JP2000085330A - Rear suspension device for vehicles - Google Patents

Abstract

[PROBLEMS] To improve running stability without sacrificing cost, weight and space efficiency. A suspension arm (3) having one end supported on a vehicle body side (1) via an elastic body (21) so as to be able to swing up and down, and has flexibility at least at two positions before and after a rotation center of a rotatably supported wheel. The wheel support member 5 coupled to the suspension arm 3 by the couplings 21 and 23 and the front and rear couplings 21 and 23 flex inward in the vehicle width direction with respect to at least one of the lateral input F1 or the front and rear input to the wheel. The front coupler 21 is larger than the rear coupler 23,
Further, the front coupler 21 is provided with a means 45 for restricting displacement to the outside in the vehicle width direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle rear suspension device.

[0002]

2. Description of the Related Art As a conventional vehicle rear suspension device, for example, a trailing arm type suspension device shown in FIG. 20 is generally known. That is, the suspension arm 3 which is a left and right trailing arm is supported by the subframe 1 mounted on the vehicle body side,
Left and right wheel support members 5 are supported by the suspension arm 3. The left and right suspension arms 3 are attached to the subframe 1 by elastic bushes 7a and 7b, respectively. A coil spring 9 for supporting the spring of the vehicle is provided at an intermediate portion of the suspension arm 3, and a shock absorber 11 for damping the relative movement between the unsprung and unsprung movements of the vehicle is provided behind the coil spring 9. .

Accordingly, the suspension arm 3 can swing up and down with respect to the sub-frame 1 around the bushes 7a and 7b with the vertical movement of wheels (not shown) supported by the wheel support 5.

However, a bush 7 as an elastic body for supporting the suspension arm 3 on the sub-frame 1 on the vehicle body side with respect to a lateral force generated on the wheels when the vehicle turns.
a and 7b are bent, and as shown in FIG.
1. When the length of the suspension arm 3 is L, a moment M = F1 × L acts on the suspension arm 3, and the trailing arm 3 and the wheels 13 are displaced from the solid line to the broken line as shown in FIG. There was a problem of strengthening.

[0005] To solve this, the bushes 7a, 7b
The rigidity of the vehicle in the longitudinal direction may be increased to infinity, but conversely, the riding comfort when passing over small protrusions on the road surface, so-called harshness, is deteriorated, or vibration and noise from the road surface are easily transmitted to the vehicle interior. , The comfort may be impaired.

As means for solving the trade-off between the toe-out with respect to the lateral input F1 and the rigidity of the bushes 7a and 7b in the longitudinal direction of the vehicle, for example, the number of links and bushes, such as a multilink, is increased to increase the degree of freedom in design. Although there is a means, such a means is disadvantageous in terms of cost, weight, and space efficiency, and has a problem that it is difficult to mount it on a relatively small vehicle.

Therefore, as a conventional example for solving the above-mentioned problems without sacrificing cost, weight, and space efficiency, there is a conventional example shown in FIG. 22 described in Japanese Patent Application Laid-Open No. 59-199312. . In the vehicle rear suspension device shown in FIG. 22, a portion 15 behind the center of the wheel of the wheel support 5 is attached to the suspension arm 3 supported on the subframe 1 via bushes 7a and 7b so as to be vertically rotatable. It is rotatably supported, and the front part 17 is supported via a bush 19.

Therefore, when a lateral force F is applied to the wheel 13 during turning of the vehicle, the bush 19 is elastically deformed at the front portion 17 of the wheel support 5 as shown in FIG. The wheel 13 rotates from the state shown by the solid line to the state shown by the broken line around the portion 15, and accordingly, the wheel 13 is also displaced from the state shown by the solid line to the state shown by the broken line, and the bushes 7 a and 7 b supporting the suspension arm 3. , The toe-out tendency of the wheel 13 can be suppressed.

However, in this configuration, when the front-rear direction input F2 enters the wheels 13 as shown in FIG. 24 during braking of the vehicle, for example, the elasticity provided between the wheel support 5 and the trailing arm 3 is increased. There was a problem that the body 19 was bent outward in the vehicle width direction, and the wheels 13 were displaced from the solid line illustration to the broken line illustration in FIG.

[0010]

SUMMARY OF THE INVENTION The present invention is directed to a vehicle for a vehicle which is advantageous in terms of cost, weight and space efficiency, and which can suppress the tendency of wheels to toe out during both turning and braking of the vehicle. An object is to provide a rear suspension device.

[0011]

According to a first aspect of the present invention, there is provided a suspension arm having one end supported on a vehicle body side via an elastic body so as to be able to swing up and down, and a front and rear with respect to the rotation center of a rotatably supported wheel. A wheel support member coupled to the suspension arm by a coupling having flexibility at at least two positions, and the front and rear couplings move inward in the vehicle width direction with respect to at least one of a lateral input and a front and rear input to the wheel; The front coupling is larger than the rear coupling in the amount of deflection of
Further, the front coupler is provided with means for restricting displacement to the outside in the vehicle width direction.

According to a second aspect of the present invention, there is provided the rear suspension device for a vehicle according to the first aspect, wherein the front coupler is provided with:
It is characterized by being constituted by a bush having an axis directed toward the inside rearward in the vehicle width direction.

According to a third aspect of the present invention, there is provided the rear suspension device for a vehicle according to the second aspect, wherein the front coupling is provided with:
A rubber is provided between the inner cylinder and the outer cylinder, the outer cylinder is fitted and fixed to the suspension arm, and the wheel support member is fastened to a vehicle width direction outer end of the inner cylinder by a bolt. A stopper is provided at the inner end in the vehicle width direction to contact the outer cylinder side.

According to a fourth aspect of the present invention, there is provided the rear suspension device for a vehicle according to the first aspect, wherein the front coupling member includes:
A rubber is provided between an inner cylinder and an outer cylinder having an axis extending in the vehicle width direction, the outer cylinder is fitted and fixed in a mounting hole of the suspension arm, and the wheel is attached to an outer end in the vehicle width direction of the inner cylinder. The support member is fastened by bolts, and the inner cylinder, the outer cylinder, and the mounting hole have a taper whose diameter decreases outward in the vehicle width direction.

According to a fifth aspect of the present invention, there is provided the rear suspension device for a vehicle according to the third or fourth aspect, wherein the front coupling is a rubber portion interposed between the suspension arm and the wheel support member. It is characterized by having.

According to a sixth aspect of the present invention, there is provided the vehicle rear suspension device according to the first aspect, wherein the two coupling members are formed of members that are flexible in the vehicle front-rear direction, and the rear coupling member is the rear coupling member. The line connecting the connection point to the suspension arm and the connection point to the wheel support member is at an angle θ1 with respect to the wheel center line.
The front coupler is set so that the line connecting the connection point to the suspension arm and the connection point to the wheel support member is more than the angle θ1 with respect to the wheel center line. The vehicle is characterized in that it is inclined rearward outward in the vehicle width direction so as to have a large angle θ2.

According to a seventh aspect of the present invention, there is provided the vehicle rear suspension device according to any one of the first to sixth aspects, wherein the front coupling is set at substantially the same height as the wheel center line. It is characterized by being.

According to an eighth aspect of the present invention, there is provided the rear suspension device for a vehicle according to any one of the first to seventh aspects, wherein the rear coupling has a main flexible shaft oriented substantially vertically in a vehicle vertical direction. It is characterized by being.

According to a ninth aspect of the present invention, there is provided the rear suspension device for a vehicle according to the first aspect, wherein the front coupling member comprises:
The main flexible shaft is inclined from the vehicle front inner side to the vehicle rear side and from the vehicle front lower side to the rear upper side with respect to the vehicle center line.

According to a tenth aspect of the present invention, there is provided a vehicle rear suspension device according to the sixth, eighth or ninth aspect,
The front and rear couplings are made of a flexible plate.

[0021]

According to the first aspect of the present invention, the front coupler is larger than the rear coupler in the amount of bending inward in the vehicle width direction with respect to the lateral force during turning of the vehicle or the like. The tendency of toe-out can be suppressed, and running stability can be improved.

In addition, since the front coupling is restricted from being displaced outward in the vehicle width direction, the toe-out tendency of the wheels can be suppressed even when a longitudinal force is applied to the wheels, such as during braking, and in an emergency. Even when sudden braking is performed during a turn, running stability can be improved.

Further, since the longitudinal rigidity of the elastic body that supports the suspension arm so that it can swing up and down on the vehicle body side can be reduced, the riding comfort when riding over a small projection such as a harshness can also be improved.

As described above, the steering stability and the improvement of the riding comfort, which are in a trade-off relationship in the conventional configuration, are reduced in cost and cost.
Both can be achieved without sacrificing weight and space efficiency.

According to the second aspect of the present invention, in addition to the effects of the first aspect of the present invention, the front coupling is provided with respect to at least one of the lateral input and the front-rear input to the wheel along the axis toward the inside rearward in the vehicle width direction. It can bend and the toe-out tendency can be suppressed more reliably.

According to the third aspect of the present invention, in addition to the effect of the second aspect of the present invention, the rubber between the inner cylinder and the outer cylinder is bent in the front coupler with respect to at least one of the lateral input and the front / rear input to the wheel. Thus, the tendency of the wheels to toe out can be suppressed.

In addition, in response to a front-rear input during braking or the like, the stopper on the inner cylinder side of the front coupling member abuts on the inner end in the vehicle width direction on the outer cylinder side to regulate displacement to the outside in the vehicle width direction. Toe-out tendency can be suppressed.

Further, the wheel supporting member can be easily fastened and fixed to the inner cylinder of the coupling before being fitted and fixed to the suspension arm by a bolt, so that the fastening is easy, the cost can be reduced, and the weight can be reduced. In addition, the structure is advantageous in terms of space efficiency.

According to a fourth aspect of the present invention, in addition to the effects of the first aspect, at least one of a lateral input and a front-rear input to the wheel, the front coupling is provided along the axis extending in the vehicle width direction. In addition, the rubber between the outer cylinders bends, and the tendency of the wheels to toe out can be suppressed.

Further, the inner cylinder having a taper is pressed against the outer cylinder via rubber against front and rear inputs during braking or the like, whereby displacement toward the outside in the vehicle width direction is regulated, and the tendency of the wheels to toe out is suppressed. can do.

When a longitudinal force is applied to the wheel during braking, a rotational torque acts on the wheel support member. This force acts as a force acting from the top to the bottom of the vehicle on the front coupling located forward of the wheel center. By the way, since the inner pipe and the outer pipe of the front coupler have the taper, a component force to slide inward in the vehicle width direction is generated against this force. As a result, the wheels are oriented in the toe-in direction, so that running stability during braking can be improved. Conversely, during acceleration, a driving torque in the opposite direction to that during braking is applied to the wheel support member. This force acts on the front coupling as a force acting from underneath the vehicle. In addition, even with this force, a component force that causes the front joint to slide inward in the vehicle width direction is generated, and the toe-out tendency can be suppressed.

Further, when assembling, the inner cylinder of the coupler before fitting and fixed to the suspension arm is
The wheel support members can be fastened by bolts, and the cost can be reduced by simple attachment. Also, the structure is advantageous in terms of weight and space efficiency.

According to the fifth aspect of the present invention, in addition to the effects of the third or fourth aspect, when the front coupling is bent by a lateral input to the wheel or the like, the distance between the suspension arm and the wheel support member is increased. Metal contact can be avoided, generation of abnormal noise can be prevented, and durability can be improved.

According to the sixth aspect of the invention, in addition to the effect of the first aspect of the present invention, since the angle θ2 is larger than the angle θ1, the amount of deflection of the front coupler becomes larger than the amount of deflection of the subsequent coupler. Thus, the tendency of the wheels to toe out can be suppressed.

Further, since the front and rear couplings are simply constituted by members that are flexible in the vehicle longitudinal direction, cost, weight, and cost are reduced.
This is a more advantageous structure in terms of space efficiency.

According to the seventh aspect of the invention, in addition to the effects of any one of the first to sixth aspects, the front coupling can be flexed more reliably than the rear coupling, and the toe-out tendency of the wheel can be improved. Can be suppressed more reliably.

According to the eighth aspect of the invention, in addition to the effects of any one of the first to seventh aspects, the main flexible shaft of the rear coupling is oriented substantially in the vertical direction of the vehicle, so that the rear coupling is The front joint can be flexed inward in the vehicle width direction with the main flexible shaft as a center, and a more reliable effect can be obtained.

According to the ninth aspect of the present invention, in addition to the effects of the first aspect of the present invention, a longitudinal force is applied to the wheel and a rotational torque is applied to the wheel support member during braking. This force acts on the previous coupling as a force acting from top to bottom. By the way, the front of the wheel support member is drawn inward in the vehicle width direction with respect to the wheel center because the flexible shaft of the front coupler is set to be inclined.
The upper part is displaced slightly outward in the vehicle width direction with respect to the wheel center. That is, the wheel support member is displaced in the toe-in and positive camber directions, so that the running stability during braking can be further improved.

According to the tenth aspect of the invention, in addition to the function of the sixth, eighth or ninth aspect of the invention, since the front and rear couplings are made of a flexible plate, the structure is simple, and the cost, weight and weight can be reduced. This is a very advantageous structure in terms of space efficiency.

[0040]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below with reference to the embodiments shown in the drawings. 20 to 24.
The components corresponding to those described in the above are denoted by the same reference numerals and will not be described.

(First Embodiment) FIGS. 1 to 3 show a first embodiment of the present invention.
An example is shown. FIG. 1 is a schematic plan view showing a main part of a vehicle rear suspension device, FIG.
FIG. 3 is a schematic sectional view taken along line III-III in FIG. 2.

As shown in FIGS. 1 and 3, one end of the suspension arm 3 is supported by the subframe 1 on the vehicle body side via bushes 7a and 7b as elastic bodies so as to be vertically swingable. A wheel support member 5 supporting the wheel 13 is connected to the rear end side of the arm 3 by front and rear connecting members 21 and 23.

The front and rear coupling members 21 and 23 are flexible, are set at substantially the same height as the wheel center line, and inward in the vehicle width direction with respect to at least one of a lateral input or a front and rear input to the wheel 13. The front coupling 21 is larger than the rear coupling 23 in the amount of deflection of the front coupling 21, and the front coupling 21 is provided with a means (described later) for restricting displacement to the outside in the vehicle width direction.

The front coupling 21 is formed of a bush having an axis 25 extending inward and rearward in the vehicle width direction, and has a rubber 31 between the inner cylinder 27 and the outer cylinder 29. The outer cylinder 29 is fitted and fixed in a mounting hole 33 of the suspension arm 3.

At both ends of the inner cylinder 27, female screw holes 35, 3 are provided.
7, a bracket 5a protruding from the front end of the wheel support member 5 is fitted to the outer end of the inner cylinder 27 in the vehicle width direction, and a bolt 39 is fastened to the female screw portion 35. The bracket 5a is connected to the suspension arm 3.

The front connecting member 21 is provided with rubber portions 41 circumferentially or at predetermined circumferential intervals on the outer side in the vehicle width direction of the outer cylinder 29, and is in contact with the bracket 5 a of the wheel supporting member 5. Therefore, the rubber portion 41 is interposed between the wheel support member 5 and the suspension arm 3 facing each other.

The female screw portion 3 inside the inner cylinder 27 in the vehicle width direction.
A bolt 43 is fastened to 7, and a disc-shaped stopper 45 is fixed. The outer periphery of the stopper 45 is also in contact with the inner surface of the suspension arm 3 in the vehicle width direction. The stopper 45 constitutes means for restricting displacement of the front coupling 21 outward in the vehicle width direction.

The rear connecting member 23 is made of a flexible plate material, is set at an angle θ1 with respect to a straight line 47 parallel to the wheel center line, and the main flexible shaft is directed substantially vertically up and down the vehicle. Further, an edge portion of the rear coupling member 23 is bent and fixed to the trailing arm 3 side by welding or the like, and a rear end side of the wheel supporting member 5 is fastened and fixed to the subsequent coupling member 23 by a bolt nut 49. Have been.

Although not shown, the wheel support member 5 or the suspension arm 3 is provided with a spring for vertically holding the vehicle body and a shock absorber as a shock absorber.

Next, the operation will be described. First, consider a case where a lateral force F1 is applied to the wheels 13 as shown in FIG.

When the lateral force F1 is input to the wheel contact point,
The entire suspension arm 3 moves in the toe-out direction as described with reference to FIG. On the other hand, since the wheel support member 5 is inclined such that the axis 25 of the front coupler 21 is directed rearward inward in the vehicle width direction, the input F to the wheel support member 5 is
A part of 1 acts as a force f1 for sliding the inner cylinder 27 of the front coupler 21 inward in the vehicle width direction.

At this time, since the rear connecting member 23 has its flexible shaft substantially vertically in the vertical direction of the vehicle, bending occurs as much as the displacement of the inner cylinder 27 of the front connecting member 21. As a result,
The wheel support member 5 is displaced in the toe-in direction with respect to the suspension arm 3. As a result, the toe-out tendency of the wheels 13 can be suppressed, so that the running stability when the lateral force F1 enters, such as when turning the vehicle, can be improved.

Next, as shown in FIG.
When the front / rear force F2 is input to the suspension arm 3, the suspension arm 3 as a whole also tends to move in the toe-out direction. On the other hand, since the axis 25 of the front coupling 21 is inclined as described above, the wheel support member 5 moves the inner cylinder 27 inward in the vehicle width direction by a part f2 of the front-rear force F2 as in the case of inputting the lateral force F1. Acts as a sliding force f21.

At this time, a force f22 directed outward in the vehicle width direction also acts on the front coupling 21. However, the stopper 45 abuts on the outer cylinder 29 side with respect to the force f22 to allow displacement. However, the rear coupler 23 bends in accordance with the displacement of the front coupler 21 in the same manner as when the lateral force F1 is input, so that the wheel supporting member 5 tends to move in the toe-in direction with respect to the suspension arm 3. Thereby, the tendency of the wheels 13 to toe out can be suppressed. Therefore, it is possible to improve the running stability when the front and rear inputs are input, such as during vehicle braking.

Moreover, in the first embodiment, it is only necessary to mount the front coupling 21 at an angle and to form the rear coupling 23 with a plate material, so that a structure extremely advantageous in terms of cost, weight and space efficiency can be obtained. Become. In addition, since the connection of the wheel support members 5 can be performed by the bolts 39 and the bolts and nuts 49, the connection can be performed very easily, and the cost can be reduced from this point. Furthermore, since the trailing arm 3 can tolerate displacement to the toe-out side, the longitudinal rigidity of the bushes 7a and 7b can be reduced, and the riding comfort when riding over a small protrusion such as a harshness can be improved.

Since the front and rear couplers 21 and 23 are set at substantially the same height as the wheel center line, the above-described effects can be reliably achieved with respect to the lateral force F1 and the longitudinal force F2 input to the wheel support member 5. And the setting of the two coupling tools 21 and 23 becomes easy.

As described above, it is possible to achieve both the steering stability and the improvement of the riding comfort, which have conventionally been in a trade-off relationship, without sacrificing cost, weight and space efficiency.

When the wheel support member 5 is the suspension arm 3
When moving in the toe-in direction, the bracket portion 5a of the wheel support member 5 is pressed against the rubber portion 41, so that the bracket portion 5a does not come into metal contact with the end of the outer cylinder 33 of the front coupling portion 21, and the like. No abnormal noise is caused, and the durability can be improved.

(Second Embodiment) FIGS. 6 and 7 show a second embodiment.

In this embodiment, a torsion beam type rear suspension device is described as an example. That is, the wheel supporting member 5 that rotatably supports the wheel 13 includes the front and rear couplings 5.
It is connected to the suspension arm 3 by 1, 23,
The front end of the suspension arm 3 is supported by the subframe 1 on the vehicle body side via a bush 7 which is an elastic body so as to be vertically swingable. The left and right suspension arms 3 are connected by a beam 53 that is a member that is twisted with respect to the opposite phase stroke of the wheel 13, and the movement thereof is restricted. Reference numeral 55 denotes a plate member for reinforcing the connection between the beam 53 and the suspension arm 3.

The front and rear couplings 51 and 23 are set at substantially the same height as the wheel center line, and are each formed of a flexible plate. The main flexible shaft of each of the connecting members 51 and 23 is oriented substantially vertically in the vertical direction of the vehicle, and the rear connecting member 23 has a line 57 (a plane connecting the connecting point to the suspension arm 3 and the connecting point to the wheel supporting member 5). From the center of the plate material 23 when viewed from above, is inclined forward and outward in the vehicle width direction so as to have an angle θ1 with respect to a line 47 parallel to the wheel center line.

The front connecting tool 51 has a line 59 connecting the connecting point to the suspension arm 3 and the connecting point to the wheel supporting member 5 (the center of the thickness of the front connecting tool 51 when viewed from a plane is taken. ) Is set to be inclined outward and rearward in the vehicle width direction so as to have an angle θ2 larger than the angle θ1 with respect to a line 61 parallel to the vehicle center line.

In this embodiment, the front and rear couplings 5
1 and 23 are fixed to the suspension arm 3 and the wheel support member 5 by welding or the like, with the edges being bent.

When a lateral force F1 is input to the wheels 13 as shown in FIG. 8 when the vehicle is turning, the front coupler 51 is set to incline outward and rearward at an angle θ2 in the vehicle width direction. A part of the input F1 to the support member 5 is
1 acts as a force to bend inward in the vehicle width direction.

On the other hand, although a part of the lateral force F1 also acts on the later-mentioned coupler 23 to bend, the angle θ2 in the plan view of the vehicle is obtained.
Is larger than θ1, the bending amount of the front coupling 51 is larger, and as a result, the wheel support member 5 is displaced in the toe-in direction with respect to the suspension arm 3.
Thereby, the tendency of the wheels 13 to toe-out can be suppressed as a whole, and the running stability when the lateral force F1 enters, such as when turning the vehicle, can be improved.

Next, as shown in FIG.
When the front-rear force F2 is applied to the front and rear, the front and rear couplings 51 and 23 are pulled rearward of the vehicle, and the front coupling 51 is pulled inward of the vehicle rear by the setting of the angle θ2 to bend inward in the vehicle width direction. . On the other hand, the rear coupler 23 tends to bend slightly outward in the vehicle width direction by setting the angle θ1.

Accordingly, also in this case, the wheel supporting member 5 is directed in the toe-in direction with respect to the suspension arm 3, so that the tendency of the wheels 13 to toe-out can be suppressed, and when the longitudinal force F2 is applied such as during vehicle braking. The running stability can be improved.

Further, in this embodiment, the front and rear couplers 51,
Since both 23 are made of a flexible plate material, the wheel supporting member 5 and the suspension arm 3 do not need to be set to a special structure, the structure is extremely simple, the assembling is easy, and the cost is greatly reduced. be able to. Also, the structure is extremely advantageous in terms of weight and space efficiency. Other operations are substantially the same as those of the first embodiment.

(Third Embodiment) FIGS. 10 to 16 show a third embodiment. 10 is a schematic plan view of a main part, FIG. 11 is a side view of the same, and FIG. 12 is a schematic sectional view taken along line XII-XII of FIG.

In the present embodiment, similarly to the first embodiment, the front connecting member 63 is constituted by a bush. That is, the front coupling 63 is an axis 6 extending in the vehicle width direction substantially parallel to the wheel center line.
5 and a rubber 71 between the inner cylinder 67 and the outer cylinder 69. The inner cylinder 67 and the outer cylinder 69 have a taper whose diameter decreases outward in the vehicle width direction. The outer cylinder 69 is fitted and fixed in the tapered mounting hole 33 of the suspension arm 3, and the peripheral flange 69a on the inner side in the vehicle width direction is fastened and fixed to the suspension arm 3 by bolts 73 arranged at equal intervals in the circumferential direction.

On the other hand, the inner cylinder 67 is provided with a mounting boss 67a protruding outward in the vehicle width direction, and is provided with a female screw 75.

Then, the bracket 5a of the wheel support member 5 is fitted into the boss 67a, and the washer 77 is attached to the female screw 75.
The bolt 79 is fastened via the. Between the bracket 5a of the wheel supporting member 5 and the suspension arm 3, a cushioning material 85 having a plurality of rubber portions 83 circumferentially or at predetermined circumferential intervals on the surface of a donut-shaped plate 81 is interposed. A rubber portion 83 is provided between the arm 3 and the wheel support member 5 so as to avoid metal contact therebetween.

With this structure, the bracket 5a of the wheel supporting member 5 is connected to the suspension arm 3 via the front connecting member 63. The later coupler 23 is shown in FIGS.
The configuration is the same as that of the first embodiment shown in FIG.

When the vehicle 13 is turning, the wheel 13 shown in FIG.
When the lateral force F1 enters as shown in FIG. 3, since the front coupling 63 is open inward in the vehicle width direction, the force f based on the lateral force F1 causes the front coupling 63 to bend inward as it is. And At this time, since the rear coupling 23 has its flexible shaft substantially vertically in the vertical direction of the vehicle, the rear coupling 23 is flexed in proportion to the displacement of the front coupling 63, and as a result, the wheel support member with respect to the suspension arm 3. 5 is displaced in the toe-in direction.

As a result, the tendency of the wheels 13 to toe out can be suppressed as a whole, and the running stability when a lateral force is applied such as when turning the vehicle can be improved.

Next, when the longitudinal force F2 is applied to the wheels 13 as shown in FIG. 14 during braking of the vehicle, a force f2 based on the longitudinal force F2 also acts on the front coupling 63 in the same direction, and the vehicle is used as a component force. An inward force f21 in the width direction and an outward force f22 act. With respect to the force f22 directed outward in the vehicle width direction, since the front coupler 63 has a tapered shape, the inner cylinder 67
Is pressed against the outer cylinder 69 in such a way as to crush the rubber 71, and is prevented from moving outward in the vehicle width direction. Further, the inner cylinder 67 is displaced inward in the vehicle width direction by the component force f21 inward in the vehicle width direction. At this time, the rear coupler 23 bends by an amount corresponding to the displacement of the front coupler 63 as in the case of the lateral input, so that the wheel supporting member 5 is directed in the toe-in direction with respect to the suspension arm 3. .

Accordingly, the tendency of the wheels 13 to toe-out is suppressed as a whole, and the running stability when the front / rear input F2 enters, such as when braking the vehicle, can be improved.

Further, with respect to the torque applied to the axle,
The operation produced by the taper shape of the bush, which is the coupling 63, will be described with reference to FIGS. FIGS. 15 and 16 show XV− in FIG.
It is XV arrow sectional drawing.

During braking of the vehicle, a longitudinal force is applied to the wheels 13 and a rotational torque is applied to the axle.

As shown in FIG. 15, this force is applied to the front coupling 63 in front of the center of the wheel by the force F acting from the top to the bottom of the vehicle.
Acts as 3. Here, since the front coupling 63 has a tapered shape, a component F31 inward in the vehicle width direction and a component F32 outward in the vehicle width direction also act on this force F3. For the component force F32 outward in the vehicle width direction, the inner cylinder 6
When the inner cylinder 67 is pressed against the outer cylinder 71 via the rubber 67, the displacement of the inner cylinder 67 outward in the vehicle width direction is restricted.

The inner cylinder 67 is displaced inward in the vehicle width direction due to the component force F31 inward in the vehicle width direction, whereby the wheel support member 5 is directed in the toe-in direction with respect to the suspension arm 3, and as a whole, 13, the toe-out tendency is suppressed, and the running stability at the time of vehicle braking can be improved.

Conversely, at the time of acceleration, a driving torque in the opposite direction to that at the time of braking is applied to the axle as shown in FIG. This force acts as a force F4 acting from the bottom of the vehicle upward on the front coupling 63 located in front of the center of the wheel, and similarly to the case of FIG. A component force F42 acts outward in the vehicle width direction, and the wheel support member 5 is displaced inward in the vehicle width direction by the component force F41 inward in the vehicle width direction, and the wheel support member 5 is applied to the suspension arm 3 as in the case of FIG. On the other hand, the vehicle is directed in the toe-in direction, so that the tendency of the wheels 13 to toe-out is suppressed as a whole, and running stability during acceleration can be improved.

When the wheel supporting member 5 moves in the toe-in direction, the plate 81 moves together with the bracket portion 5a and is pressed against the rubber portion 83, so that the bracket portion 5a does not come into metal contact with the suspension arm 3 and is different from the suspension arm 3. Generation of noise can be prevented, and durability can be improved.

Other functions and effects are substantially the same as those of the first embodiment.

(Fourth Embodiment) FIGS. 17 and 18 show a fourth embodiment. FIG. 17 is a schematic plan view of a main part, and FIG. 18 is a schematic side view of a main part.

In this embodiment, as in the second embodiment, a so-called torsion beam type rear suspension is used as an example. Therefore, the overall configuration is substantially the same as that of the second embodiment.

The difference from the second embodiment is that
7 The front coupling 87 is made of a flexible plate material, and its main flexible shaft 89 extends from the vehicle front inner side to the vehicle rear side as viewed in the plane of FIG.
When viewed from the side of the vehicle, the vehicle is inclined from the lower front to the upper rear.

As in the second embodiment, the front and rear connecting members 87 and 23 are bent at their ends and abut against the wheel supporting member 5 and the suspension arm 3 and fixed by welding or the like.

When the lateral force and the longitudinal force are applied to the wheel 13, substantially the same operation and effect as in the second embodiment can be obtained.

When a longitudinal force is applied to the wheel 13 and a rotational torque is applied to the axle during braking, the force acts on the front connecting member 87 located forward of the center of the wheel as a force acting from the top to the bottom of the vehicle. Here, since the main flexible shaft 89 of the front coupler 87 is obliquely oriented, the front portion of the wheel supporting member 5 is shifted with respect to the center of the wheel as shown in the skeleton diagrams of FIGS. It is drawn inward in the width direction, and the upper part is displaced slightly outward with respect to the wheel center.

That is, the wheel support member 5 is displaced in the toe-in and positive camber directions with respect to the suspension arm 3, and the running stability during braking can be further improved. Other functions and effects are substantially the same as those of the second embodiment.

[Brief description of the drawings]

FIG. 1 is a schematic plan view of a main part showing a first embodiment of the present invention.

FIG. 2 is a schematic side view of a main part according to the first embodiment of the present invention.

FIG. 3 relates to a first embodiment of the present invention, and corresponds to III-I of FIG. 2;
FIG. 2 is a schematic sectional view taken along line II.

FIG. 4 is an operation explanatory view in a cross section similar to FIG. 3;

FIG. 5 is an operation explanatory view in a cross section similar to FIG. 3;

FIG. 6 is a schematic plan view of a main part according to a second embodiment of the present invention.

FIG. 7 is a schematic side view of a main part according to a second embodiment of the present invention.

FIG. 8 is an operation explanatory diagram according to the second embodiment.

FIG. 9 is an operation explanatory view according to the second embodiment.

FIG. 10 is a schematic plan view of a main part according to a third embodiment of the present invention.

FIG. 11 is a schematic side view of a main part according to a third embodiment.

FIG. 12 relates to a third embodiment and relates to XII-XII of FIG. 11;
It is sectional drawing in the line arrow.

FIG. 13 is an operation explanatory diagram according to the third embodiment.

FIG. 14 is an operation explanatory view according to the third embodiment.

15 is an operation explanatory view in a cross section taken along line XV-XV of FIG. 14;

FIG. 16 is an operation explanatory view of the same cross section as FIG. 15;

FIG. 17 is a schematic plan view of a main part according to a fourth embodiment of the present invention.

FIG. 18 is a schematic side view of a main part according to a fourth embodiment.

FIGS. 19A and 19B are skeleton diagrams illustrating the operation viewed from a plane, and FIG. 19B is a skeleton diagram illustrating the operation viewed from a side according to the fourth embodiment.

FIG. 20 is a schematic perspective view of a conventional vehicle rear suspension device.

FIG. 21 is an operation explanatory view according to a conventional example.

FIG. 22 is a schematic plan view of a vehicle rear suspension device according to another conventional example.

FIG. 23 is an operation explanatory view of another conventional example.

FIG. 24 is an operation explanatory view of another conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Sub-frame (body side) 3 Suspension arm 5 Wheel support member 21, 51, 63, 87 Front coupling 25, 65 Axis 27, 67 Inner cylinder 29, 69 Outer cylinder 31, 71 Rubber 45 Stopper 39, 79 Bolt 89 Main flexible shaft

Claims (10)

[Claims] 1. A suspension arm, one end of which is supported on the vehicle body side via an elastic body so as to be able to swing up and down, and a coupling member having flexibility at at least two positions before and after a rotation center of a rotatably supported wheel. A wheel support member coupled to the suspension arm, and the front and rear couplings are arranged such that the front coupling is rearward in the amount of inward bending in the vehicle width direction with respect to at least one of a lateral input and a front and rear input to the wheel. A rear suspension device for a vehicle, characterized in that a means for restricting displacement to the outside in the vehicle width direction is provided on a front part of the coupling part which is larger than the coupling part. 2. The vehicle rear suspension device according to claim 1, wherein the front coupling member is formed of a bush having an axis directed rearward inward in a vehicle width direction. apparatus. 3. The vehicle rear suspension device according to claim 2, wherein the front coupling has rubber between an inner cylinder and an outer cylinder, and the outer cylinder is fitted and fixed to the suspension arm. A vehicle, wherein the wheel support member is fastened by bolts to the outer end of the inner cylinder in the vehicle width direction, and a stopper is provided at the inner end of the inner cylinder in the vehicle width direction to contact the outer cylinder. Rear suspension device. 4. The vehicle rear suspension device according to claim 1, wherein the front coupling has a rubber between an inner cylinder and an outer cylinder having an axis extending in a vehicle width direction, and the outer cylinder has an outer cylinder. The wheel support member is fastened to a mounting hole of the suspension arm and fixed to a vehicle width direction outer end of the inner cylinder by a bolt,
A rear suspension apparatus for a vehicle, wherein the inner cylinder, the outer cylinder, and the mounting hole have a taper whose diameter decreases outward in the vehicle width direction. 5. The rear suspension device for a vehicle according to claim 3, wherein the front coupling has a rubber portion interposed between the suspension arm and the wheel support member. Rear suspension device for vehicles. 6. The rear suspension device for a vehicle according to claim 1, wherein the two coupling members are formed of members that are flexible in a vehicle front-rear direction, and the rear coupling member is coupled to the suspension arm. The line connecting the point and the connection point to the wheel support member is inclined forward and outward in the vehicle width direction so as to have an angle θ1 with respect to the wheel center line, and the front connection tool is connected to the suspension arm. A rear suspension device for a vehicle, characterized in that a line connecting the connecting point to the wheel support member is inclined rearward outward in the vehicle width direction so as to have an angle θ2 larger than the angle θ1 with respect to the wheel center line. 7. The vehicle rear suspension device according to claim 1, wherein the front coupling is set at substantially the same height as the wheel center line. Rear suspension device for vehicles. 8. The rear suspension device for a vehicle according to claim 1, wherein a main flexible shaft of the rear coupling is oriented substantially vertically in a vehicle vertical direction. Rear suspension device for vehicles. 9. The rear suspension device for a vehicle according to claim 1, wherein the front coupling has a main flexible shaft extending from the vehicle front inner side to the vehicle rear side with respect to the vehicle center line and the vehicle front lower side. A rear suspension device for a vehicle, wherein the rear suspension device is inclined from the side to the rear upper side. 10. The vehicle rear suspension device according to claim 6, wherein the front and rear couplings are made of a flexible plate.