JPH08197921A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE: To secure the layout space of other components such as a fuel tank and an exhaust system in a suspension device for a vehicle supporting a wheel carrier by plural arms. CONSTITUTION: A wheel carrier 11 is supported by at least one A-arm 12, and I-arm type toe control arm 13 and upper arm 14. The body fitting side end part 23 of the A-arm 12 is extended frontward of a vehicle so as to be fitted to a body. The body fitting position of the body fitting side other end part 24 of the A-arm 12, and the body side fitting positions of the respective linear arms 13, 14 are intensively disposed in the rear position of an axle and in proximity to one another from the top view.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system,
In particular, the present invention relates to a suspension system for a vehicle that supports a wheel carrier by a plurality of arms.

[0002]

2. Description of the Related Art Generally, a vehicle suspension system (suspension) is provided with various structures. In recent years, a double wishbone suspension system and a multi-link suspension system, which are advantageous in improving the degree of freedom in design, have been proposed. It is becoming more popular.

For example, there is a double wishbone type suspension disclosed in Japanese Patent Laid-Open No. 2-249712. FIG. 31 shows the suspension disclosed in the publication. The double wishbone suspension disclosed in the publication is located above the axle X of the wheel 3 of the wheel carrier 2 that supports the drive shaft 1, and is located at the end 4 of the upper arm 4 of A type or V type.
a is swingably connected, and ends 5a of the lower arms 5 and 6 are provided at predetermined positions of the wheel carrier 2 which are spaced downward from the upper arm 4 and deviated from the axles X of the wheels 3. 6a is swingably connected. Further, one end 7a of the radius rod 7 is connected to the wheel carrier 2, and the radius rod 7 is arranged so as to extend in an oblique direction with respect to the vehicle body.

Further, an upper end portion of the shock absorber 8 is connected to the vehicle body, and the shock absorber 8 is connected.
A coil spring 9 is provided so as to surround the coil spring. Further, the lower end of the shock absorber 8 is swingably connected to the lower arm 5, and is arranged at the inner ends 4b, 4c of the upper arm 4 and the other end 7b of the radius rod 7, respectively. The elastic bush is configured to absorb the change in the initial alignment caused by the reaction force of the coil spring 9.

[0005]

However, in the suspension configured as described above, the arms 4 to 7 are arranged in a wide range in order to secure rigidity in the front-rear direction, the lateral direction, and the rotational direction. It is said that. Specifically, as shown in FIG. 31, the arms 4 to 6 are arranged on the vehicle body side (upward side in the drawing) and on the rear side (downward side in the drawing) across the axle X in a plan view. It is said to have been constructed.

As described above, in the suspension having the conventional structure, the positions of the arms 4 to 6 are wide, so that the space occupied by the suspension in the vehicle becomes large, which causes the positions of the components other than the suspension to be arranged. Was regulated. That is, for example, when this suspension is used as a rear suspension, there is a problem that a space portion from the lower side of the rear seat to the rear axle is reduced, and as a result, a space for disposing the fuel tank and the exhaust system is insufficient.

The present invention has been made in view of the above points, and by arranging the arms constituting the suspension device collectively in a relatively small space while ensuring a predetermined rigidity, the fuel tank and the exhaust gas are exhausted. An object of the present invention is to provide a vehicle suspension system that can secure a space for disposing other components such as a system.

[0008]

In order to solve the above problems, the present invention is characterized by taking the following means. According to the invention of claim 1, the wheel carrier is supported by at least one A arm and at least two linear arms, and one end of the A arm on the vehicle body mounting side extends toward the front of the vehicle. In addition to being mounted on the vehicle body, the position where the other end of the A arm on the vehicle body mounting side is mounted on the vehicle body and the vehicle body side mounting position of each of the linear arms are collectively arranged at the rear position of the axle, In a plan view, the other end of the A arm on the vehicle body mounting side and the vehicle body side mounting position of each linear arm are mounted at positions close to each other.

According to a second aspect of the present invention, in the vehicle suspension device according to the first aspect, the above-mentioned A is seen in a side view.
An end portion of the arm on the wheel carrier side is arranged at a lower position of the wheel carrier, an end portion of the linear arm on the wheel carrier side is arranged at an upper position of the wheel carrier, and the A arm is constituted. One of the rods and any one of the linear arms is connected by a connecting rod.

According to a third aspect of the present invention, in the vehicle suspension system according to the first aspect, a connecting rod for connecting between any one of the A arm or the linear arm and the wheel carrier. And the carrier-side mounting position and the arm-side mounting position of the connecting rod are positioned above and below the axle of the wheel mounted on the wheel carrier.

Further, in the invention according to claim 4, the first and second A arms are respectively arranged so as to be vertically positioned with the center of the axle of the wheel mounted on the wheel carrier in a side view, and at least 1. The linear carrier of the book supports the wheel carrier, and the wheel carrier side end portion of the top of the first A arm is connected to the wheel carrier and constitutes the first A arm. The one end of the bifurcated rod on the vehicle body mounting side extends forward of the vehicle and is mounted on the vehicle body.
The position where the other end of the A arm on the vehicle body mounting side is mounted to the vehicle body and the position where the linear arm is mounted on the vehicle body side are collectively arranged at the rear position of the axle, and the A arm is mounted on the vehicle body in plan view. The other side end and the vehicle body side mounting position of the linear arm are configured to be close to each other, and the second A
A structure in which the vehicle body side mounting end portion located at the apex of the arm is mounted on the vehicle body, and the wheel carrier side mounting end portion of the forked rod forming the second A arm is mounted on the wheel carrier at two locations. It is characterized by that.

Further, in the fifth aspect of the invention, in the vehicle suspension system according to the second aspect, a line connecting the axis of the connecting rod and the vehicle body side attachment point of the A-arm is seen in a plan view. It is characterized by being configured to be substantially parallel.

[0013]

The above-mentioned means operate as follows. According to the first aspect of the present invention, except for one end portion of the A-arm extending toward the front of the vehicle on the vehicle body mounting side, the other vehicle arm mounting side end portions are collectively and closely located to the rear position of the axle. Since it is attached to the vehicle, the constituent elements of the vehicle suspension system are not arranged on the front side of the axle. Therefore, it is possible to secure a wide space on the front side of the axle.

According to the second aspect of the invention, the connecting rod is arranged between the A arm arranged at the lower position of the wheel carrier and the linear arm arranged at the upper position of the wheel carrier. Set up. That is, since the connecting rod is arranged between the arms arranged above and below the wheel carrier in a side view, the rigidity with respect to the braking force and the driving force (the rotation direction of the wheel) can be secured.

According to the third aspect of the present invention, either the A arm or the linear arm is connected to the wheel carrier by a connecting rod, and
Since the carrier-side mounting position and the arm-side mounting position of the connecting rod are configured to be located above and below the axle, the rigidity between the arms connected by the connecting rod can be increased. It has the function of increasing the rigidity with respect to the driving force (wheel rotation direction).

According to the invention described in claim 4, the first
The second A-arm is arranged in a direction opposite to each other between the wheel carrier and the vehicle body in a plan view, and is attached in a state in which the mounting position is vertically separated from the axle. . Therefore, the wheel carrier is supported at three points, that is, the wheel carrier side end of the first A arm and the two wheel carrier side mounting ends of the second A arm, and each A arm is rigid. Therefore, the rigidity against the braking force can be secured without using the connecting rod.

Further, except for one end portion of the first A arm extending toward the front of the vehicle on the vehicle body mounting side, the other vehicle arm mounting side end portions are attached to a position rearwardly of the axle in a centralized manner. Therefore, the constituent elements of the vehicle suspension device are not arranged on the front side of the axle. Therefore, it is possible to secure a wide space on the front side of the axle.

Further, according to the invention of claim 5, in plan view, the axis of the connecting rod and the line connecting the attachment points of the A-arm on the vehicle body side are substantially parallel to each other. The amount of vertical movement of the connecting point between the A-arm and the connecting rod at the time of bound / rebound is approximately the same as the amount of vertical movement of the connecting point between the linear arm and the connecting rod. The vertical fluctuation of the instantaneous center of the suspension can be reduced and the anti-squat rate can be improved.

[0019]

Next, an embodiment of the present invention will be described with reference to the drawings. 1 to 3 are configuration diagrams showing a vehicle suspension device 10 according to a first embodiment of the present invention. 1 is a perspective view of a vehicle suspension device 10, FIG. 2 is a plan view of the vehicle suspension device 10, and FIG. 3 is a side view of the vehicle suspension device 10. In the following description, a configuration in which the vehicle suspension device 10 is used as a rear suspension of a front engine front drive (FF) type vehicle will be described as an example.

The vehicle suspension system 10 according to this embodiment includes a wheel carrier 11, an A arm 12, a toe control arm 13, an upper arm 14, and a connecting rod 15.
And the like. The wheel carrier 11 (shown in satin) is assembled with the wheel 20 and a brake mechanism (not shown), and the wheel 20 is supported by the wheel carrier 11.

The A arm 12 functions as a lower arm, and is provided at a lower position with respect to the axle X of the wheel 16 (indicated by a chain line in FIG. 2 and indicated by a circle in FIG. 3). The A-arm 12 is basically composed of three substantially linear rods 16 to 18, and the rod 17 is provided with a sub rod 19 for connecting with a connecting rod 15 described later.

Two rods 1 constituting the A arm 12
One end of each of 6 and 17 is connected and integrated on the wheel carrier 11 side to form a wheel carrier mounting end 21.
In addition, the rods 16 and 17 are bifurcated around the wheel carrier mounting side end portion 21 and the vehicle body 22 side end portions form vehicle body mounting side end portions 23 and 24.

A rod 18 is arranged between the bifurcated rods 16 and 17, so that each of the rods 16 to 18 has an A-shape as a whole. Further, among the rods 16 and 17, the rod 16 located on the front side of the vehicle body (the left side in FIGS. 2 and 3 is the front side) is configured to extend relatively long in front of the vehicle.

Further, the wheel carrier mounting side end portion 21
Is provided with a joint 25 having three degrees of freedom in the rotation direction.
Is attached to the wheel carrier 11. On the other hand, joints 26 and 27 having three degrees of freedom in the rotational direction are also arranged at the vehicle body mounting side end portions 23 and 24, respectively, and the A arm 12 is mounted to the vehicle body 22 via these joints 26 and 27. It has been configured. The A-arm 12 configured as described above has a function of receiving a load in the front-rear direction and a load in the lateral direction with respect to the axle X.

The toe control arm 13 is a so-called I-arm having a linear shape, and mainly has a function of controlling the toe of the wheel 20. The toe control arm 13 is arranged behind the A arm 12 (the right side in FIGS. 2 and 3 is the rear).

A joint 28 having three degrees of freedom in the direction of rotation is arranged at the end of the toe control arm 13 on the wheel carrier side, and the toe control arm 13 is attached to the wheel carrier 11 via this joint 28. ing. Also, toe control arm 1
A joint 29 having three degrees of freedom in the rotation direction is also arranged at the end of the vehicle body 22 on the side of the vehicle body 22, and the toe control arm 13 is attached to the vehicle body 22 via this joint 29.

In the structure of the toe control arm 13 described above, it is not necessary for the rotary motion on the straight line connecting the joints 28 and 29 to have a degree of freedom in the joints. Even if the degree of freedom is set such that rotation around the axis connecting the two points is not allowed, no inconvenience occurs.

The upper arm 14 is arranged so as to be located above the axle X in a side view. The upper arm 14 is also a so-called I-arm having a linear shape, and has a function of receiving a load in the front-rear direction and a load in the lateral direction, like the A-arm 12 described above. Also, the upper arm 1
A joint 30 having three degrees of freedom in the rotation direction is arranged at the end of the wheel carrier 4 on the wheel carrier side, and the upper arm 14 is attached to the wheel carrier 11 via this joint 30.

A joint 31 having three degrees of freedom in the rotational direction is also arranged at the end of the upper arm 14 on the vehicle body 22 side, and the upper arm 14 is attached to the vehicle body 22 via this joint 31. ing. Further, a connecting rod 1 described later is provided at a predetermined position of the upper arm 14.
A joint 32 to which 5 is connected is arranged.

In the structure of the upper arm 14, when the joints 30, 32, 31 are aligned, one of the joints 30, 31 is used for the same reason as described for the toe control arm 13. The degree of freedom may be set such that rotation around the axis connecting the two points is not allowed.

The connecting rod 15 is a so-called I-arm having a linear shape, and is arranged between the sub-rod 19 provided on the A-arm 12 and the upper arm 14. One end 33 of the connecting rod 15 is attached to a joint 35 arranged in the sub rod 19 and having three degrees of freedom in the rotational direction, and the other end 34 of the connecting rod 15 is a joint 32 formed in the upper arm 14. (It has three degrees of freedom in the direction of rotation). For the same reason as described above, the degree of freedom of one of the joints 32 and 35 may be set to a state in which rotation about the axis connecting the joints 32 and 35 is not permitted.

As described above, the A arm 12 is located below the axle X, and the upper arm 14 is located below the axle X.
Which are located above the arms 12, 14
By connecting the wheels with the connecting rod 15, the rigidity with respect to the braking force (the rotation direction of the wheel) can be increased.

Here, each of the arms 12 to 14 and the connecting rod 15 which constitute the suspension device 10 for a vehicle having the above structure.
Pay attention to the placement position of. The vehicle suspension device 10 according to the present embodiment includes the other arms 12 to 12 except the vehicle body mounting side end portion 23 of the A arm 12 that extends in the vehicle front as described above.
A joint 27 disposed at the end of the vehicle body mounting side of 14,
29 and 31 are configured to be attached to positions rearward of the axle X in a centralized manner and close to each other. Further, the A-arm 12, excluding the rod 16, the arms 13, 14 and the connecting rod 15 are each configured to extend to the rear position of the axle X.

Therefore, the components of the vehicle suspension system 10 are not provided on the front side of the axle X except the rod 16. Further, as shown in FIG. 2, the rod 16 is configured to extend forward of the vehicle at an angle close to a right angle with respect to the axle X. Therefore, the rod 16, the arms 12 to 14 and the connecting rod 15 excluding the rod 16 are provided.
Has a substantially V-shape that is wide open in plan view, and a wide space can be secured in front of the axle X.

Since it is possible to secure a large space on the front side of the axle X in this manner, a hatched portion in FIGS. 20 and 21 is formed as a new space portion in the vehicle as compared with the conventional case. This makes it possible to increase the degree of freedom with respect to the setting positions of the fuel tank and the exhaust system, for example. 20 and 21, 36 is a fuel tank, 37 is a vehicle body frame, 38 is a body, and 39 is a rear seat.

FIGS. 4 to 6 are views showing a first modification of the vehicle suspension system 10 according to the first embodiment described above.
FIG. 4 is a perspective view of a vehicle suspension device 10A according to a first modification, and FIG. 5 is a plan view of the vehicle suspension device 10A.
FIG. 6 is a side view of the vehicle suspension device 10A. In each figure, the same components as those shown in FIGS. 1 to 3 are designated by the same reference numerals and the description thereof will be omitted.

In the vehicle suspension device 10 described above,
The sub-rod 19 is provided on the rod 17 that constitutes the A-arm 12, and one end of the connecting rod 15 is attached to the sub-rod 19, so that the A-arm 12 and the upper arm 1
4 is connected. This modification is characterized in that the sub-rod 40 is provided on the rod 16 that constitutes the A-arm 12, and one end of the connecting rod 15 is attached to the sub-rod 40 to connect the A-arm 12 and the upper arm 14. Is. Like this modification,
The mounting position of the A arm 12 of the connecting rod 15 is the rod 1
However, the configuration provided on the rod 16 can achieve the same effect as that of the vehicle suspension device 10 described with reference to FIGS. 1 to 3.

In the vehicle suspension system 10 described above, the A-arm 12 is used as the lower arm, and the upper arm 14 is arranged above the A-arm 12 in the upper direction of the axle X. As shown in the second modified example of the present embodiment), the A arm 12 and the upper arm 14 are arranged upside down with respect to the axle X so that the A arm 12 is used as an upper arm. The arm 41 may be used as a lower arm.

Further, as shown in FIG. 8 (which shows a third modification of the present embodiment), in the vehicle suspension system 10A described with reference to FIGS. 4 to 6, the A arm 12 and the upper arm 14 are provided. The configuration may be such that they are arranged upside down. In this way, the A arm 12 and the upper arm 14
Axle X even if the configuration is upside down around the axle X
A space can be secured in front of.

Next, a second embodiment of the present invention will be described. 9 to 11 are configuration diagrams showing a vehicle suspension device 50 according to a second embodiment of the present invention. 9 is a perspective view of the vehicle suspension device 50, and FIG. 10 is a vehicle suspension device 50.
FIG. 11 is a plan view of FIG. 11, and FIG. 11 is a side view of the vehicle suspension device 50. In the following description, the same components as those of the vehicle suspension device 10 according to the first embodiment described with reference to FIGS. 1 to 3 are designated by the same reference numerals and the description thereof will be omitted.

The vehicle suspension device 50 according to the present embodiment comprises a wheel carrier 11, an A arm 12, a toe control arm 13, an upper arm 14, and a connecting rod 51 which is a main part of the present embodiment. . The A arm 12 functions as a lower arm, and the wheel 1
6 is provided at a lower position with respect to the axle X. The A-arm 12 is basically composed of three substantially linear rods 16 to 16.
The rod 17 is provided with a sub rod 19 for connecting with a connecting rod 51 described later.

The connecting rod 51 is a so-called I arm having a linear shape, and is arranged between the sub rod 19 provided on the A arm 12 and the wheel carrier 11. The A-arm side attachment end of the connecting rod 51 is attached to a joint 52 provided in the sub rod 19 and having three degrees of freedom in the rotational direction, and the wheel carrier side end of the connecting rod 51 is arranged on the wheel carrier 11. It is attached to an installed joint 53 (having three degrees of freedom in the rotation direction).

The arm side attachment position where the connecting rod 51 is attached to the joint 52 provided on the sub rod 19 is set to a lower position with respect to the axle X, and the connecting rod 51 is arranged on the wheel carrier 11. The wheel carrier side mounting position to be mounted on the installed joint 53 is set to an upper position with respect to the axle X. Therefore, the connecting rod 51 is configured such that the arm-side mounting position and the wheel-carrier-side mounting position are located above and below the axle X of the wheel 20 (detailed in FIG. 11).

Of the joints 52 and 53 described above,
The degree of freedom of one joint may be two degrees of freedom, as described above. As described above, by connecting the A-arm 12 that receives the longitudinal load and the lateral load and the wheel carrier 11 with the connecting rod 51, the wheel carrier 11 is supported by the A-arm 12 at the lower position of the axle X. In addition, since the wheel carrier 11 is supported by the upper arm 14 and the connecting rod 51 at a position above the axle X, it is possible to increase the rigidity particularly against braking force and driving force (wheel rotating direction).

Here, each of the arms 12 to 14 and the connecting rod 51 which constitute the vehicle suspension device 50 having the above-mentioned configuration.
Pay attention to the placement position of. Also in the vehicle suspension device 50 according to the present embodiment, the vehicle-mounted end portions 26 of the other arms 12 to 14 are arranged at the vehicle-mounted side end portions of the other arms 12 to 14 except for the A-arm 12 end portion 26 of the vehicle body that extends toward the front of the vehicle. Joints 27, 29,
Reference numeral 31 is configured to be attached to a position rearward of the axle X in a centralized manner and close to the rear position. The A-arm 12, excluding the rod 16, the arms 13, 14 and the connecting rod 51 are each configured to extend to the rear position of the axle X.

Therefore, the components of the vehicle suspension system 50 are not provided on the front side of the axle X except the rod 16. Further, as shown in FIG. 10, the rod 16 extends forward of the vehicle at an angle close to a right angle with respect to the axle X. Therefore, the rod 16, the arms 12 to 14 other than the rod 16, and the connecting rod 5
1 has a substantially V-shape that is wide open in plan view, and it is possible to secure a large space in front of the axle X.

As described above, even if the connecting rod 51 is arranged so as to extend in the vertical position with the axle X interposed therebetween to improve the rigidity during braking or driving, a wide space is provided in front of the axle X. It is possible to secure the space, and it is possible to form a wide space in the vehicle.

12 to 14 are views showing a first modification of the vehicle suspension system 50 according to the second embodiment described above. FIG. 12 is a vehicle suspension device 50A according to a second modification.
13 is a plan view of the vehicle suspension device 50A, and FIG. 14 is a side view of the vehicle suspension device 50A. In each figure, the same components as those shown in FIGS. 9 to 11 are designated by the same reference numerals and the description thereof will be omitted.

In the vehicle suspension device 50 described above,
The wheel carrier 1 is provided by providing the sub rod 19 on the rod 17 constituting the A arm 12 and attaching the arm side attachment end of the connecting rod 51 to the sub rod 19.
The connecting rod 51 is arranged between the No. 1 and the A arm 12.

In this modification, the sub rod 54 is provided on the rod 16 which constitutes the A arm 12, and the sub rod 54
The arm-side attachment end of the connecting rod 51 is attached to the. As in this modification, the attachment position of the A arm 12 of the connecting rod 51 is not limited to the rod 17, and the vehicle suspension device described with reference to FIGS. The same effect as 10 can be realized.

At this time, by appropriately setting the length and direction of the sub rod 54, the extending position of the connecting rod 51 can be made substantially parallel to the rod 16 of the A arm 12, and thus the arm of the connecting rod 51. Even if the side attachment end is connected to the sub rod 54 provided on the rod 16, the space formed inside the vehicle body 22 by the connecting rod 51 does not become narrow (see FIG. 13).

FIG. 15 is a diagram showing a second modification of the second embodiment. In the above-described vehicle suspension device 50, the A arm 12 is used as the lower arm, and the upper arm 14 is arranged in the upper direction of the axle X with respect to the A arm 12. However, as shown in FIG. By disposing the A arm 12 and the upper arm 14 upside down with respect to the axle X, the A arm 12 may be used as the upper arm and the arm 41 may be used as the lower arm. Also in this configuration, the connecting rod 5
1 is arranged so that the arm-side mounting position and the wheel carrier-side mounting position are located above and below the axle X of the wheel 20.

FIG. 16 is a diagram showing a third modification of the second embodiment. In this modification, as shown in FIG. 16, in the vehicle suspension device 50A according to the first modification described with reference to FIGS. 12 to 14, the A arm 12 and the upper arm 14 are arranged upside down. It is said to have been constructed. In this way, the A arm 12 and the upper arm 1
Even if 4 is configured upside down about the axle X, the axle X
It is possible to form a space portion in front of, and to improve rigidity against braking force and driving force.

17 to 19 are configuration diagrams showing a vehicle suspension system 60 according to a third embodiment of the present invention. 17 is a perspective view of the vehicle suspension device 60, FIG. 18 is a plan view of the vehicle suspension device 60, and FIG. 19 is a vehicle suspension device 6.
It is a side view of 0. In the following description, the same components as those of the vehicle suspension device 10 according to the first embodiment described above are designated by the same reference numerals and the description thereof will be omitted.

The vehicle suspension system 60 according to this embodiment includes a wheel carrier 11, a first A arm 12, a toe control arm 13, and a second A which is an essential part of this embodiment.
It is composed of an arm 61 and the like. First A arm 1
The reference numeral 2 functions as a lower arm, and is provided at a lower position with respect to the axle X of the wheel 16. This first A
The arm 12 is basically composed of three substantially linear rods 16.
To 18 and is configured to have an A-shape as a whole. Then, the first A arm 12
A joint 25 having three degrees of freedom in the direction of rotation is arranged at the end of the wheel carrier mounting side of the first A arm 12 is mounted to the wheel carrier 11 via this joint 25. ing. Further, joints 26 and 27 having three degrees of freedom in the rotational direction are also arranged at the vehicle body mounting side end portions of the first A-arm 12, and the A-arm 12 is connected through the joints 26 and 27.
Is attached to the vehicle body 22. The A-arm 12 configured as described above has a function of receiving a load in the front-rear direction and a load in the lateral direction with respect to the axle X.

On the other hand, the second A arm 61 functions as an upper arm and is provided at a position above the axle X of the wheel 20. This second A arm 61
Is basically composed of three substantially linear rods 62 to 64. Of these, one ends of the two rods 62 and 63 forming the second A-arm 61 are connected and integrated on the vehicle body 22 side to form a vehicle body mounting side end portion 65, and The rods 62 and 63 are bifurcated around the side end portion 65, and the wheel carrier 11
The respective end portions on the side are wheel carrier mounting side end portions 66, 67.
To form.

Further, a rod 64 is arranged between the bifurcated rod 62 and the rod 63, so that each of the rods 62 to 64 has an A-shaped configuration as a whole. Further, a joint 68 having three degrees of freedom in the rotational direction is provided at the vehicle body mounting side end portion 65, and the second A arm 61 is attached to the vehicle body 22 via this joint 68. ing.

On the other hand, the wheel carrier mounting end 6
Joints 69 and 70 having three degrees of freedom in the rotation direction are also arranged in 6 and 67, respectively.
The second A-arm 61 via the wheel carrier 1
It is configured to be attached to 1. The second A-arm 61 configured as described above has a function of receiving a front-rear load and a lateral load on the axle X.

Here, attention is paid to the positions where the arms 12, 13, 61 that constitute the vehicle suspension device 60 having the above-described configuration are arranged. The vehicle suspension system 60 according to the present embodiment is provided with the other arms 12, 13, 61 except for the vehicle body mounting side end of the first A arm 12 extending to the front of the vehicle as described above.
Joints 27, 2 arranged at the end of the vehicle body mounting side
The reference numerals 9 and 68 are attached to the rearward position of the axle X collectively and close to each other. Also, rod 1
The first A-arm 12, the toe control arm 13, and the second A-arm 61 other than 6 are configured to extend to the rear position of the axle X, respectively.

Therefore, the components of the vehicle suspension system 60 are not arranged on the front side of the axle X except the rod 16. Further, the rod 16 is configured to extend forward of the vehicle at an angle close to a right angle with respect to the axle X as shown in FIG. Therefore, the rod 16 and the arms 12, 13, 61 excluding the rod 16 have a substantially V-shape that is wide open in plan view.
It is possible to secure a large space on the front side of.

Further, the vehicle suspension device 60 according to the present embodiment.
Then, the first and second A arms 12, 61 are in the opposite directions between the wheel carrier 11 and the vehicle body 22 in a plan view, and the mounting position is separated into the upper and lower positions with respect to the axle X. It is configured to be arranged in.

For this reason, the wheel carrier 11 is supported at three points, that is, the wheel carrier side end of the first A arm 12 and the two wheel carrier side mounting ends of the second A arm 61, and Since each of the A arms 12 and 61 has a high rigidity, the rigidity with respect to the braking force and the driving force can be secured without using the connecting rod which is required in the other embodiments described above.

Next, a fourth embodiment of the present invention will be described. 22 to 24 are configuration diagrams showing a vehicle suspension system 80 according to a fourth embodiment of the present invention, which is applied to a rear suspension of a rear wheel drive vehicle such as a front engine rear drive. 22 is a perspective view of the vehicle suspension system 80, and FIG. 23 is a plan view of the vehicle suspension system 80.
FIG. 24 is a side view of the vehicle suspension device 80. In the following description, the same components as those of the vehicle suspension device 10 according to the first embodiment described with reference to FIGS. 1 to 3 are designated by the same reference numerals.

The vehicle suspension system 80 according to this embodiment also includes a wheel carrier 11, an A arm 12, a toe control arm 13, an upper arm 14, and a connecting rod 15.
And the like. The wheel carrier 11 (shown in satin) is assembled with the wheel 20 and a brake mechanism (not shown), and the wheel 20 is supported by the wheel carrier 11.

The A-arm 12 functions as a lower arm, and is composed of three substantially linear rods 16-18. Further, the rod 17 is provided with a sub rod 19 for connecting with a connecting rod 15 described later. Two rods 16 and 17 forming the A arm 12
The end of the wheel carrier 11 side is integrated,
A joint 25 having three degrees of freedom in the rotation direction is arranged. The A arm 12 is attached to the wheel carrier 11 via a joint 25.

In the A-arm 12, each rod 16, 17 is bifurcated around the joint 25, and each end of each rod 16, 17 on the vehicle body 22 side has three degrees of freedom in the direction of rotation. Joints 26 and 27 are provided. A-arm 12 through the joints 26 and 27
Is attached to the vehicle body 22.

Further, the rod 18 is disposed between the bifurcated rod 16 and the rod 17, so that each of the rods 16 to 18 has an A-shaped configuration as a whole. The A-arm 12 configured as described above has a function of receiving front-rear load and lateral load applied to the wheels 20.

The toe control arm 13 is a so-called I-arm having a linear shape, and a joint 28 having three degrees of freedom in the rotation direction is arranged at the end portion on the wheel carrier side. The arm 13 is attached to the wheel carrier 11. Further, a joint 29 having three degrees of freedom in the rotation direction is also arranged at the end of the toe control arm 13 on the vehicle body 22 side, and the toe control arm 13 is attached to the vehicle body 22 via this joint 29. .

The upper arm 14 is provided with a joint 30 having three degrees of freedom in the rotation direction at the end portion on the wheel carrier side, and the upper arm 14 is attached to the wheel carrier 11 via this joint 30. . Further, a joint 31 having three degrees of freedom in the rotation direction is also arranged at the end of the upper arm 14 on the vehicle body 22 side.
Reference numeral 4 is attached to the vehicle body 22. Further, a joint 32 to which a connecting rod 15 to be described later is connected is arranged at a predetermined position of the upper arm 14.

The connecting rod 15 is a so-called I arm having a linear shape, and is arranged between the sub rod 19 provided on the A arm 12 and the upper arm 14. One end 33 of the connecting rod 15 is attached to a joint 35 arranged in the sub rod 19 and having three degrees of freedom in the rotational direction, and the other end 34 of the connecting rod 15 is a joint 32 formed in the upper arm 14. (It has three degrees of freedom in the direction of rotation).

Here, attention is paid to the arrangement positions of the A-arm 12 and the connecting rod 15 which constitute the vehicle suspension system 80 having the above-mentioned configuration. Vehicle suspension device 80 according to the present embodiment
22 and 23, the A-arm 12
And an axis line connecting the joints 26 and 27 arranged at each end portion on the vehicle body 22 side of each rod 16 and 17 constituting the above (a chain line indicated by arrow A in the figure) and an axis line of the connecting rod 15 (in the figure, The alternate long and short dash line indicated by the arrow B) is configured to be substantially parallel in a plan view.

As described above, in order to configure the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 to be substantially parallel to each other, the joint 32 is the joint 3 in plan view.
When the vehicle is located in front of the vehicle 5, the joint 32 may be disposed outside the vehicle as compared with the joint 35 as shown in FIGS. 22 to 24.

As described above, when the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel to each other, when the wheel 20 bounces and rebounds,
The vertical movement amount of the joint 35, which is the connecting point between the A arm 12 and the connecting rod 15, and the vertical movement amount of the joint 32, which is the connecting point between the upper arm 14 and the connecting rod 15, are set to be substantially the same amount. be able to.

That is, when the wheel 20 bounces and rebounds, the A arm 12 is rotationally displaced with the axis A connecting the joints 26 and 27 as the axis of rotation. When the wheel 20 bounces and rebounds, the upper arm 14 moves to the vehicle body 2
It is rotationally displaced around the joint 31 on the second side.

At this time, if the axis B of the connecting rod 15 is largely inclined with respect to the axis A connecting the joints 26 and 27, the A-arm 1 is bounded and rebounded by the wheel 20.
When the 2 and the upper arm 14 rotate as described above, a difference occurs in the amount of displacement of the joint 32 and the joint 35 mainly in the vertical direction due to the inclination of the connecting rod 15.

However, since the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel to each other, the vertical movement amount of the joint 35 and the vertical movement amount of the joint 32 are substantially equal to each other. Therefore, the A arm 12 and the upper arm 14 rotate while maintaining a substantially parallel state. As a result, the camber angle and the toe angle can be stably maintained at the predetermined angles even when the wheels 20 bounce and rebound.

FIG. 30A shows the camber angle change characteristic of the vehicle suspension system 80 according to this embodiment, and FIG.
0 (B) shows the toe angle change characteristic of the vehicle suspension system 80 according to the present embodiment. In each figure, the vertical axis represents the wheel 20.
Bounce / rebound amount (wheel stroke) of the vehicle, and the horizontal axis shows the camber angle and the toe angle. In each figure, the solid line shows the characteristics of the vehicle suspension system 80 according to this embodiment, and the broken line shows the configuration in which the axis B of the connecting rod 15 is inclined with respect to the axis A connecting the joints 26 and 27. 4 is a characteristic of the vehicle suspension device (the characteristic of the vehicle suspension device 10 according to the first embodiment is shown in the same figure).

Focusing on the camber angle change characteristic shown in FIG. 30A, even if the wheel stroke changes, the camber angle change of the vehicle suspension system 80 according to the present embodiment is as follows.
The characteristics are substantially the same as the camber angle change of the vehicle suspension system 10 according to the first embodiment. Therefore, from the figure, the camber even if the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel. It can be seen that the angle change characteristic does not deteriorate.

Further, paying attention to the toe angle change characteristic shown in FIG. 30 (A), when the wheel stroke changes, the toe angle change of the vehicle suspension system 80 according to the present embodiment relates to the first embodiment. A small change is shown with respect to a change in the toe angle of the vehicle suspension system 10. Therefore, from the figure, the vehicle suspension device 8 according to this embodiment in which the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel to each other.
At 0, it is understood that the toe angle change is suppressed and the vehicle stability can be improved when the wheels 20 bounce and rebound.

On the other hand, the vehicle suspension system 80 according to this embodiment.
As described above, in the configuration in which the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel to each other, the wheel 20
It is possible to reduce the variation of the height in a side view of the instantaneous center of rotation between the rotation center position and the wheel 20 contacting the ground.
Therefore, the anti-lift ratio of the vehicle can be maintained and the anti-squat ratio can be improved.

FIG. 30C shows a locus of movement of the wheel 20 at the center of rotation at the time of starting, as viewed from the side, and FIG. 30D shows a locus of movement of the wheel 20 at the time of braking as viewed from the side of the ground contact position. Is shown. In each drawing, the vertical axis represents the amount of bound / rebound (wheel stroke) of the wheel 20, and the horizontal axis represents the amount of movement of the wheel 20 at the rotation center position or the ground contact position. In each figure, the solid line shows the characteristics of the vehicle suspension system 80 according to this embodiment, and the broken line shows the joint 26,
It is the characteristic of the vehicle suspension system in which the axis B of the connecting rod 15 is inclined with respect to the axis A connecting 27 (the characteristic of the vehicle suspension system 10 according to the first embodiment is shown in the same figure). .

Focusing on the characteristics at the time of starting shown in FIG. 30 (C), even if a driving force generated at the time of starting is applied, the instantaneous center of rotation of the rotation center position of the wheel 20 is side-viewed as in this embodiment. Suspension device 8 for vehicles set at a high position
At 0, the locus of movement of the center position of the wheel 20 has a good characteristic of rising to the right, and the amount of movement is a small value. On the other hand, in the vehicle suspension device 10 according to the first embodiment in which the axis B of the connecting rod 15 is inclined with respect to the axis A connecting the joints 26 and 27, the movement locus of the center position of the wheel 20 has a characteristic of rising to the left. And the amount of movement is large.

Therefore, the vehicle suspension device 8 according to the present embodiment.
According to 0, the amount of movement of the center position of the wheel 20 at the time of starting can be reduced, so that the anti-squat rate at the time of starting can be improved and the stability of the vehicle can be improved. Further, focusing on the characteristics during braking shown in FIG. 30 (D), even if a braking force is applied, the vehicle in which the instantaneous center of rotation of the ground contact position of the wheel 20 is set to a high position in side view as in the present embodiment. In the suspension system 80 for vehicles, the movement locus of the grounding position of the wheel 20 has a good characteristic that it rises substantially to the right, and the amount of movement thereof is smaller than the amount of movement of the vehicle suspension system 10 shown by the broken line. ing.

Therefore, the vehicle suspension device 8 according to the present embodiment.
According to 0, it is possible to reduce the amount of movement of the ground contact position of the wheel 20 during braking, and thus it is possible to maintain the anti-lift ratio during braking. 25 to 2
FIG. 7 is a diagram showing a first modification of the vehicle suspension device 80 according to the fourth embodiment described above. FIG. 25 is a perspective view of a vehicle suspension system 80A according to a fourth modification, FIG. 26 is a plan view of the vehicle suspension system 80A, and FIG. 27 is a side view of the vehicle suspension system 80A. 25 to 27, the same reference numerals are given to the configurations corresponding to those shown in FIGS. 25 to 27, and the description thereof will be omitted.

In the above-described vehicle suspension system 80, the rod 17 constituting the A arm 12 is provided with the sub rod 19,
By attaching one end of the connecting rod 15 to the sub rod 19, the A arm 12 and the upper arm 14 are connected to each other, and the axis A connecting the joints 26 and 27 and the axis B of the connecting rod 15 are substantially parallel to each other. .

In this modification, the sub rod 40 is provided on the rod 16 which constitutes the A arm 12, and the sub rod 40
The A arm 12 and the upper arm 14 are connected to each other by attaching one end of the connecting rod 15 to the. In the case of this configuration, the joint 32 is located rearward of the joint 35 in the vehicle in a plan view. In this way, the joint 32 is replaced by the joint 35.
Joint 2 when located behind the vehicle
In order to configure the axis A connecting 6 and 27 and the axis B of the connecting rod 15 to be substantially parallel to each other, the joint 35 may be arranged outside the joint 32 as shown in FIGS. 25 to 26. Good.

As in this modification, the mounting position of the A arm 12 of the connecting rod 15 is not limited to the rod 17, and the vehicle provided with the structure described in FIGS. The same effect as that of the suspension device 80 can be realized. Further, in the above-described vehicle suspension device 80, the A arm 12 is used as the lower arm, and the upper arm 14 is arranged in the upper direction with respect to the A arm 12, but FIG. 28 (second embodiment of the present embodiment). As shown in a modified example), by arranging the A arm 12 and the upper arm 14 upside down, A
The arm 12 may be used as an upper arm and the arm 41 may be used as a lower arm.

Further, as shown in FIG. 29 (which shows a third modification of the present embodiment), in the vehicle suspension system 80A described with reference to FIGS. 25 to 27, the A arm 12 and the upper arm 14 are The configuration may be such that they are arranged upside down. In each of the above-described embodiments, the vehicle suspension device according to the present invention is described as an example in which the vehicle suspension device is used as a rear suspension of a front engine front drive (FF) type vehicle. The suspension system can be mounted on front engine rear drive vehicles, midship rear drive vehicles and four-wheel drive vehicles, and can also be used as a front suspension. In this case, the toe control arm 13
It is also possible to connect the joint on the vehicle body side to the steering linkage so that the rod 16 extending forward of the A-arm 12 extends rearward.

In the vehicle suspension system according to the present invention, the toe control arm 13 is configured to be slidable in the lateral direction of the vehicle 22 (axial direction of the toe control arm 13) by using an actuator or the like. As a result, a so-called 4WS function can be added. Further, each joint portion in each of the above-described embodiments can be made of an elastic body such as a rubber bush.

[0090]

As described above, according to the present invention, the following various effects can be realized. According to the first aspect of the present invention, except for one end portion of the A-arm extending toward the front of the vehicle on the vehicle body mounting side, the other vehicle arm mounting side end portions are collectively and closely located to the rear position of the axle. Since it is attached to the vehicle, the constituent elements of the vehicle suspension system are not arranged on the front side of the axle. Therefore, it is possible to secure a wide space on the front side of the axle.

According to the second aspect of the invention, the connecting rod is arranged between the A arm arranged at the lower position of the wheel carrier and the linear arm arranged at the upper position of the wheel carrier. Set up. That is, since the connecting rod is arranged between the arms arranged above and below the wheel carrier in a side view, the rigidity with respect to the braking force and the driving force (the rotation direction of the wheel) can be secured.

According to the third aspect of the invention, the connecting rod connects between one of the A arm or the linear arm and the wheel carrier, and the connecting position of the connecting rod on the carrier side. By configuring the arm-side mounting position to be located above and below the axle, the rigidity between the arms connected by the connecting rod can be increased. In addition, as described above, since the connecting rod extends so as to sandwich the axle, the connecting rod has a function of increasing rigidity particularly with respect to braking force and driving force (wheel rotation direction).

According to the invention described in claim 4, the first
The second A-arm is arranged in a direction opposite to each other between the wheel carrier and the vehicle body in a plan view, and is attached in a state in which the mounting position is vertically separated from the axle. . Therefore, the wheel carrier is supported at three points, that is, the wheel carrier side end of the first A arm and the two wheel carrier side mounting ends of the second A arm, and each A arm is rigid. Therefore, the rigidity with respect to the braking force and the driving force can be secured without using the connecting rod.

Further, except for one end portion of the first A arm extending toward the front of the vehicle on the vehicle body mounting side, the other vehicle arm mounting side end portions are attached to the rear position of the axle intensively and close to each other. Therefore, the constituent elements of the vehicle suspension device are not arranged on the front side of the axle. Therefore, it is possible to secure a wide space on the front side of the axle.

Further, according to the invention of claim 5, in plan view, the axis of the connecting rod and the line connecting the attachment points of the A-arm on the vehicle body side are substantially parallel to each other. The amount of vertical movement of the connecting point between the A arm and the connecting rod at the time of bound / rebound is approximately the same as the amount of vertical movement of the connecting point between the linear arm and the connecting rod. The vertical change of the instantaneous center of the suspension is small and the anti-squat can be improved.

[Brief description of drawings]

FIG. 1 is a perspective view of a vehicle suspension device according to a first embodiment of the present invention.

FIG. 2 is a plan view of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 3 is a side view of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 4 is a perspective view of a first modification of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 5 is a plan view of a first modification of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 6 is a side view of a first modified example of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 7 is a perspective view of a second modification of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 8 is a perspective view of a third modification of the vehicle suspension system according to the first embodiment of the present invention.

FIG. 9 is a perspective view of a vehicle suspension device according to a second embodiment of the present invention.

FIG. 10 is a plan view of a vehicle suspension device according to a second embodiment of the present invention.

FIG. 11 is a side view of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 12 is a perspective view of a first modification of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 13 is a plan view of a first modification of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 14 is a side view of a first modification of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 15 is a perspective view of a second modification of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 16 is a perspective view of a third modification of the vehicle suspension system according to the second embodiment of the present invention.

FIG. 17 is a perspective view of a vehicle suspension device according to a third embodiment of the present invention.

FIG. 18 is a plan view of a vehicle suspension device according to a third embodiment of the present invention.

FIG. 19 is a side view of a vehicle suspension system that is a third embodiment of the present invention.

FIG. 20 is a diagram for explaining the effect of the present invention.

FIG. 21 is a diagram for explaining the effect of the present invention.

FIG. 22 is a perspective view of a vehicle suspension device according to a fourth embodiment of the present invention.

FIG. 23 is a plan view of a vehicle suspension device according to a fourth embodiment of the present invention.

FIG. 24 is a side view of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 25 is a perspective view of a first modification of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 26 is a plan view of a first modified example of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 27 is a side view of a first modification of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 28 is a perspective view of a second modification of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 29 is a perspective view of a third modified example of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 30 is a diagram for explaining the effect of the vehicle suspension system according to the fourth embodiment of the present invention.

FIG. 31 is a diagram for explaining an example of a conventional vehicle suspension device.

[Explanation of symbols]

10, 10A, 50, 50A, 60, 80, 80A Vehicle suspension device 11 Wheel carrier 12 A arm 13 Toe control arm 14 Upper arm 15,51 Connecting rod 16-19, 62-64 Rod 20 Wheel 21, 66, 67 Wheel carrier Attachment side end 22 Vehicle body 23, 24, 65 Vehicle body attachment side end 25-32, 35, 52, 53, 68-70 Joint 54 Sub rod 61 Second A arm

Claims (5)

[Claims] 1. A wheel carrier is supported by at least one A arm and at least two linear arms, and one end of the A arm on the vehicle body mounting side extends toward the front of the vehicle. And a position where the other end of the A arm on the vehicle body side is attached to the vehicle body, and a mounting position of each of the linear arms on the vehicle body side are collectively arranged at the rear position of the axle. The vehicle suspension device is characterized in that the other end of the A arm on the vehicle body mounting side and the vehicle body side mounting position of each linear arm are mounted at positions close to each other. 2. The vehicle suspension device according to claim 1, wherein the side end of the A arm on the wheel carrier side is disposed at a lower position of the wheel carrier in a side view, and the linear arm on the wheel carrier side. The end portion is disposed at an upper position of the wheel carrier, and one rod forming the A arm is connected to any one of the linear arms by a connecting rod. A suspension system for a vehicle characterized by: 3. The suspension system for a vehicle according to claim 1, further comprising a connecting rod connecting between one of the A arm and the linear arm and the wheel carrier, and the carrier of the connecting rod. The vehicle suspension device is characterized in that the side attachment position and the arm side attachment position are configured to be located above and below the axle of a wheel attached to the wheel carrier. 4. A first arm and a second A arm, which are respectively arranged vertically above and below an axle center of a wheel attached to a wheel carrier in a side view, and at least one linear arm. A vehicle body of a bifurcated rod that supports the wheel carrier and that connects the wheel carrier side end located at the top of the first A arm to the wheel carrier and that constitutes the first A arm. The one end of the attachment side extends forward of the vehicle and is attached to the vehicle body, and the position where the other end of the first A arm on the vehicle body attachment side is attached to the vehicle body and the attachment position of the linear arm on the vehicle body side are the axles. And the other end of the A arm on the vehicle body mounting side and the mounting position of the linear arm on the vehicle body side are close to each other in a plan view. Is attached to the vehicle body at the apex of the A-arm, and the wheel carrier-side attachment end of the forked rod forming the second A-arm is attached to the wheel carrier at two locations. A suspension system for a vehicle, which is configured as described above. 5. The vehicle suspension device according to claim 2, wherein the axis of the connecting rod and the line connecting the vehicle body side attachment points of the A arms are substantially parallel to each other in plan view. A characteristic vehicle suspension system.