JPS63166609A - Rear suspension device - Google Patents
Rear suspension deviceInfo
- Publication number
- JPS63166609A JPS63166609A JP31352286A JP31352286A JPS63166609A JP S63166609 A JPS63166609 A JP S63166609A JP 31352286 A JP31352286 A JP 31352286A JP 31352286 A JP31352286 A JP 31352286A JP S63166609 A JPS63166609 A JP S63166609A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle body
- lower arm
- car body
- link
- lower 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
- 239000000725 suspension Substances 0.000 title claims abstract description 8
- 241001247986 Calotropis procera Species 0.000 abstract description 14
- 239000002828 fuel tank Substances 0.000 abstract description 9
- 239000000446 fuel Substances 0.000 abstract description 2
- 230000002265 prevention Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 5
- 239000003502 gasoline Substances 0.000 description 4
- 235000001537 Ribes X gardonianum Nutrition 0.000 description 3
- 235000001535 Ribes X utile Nutrition 0.000 description 3
- 235000016919 Ribes petraeum Nutrition 0.000 description 3
- 244000281247 Ribes rubrum Species 0.000 description 3
- 235000002355 Ribes spicatum Nutrition 0.000 description 3
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 230000000452 restraining effect Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 235000002357 Ribes grossularia Nutrition 0.000 description 1
- 244000171263 Ribes grossularia Species 0.000 description 1
- 210000000988 bone and bone Anatomy 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
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
-
- 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
- B60G2200/462—Toe-in/out
-
- 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
- B60G2204/422—Links for mounting suspension elements
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〕
この発明は、独立懸架式リヤサスペンション装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an independent rear suspension device.
従来の独立懸架式リヤサスペンション装置としては、例
えば実開昭５７−１６３４０４号公報記載のようなもの
がある。このリヤサスペンション装置は、車軸を、この
車軸が固定され前後方向に延びた第１リンクと、第１リ
ンクの前端と車体側とを車幅方向に結ぶ第２リンクと、
第１リンクの後端と車体側とを車幅方向に結ぶ第３リン
クと、を備えた四辺形リンクにより車体側に連結したう
え、第１リンクの中途と車体側とを拘束リンクで連結す
ることにより前記四辺形リンクの変形を防止している。As a conventional independent rear suspension device, there is one described, for example, in Japanese Utility Model Application Publication No. 57-163404. This rear suspension device includes: a first link to which the axle is fixed and which extends in the longitudinal direction; and a second link that connects the front end of the first link and the vehicle body side in the vehicle width direction.
A third link that connects the rear end of the first link and the vehicle body side in the vehicle width direction is connected to the vehicle body side by a quadrilateral link, and the middle of the first link and the vehicle body side are connected by a restraint link. This prevents the quadrilateral link from deforming.
しかしながら、このような従来の技術によれば、前側に
ある第２リンクが車輪中心線より前側において車体側に
連結されているため、通常は車輪中心線の前側に配置さ
れるガソリンタンクの位置と干渉することになって、ガ
ソリンタンクを配置するためのスペースを十分にとるこ
とができない。However, according to such conventional technology, since the second link on the front side is connected to the vehicle body side in front of the wheel center line, the position of the gasoline tank, which is normally placed in front of the wheel center line, is different from the position of the gasoline tank. Due to interference, it is not possible to provide enough space for the gasoline tank.
また、車両の旋回等によって入力される横力によって車
輪をトーインにする場合には、前側にある第２リンク両
端の連結部（通常はゴムブツシュが使用される）を軟ら
かくして第２リンクを事実上短縮する必要があるが、こ
のように前記連結部を軟らかくすると通常走行時のトー
剛性を充分に確保することができないから、操縦安定性
が低下するおそれがある。In addition, when toe-in the wheels due to lateral force input when the vehicle turns, etc., the connecting parts (usually rubber bushings are used) at both ends of the second link on the front side are softened and the second link is However, if the connecting portion is made soft in this way, sufficient toe rigidity during normal driving cannot be ensured, so there is a risk that the steering stability will deteriorate.
さらに、この従来の技術によれば、変形し易い四辺形リ
ンクを用いているため、その変形を防止するための拘束
リンクの端部連結部のゴムが劣化すると、拘束リンクの
拘束力が低下して、車両の発進時や制動時の前後力によ
って、変形し易い四辺形リンクが過度に変形することに
なる。また、車輪のバウンド時に拘束リンクの作用によ
って前記バウンドを妨害しないようにするためには、各
リンクの車体側連結部を結ぶ線と、車輪支持部材側連結
部を結ぶ線とが平行になる必要があるが、このように平
行にするとパウンド時の車輪の挙動をコントロールする
ための自由度が小さくなる。Furthermore, since this conventional technology uses quadrilateral links that are easily deformed, if the rubber at the end connecting portions of the restraining links to prevent deformation deteriorates, the restraining force of the restraining links decreases. As a result, the easily deformable quadrilateral link is excessively deformed by longitudinal force when the vehicle starts or brakes. In addition, in order to prevent the bounding from being obstructed by the action of the restraint link when the wheel bounces, the line connecting the vehicle body side connecting portion of each link and the line connecting the wheel support member side connecting portion need to be parallel. However, making them parallel like this reduces the degree of freedom to control the behavior of the wheel during pounding.
この発明は、従来技術の前記各問題点に着目してなされ
たものであって、通常はトー剛性を高く維持するととも
に横力によっては車輪をトーインに向け、車体側の各連
結部を結ぶ線と車輪側の各連結部を結ぶ線とが平行にな
る必要をなくし、且つ前側のリンクによってガソリンタ
ンクのためのスペースが制限されることを防止すること
を目的としている。This invention was made by focusing on the above-mentioned problems of the prior art. Normally, toe rigidity is maintained high, and depending on the lateral force, the wheels are directed toe-in, and a line connecting each connection part on the vehicle body side is used. The purpose of this invention is to eliminate the need for the lines connecting the wheels and the connecting parts on the wheel side to be parallel, and to prevent the space for the gasoline tank from being restricted by the front link.
この発明のリヤサスペンション装置は、両端にそれぞれ
１つの結合端部を備え且つ一端を車輪支持部材側に他端
を車体側にそれぞれ上下揺動可能に結合して車幅方向に
延びるロアリンクと、３つの結合端部を備え且つ１つの
端部を車輪支持部材側に他の２つの端部を車体側にいず
れも上下揺動可能に結合して車幅方向に延びるロアアー
ムと、を備えており、前記ロアアームを前記ロアリンク
よりも後方に配置するとともに、ロアリンクの車体側結
合端部とロアアームの少なくとも後側の車体側結合部と
を、車輪中心線より後側に配置してなる。The rear suspension device of the present invention includes a lower link that extends in the vehicle width direction and has one connecting end at each end, and connects one end to the wheel support member side and the other end to the vehicle body side so as to be vertically swingable; A lower arm is provided with three connecting ends, and one end is connected to the wheel support member side and the other two ends are connected to the vehicle body side so as to be vertically swingable and extend in the vehicle width direction. , the lower arm is disposed further rearward than the lower link, and the vehicle body side coupling end of the lower link and at least the rear vehicle body side coupling portion of the lower arm are disposed on the rear side of the wheel center line.
車輪と車体との間の前後方向の力は、主としてロアアー
ムにより支持し、また左右方向（車幅方向）の力はロア
リンクとロアアームとで支持する。The force in the longitudinal direction between the wheels and the vehicle body is mainly supported by the lower arm, and the force in the left-right direction (vehicle width direction) is supported by the lower link and the lower arm.
上下方向の力は、この発明の構成要件外のバネ等によっ
て支持される。The force in the vertical direction is supported by a spring or the like, which is not a component of the present invention.
また、 ロアリンクの車体側結合端部とロアアームの少
なくとも後側の車体側結合部とは、車輪中心線より後側
に配置されているため、第１に、車軸より前側に配置さ
れる燃料タンクとロアリンク又はロアアームとが干渉し
ないから、燃料タンクの容量を充分に大きくとることが
でき、第２に、前記配置により横力の人力時には車輪は
トーインになるから、車両旋回時の操縦安定性に優れる
。In addition, since the lower link's body-side joint end and at least the rear body-side joint of the lower arm are located rearward from the wheel center line, firstly, the fuel tank is located at the front side of the axle. Since there is no interference between the lower link or the lower arm, the capacity of the fuel tank can be made sufficiently large.Secondly, due to the above arrangement, the wheels are toe-in when lateral force is applied manually, which improves steering stability when the vehicle turns. Excellent in
第１〜３図はこの発明の第１実施例を示しており、ＦＲ
は車体前方を示す。■は後輪をなす車輪であって、車輪
支持部材としてのナックル２に回転自在に支持される。1 to 3 show a first embodiment of this invention, and FR
indicates the front of the vehicle. 2 is a wheel forming a rear wheel, which is rotatably supported by a knuckle 2 serving as a wheel support member.
ナックル２と車体３との間には、ロアリンク４とロアア
ーム５とが架設される。ロアリンク４は両端にそれぞれ
１つのゴムブツシュ６．７を備えて、ゴムブツシュ６を
介してナックル２とロアリンク４とが上下に揺動可能に
結合され、またゴムブツシュ７を介してロアリンク４と
車体３とが上下に揺動可能に結合される。A lower link 4 and a lower arm 5 are installed between the knuckle 2 and the vehicle body 3. The lower link 4 is provided with one rubber bushing 6.7 at each end, and the knuckle 2 and the lower link 4 are coupled via the rubber bushing 6 so as to be able to swing up and down, and the lower link 4 and the vehicle body are coupled via the rubber bushing 7. 3 are coupled to be able to swing up and down.
ロアアーム５は、３つのゴムブツシュ８，９゜１０を備
えて３点支持されるものであり、ゴムブツシュ８を介し
てナックル２とロアアーム５とが上下に揺動可能に結合
され、他の２つのゴムブツシュ９．１０を介してロアア
ーム５と車体３とが上下に揺動可能に支持される。The lower arm 5 is supported at three points with three rubber bushes 8, 9 and 10, and the knuckle 2 and the lower arm 5 are coupled via the rubber bush 8 so as to be able to swing up and down, and the other two rubber bushes The lower arm 5 and the vehicle body 3 are supported so as to be able to swing up and down via 9.10.
以上の各ゴムブツシュ６〜１０のうちゴムブツシュ９は
第３図に示されるようにロアアーム５の延びる方向（車
幅方向）に空間部であるスグリ９ａが形成されて、この
スグリ９ａの潰れにより車幅方向の剛性を低くしである
。他のゴムブツシュは中実のゴムが使用されている。As shown in FIG. 3, among the rubber bushes 6 to 10, the rubber bush 9 has a space 9a, which is a space, formed in the direction in which the lower arm 5 extends (vehicle width direction), and the collapse of this currant 9a causes the vehicle width to increase. This reduces the rigidity in the direction. Other rubber bushings are made of solid rubber.
また前記した車体３側のゴムブツシュ７．９゜１０は、
第２図に示されて車体３の一部をなすブラケット３ａに
結合され、これらゴムブツシュ７゜９．１０を結ぶ線１
１は、平面的には車体後方に向けて車幅方向外側にθｌ
の角度で傾き、側面的には車体後方に向けて下がる方向
にθ２の角度で傾いている。In addition, the rubber bushing 7.9°10 on the side of the vehicle body 3 mentioned above is
A line 1 connected to a bracket 3a forming a part of the vehicle body 3 as shown in FIG.
1 is θl outward in the vehicle width direction toward the rear of the vehicle in plan view.
It is tilted at an angle of θ2, and from the side, it is tilted downward toward the rear of the vehicle at an angle of θ2.
また、車体側の各ゴムブツシュ？、９．１０は車輪１の
中心線１２より車体後方に位置していて、中心線１２よ
り前側にある燃料タンク１３には干渉しない。またゴム
ブツシュ？、９．１０を結ぶ線１１は角度θ２で後ろ下
がりになっているため、中心線１２の後ろに配置される
スペアタイヤハウス１４とも干渉しない。Also, each rubber bush on the car body side? , 9.10 are located at the rear of the vehicle body from the center line 12 of the wheel 1, and do not interfere with the fuel tank 13 located at the front side of the center line 12. Rubber buttshu again? , 9.10 is inclined backward at an angle θ2, so that it does not interfere with the spare tire house 14 located behind the center line 12.
ナックル２には第２図に示すストラット１５が車体３と
の間に立設されて、これにより上下方向の力を支持する
が、このストラット１５に代えてアッパアームとスプリ
ングとを用いてダブルウィツシュボーン式とすることも
できる。なお、１６は排気管、１７は排気管１６の消音
器、１８は車体３の一部をなすサイドメンバである。A strut 15 shown in FIG. 2 is installed between the knuckle 2 and the vehicle body 3 to support the force in the vertical direction. It can also be a bone type. Note that 16 is an exhaust pipe, 17 is a muffler for the exhaust pipe 16, and 18 is a side member forming a part of the vehicle body 3.
而して、車体３と車輪１との間の前後方向の力は主とし
てロアアーム５で支持し、左右方向（車幅方向）の力は
ロアリンク４とロアアーム５とで支持する。また上下方
向の力はストラット１５で支持するが、ストラット１５
に代えてアッパアームとスプリングとを用いた場合には
スプリングによって支持する。この場合、前後及び車幅
方向の力はアッパアームによっても支持される。Thus, the force in the longitudinal direction between the vehicle body 3 and the wheel 1 is mainly supported by the lower arm 5, and the force in the left-right direction (vehicle width direction) is supported by the lower link 4 and the lower arm 5. In addition, the vertical force is supported by the struts 15, but the struts 15
If an upper arm and a spring are used instead, the support is provided by the spring. In this case, the forces in the longitudinal and vehicle width directions are also supported by the upper arm.
ここで、車体側のゴムブツシュ７．９．１０はいずれも
車輪１の中心線１２より後方に位置しているため、車両
の旋回時等に車幅１に横力が作用すると各ゴムブツシュ
６〜１０の変形を伴ってロアリンク４とロアアーム５と
が車体前方に少し倒れるため、車輪ｌはトーインになり
操縦安定性が向上する。また、車体側のゴムブツシュ７
．９゜１０が前記のとおり中心線１２の後方に配置され
るから、これらが燃料クンク１３と干渉することはない
。このため、燃料タンク１３の容量を充分に確保するこ
ともできる。Here, since the rubber bushes 7, 9, and 10 on the vehicle body side are all located behind the center line 12 of the wheel 1, when a lateral force is applied to the vehicle width 1 when the vehicle turns, etc., the rubber bushes 6 to 10 With this deformation, the lower link 4 and the lower arm 5 tilt slightly toward the front of the vehicle body, so that the wheels 1 are toe-in, improving steering stability. In addition, rubber bushing 7 on the vehicle body side
．． 9.degree. 10 are arranged behind the centerline 12 as described above, so that they do not interfere with the fuel coupling 13. Therefore, a sufficient capacity of the fuel tank 13 can be ensured.
また、車体３と車輪１との間の前後力に対しては、ゴム
ブツシュ９にスグリ９ａをいれであるため軟らかくなっ
ているからハーシュネスを低減するし、しかも制動時に
はこの点からもトーインとなる。さらにゴムブツシュ９
は所定以上の入力によりスグリ９ａが潰れた後↓よ剛性
が大になるから前後力を受けることになり、ゴムブツシ
ュ７．９゜１０を通る線１１の前記角度θ２により決定
される力によって、車輪ｌを押上げ（車体３を沈ませ）
ることになるため、車体３のアンチリフト効果を得るこ
とができる。Furthermore, with respect to the longitudinal force between the vehicle body 3 and the wheels 1, since the rubber bushes 9 contain currants 9a, they are soft, reducing harshness, and this also causes toe-in during braking. Furthermore, rubber boots 9
After the gooseberry 9a is crushed by an input exceeding a predetermined level, the rigidity becomes greater than that of the currant 9a, so it receives a longitudinal force. Push up l (sink body 3)
Therefore, the anti-lift effect of the vehicle body 3 can be obtained.
さらに、ゴムブツシュ？、９．１０を通る線１１が前記
のとおり後ろ下がりとなっているため、ゴムブツシュ９
，１０はスペアタイヤハウス１４の下側になるから、こ
のスペアタイヤハウス１４も充分なスペースをとること
ができる。Furthermore, rubber boots? , 9. Since the line 11 passing through 10 is downward downward as described above, the rubber bushing 9
, 10 are located below the spare tire house 14, so the spare tire house 14 can also take up sufficient space.
さらにこの実施例によれば、車体側のゴムブツシュ７．
９．１０を結ぶ線１１の平面角度θ１と、車輪側のゴム
ブツシュ６．８を結ぶ線１９の平面角度とを個別に設定
することができるから、トー特性の設定の自由度が大で
ある。Furthermore, according to this embodiment, the rubber bushing 7 on the vehicle body side.
Since the plane angle θ1 of the line 11 connecting 9.10 and the plane angle of the line 19 connecting the rubber bushing 6.8 on the wheel side can be individually set, there is a large degree of freedom in setting the toe characteristics.
第４図は第２実施例を示すものであり、ロアアーム５の
前側のゴムブツシュ９を車輪１の中心線１２より前側に
配置してロアリンク４とロアアーム５とを交差させてな
る。ゴムブツシュ９の位置を前側にして、ロアアーム５
０車体側の両ゴムブツシュ９，１０の間隔を大にしたた
め、発進時又は制動時における車体３と車輪１との間の
前後力に対しても、ゴムブツシュ９．ｌＯの耐久性が高
くなるという利点がある。なおロアリンク４とロアアー
ム５とは、少な（とも交差部位においては相互に干渉し
ないように上下に間隔を持たせであることは勿論である
。他の構成及び作用についての説明は前記第１実施例と
同一である。FIG. 4 shows a second embodiment, in which the rubber bush 9 on the front side of the lower arm 5 is arranged in front of the center line 12 of the wheel 1, and the lower link 4 and the lower arm 5 intersect. With rubber bushing 9 facing forward, lower arm 5
Since the distance between the rubber bushes 9 and 10 on the vehicle body side is increased, the rubber bushes 9 and 10 are able to withstand longitudinal forces between the vehicle body 3 and the wheels 1 during starting or braking. This has the advantage of increasing the durability of IO. It goes without saying that the lower link 4 and the lower arm 5 are spaced vertically so that they do not interfere with each other at their intersections.Other configurations and functions will be explained in the first embodiment above. Same as example.
第５図は第３実施例を示すものであり、この実施例は車
体側のゴムブツシュ７．９．１０ばかりか車輪側のゴム
ブツシュ６．８も中心線１２より後側に配置して、燃料
タンク１３のためのスペースを充分にとっている。他の
構成及び作用の説明は前記第１実施例と同一である。FIG. 5 shows a third embodiment, in which not only the rubber bushings 7,9, and 10 on the vehicle body side but also the rubber bushings 6.8 on the wheel side are arranged rearward from the center line 12, and the fuel tank There is plenty of space for 13. The other configurations and explanations of the functions are the same as those of the first embodiment.
以上説明したように、この発明によれば、車輪支持部材
側と車体側とに各１つの位置で結合されるロアリンクと
、車輪支持部材側に１つの位置、車体側に２つの位置で
結合されるロアアームとを有するため、車輪と車体との
間の前後力を充分に支持することができて、トー剛性を
高く維持することができるという効果がある。また、ロ
アリンクの車体側結合端部とロアアームの少なくとも後
側の車体側結合部とは、車輪中心線より後側に配置され
ているため、第１に、車軸より前側に配置される燃料タ
ンクとロアリンク又はロアアームとが干渉することがな
く、従って燃料タンクの容量を充分に大きくとることが
でき、第２に、前記配置により横力の人力時には車輪は
トーインになるから、車両旋回時の操縦安定性に優れる
という効果もある。As explained above, according to the present invention, the lower link is connected to the wheel support member side and the vehicle body side at one position each, and the lower link is connected at one position to the wheel support member side and at two positions to the vehicle body side. This has the effect that the longitudinal force between the wheels and the vehicle body can be sufficiently supported, and toe rigidity can be maintained at a high level. Furthermore, since the lower link's vehicle body side joint end and at least the rear vehicle body side joint end of the lower arm are located rearward from the wheel center line, firstly, the fuel tank located at the front side of the axle is There is no interference between the lower link or the lower arm, so the capacity of the fuel tank can be made sufficiently large.Secondly, due to the above arrangement, the wheels become toe-in when lateral force is applied manually, so when the vehicle turns It also has the effect of providing excellent handling stability.
第１図はこの発明の第１実施例を示す平面図、第２図は
第１図の側面図、第３図は第１図の１つのゴムブツシュ
の断面拡大図、第４図は第２実施例の平面概要図、第５
図は第３実施例の平面概要図である。
１・・・車輪、２・・・ナックル、３・・・車体、４・
・・ロアリンク、５・・・ロアアーム、６〜１０・・・
ゴムブツシュ（結合部）、１１・・・車体側のゴムブツ
シュを結ぶ線、１２・・・車輪中心線、１３・・燃料タ
ンク、１４・・・スペアタイヤハウス、１９・・・車輪
側ゴムブツシュを結ぶ線、θ１．θ２・・・角度
特許出願人 日産自動車株式会社
代理人 弁理士 森 哲 也
代理人 弁理士 内 藤 嘉 昭
代理人 弁理士 清 水 正
Ｒ
第２図
第３図FIG. 1 is a plan view showing a first embodiment of the present invention, FIG. 2 is a side view of FIG. 1, FIG. 3 is an enlarged sectional view of one rubber bushing in FIG. 1, and FIG. 4 is a second embodiment Example plan schematic diagram, 5th
The figure is a schematic plan view of the third embodiment. 1...Wheel, 2...Knuckle, 3...Car body, 4...
...Lower link, 5...Lower arm, 6-10...
Rubber bushing (joint part), 11...Line connecting the rubber bushings on the vehicle body side, 12...Wheel center line, 13...Fuel tank, 14...Spare tire house, 19...Line connecting the rubber bushings on the wheel side , θ1. θ2... Angle Patent Applicant Nissan Motor Co., Ltd. Agent Patent Attorney Tetsuya Mori Agent Patent Attorney Yoshiaki Naito Attorney Patent Attorney Tadashi Shimizu Figure 2 Figure 3
Claims (1)
持部材側に他端を車体側にそれぞれ上下揺動可能に結合
して車幅方向に延びるロアリンクと、３つの結合端部を
備え且つ１つの端部を車輪支持部材側に他の２つの端部
を車体側にいずれも上下揺動可能に結合して車幅方向に
延びるロアアームと、を備え、前記ロアアームを前記ロ
アリンクよりも後方に配置するとともに、ロアリンクの
車体側結合端部とロアアームの少なくとも後側の車体側
結合部とを、車輪中心線より後側に配置したことを特徴
とするリヤサスペンション装置。A lower link having one connecting end at each end, one end connected to the wheel support member side and the other end connected to the vehicle body so as to be vertically swingable, and extending in the vehicle width direction, and three connecting ends, and a lower arm extending in the vehicle width direction with one end connected to the wheel support member side and the other two ends connected to the vehicle body side so as to be vertically swingable; What is claimed is: 1. A rear suspension device characterized in that a vehicle body-side connecting end of a lower link and at least a rear vehicle body-side connecting end of a lower arm are located rearward from a wheel center line.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31352286A JPS63166609A (en) | 1986-12-27 | 1986-12-27 | Rear suspension device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31352286A JPS63166609A (en) | 1986-12-27 | 1986-12-27 | Rear suspension device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63166609A true JPS63166609A (en) | 1988-07-09 |
Family
ID=18042323
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31352286A Pending JPS63166609A (en) | 1986-12-27 | 1986-12-27 | Rear suspension device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63166609A (en) |
-
1986
- 1986-12-27 JP JP31352286A patent/JPS63166609A/en active Pending
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