KR20030006377A - a structure of a rear axcel and suspention for 4WD vehicles - Google Patents

a structure of a rear axcel and suspention for 4WD vehicles Download PDF

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Publication number
KR20030006377A
KR20030006377A KR1020010042091A KR20010042091A KR20030006377A KR 20030006377 A KR20030006377 A KR 20030006377A KR 1020010042091 A KR1020010042091 A KR 1020010042091A KR 20010042091 A KR20010042091 A KR 20010042091A KR 20030006377 A KR20030006377 A KR 20030006377A
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KR
South Korea
Prior art keywords
carrier
link
cross member
rear suspension
suspension
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KR1020010042091A
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Korean (ko)
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KR100423307B1 (en
Inventor
이옥석
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현대자동차주식회사
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Priority to KR10-2001-0042091A priority Critical patent/KR100423307B1/en
Publication of KR20030006377A publication Critical patent/KR20030006377A/en
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Publication of KR100423307B1 publication Critical patent/KR100423307B1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B60G2206/427—Stabiliser bars or tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/95—Automatic Traction or Slip Control [ATC]
    • B60G2800/954—Four-wheel drive

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

Abstract

PURPOSE: A rear suspension of a four-wheel drive vehicle is provided to reduce the weight, cut down expenses, and improve drivability and stability. CONSTITUTION: In a rear suspension of a four-wheel drive vehicle, both sides of a cross member(10) produced by bending a pipe and carrier(30) for installing a wheel(54) are connected by dual links(21,22). A final reduction device(50) is installed to the cross member. Two constant velocity joints(52) are used to an axle shaft(51) connected to the final reduction device. A disk plate(53) is installed at the end of the axle shaft passing through the carrier, and the wheel is installed to the disk plate. A lower arm(23) is installed to the lower part of the carrier, and a strut bar(40) is installed to the upper part. A rod connected at both ends of a stabilizer bar(24) is installed to the strut bar.

Description

사륜구동 차량의 리어 서스펜션{a structure of a rear axcel and suspention for 4WD vehicles}Rear suspension of four-wheel drive vehicle {a structure of a rear axcel and suspention for 4WD vehicles}

본 발명은 사륜구동 차량의 리어 서스펜션에 관한 것으로, 특히 중량이 감소하고, 비용이 적게 들 뿐만 아니라 조종안정성이 향상되도록 된 사륜구동 차량의 리어 서스펜션에 관한 것이다.The present invention relates to a rear suspension of a four-wheel drive vehicle, and more particularly, to a rear suspension of a four-wheel drive vehicle that is reduced in weight, low in cost, and improved in steering stability.

일반적으로 사륜구동 차량의 리어 액슬에는 엔진동력을 양측 후륜에 전달하는 매개체인 종감속장치와, 이 종감속장치의 종감속기어에 연결되어 후륜을 구동하는 액슬샤프트가 장착되고, 서스펜션을 구성하는 쇽업소버와 코일스프링 및 그 외 여러 텐션아암들이 설치되므로 그 강도가 높을 것이 요구된다.In general, the rear axle of a four-wheel drive vehicle is equipped with a longitudinal reduction gear, which is a medium for transmitting engine power to both rear wheels, and an axle shaft connected to the longitudinal reduction gear of the longitudinal reduction gear to drive the rear wheels. Absorbers, coil springs, and many other tension arms are installed, so high strength is required.

따라서, 종래에는 도 1에 도시된 바와 같이, 하나의 몸체로 주물제작된 일체형 액슬하우징(100)을 사용하였다.Therefore, conventionally, as shown in FIG. 1, an integrated axle housing 100 cast as one body was used.

상기 액슬하우징(100)은 중앙부분에 종감속장치 설치부(101)가 형성되고, 양단부의 개구부(102)를 통해 액슬샤프트가 삽입되어 상기 종감속장치 설치홀(101)에 장착되는 종감속장치의 종감속기어에 연결된다.The axle housing 100 has a longitudinal reduction device mounting portion 101 formed at a central portion thereof, and an axle shaft is inserted into the longitudinal reduction device installation hole 101 through an opening 102 at both ends thereof. Is connected to the reduction gear.

한편, 상기 액슬하우징(100)의 몸체의 양측 하부와 후부, 차동장치 설치홀(101)의 양측부 등의 소정 부위에 장착용 브라켓(110,111,...)들과 코일스프링 설치좌면(112) 등이 형성되어, 로워암(120)과 어퍼암(140), 스테빌라이저바(130)와 래터럴로드(150), 쇽업소버(160)와 코일스프링(170)등이 설치되어 서스펜션을 구성한다.On the other hand, the mounting brackets (110, 111, ...) and the coil spring mounting seat 112 on a predetermined portion, such as the lower and rear sides of the body of the axle housing 100, both sides of the differential installation hole 101, etc. The lower arm 120, the upper arm 140, the stabilizer bar 130, the lateral rod 150, the shock absorber 160, the coil spring 170, and the like are installed to form a suspension.

따라서, 차량의 후부 하중을 지지하고, 주행시 전후 및 좌우방향으로 발생하는 하중에 견디도록 되어 있다.Therefore, the rear load of the vehicle is supported, and the load generated in the front, rear, left and right directions at the time of travel is made to withstand.

한편, 전술한 바와 같이 액슬하우징(100)이 상기 구성요소들을 지지하기에 충분한 강도를 갖게 하기 위해서는 액슬하우징(100)이 두터워지고 중량이 증가할 수 밖에 없었으며, 이에 따라 제작비용도 증가하게 되는 단점이 있었다.On the other hand, in order to ensure that the axle housing 100 has sufficient strength to support the components, the axle housing 100 has to be thickened and the weight increases, thereby increasing the manufacturing cost. There was a downside.

또한, 상기와 같은 비독립 리지드형 서스펜션은 대하중을 지지하는데는 유리하나 서스펜션 컴플라이언스(suspention compliance)가 작아 조정성이 떨어지므로 현재 승용차로서 널리 이용되고 있는 4WD차량에 있어서는 적당하지 못하다는 문제점이 있었다.In addition, the non-independent rigid suspension as described above is advantageous in supporting heavy loads, but has a problem in that it is inadequate in a 4WD vehicle that is widely used as a passenger vehicle because the suspension compliance is low and the controllability is low. .

이에 본 발명은 상기와 같은 문제점을 감안하여 발명된 것으로, 전체적인 중량과 소요 비용이 감소하고, 조종성 뿐만 아니라 안정성이 동반 향상된 사륜구동 차량의 리어 서스펜션을 제공함에 그 목적이 있다.Accordingly, the present invention has been made in view of the above problems, and an object thereof is to provide a rear suspension of a four-wheel drive vehicle with improved overall weight and required cost, and improved stability as well as maneuverability.

도 1은 종래 사륜구동 차량의 리어 서스펜션 사시도,1 is a perspective view of a rear suspension of a conventional four-wheel drive vehicle,

도 2는 본 발명에 따른 사륜구동 차량의 리어 서스펜션 사시도,2 is a perspective view of a rear suspension of a four-wheel drive vehicle according to the present invention;

도 3은 도 2의 평면도,3 is a plan view of FIG.

도 4는 본 발명에 따른 리어 서스펜션의 듀얼링크를 상부에서 도시한 개략 평면도,4 is a schematic plan view from above of a dual link of a rear suspension according to the present invention;

도 5는 본 발명에 따른 리어 서스펜션의 듀얼링크를 후방에서 도시한 개략 배면도이다.5 is a schematic rear view of the rear side of the dual link of the rear suspension according to the present invention.

*도면의 주요부분에 대한 부호의 설명** Description of the symbols for the main parts of the drawings *

10 : 크로스멤버,11 : 프론트멤버,10: cross member, 11: front member,

12 : 리어멤버,11a,12a : 장착단부,12: rear member, 11a, 12a: mounting end,

13,14 : 좌·우측 연결플레이트,21,22 : 듀얼링크,13,14: Left and right connection plate, 21,22: Dual link,

23 : 로워암,24 : 스테빌라이저바,23: lower arm, 24: stabilizer bar,

30 : 캐리어,40 : 스트럿바,30: carrier, 40: strut bar,

50 : 종감속장치,51 : 액슬샤프트,50: longitudinal reduction gear, 51: axle shaft,

52 : 등속조인트,53 : 디스크플레이트,52: constant velocity joint, 53: disc plate,

54 : 차륜.54: wheel.

상기와 같은 목적을 달성하기 위한 본 발명은, 독립식 듀얼링크 타입 서스펜션으로서, 섀시프레임에 고정되는 크로스멤버에 듀얼링크를 매개로 캐리어가 연결되고, 상기 크로스멤버에 종감속장치가 장착되며, 이 종감속장치에 연결되는 액슬샤프트에는 2개의 등속조인트가 사용되는 구조를 포함하여 이루어진다.The present invention for achieving the above object is, as an independent dual link type suspension, a carrier is connected to the cross member fixed to the chassis frame via a dual link, the longitudinal member is mounted on the cross member, The axle shaft connected to the longitudinal reduction gear includes a structure in which two constant velocity joints are used.

상기 크로스멤버는 2개의 파이프를 밴딩성형하고, 이들을 연결플레이트로 이은 것으로서 종래 액슬하우증에 비하여 무게가 매우 가볍고, 제작비용이 적게 들며, 또한 상기 듀얼링크의 설치상태를 변경하여 서스펜션 컴플라이언스를 조절할 수 있으므로 조종성과 안정성을 적절하게 향상시킬 수 있게 된다.The cross member is formed by bending two pipes and connecting them to the connecting plate, which is very light in weight compared to the conventional axle housing, has a low manufacturing cost, and can also adjust the suspension compliance by changing the installation state of the dual link. Therefore, the maneuverability and stability can be properly improved.

이상, 본 발명을 첨부된 예시도면을 참조하여 상세히 설명한다.Or more, with reference to the accompanying drawings, the present invention will be described in detail.

도 2와 도 3은 본 발명에 따른 사륜구동 차량의 리어 서스펜션의 사시도와 평면도이다.2 and 3 are a perspective view and a plan view of a rear suspension of a four-wheel drive vehicle according to the present invention.

본 발명의 리어 서스펜션은 종래와 같은 비독립형 서스펜션이 아니고 독립형 서스펜션이다. 즉, 양측 차륜의 현가작용이 독립적으로 일어난다.The rear suspension of the present invention is not a conventional non-independent suspension but an independent suspension. That is, the suspension action of both wheels occurs independently.

차체의 하중을 지지하는 종래 액슬하우징의 역할을 크로스멤버(10)가 대신하게 되는데, 이 크로스멤버(10)는 프론트멤버(11)와 리어멤버(12) 및 좌·우측 연결플레이트(13,14)로 이루어지며, 상기 프론트멤버(11)와 리어멤버(12)는 원형의 파이프를 밴딩하여 제작한 것으로 양측 단부는 압착되어 섀시프레임에 장착될 수 있도록 장착단부(11a,12a)가 형성되고, 상기 좌측 연결플레이트(13)와 우측 연결플레이트(14)는 프론트멤버(11)와 리어멤버(12)의 사이에서 이들의 좌우측부에 용접된다.The cross member 10 serves as a conventional axle housing for supporting the load of the vehicle body. The cross member 10 is a front member 11 and a rear member 12 and left and right connecting plates 13 and 14. The front member 11 and the rear member 12 are manufactured by bending a circular pipe, and both end portions of the front member 11 and the rear member 12 are compressed to be mounted on the chassis frame. The left connecting plate 13 and the right connecting plate 14 are welded to their left and right portions between the front member 11 and the rear member 12.

상기 크로스멤버(10)의 중앙에는 종감속장치(50)가 장착되는데, 이 종감속장치(50)의 앞부분은 프론트멤버(11)의 하면에 장착되고 뒷부분은 리어멤버(12)의 상면에 장착되며, 종감속장치(50)의 앞부분에 걸리지 않도록 프론트멤버(11)의 중앙부분은 위쪽으로 돌출성형되어 있다.In the center of the cross member 10 is a longitudinal reduction device 50 is mounted, the front of the longitudinal reduction device 50 is mounted on the lower surface of the front member 11 and the rear portion is mounted on the upper surface of the rear member 12 The center portion of the front member 11 is protruded upwards so as not to be caught by the front portion of the longitudinal reduction device 50.

한편, 상기 종감속장치(50)에 연결된 액슬샤프트(51)는 2개의등속조인트(52)를 사용하여 차륜(54)측 연결부와의 높이차를 극복하고 있으며, 액슬샤프트(51)에 걸리지 않도록 하기 위하여 상기 좌·우측 연결플레이트(13,14)들의 중간부분은 위쪽으로 굽힘성형되어 있다.On the other hand, the axle shaft 51 connected to the longitudinal reduction device 50 overcomes the height difference with the connection portion of the wheel 54 side by using two constant velocity joints 52, so as not to be caught by the axle shaft 51. In order to do this, the middle part of the left and right connecting plates 13 and 14 is bent upwards.

상기 좌·우측 연결플레이트(13,14)들의 전후부분에는 한쌍의 듀얼링크(21,22)가 각각 설치되는데, 이 듀얼링크(21,22)의 타단은 상기 액슬샤프트(51)가 관통하는 캐리어(30)에 장착되고, 이 캐리어(30)에는 또한 로워암(23)이 장착되며, 상부에는 스트럿바(40)가 용접되며, 중앙부분을 관통한 상기 액슬샤프트(51)의 단부에는 디스크플레이트(53)가 장착되어, 이 디스크플레이트(53)에 상기 차륜(54)이 장착된다.A pair of dual links 21 and 22 are installed at the front and rear portions of the left and right connecting plates 13 and 14, respectively, and the other end of the dual links 21 and 22 is a carrier through which the axle shaft 51 penetrates. 30, the carrier 30 is also equipped with a lower arm 23, the upper part of the strut bar 40 is welded, at the end of the axle shaft 51 penetrating the central portion of the disc plate 53 is mounted, and the wheel 54 is mounted on the disc plate 53.

한편, 상기 크로스멤버(10)의 뒤쪽으로 스테빌라이저바(24)가 설치되는데, 이 스텔빌라이저바(24)는 양측부가 마운팅브라켓을 매개로 섀시프레임에 고정되고, 양단부에는 별도의 로드가 연결되어 이 로드가 상기 스트럿바(40)의 일측에 고정됨으로써 장착된다.On the other hand, the stabilizer bar 24 is installed to the rear of the cross member 10, the stellizer bar 24 is fixed to the chassis frame on both sides of the mounting bracket via a mounting bracket, a separate rod is connected to both ends This rod is mounted by being fixed to one side of the strut bar 40.

상기와 같은 구조에 의하여 차체와 차륜을 연결하고, 차체의 하중을 지지하는 역할을 수행하게 된다.By the structure as described above to connect the vehicle body and the wheel, and serves to support the load of the vehicle body.

여기서, 상기 크로스멤버(10)는 원형의 파이프를 밴딩하여 제작한 것이므로 그 무게가 가볍고, 제작비용이 많이 들지 않는다.Here, since the cross member 10 is manufactured by bending a round pipe, its weight is light and manufacturing cost is not high.

또한, 좌·우측 연결플레이트(13,14)의 길이만큼 크로스멤버(10) 전체의 전후폭이 증가하여 구동계로부터 전해지는 진동을 보다 잘 흡수할 수 있도록 되어 있으며, 또한 차량의 횡방향 강성도 증가하게 된다.In addition, the front and rear widths of the entire cross member 10 are increased by the length of the left and right connecting plates 13 and 14 so as to better absorb vibrations transmitted from the drive system, and also increase the lateral rigidity of the vehicle. do.

또한, 듀얼링크(21,22)를 이용하여 캐리어(30)를 크로스멤버(10)에 연결한 것이기 때문에 서스펜션 컴플라이언스 값이 크므로 완충성능이 향상되어 승차감이 향상된다.In addition, since the carrier 30 is connected to the cross member 10 using the dual links 21 and 22, the suspension compliance value is large, so that the buffering performance is improved and the riding comfort is improved.

한편, 본 발명에서는 종감속장치(50)의 레이아웃 때문에 상기 듀얼링크(21,22)가 롤중심(roll center)을 낮추어 차량 선회시 롤축의 경사가 역전되어 비정상적인 요(yaw)와 피치(pitch) 운동이 발생함으로써 차량의 조정성 및 안전성을 저해하게 되는데, 이를 방지하기 위하여 도 4에 도시된 바와 같이 듀얼링크 중 앞쪽의 링크(21)를 위에서 보아 뒤쪽의 링크(22)에 대해 벌어지는 상태로 설치하고, 도 5에 도시된 바와 같이 뒤에서 보아 앞쪽 링크(21)와 뒤쪽 링크(22)를 상호 X자형으로 엇갈리게 설치한다.On the other hand, in the present invention, due to the layout of the longitudinal reduction device 50, the dual link (21, 22) lowers the center of the roll (roll center), the inclination of the roll shaft is reversed when the vehicle is turning, abnormal yaw and pitch (pitch) The movement occurs to hinder the controllability and safety of the vehicle. To prevent this, as shown in FIG. 4, the front link 21 of the dual links is installed in a state where the rear link 22 is opened. As shown in FIG. 5, the front link 21 and the rear link 22 are alternately installed to cross each other in an X shape.

이와 같은 방식으로 상기 앞쪽 링크(21)가 뒤쪽 링크(22)에 대해 벌어지는 정도와 두 링크(21,22)가 상호 엇갈리는 정도를 조절함으로써 롤축 변화와 서스펜션 컴플라이언스 변화를 조절할 수 있게 되므로 조종성과 안정성을 동시에 적절히 향상시키는 것이 가능하다.In this way, it is possible to adjust the roll axis change and the suspension compliance change by adjusting the degree of the front link 21 to the rear link 22 and the difference between the two links (21, 22) to improve the maneuverability and stability. At the same time, it is possible to improve appropriately.

이상 설명한 바와 같이 본 발명은, 일체 주물형 액슬하우징 대신 파이프를 밴딩하여 제작한 크로스멤버를 사용하므로 중량과 제작비용이 저감되고, 또한 상기 크로스멤버에 듀얼링크를 이용하여 캐리어를 고정함으로써 조종성과 안전성을 향상시킬 수 있게 됨은 물론 승차감이 향상되는 효과가 있다.As described above, since the present invention uses a cross member manufactured by bending a pipe instead of an integrally molded axle housing, the weight and manufacturing cost are reduced, and the steering and safety are secured by fixing the carrier using the dual link to the cross member. As well as being able to improve the ride comfort is improved.

Claims (5)

파이프를 밴딩하여 제작한 크로스멤버(10)의 양측과 차륜(54)이 장착되는 캐리어(30)측을 듀얼링크(21,22)로 연결하고, 상기 크로스멤버(10)에 종감속장치(50)가 설치되며, 이 종감속장치(50)에 연결된 액슬샤프트(52)에는 2개의 등속조인트(52)가 적용되고, 상기 캐리어(30)를 관통한 액슬샤프트(52)의 단부에 디스크플레이트(53)가 장착되어 이 디스크플레이트(53)에 상기 차륜(54)이 설치되며, 상기 캐리어(30)에는 하부에 로워암(23)이 설치되고 상부에 스트럿바(40)가 장착되며, 이 스트럿바(40)에 스테빌라이저바(24)의 양단에 연결된 로드가 장착되는 구조로 이루어진 사륜구동 차량의 리어 서스펜션.Both sides of the cross member 10 manufactured by bending the pipe and the carrier 30 on which the wheels 54 are mounted are connected by dual links 21 and 22, and a longitudinal reduction device 50 is connected to the cross member 10. ), Two constant velocity joints 52 are applied to the axle shaft 52 connected to the longitudinal reduction device 50, and a disc plate (A) is provided at an end of the axle shaft 52 which has passed through the carrier 30. 53, the wheel 54 is installed on the disc plate 53, the lower arm 23 is installed on the carrier 30, and the strut bar 40 is mounted on the upper side of the carrier 30. Rear suspension of a four-wheel drive vehicle having a structure in which a rod connected to both ends of the stabilizer bar 24 is mounted to the bar 40. 제 1항에 있어서, 상기 크로스멤버(10)는 파이프가 밴딩된 프론트멤버(11)와 리어멤버(12), 이 프론트멤버(11)와 리어멤버(12)의 사이에서 이들의 양측부에 용접되는 좌·우측 연결플레이트(13,14)로 이루어지며, 상기 프론트멤버(11)와 리어멤버(12)의 양단부는 압착되어 장착단부(11a,12a)가 형성되는 것을 특징으로 하는 사륜구동 차량의 리어 서스펜션.The cross member 10 is welded to both sides thereof between the front member 11 and the rear member 12 having the pipe bent, and between the front member 11 and the rear member 12. The left and right connecting plates 13 and 14 are formed, and both ends of the front member 11 and the rear member 12 are compressed to have mounting ends 11a and 12a formed therein. Rear suspension. 제 2항에 있어서, 상기 좌측 연결플레이트(13)와 우측 연결플레이트(14)에 상기 듀얼링크(21,22)가 연결되는 것을 특징으로 하는 사륜구동 차량의 리어 서스펜션.The rear suspension according to claim 2, wherein the dual link (21, 22) is connected to the left connecting plate (13) and the right connecting plate (14). 제 1항에 있어서, 상기 듀얼링크(21)는 위에서 보아 뒤쪽 링크(22)에 대해 앞쪽 링크(21)가 벌어지는 상태로 설치된 것을 특징으로 하는 차량의 리어 서스펜션.2. The rear suspension of a vehicle according to claim 1, wherein the dual link (21) is installed with the front link (21) spreading with respect to the rear link (22) from above. 제 1항에 있어서, 상기 듀얼링크(22)는 뒤에서 보아 앞쪽 링크(21)와 뒤쪽 링크(22)가 서로 엇갈리는 상태로 설치된 것을 특징으로 하는 차량의 리어 서스펜션.The rear suspension of a vehicle according to claim 1, wherein the dual link (22) is installed with the front link (21) and the rear link (22) staggered from each other.
KR10-2001-0042091A 2001-07-12 2001-07-12 a structure of a rear axcel and suspention for 4WD vehicles KR100423307B1 (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20040036264A (en) * 2002-10-24 2004-04-30 현대자동차주식회사 rear suspension of a vehicle
KR101032701B1 (en) * 2009-07-02 2011-05-09 (주)에이치엔티 Gripper assembly for formation of battery
KR101111469B1 (en) * 2009-09-09 2012-02-15 김기태 Connecting apparatus using recycled battery of the cell phone

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JPS5871208A (en) * 1981-10-23 1983-04-27 Mazda Motor Corp Strut type suspension of automobile
JPS58101807A (en) * 1981-12-09 1983-06-17 Mazda Motor Corp Suspension of strut type
JPS5914508A (en) * 1982-07-15 1984-01-25 Mazda Motor Corp Rear suspension for motorcar
JP3107261B2 (en) * 1993-05-28 2000-11-06 スズキ株式会社 Suspension link mounting structure
JP3354301B2 (en) * 1994-08-18 2002-12-09 本田技研工業株式会社 Subframe structure in automobile

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20040036264A (en) * 2002-10-24 2004-04-30 현대자동차주식회사 rear suspension of a vehicle
KR101032701B1 (en) * 2009-07-02 2011-05-09 (주)에이치엔티 Gripper assembly for formation of battery
KR101111469B1 (en) * 2009-09-09 2012-02-15 김기태 Connecting apparatus using recycled battery of the cell phone

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