JPH06270624A - Rear suspension - Google Patents

Abstract

PURPOSE:To provide a high performance rear suspension which can secure a wide cab space for a car. CONSTITUTION:A rear suspension concerned comprises a trailing arm whose front end is pivoted on a car body and whose tail is fitted with a wheel support rigidly in a single piece, a lateral link 12 whose inner end is pivoted on a car body 15 while outer end is pivoted on the wheel support, and a buffer device 13 whose top is coupled with the car body 14 and bottom with the wheel support, wherein the coupling part of the buffer device 13 and wheel support in between is formed from a joint 27 whose swing shaft 27a is installed in the direction across the car width so that the rear wheel 5 rotating motion round the axis stretching fore and aft.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile rear suspension.

[0002]

2. Description of the Related Art There are various types of automobile suspensions such as a trailing arm type, a wishbon type, a strut type (McPherson type), and recently, the above trailing arm type is made into a wishbon type. A high-performance suspension was born and is used as the rear suspension.

That is, it is disclosed in JP-A-2-37005.
As disclosed in Japanese Patent Publication, a rear suspension in which a trailing arm that rotatably supports a rear wheel is connected to one trailing arm and a plurality of lateral links arranged above and below. Is. In this one, the plurality of lateral links regulate the linear movement of the rear wheel in the vehicle width direction, the rotational movement about the longitudinal axis, and the rotational movement about the vertical axis. The linear movement and the rotational movement around the axis in the vehicle width direction are restricted. Further, the vertical movement of the rear wheel in the vertical direction is restricted by a shock absorber (suspension spring).

[0004]

However, in the case of the rear suspension or the wishbon type described in the above publication, the change in camber is controlled by restricting the rotational movement about the longitudinal axis by the lateral link. , Both upper and lower lateral links are required, which is disadvantageous in terms of layout and securing a wide vehicle compartment space.

In other words, if the above-mentioned upper lateral link is arranged at a high position for high mounting, it is advantageous in terms of ensuring lateral rigidity, but the space for disposing the upper lateral link is secured beside the passenger compartment. The space under the passenger compartment becomes narrower because of the necessity. In addition, even if the upper lateral link is installed at a relatively low position and it is connected to the suspension cross member under the passenger compartment floor, it is unavoidable that the passenger compartment floor is in a high position. As a result, the passenger compartment space becomes smaller.

On the other hand, although the strut type does not have the above-mentioned problems, it does not have an up lateral link, so that the degree of freedom in design by the lateral link is lost, and the suspension performance is generally low.

That is, an object of the present invention is to provide a rear suspension of a new type capable of improving the performance while eliminating the upper lateral link in order to solve the above-mentioned problem of layout.

[0008]

SUMMARY OF THE INVENTION In view of the above, the present invention has been devised by adding a device to a shock absorber that regulates vertical linear motion or a trailing arm that regulates longitudinal linear motion. It is intended to solve the problem.

That is, in the first means for solving the above-mentioned problems (the invention according to claim 1), the front end is pivotally attached to the vehicle body,
A trailing arm integrally provided at the rear end with a wheel support for rotatably supporting the rear wheel of the automobile, a lateral link having an inner end pivotally attached to the vehicle body and an outer end pivotally attached to the wheel support, and an upper end Is connected to the vehicle body, and the lower end of the swinging shaft is arranged in the vehicle body width direction so as to restrict rotational movement of the rear wheel around the longitudinal axis of the trailing arm or wheel support, and is freely rotatable around the swinging axis. And a shock absorber connected to the rear suspension.

In the above-mentioned rear suspension, basically, a trailing arm integrally provided with a wheel support has a rear wheel linear movement in a front-rear direction, a rotational movement about a vehicle width direction axis, and a vertical axis rotation. While the movement is regulated, the lateral link regulates the linear movement of the rear wheel in the vehicle width direction, and the shock absorber regulates the vertical movement of the rear wheel in the vertical direction. Further, since the lower end of the shock absorber is rotatably connected to the trailing arm or the wheel support by the swing shaft arranged in the vehicle width direction, the rotation movement of the rear wheel about the front-rear direction axis is caused by the connection. Is regulated and the camber rigidity is secured. As a result, there is no need to provide an additional lateral link, and it is easy to secure a large vehicle compartment space.

Further, by making the inner end of the swing shaft inclined above or below the outer end, the camber change at the time of bumping can be controlled, or the inner end of the swing shaft can be controlled. The toe change can be controlled by tilting the front end or the rear end relative to the outer end.

Thus, the fact that the swing shaft at the lower end of the shock absorber is arranged in the width direction of the vehicle body basically means that the change of the caster is determined by the swing of the trailing arm, and the shock absorber changes to the caster. It has no substantial effect. Therefore, the rear suspension has better caster efficiency than the strut type.

The fact that the wheel support is provided integrally with the trailing arm means that both the wheels are integrally formed and that the two wheels are separately formed and joined together.

A second means for solving the above problems (claim 2)
The invention according to claim 1) is a development of the first means, wherein the upper end of the shock absorber is at the vehicle body and the lower end is at the front of the rear wheel from the trailing arm in front of the rear wheel. It is characterized in that it is connected to each of the extended portions.

That is, when the shock absorber is provided inside the rear wheel, it is necessary to secure a space for disposing the shock absorber so that the tire house becomes wide and the vehicle compartment space becomes narrower. On the other hand, in the case of this means, the dimension in the front-rear direction of the tire house becomes longer in the front direction, but the dimension in the vehicle body width direction becomes shorter, which is advantageous in securing a wide vehicle compartment space.

A third means for solving the above problems (claim 3)
The invention described in 1) is also a development of the above-mentioned first means, wherein the upper end of the shock absorber is extended to the vehicle body and the lower end is extended to the rear of the rear wheel from the wheel support behind the rear wheel. The feature is that they are respectively connected to the extended portions.

In the present means, the tire house has a dimension in the front-rear direction lengthened rearward, but a dimension in the vehicle body width direction shortened, which is advantageous in securing a wide vehicle compartment space.

A fourth means for solving the above problems (claim 4)
According to the first aspect of the invention described above, the swinging shaft is arranged in the vehicle body width direction so that the front end restricts the rotational movement of the rear wheel around the longitudinal axis of the vehicle body, and the swinging shaft is rotatably connected around the swinging shaft. An arm member and a wheel support, the front end of which is rotatably connected to the rear end of the first arm member via a vertical swing shaft, are integrally provided at the rear end of the wheel support for rotatably supporting a rear wheel of an automobile. A rear suspension comprising: a trailing arm including a second arm member; and a lateral link having an inner end pivotally attached to a vehicle body and an outer end pivotally attached to the wheel support.

In the present means, the swinging shaft at the front end of the first arm member of the trailing arm is arranged in the vehicle body width direction to restrict the rotational movement of the rear wheel about the longitudinal axis. Since the camber rigidity can be obtained, it is not necessary to separately provide an up lateral link like the above-described means, and it becomes easy to secure a wide vehicle compartment space.

In this way, this rear suspension is close to what is called a full trailing arm type when only the trailing arm is caught, but this type itself has a weak lateral rigidity and a camber at the time of bumping. There is a problem of poor control. On the other hand, in the rear suspension, the trailing arm is connected to the rear wheel by connecting the second arm member of the trailing arm to the rear end of the first arm member via the swing shaft in the vertical direction. The linear motion in the width direction of the vehicle body is not restrained, the lateral rigidity is secured by the lateral link, and the role of camber control is fulfilled.

Further, as described above, the first arm member and the second arm member of the trailing arm are connected via the swing shaft in the vertical direction, which means that the trailing arm during the bumping of the rear wheel. This means that the geometrical interference between the and the lateral link is avoided, and thus the toe change is allowed.

Fifth means for solving the above problems (claim 5)
In the invention described in 1), the swing shaft is arranged in the vehicle width direction so that the front end restricts the rotational movement of the rear wheel about the longitudinal axis of the rear wheel, and the swing shaft is rotatably connected around the swing shaft. A trailing arm that is integrally provided with a wheel support that rotatably supports the rear wheels of the vehicle, and that is curved so as to be displaced in the vehicle body width direction more toward the rear portion with respect to the front end as a reference. And a lateral link having an inner end pivotally attached to the vehicle body and an outer end pivotally attached to the wheel support.

Also in the case of this means, since the trailing arm is bendable, the same effect as that of the fourth means can be obtained.

A sixth means for solving the above problems (claim 6)
The invention described in 1) is a development of the fourth and fifth means, wherein the swing shaft is inclined so that the inner end is located rearward or downward with respect to the outer end. The feature is that they are arranged in the vehicle width direction.

In this means, due to the inclination of the swing shaft, the trailing arm is rotated upward during bumping while moving the wheel support in the width direction of the vehicle body like a lateral link. It is more advantageous in avoiding geometric interference with the lateral link. Further, the inclination of the swing shaft also serves to control the toe and camber of the rear wheels.

[0026]

According to the first aspect of the invention, there is provided a trailing arm for restricting the linear movement of the rear wheel in the front-rear direction, the rotational movement about the widthwise axis of the vehicle body, and the rotational movement about the vertical axis. A lateral link that restricts the linear motion of the rear wheels in the vehicle width direction and a shock absorber that restricts the vertical motion of the rear wheels are provided, and the lower end of the shock absorber is used as the trailing arm or wheel support for the rear wheel. Since the swing shaft is arranged in the vehicle body width direction so as to restrict the rotational movement about the front-back direction axis and is rotatably connected about the swing axis, the camber rigidity can be secured by the shock absorber.
There is no need to install a separate lateral link,
A wide vehicle compartment space can be secured, and camber control and toe control are facilitated, and caster efficiency is improved.

According to each of the second and third aspects of the invention, since the shock absorber is arranged in front of or behind the rear wheel, the space for disposing the shock absorber is set in the rear wheel. It is not necessary to secure the inside, and the dimension of the tire house in the vehicle body width direction can be shortened to secure a wide cabin space.

According to the fourth aspect of the present invention, the swinging shaft in the vehicle width direction is arranged so that the front end of the first arm member of the trailing arm is the vehicle body and the rotational movement of the rear wheel about the longitudinal axis is restricted. And a front end of a second arm member provided with a wheel support is connected to a rear end of the first arm member through a vertical swing shaft, while a lateral link is pivotally attached to the wheel support. Therefore, it is possible to obtain the desired camber rigidity by the trailing arm and to secure a wide vehicle compartment space as in the case of each of the above-mentioned means, and the lateral link ensures lateral rigidity and camber control. It becomes possible and toe control becomes easy.

According to the fifth aspect of the invention, the front end of the trailing arm provided with the wheel support is used as the vehicle body, and the rear wheel is rocked in the vehicle width direction so as to restrict the rotational movement of the rear wheel about the longitudinal axis. While being connected via a shaft, the trailing arm is formed so as to be curved so as to be displaced more toward the rear part in the vehicle width direction than the front part, while the lateral link is pivotally attached to the wheel support.
The same effect as the fourth means can be obtained.

According to the invention of the sixth means, the swing shaft in each of the fourth and fifth means is tilted so that its inner end is located rearward or downward with respect to the outer end. Since they are arranged in the width direction, it becomes easy to avoid geometrical interference between the trailing arm and the lateral link at the time of bumping, and at the same time, it becomes possible to control the toe and camber of the rear wheels.

[0031]

Embodiments of the present invention will be described below with reference to the drawings.

<Overall Structure> In FIG. 1, 1 is an automobile,
Reference numeral 2 is an engine arranged in the front part of the vehicle body, 3 is a front wheel driven by the engine 2, 4 is a steering device for the front wheel 3, 5 is a rear wheel, 6 is a rear suspension, 7 is a spare tire, 8 is an exhaust of the engine 2. It is a silencer. The rear suspension 6 includes a trailing arm 11, a lateral link 12, and a shock absorber 13 as a shock absorber.
Be equipped with. In FIG. 2, 14 is a tire house in which the rear wheels 5 and the shock absorber 13 are arranged, 15 is a suspension cross member to which the lateral link 12 is pivotally attached, and 16 is a passenger compartment floor. Hereinafter, each embodiment of the rear suspension 6 will be specifically described.

<Example 1> This example is shown in FIGS. As shown in FIG. 3 and FIG. 5, the trailing arm 11 extends rearward in the vehicle front-rear direction with its rear portion obliquely extending outward, and one point at its front end is the side frame 17 of the vehicle body and the swing axis is the vehicle body. A rubber bush 18 arranged in the width direction is vertically swingably connected. The swing shaft of the rubber bush 18 is supported by a bracket 19 fixed to the lower surface of the side frame 17. A wheel support 21 that rotatably supports the rear wheel 5 is integrally provided at the rear end of the trailing arm 11.

The lateral link 12 is shown in FIGS.
As shown in FIG. 5, the inner end is pivotally attached to the cross member 15 by the rubber bush 22 so as to be vertically swingable, and the outer end is pivotally attached to the lower end of the wheel support 21 by the rubber bush 23. Has been done. further,
An upper surface of an intermediate portion in the longitudinal direction of the lateral link 12,
A coil spring 24 is provided between the lower surface of the cross member 15 and the lower surface.

As shown in FIG. 4, the shock absorber 13 has its upper end connected to the upper portion of the tire house 14 via a rubber mount 26, and its lower end to the upper end of the wheel support 21 via a joint 27. It is connected. The joint 27 is a bearing in which the swing shaft 27a is arranged in the vehicle body width direction so as to restrict the rotational movement of the rear wheel 5 around the front-rear direction axis. Therefore, the shock absorber 13 is provided around the swing shaft 27a. It can be rotated back and forth.

In the rear suspension, the front end of the trailing arm 11 is pivotally attached to the vehicle body side,
Since the wheel support 21 is integrally provided at the rear end, among the six degrees of freedom of the rear wheel 5, linear movement in the vehicle longitudinal direction, rotational movement about the vehicle width direction axis, and rotational movement about the vertical axis. The three degrees of freedom will be restricted (constrained). On the other hand, the lateral link 12 regulates the degree of freedom of linear movement in the vehicle body width direction, and the shock absorber 13 regulates the degree of freedom of vertical movement in the vertical direction and the degree of freedom of rotational movement about the longitudinal axis. Become.

That is, since the lower end of the shock absorber 13 is rotatably connected to the wheel support 21 via the swing shaft 27a arranged in the vehicle body width direction, the front and rear direction of the rear wheel 5 is made by the connection. Rotational movement about the axis is restricted, whereby the camber rigidity of the rear wheel 5 is secured. Therefore, it is not necessary to separately provide an additional lateral link as in the Wishbon type, and as is clear from FIG. 4, the vehicle compartment side wall (the sidewall of the tire house 14) is brought close to the wheel support 21 and the vehicle compartment 2
The vehicle interior space can be widened by widening the vehicle interior space 8 and forming the vehicle interior floor 16 wide in the vertical direction by further lowering the vehicle interior floor 16.

Further, since the swing shaft 27a at the lower end of the shock absorber 13 is arranged in the vehicle width direction, the caster change depends on the swing of the trailing arm 11,
The shock absorber 13 does not substantially affect the caster change, and the caster efficiency is improved.

<Embodiment 2> This embodiment is a modification of Embodiment 1 and is shown in FIGS. 6 to 8 (the same reference numerals are used for substantially the same elements as those in Embodiment 1). Exist). Explaining the difference from the first embodiment, the arm 29 extends from the wheel support 21 to the rear position of the rear wheel 5. The extending arm 29 is provided integrally with the wheel support 21. A shock absorber 13 is arranged between the extended arm 29 and the upper portion of the tire house 14 at the rear position of the rear wheel 5. The structures of the attachment points of the upper end of the shock absorber 13 to the vehicle body and the attachment points of the lower end to the extended arm are substantially the same as those of the first embodiment.

Therefore, in the case of this example, since the shock absorber 13 is provided behind the rear wheel 5, the dimension in the front-rear direction of the tire house 14 becomes longer toward the rear, but the inside of the rear wheel 5 has a shock. Since it is not necessary to secure a space for disposing the absorber 13, the dimension of the tire house 14 in the vehicle width direction can be shortened, and the vehicle compartment space can be widened accordingly.

<Embodiment 3> This embodiment is also a modification of Embodiment 1 and is shown in FIGS. 9 and 10 (the same reference numerals are used for substantially the same elements as those in Embodiment 1). Exist). Explaining the difference from the first embodiment, the bracket 3 is located at the front position of the rear wheel 5 with respect to the intermediate portion of the trailing arm 11.
0 is extended. A shock absorber 13 is arranged between the bracket 30 and the upper part of the tire house 14 at the front position of the rear wheel 5. The structures of the attachment points of the upper end of the shock absorber 13 to the vehicle body and the attachment points of the lower end to the bracket 30 are substantially the same as those of the first embodiment.

Therefore, in the case of this example, since the shock absorber 13 is arranged in front of the rear wheel 5, the dimension in the front-rear direction of the tire house 14 becomes longer in the front direction, but for the same reason as in the second embodiment. The vehicle compartment space can be widened.

<Embodiment 4> This embodiment is shown in FIGS. 11 and 12 (substantially the same elements as those in Embodiment 1 are designated by the same reference numerals), and the trailing arm 31 provides camber rigidity. Is an example of ensuring.

That is, the trailing arm 31 is composed of the first arm member 32 on the front side and the second arm member 33 on the rear side. One point of the front end of the first arm member 32 is connected to the side frame 17, and a swing shaft 34a is connected by a rubber bush 34 arranged in the vehicle body width direction. The front end of the second arm member 33 has the first
A swing shaft 35a is rotatably connected to a rear end of the arm member 32 via a hinge 35 arranged in the vertical direction,
A wheel support 21 is integrally provided at the rear end.

The swing shaft of the rubber bush 34 at the front end of the first arm member 32 is arranged in the vehicle width direction.
The rubber bush 34 is formed to be long in the width direction of the vehicle body in order to regulate the rotational movement of the rear wheel 5 around the longitudinal axis and to make the regulation effective.

Therefore, in this embodiment, the camber rigidity of the rear wheel 5 is ensured by the trailing arm 31, and it is not necessary to separately provide an up lateral link as in the previous embodiment, and a wide vehicle compartment space is provided. Can be formed. Further, since the second arm member 33 of the trailing arm 31 is connected to the rear end of the first arm member 32 via the swing shaft in the vertical direction, the rear wheel 5 is straight in the vehicle width direction. Movement is not restricted, lateral rigidity is ensured by the lateral link 12, and the lateral link 12 functions as a camber control.

Further, since the second arm member 33 can swing in the vehicle width direction, geometrical interference between the trailing arm 31 and the lateral link 12 at the time of bumping the rear wheel 5 can be avoided. At the same time, toe change will be allowed.

<Embodiment 5> This embodiment is a modification of Embodiment 4 described above, and only the essential parts are shown in FIG. 13 (Embodiment 1).
The same reference numerals are used for elements that are substantially the same as the ones).

That is, the trailing arm 41 of the present example.
Is formed of a thin metal plate whose plate surface is provided vertically and is long in the front-rear direction of the vehicle body. The front end of the trailing arm 41 is fixed to the rubber bush 34 in which the swing shaft similar to that of the fourth embodiment is arranged in the vehicle body width direction, and the rear end is fixed to the wheel support 21. As a result, the trailing arm 41 can be curved and displaced more largely in the vehicle body width direction than in the front portion with respect to the rubber bush 34 as the reference.

Therefore, in the case of the present embodiment, since the trailing arm 41 is bendable, it does not restrain the linear movement of the rear wheel 5 in the vehicle width direction, and the lateral rigidity has the lateral link 12 as in the fourth embodiment. Reserved and the lateral link 12 plays a role of camber control. And
By bending the trailing arm 41 at the time of bumping, geometrical interference between the trailing arm 41 and the lateral link 12 is avoided, and a toe change is allowed.

As shown by the chain line in FIG. 13, the rubber bush 34 is arranged in the vehicle width direction by inclining the swing shaft 34a so that the inner end is located rearward with respect to the outer end. Good. In this way, during bumping, the trailing arm 41 rotates upward while moving the wheel support 21 in the vehicle body width direction like the lateral link 12, and the geometry of the trailing arm 41 and the lateral link 12 is increased. It is more advantageous in avoiding physical interference. Further, the inclination of the swing shaft 34a also serves to control the toe of the rear wheel 5. Such a tilted arrangement of the swing shaft can be similarly adopted in the fourth embodiment described above. Further, also in Examples 1 to 3, camber control or toe control can be performed by inclining the swing shaft at the lower end of the shock absorber forward or backward or up and down.

[Brief description of drawings]

FIG. 1 is a plan view showing a schematic configuration of an automobile.

FIG. 2 is a schematic rear view of the rear suspension.

FIG. 3 is a side view of the rear suspension according to the first embodiment.

FIG. 4 is a rear view of the rear suspension of the same example.

FIG. 5 is a plan view of the rear suspension of the same example.

FIG. 6 is a side view of the rear suspension according to the second embodiment.

FIG. 7 is a rear view of the rear suspension of the same example.

FIG. 8 is a plan view of the rear suspension of the same example.

FIG. 9 is a side view of the rear suspension according to the third embodiment.

FIG. 10 is a plan view of the rear suspension of the same example.

FIG. 11 is a side view of the rear suspension according to the fourth embodiment.

FIG. 12 is a plan view of the rear suspension of the same example.

FIG. 13 is a plan view of a rear suspension according to a fifth embodiment.

[Explanation of symbols]

 1 Car 5 Rear Wheel 6 Rear Suspension 11, 31, 41 Trailing Arm 12 Lateral Link 13 Shock Absorber (Shocker) 14 Tire House 15 Suspension Cross Member 16 Cabin Floor 21 Wheel Support 27 Joints 27a, 34a Swing Axis 29 Extension Installed arm (extended part) 30 Bracket (extended part) 32 First arm member 33 Second arm member 34 Rubber bush 35 Hinge

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Takao Imada 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (6)

[Claims] 1. A trailing arm having a front end pivotally attached to a vehicle body and a rear end integrally provided with a wheel support for rotatably supporting a rear wheel of an automobile, and an inner end pivotally attached to the vehicle body and an outer end thereof. A lateral link pivotally attached to the trailing arm or the wheel support, an upper end connected to the vehicle body, and a lower end to the wheel support so that the swing axis controls the rotational movement of the rear wheel around the longitudinal axis of the vehicle body. And a shock absorber that is rotatably connected around the swing axis. 2. The shock absorber, in front of the rear wheel, has an upper end connected to a vehicle body and a lower end connected to an extension portion extending from the trailing arm to the front of the rear wheel. The rear suspension described in 1. 3. The shock absorber according to claim 1, wherein an upper end is connected to a vehicle body behind the rear wheel, and a lower end is connected to an extending portion extending from the wheel support to the rear of the rear wheel. Rear suspension described in. 4. A first arm member in which a swing shaft is arranged in the width direction of the vehicle body so that a front end restricts a rotational movement of a rear wheel around the longitudinal axis of the vehicle body, and the swing arm is rotatably connected around the swing shaft. And a front end is rotatably connected to a rear end of the first arm member via a vertical swing shaft, and a wheel support for rotatably supporting a rear wheel of an automobile is integrally provided at a rear end of the second arm member. A rear suspension comprising: a trailing arm including an arm member; and a lateral link having an inner end pivotally attached to a vehicle body and an outer end pivotally attached to the wheel support. 5. A swing shaft is arranged in the width direction of the vehicle body so that the front end restricts the rotational movement of the rear wheel around the longitudinal axis of the vehicle body, and the swing shaft is rotatably connected around the swing shaft. A wheel support that rotatably supports the rear wheel is integrally provided, and a trailing arm that is formed so as to be curved so as to be displaced more in the vehicle body width direction than the front part toward the rear part with the front end as a reference, A rear suspension having an inner end pivotally attached to a vehicle body and an outer end pivotally attached to the wheel support. 6. The rear suspension according to claim 5, wherein the swing shaft is arranged in the vehicle body width direction so that the inner end is inclined rearward or downward with respect to the outer end.