バウンド時におけるトー変化を初期設定値からあまり変
化させることがない。Since the first lateral link is provided with a toe adjustment mechanism for the suspension, toe adjustment can be performed independently without changing the camber. In addition, if the lid adjustment is performed by moving the connection position of the first lateral link in the lateral direction of the vehicle body as in the embodiment, the toe change during bounce and rebound will not change much from the initial setting value. .
第1図は本リヤサスペンションの斜視図、第2図はトー
調整を示す模式的平面図、第3図(a)及び(b)は第
1ラテラルリンクの車体側連結点を変えた場合とリンク
長さを変えた場合の各模式的背面図である。
尚、図面中、(りはトレーリングアーム、(5)は前方
延長部、(15)はアクスル、(1B)は車輪、(21
) 、(31)、(41)はラテラルリンク、(51)
はダンパである。
特許出願人 本田技研工業株式会社
代理人 弁理士 下 1) 容一部間 弁理士
大 橋 邦 部同 弁理士 小
山 有量 弁理士 野 1)
茂第2図Figure 1 is a perspective view of this rear suspension, Figure 2 is a schematic plan view showing toe adjustment, and Figures 3 (a) and (b) are links and links when the connection point on the vehicle body side of the first lateral link is changed. FIG. 6 is a schematic rear view of each case when the length is changed. In the drawing, (ri) is the trailing arm, (5) is the front extension, (15) is the axle, (1B) is the wheel, (21) is the
), (31), (41) are lateral links, (51)
is a damper. Patent applicant Honda Motor Co., Ltd. Agent Patent attorney 2 1) Department patent attorney Kuni Ohashi Patent attorney Yuki Koyama Patent attorney No 1)
Shigeru 2nd figure
Claims (2)
在に支持し、車体前後方向に配置されるトレーリングア
ームと、一端を車体に他端をトレーリングアームに連結
され、車体横方向に配置される3本のラテラルリンクよ
り成り、トレーリングアームに対し前部に第1ラテラル
リンクを、後上部に第2ラテラルリンクを、且つ後下部
に第3ラテラルリンクをそれぞれ連結した車両のリヤサ
スペンションにおいて、 前記第1ラテラルリンクに当該サスペンションのトー調
整機構を設けたことを特徴とする車両のリヤサスペンシ
ョン。(1) A trailing arm whose front end side is pivotally connected to the vehicle body, whose rear end side rotatably supports the wheels, and which is arranged in the longitudinal direction of the vehicle body; one end is connected to the vehicle body and the other end is connected to the trailing arm, A vehicle consisting of three lateral links arranged laterally, with a first lateral link connected to the front part, a second lateral link connected to the upper rear part, and a third lateral link connected to the lower rear part of the trailing arm. A rear suspension for a vehicle, characterized in that the first lateral link is provided with a toe adjustment mechanism for the suspension.
体側連結位置を車体横方向に移動させることによりトー
調整する特許請求の範囲第1項記載の車両のリヤサスペ
ンション。(2) The rear suspension for a vehicle according to claim 1, wherein the toe adjustment mechanism adjusts the toe by moving the connection position of the first lateral link on the vehicle body side in the vehicle body side direction.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14632885A JPS626812A (en) | 1985-07-03 | 1985-07-03 | Rear suspension for vehicles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14632885A JPS626812A (en) | 1985-07-03 | 1985-07-03 | Rear suspension for vehicles |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS626812A true JPS626812A (en) | 1987-01-13 |
Family
ID=15405192
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP14632885A Pending JPS626812A (en) | 1985-07-03 | 1985-07-03 | Rear suspension for vehicles |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS626812A (en) |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57110513A (en) * | 1980-11-14 | 1982-07-09 | Bayerische Motoren Werke Ag | Independent suspension means for wheel, camber thereof change and which is not steered, when spring for automobile, particularly, passenger car, work |
-
1985
- 1985-07-03 JP JP14632885A patent/JPS626812A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57110513A (en) * | 1980-11-14 | 1982-07-09 | Bayerische Motoren Werke Ag | Independent suspension means for wheel, camber thereof change and which is not steered, when spring for automobile, particularly, passenger car, work |
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