JP3468014B2 - Trailing arm support structure for vehicle suspension - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension having a pair of left and right trailing arms and a connecting member (twist beam) for connecting these trailing arms, and more particularly to a trailing arm and a vehicle body side. And a trailing arm support structure provided between and.

[0002]

2. Description of the Related Art There are various types of vehicle suspensions, but a so-called twist beam type (or torsion beam type) having a pair of left and right trailing arms and a twist beam connecting these trailing arms is used. Formula) suspension, simple structure and excellent space utility as a vehicle,
It is used in the rear suspension of automobiles.

In such a twist beam suspension, a pair of left and right trailing arms are respectively provided in the front-rear direction of the vehicle body, and the front end portion is pivotally attached to the vehicle body side through a bush and the knuckle is provided at the rear end portion. The wheels are rotatably supported via the wheels. For example, FIG. 5 is a schematic side view of a suspension portion showing a trailing arm support structure of a conventional twist beam type suspension, and the trailing arm 11 has a front end portion 1 thereof.
2 is attached to the lower surface of the vehicle body 10 via a bracket 13. That is, the front end 12 of the trailing arm 11
The bush 14 has a support shaft 15 that is oriented horizontally.
Are assembled, the support shaft 15 of the bush 14 and the bracket 13 are assembled, and then the bracket 13 is attached to the vehicle body 1.
It is fixed to the lower surface of 0 by fastening a bolt 16 and a nut 16A.

Incidentally, this suspension is for supporting the rear wheels of the vehicle, and has a trailing arm 11
A rear wheel (not shown) is rotatably mounted on a rear end portion (not shown) via a knuckle or the like. By the way, as described above, from the bottom of the vehicle body 10 to the trailing arm 11
The front end portion 12 of the above is attached via the bracket 13 in consideration of the fitting property of the suspension.

That is, the trailing arm 11 is usually equipped with a coil spring 17 between the trailing arm 11 and the vehicle body 10 at a position closer to the wheel supporting position behind the mounting portion of the front end 12 to the vehicle body 10. It is necessary to mount the trailing arm 11 on the vehicle body before mounting the trailing arm 11 on the vehicle body.
Must be done against the reaction force of.

In order to mount the spring 17 against the reaction force of the spring 17, it is most preferable to fasten the mounting bolt 16 so that the spring 17 is compressed, that is, toward the upper side of the vehicle body, and the positioning is easy. Therefore, as shown in FIG.
The bolt 16 is fastened upward from the lower surface of the vehicle body 10 via the bracket 13. In such a mounting structure, when the coil spring 17 is mounted on the trailing arm 11, the bolt 16 on the front end side of the trailing arm 11 is temporarily attached in advance to position the coil spring 17, Bolt 1
It is also possible to tighten 6 completely.

In such a twist beam type suspension, a suspension having a toe control function of a vehicle has been developed. FIG. 6 is a schematic plan view showing a main part of a twist beam type suspension having a toe control function. This suspension is also for the rear wheels, and the same reference numerals as those in FIG. 5 denote the same parts. Further, reference numeral 18 is a twist beam (torsion beam).

In this suspension, the left bush 24L mounted on the front end 12 of the left trailing arm 11L and the right bush 24R mounted on the front end 12 of the right trailing arm 11R are as shown in FIG. , Each of which is formed into asymmetrical bushes,
The left side bush 24L and the right side bush 24R are symmetrical with each other.

For example, taking the left bush 24L as an example, as shown in FIG. 7, a lateral force Fy is applied to the bush 24L from the trailing arm 11L side in the right direction of the vehicle body.
When is added, the rubber of the bush 24 is compressed and the compression reaction force acts on the twist beam as a longitudinal force Fx1 that directs the forward direction of the vehicle body. When a lateral force Fy ′ in the reverse direction (lateral force in the left direction of the vehicle body) Fy ′ is applied to the bush 24L, a longitudinal force Fx2 directed backward from the bush 24 in the vehicle body acts on the twist beam as a compression reaction force. ing.

On the other hand, with respect to the right side bush 24R, on the contrary, a lateral force F from the side of the trailing arm 11R to the right direction.
When y is applied, the longitudinal reaction force Fx3 in which the compression reaction force is directed to the rear of the vehicle body
When a lateral force Fy ′ in the left direction of the vehicle body is applied to the right bush 24R, the longitudinal force Fx4 directed to the front of the vehicle body acts on the twist beam as a compression reaction force.

The compression reaction force generated in the bush 24 changes the toe characteristic of the vehicle during turning.
That is, when the vehicle turns, the rear wheels receive a lateral force from the road surface toward the center of turning, and the inner wheels receive a front-back force and the outer wheels receive a rear-back force. As a result, the rear wheel on the inner wheel side is going to move forward and the rear wheel on the outer wheel side is going to move backward.
It tends to toe out.

On the other hand, in the suspensions shown in FIGS. 6 and 7, the compression reaction force of the bush 24 is applied to the trailing arm 11. The compression reaction force acts rearward on the turning inner wheel in response to the lateral force toward the turning center side, and acts on the turning outer wheel forward in response to the lateral force toward the turning center side. This force acts on the tendency to cancel the longitudinal force received by the turning inner wheel and the outer wheel from the road surface, that is, the toe-in tendency, the toe-out tendency is suppressed, and the toe correction is performed to the neutral side.

In addition to this, for example, the actual fair 3-13364
In addition to mounting the bush at the front end of the trailing arm in the horizontal direction, the bush has a hard spring characteristic when the trailing arm is displaced to the front side of the vehicle body, and the trailing arm is displaced to the rear side of the vehicle body. There is disclosed a technique for improving the riding comfort and steering stability of the vehicle by setting the spring characteristics so as to have a soft spring characteristic.

Further, in Japanese Patent Laid-Open No. 6-305314, a bush at the front end of a trailing arm is installed in a vertical direction, and a support shaft of the bush is eccentrically outward and forward in a vehicle width direction, and a toe when the vehicle is turning. A technique is disclosed in which the direction is improved to stabilize the vehicle posture, improve steering stability, and improve running performance. In Japanese Patent Laid-Open No. 3-248907, a bush at the front end of a trailing arm is installed in the vertical direction, and a bush outer cylinder and a support shaft are arranged relative to each other in a direction from diagonally inward of the vehicle to diagonally rearward of the vehicle. A technique is disclosed in which the spring constant of the bush against movement is reduced to improve the insulation effect against vibration in the front-back and up-down directions.

Further, in JP-A-6-239121, the bush at the front end of the trailing arm is set to have low rigidity,
A technique for sharing a twist arm is disclosed. Further, Japanese Utility Model Application Laid-Open No. 61-201911 discloses a technique of restraining the movement of a trailing arm by restraining the rotation of an outer cylinder of a bush to suppress a steer tendency with respect to a roll angle.

[0016]

By the way, the above-mentioned technique (the technique of FIGS. 5 and 6 and 7) requires a large bracket 13 for supporting the bush at the front end mounting portion of the trailing arm. There is a problem in that costs and weight increase. In addition, in the techniques of FIGS. 6 and 7,
When the lateral force is applied to the trailing arm, the bush cannot be displaced back and forth without lateral displacement.Therefore, the bush must be displaced forward and backward with lateral displacement to improve lateral force steer. However, there is a problem that lateral rigidity is reduced.

Further, the techniques of FIGS. 6 and 7 cannot perform steer control during roll of the vehicle body (roll steer), that is, control of toe change during stroke change such as bump or rebound of the wheel. Generally, it is difficult to control such toe change at the time of stroke change only with the bush. Furthermore, in FIG. 6, FIG. 7 of the technology, the structure of the bush is complicated variants bushing, since also the asymmetrical, a complicated manufacturing method, there is a problem that the manufacturing cost becomes high.

In addition, the technique of Japanese Utility Model Publication No. 3-13364 is
Since a large bracket is required, there is a problem that the cost and the weight are increased, and it is not always possible to appropriately control the roll steer in a well-balanced manner. JP-A-6-305314 and JP-A-3-24890
The technology of No. 7 has a low degree of freedom in installing bushes, and cannot necessarily control roll steer in a well-balanced manner. Furthermore, the technique disclosed in Japanese Patent Laid-Open No. 6-239121 cannot always control roll steer in a well-balanced manner. And the actual development Sho 61-2019
The technology of No. 11 can control roll steer,
Since a large-sized bracket is required, there is a problem that the cost and the weight increase.

The present invention was devised in view of the above-mentioned problems, and does not require a large bracket at the front end mounting portion of the trailing arm and does not reduce the lateral rigidity, and the roll steer characteristics are well balanced and appropriate. It is an object of the present invention to provide a trailing arm support structure for a vehicle suspension in which the bush can be adjusted into a simple shape and can be manufactured easily.

[0020]

Therefore, the trailing arm support structure for a vehicle suspension according to the present invention according to claim 1 extends in the front-rear direction of the vehicle body, and the front end portion is connected to the vehicle body via a bush. A pair of left and right trailing arms that are pivotally supported and rotatably support the wheels at the rear end,
In a trailing arm support structure for a vehicle suspension, which includes a connecting member that extends in the left-right direction of the vehicle body and interconnects intermediate portions of the pair of left and right trailing arms, a bush and a bush of the bush are provided. The support shaft
The trailing arm is installed in a substantially vertical direction of the vehicle body, and the vertical direction of the trailing arm with respect to the vehicle body is at least one of the upper side and the lower side of the trailing arm on the front side and the rear side of the support shaft. A stopper member for elastically limiting the displacement of the stopper member is installed, and the stopper member of the rear side has a higher rigidity than the stopper member of the front side.

A trailing arm support structure for a vehicle suspension according to a second aspect of the present invention is the structure according to the first aspect , wherein the stopper member is the upper and lower surfaces of the bush.
It is characterized in that the trailing arm is brought into contact with the above to regulate the vertical displacement of the trailing arm . A trailing arm support structure for a vehicle suspension according to a third aspect of the present invention is the structure according to the first or second aspect, in which the bush has an elastic characteristic that is hard against displacement of the trailing arm toward the front of the vehicle body. The bushing is characterized in that a void portion is provided at a required position of the bush so that the trailing arm can be opposed to the rearward displacement of the vehicle body with a soft elastic characteristic. The vehicle suspension of the present invention according to claim 4.
The trailing arm support structure of the traction is claim 3.
In the above structure, the space of the bush is
It is characterized by consisting of gaps.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 to 4 show a trailing arm support structure for a vehicle suspension as an embodiment of the present invention. . As shown in FIG. 3, the vehicle suspension according to the present embodiment is a twist as a connecting member that connects a pair of left and right trailing arms 1L, 1R and respective intermediate portions of these trailing arms 1L, 1R to each other. It is a twist beam type (H type) suspension having a beam (or a torsion beam) 8. It should be noted that members such as a trailing arm that can be provided in a pair on the left and right are denoted by L and R when they are distinguished from each other, and are omitted if they are not distinguished.

As shown in FIG. 1, each trailing arm 1 has its front end portion 2 attached to the lower surface of a vehicle body 10 via a bush 4 and has its rear end portion (not shown) rotatably supporting a rear wheel 6. I support you. A coil spring 7 is interposed between the trailing arm 1 at the rear of the twist beam 8 and the vehicle body 10. And in this support structure,
The bush 4 and the support shaft 5 that supports the bush 4 are attached in a substantially vertical direction (vertical direction) of the vehicle body.

That is, the front end portion 2 of the trailing arm 1
As shown in FIG. 3, there is formed a bush fitting insertion hole 2A that faces the vehicle body vertical direction. On the other hand, the bush 4
As shown in FIG. 1, a rubber body 4C is interposed between the outer cylinder 4A and the inner cylinder 4B, and the outer cylinder 4A of the bush 4 is fitted or fitted into the fitting insertion hole 2A of the trailing arm 1. It is fixed by welding.

As described above, the bolt-like member forming the support shaft 5 is attached to the inner cylinder 4B of the bush 4 mounted on the front end portion 2 of the trailing arm 1 in a substantially vertical direction of the vehicle body. The trailing arm 1 is attached to the vehicle body 10 by being screwed and fastened. Note that
No. 9 is a bracket on the vehicle body side.
The front end is fixed to the vehicle body 10 by the bolt 9A, and the rear end is fixed to the lower surface side of the bush 4 by the support shaft (bolt-shaped member) 5.

The bush 4 has a vertical cross section as shown in FIG. 1, and the outer periphery of the bush 4 is formed to have a narrow width (the vertical length in FIG. 1 is short) by removing both upper and lower ends. ing. On the other hand, the stopper members 3UF, 3UR, 3DF, are provided on the lower surface of the vehicle body 10 side and the upper surface of the bracket 9 side in front of and behind the bush 4 (front side and rear side of the vehicle body) so as to correspond to the removed portion of the bush 4. 3DR is installed.

Such stopper members 3UF, 3UR,
When the trailing arm 1 is vertically displaced, the 3DF and 3DR come into contact with the upper and lower surfaces of the trailing arm 1 side (the bush 4 or the trailing arm 1) to regulate the vertical displacement of the trailing arm 1. Particularly, the stopper members 3UR and 3DR behind the bush 4 (on the rear side of the vehicle body)
Is larger than the stopper members 3UF and 3DF in front of the bush 4 (on the front side of the vehicle body), and the rear side of the bush 4 is more than the front side with respect to the vertical displacement of the trailing arm 1. The movement is becoming strongly regulated.

For example, when the wheel bumps, as shown in FIG.
As indicated by the chain line, the rear side of the trailing arm 1 rises, and at the front end portion 2 of the trailing arm 1, upward movement is restricted by a stopper member 3UR behind the bush 4 and the trailing arm 1 While deforming the bush 4 as the rear side rises, the vertical center of the front end portion 2 of the trailing arm 1 (the vertical center of the bush 4) R
Is displaced downward (see R '). Of course, the rigidity of the bush 4 itself and the stopper member 3D in front of the bush 4
Due to the regulation by F, this displacement (see R ') is also limited to some extent.

When the wheel rebounds, the rear side of the trailing arm 1 is lowered, contrary to the bumping, and the bush 4 is formed at the front end 2 of the trailing arm 1.
The downward movement of the trailing arm 1 is restricted by the stopper member 3DR at the rear of the trailing arm 1, and the vertical center R of the front end 2 of the trailing arm 1 is displaced upward (see R ″) as the trailing arm 1 descends. This displacement (see R ″) is also limited to some extent by the rigidity of the bush 4 itself and the restriction by the stopper member 3UF in front of the bush 4.

The bush 4 has a cross section as shown in FIG. 2, and large and small voids (hereinafter referred to as "curls") 21 and 22 are formed in the rubber body 4C.
These curls 21 and 22 have an arcuate cross section centered on the axis of the bush 4 and are installed at positions symmetrical with respect to the axis of the bush 4 (positions rotated by 180 °). ing. Both curls 21 and 22 are formed to have substantially the same size with respect to the central angle of the arc.
No. 1 is set to have a larger radial thickness than the currant 22.

Although FIG. 2 shows the left wheel side, the bush 4L on the left wheel side has the center of the large curb 21 and the small curb 2.
The cursed center line connecting the centers of the two is installed toward the rear of the vehicle body, slightly inward, and the front of the vehicle, slightly outward. In particular, the trailing arm 1 is attached to the trailing arm 1 in a state in which the tail mark 21 is directed inward (y direction) of the vehicle by an angle θ with respect to the rear (x direction) of the vehicle. Also,
The bush 4R on the right wheel side is attached to the trailing arm 1 in a state where the large tick 21 and the small tick 22 are positioned symmetrically with respect to the bush 4R.

Since the trailing arm support structure for the vehicle suspension as one embodiment of the present invention is constructed as described above, when the front end 2 of the trailing arm 1 is attached to the vehicle body 10 side, From the lower side of the vehicle body 10 to the upper side, the support shaft 5 of the bolt-shaped member is inserted into the inner cylinder 4B of the bush 4 which is attached to the trailing arm front end portion 2 in advance, and the support shaft 5 of the vehicle body 10 side The nut 5A is screwed and fastened. Further, the vehicle body side bracket 9 previously attached to the trailing arm front end portion 2 is also fixed to the vehicle body 10 by fastening bolts 9A from the lower side to the upper side of the vehicle body 10.

As described above, in the present trailing arm support structure, only the lightweight and small bracket 9 is required, and the spring 7 is compressed from below the vehicle body 10,
Since the trailing arm front end portion 2 can be attached to the vehicle body 10, the attachment can be easily performed (good outfitting), and the miniaturization of the bracket enables simplification and weight reduction of the suspension. It is also advantageous in terms of cost.

Further, for example, at the time of bumping the wheel, as shown by the chain line in FIG. 4, the rear end of the trailing arm 1 is lifted by the bump and the rear end of the bushing 4 at the front end 2 of the trailing arm 1. Upper stopper member 3
The upward movement is restricted by the UR, and the vertical center R of the front end portion 2 of the trailing arm 1 is displaced downward (see R ′).

When the wheel rebounds, the trailing arm 1 is lowered by the rebound,
At the front end 2 of the trailing arm 1, the bush 4
The downward movement of the trailing arm is restricted by the stopper member 3DR on the lower rear side, and the vertical center R of the front end portion 2 of the trailing arm 1 is displaced upward (see R ″). The inner turning wheel rebounds, but in this case, the front end 2 of the trailing arm 1 of the outer turning wheel is displaced downward (see R '), and the front end 2 of the trailing arm 1 of the inner turning wheel is upward (see R "). The twist beam 8 as the connecting member is inclined so that the turning outer wheel side is lowered and the turning inner wheel side is raised. As a result, the bump toe-in of the turning outer wheel is strengthened, and the understeer characteristic of the turning roll steer is strengthened.

Generally, when the vehicle turns, the rear wheels receive a lateral force from the road surface toward the center of turning, the inner wheel receives forward force on the inner wheel side, and the outer wheel receives rearward force on the rear side, and the rear wheel on the inner wheel side. Tries to move to the front, and the rear wheel on the outer wheel side tends to toe-out, increasing the oversteer tendency. On the other hand, the action of the stopper members 3UR and 3DR causes the rear wheels to be corrected to the toe-in tendency, that is, the understeer tendency. Therefore, the toe correction to the neutral side causes the steer tendency to be corrected to the neutral side. Therefore, the roll steer characteristic can be improved. Also,
Roll steer characteristics can be improved without reducing lateral rigidity.

When the trailing arm 1 moves forward with respect to the vehicle body 10 due to the arrangement of the large and small curls 21, 22 formed on the rubber body 4C of the bush 4, the small curb 22 is attached to the trailing arm 1. The displacement of the trailing arm 1 is regulated with a relatively high rigidity by allowing a slight displacement. Therefore, there is an advantage that understeering can be suppressed and the suspension behavior at the time of acceleration of the vehicle is also stabilized.

Further, when the trailing arm 1 is retracted with respect to the vehicle body 10, the bellows 21 allows the trailing arm 1 to largely displace, so that the trailing arm 1 is relatively low in rigidity (soft). Support in the front-back direction.
Therefore, there is an advantage that the wheel can flexibly cope with the resistance received from the road surface and the riding comfort can be improved.

As described above, according to the trailing arm support structure of the present invention, although the bushes 21 and 22 are simply provided, the structure is extremely simple and easy to manufacture. The bush 4 having 22 is used as it is, and when the trailing arm 1 is coupled, simply changing the press-fitting angle of the bush to change the angle [that is, with respect to the rear (x direction) of the center of the strut 21). Only by changing the angle θ], it becomes possible to arbitrarily change the longitudinal rigidity, longitudinal force steering characteristic, lateral rigidity and lateral force steering characteristic of the suspension.

Thus, the suspension characteristics such as the steer characteristic and the rigidity characteristic can be appropriately adjusted in a well-balanced manner by setting the optimum characteristics according to the characteristics of the vehicle. The stopper member 3U
F, 3UR, 3DF, 3DR are not all 4 places,
The rear member of the bush 4 may have a higher rigidity than the front member, and in this case, the rear member does not need to protrude more than the front member.

Further, the stopper members 3UF, 3UR, 3D
The F and 3DR may be partially equipped. That is, as described in the embodiment, the trailing arm 1 is regulated by the stopper member 3UR on the upper rear side of the bush 4 when bumping the wheel and regulated by the stopper member 3DR on the lower rear side of the bush 4 when the wheel rebounds. The vertical center R of the front end portion 2 of the is downward (see R ')
Alternatively, it may be displaced upward (see R ″), and it may be possible to omit the front stopper members 3UF and 3DF.

Further, depending on the requirements of the suspension characteristics, contrary to the present embodiment, the vertical center R of the front end 2 of the trailing arm 1 is moved upward during bumping,
A configuration may be considered in which the vertical center R of the front end portion 2 of the trailing arm 1 is moved downward during rebound. In this case, either Ri and towards the front portion of the bush 4 is protruded larger than the rear member, and or with a high rigidity, to higher rigidity than the rear member towards the front member, Alternatively, only the front member of the bush 4 is provided.

The curls 21 and 22 of the bush 4 may be provided to such an extent that the rigidity is desired to be reduced in the direction in which the rigidity is to be reduced. Is just an example. That is, it is possible to change the number of currants and appropriately set the arc center angle and thickness of each currant, and the shape of the currant is not limited to the arc shape.

[0044] Further, instead of the adjustment of the elastic properties by currants, etc. equipped with other flexible member, etc. is also conceivable to form a combination of different rubber body 4C of the bushing 4 of resilient material.

[0045]

As described in detail above, according to the trailing arm support structure for a vehicle suspension of the present invention as set forth in claim 1, the bush and the support shaft of the bush are installed substantially in the vertical direction of the vehicle body. Therefore, for example, the trailing arm and the bush from below the vehicle body can be directly and easily assembled to the vehicle body, and the outfitting property of the suspension can be greatly improved.

Further, the large-sized bracket required in the conventional structure is not required, which is advantageous in cost reduction and weight reduction of the suspension portion. Furthermore, since the stopper member elastically limits the vertical displacement of the trailing arm with respect to the vehicle body, it becomes possible to control roll steer during turning of the vehicle.

Further, with respect to the vertical displacement of the trailing arm due to bumps and rebound of the wheel, the movement of the trailing arm in the front and rear of the support shaft is restricted more strongly than in the front, so that the movement of the support shaft around the support shaft is restricted. The center of the bush is vertically displaced and the roll steer is appropriately controlled, so that the roll steer characteristic can be improved. Claim 2
Trailing gear for vehicle suspension according to the present invention
According to the system support structure, when the wheel bumps, the trailing
The stopper member at the front end of the
Restricts movement and trails when wheels rebound
Stopper movement at the front end of the arm due to the stopper member
Because it regulates the turning, the bump toe
Strengthen the in and strengthen the understeer characteristics of the turning roll steer
Can be turned on. Also, due to the action of the stopper member
The rear wheels are corrected to the toe-in tendency, that is, the understeer tendency
Therefore, by correcting the toe on the neutral side,
The steering tendency will be corrected to the neutral side.
Therefore, the roll steer characteristic can be improved. Also,
Improve roll steer characteristics without reducing lateral stiffness
can do.

According to the trailing arm support structure for a vehicle suspension of the present invention as defined in claim 3, the bush is an extremely simple and easy-to-manufacture bush, but the longitudinal rigidity and the longitudinal force steering of the suspension provided with such a bush. , Lateral rigidity and lateral force steering can be optimized in a well-balanced manner, and the performance of a vehicle suspension equipped with a trailing arm can be improved. Claim 4
Trailing gear for vehicle suspension according to the present invention
According to the frame support structure, the trailing arm is attached to the vehicle body.
Small trailing arm when moving forward
With a slight allowance for the displacement of the
Understeer to regulate the displacement of the ring arm
Can be suppressed and the suspension during acceleration of the vehicle
There is an advantage that the behavior is stable. Also a trailing arm
When the vehicle moves backwards relative to the car body, a large gap
Allows large displacement of the ring arm, and relatively low rigidity
Supports the trailing arm (softly) in the front-back direction
Therefore, it is possible to flexibly respond to the resistance that the wheels receive from the road surface.
There is an advantage that the riding comfort can be improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a trailing arm support structure for a vehicle suspension as an embodiment of the present invention, a partial cross-section of which is a side view of a vehicle body.

FIG. 2 is a cross-sectional view showing a trailing arm support structure for a vehicle suspension according to an embodiment of the present invention (FIG. 1).
3 is a sectional view taken along line AA of FIG.

FIG. 3 is a schematic perspective view of a suspension front portion showing a trailing arm support structure for a vehicle suspension according to an embodiment of the present invention.

FIG. 4 is a cross-sectional view (corresponding to FIG. 1) showing an operation of a trailing arm support structure for a vehicle suspension according to an embodiment of the present invention.

FIG. 5 is a schematic side view showing a trailing arm support structure of a conventional vehicle suspension (twist beam type suspension).

FIG. 6 is a schematic plan view showing a main part of a trailing arm support structure of another conventional vehicle suspension (twist beam type suspension having a toe control function).

FIG. 7 is a bush cross-sectional view (enlarged cross-sectional view of portion B in FIG. 6) showing a trailing arm support structure for another conventional vehicle suspension.

[Explanation of symbols]

1,1L, 1R Trailing arm 2 Front end 2A of trailing arm 1 Bushing insertion hole 3UF, 3UR, 3DF, 3DR Stopper member 4 Bushing 4A Bushing 4 outer cylinder 4B Bushing 4 inner cylinder 4C Bushing 4 rubber body 5 Support Shaft 5A Nut 6 Rear Wheel 7 Coil Spring 8 Twist Beam (or Torsion Beam) as Connecting Member 9 Car Body Bracket 9A Bolt 10 Car Body 21,22 Curse (Gap) R, R ', R "Trailing Arm 1 The vertical center of the front end 2 of

Continuation of front page (56) Reference JP-A-6-305314 (JP, A) JP-A-60-60021 (JP, A) JP-A-3-248907 (JP, A) JP-A-9-52505 (JP , A) Japanese Unexamined Patent Publication No. 5-85122 (JP, A) Actual Development 2-58131 (JP, U) Actual Development 7-40211 (JP, U) Japanese Patent Publication 2-30883 (JP, B2) Actual Publication Sho 59-41847 (JP, Y2) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60G ^7/ 02-7/04 B60G 9/00-9/04

Claims (4)

(57) [Claims] 1. A pair of left and right trailing arms extending in the front-rear direction of a vehicle body, having a front end pivotally attached to the vehicle body via a bush and rotatably supporting wheels at a rear end portion thereof. In a trailing arm support structure for a vehicle suspension, which has a connecting member extending in the left-right direction of the left-right pair of left-right paired trailing arms and connecting the intermediate portions of the trailing arms to each other. The trailing arm with respect to the vehicle body at least one of the upper side and the lower side of the trailing arm on the front side and the rear side of the support shaft. A stopper member that elastically limits the displacement in the direction is installed, and the stopper member is configured such that the rear stopper member has a higher rigidity than the front stopper member. A trailing arm support structure for a vehicle suspension, which is characterized in that 2. The stopper member includes upper and lower surfaces of the bush.
The trailing arm by regulating the vertical displacement of the trailing arm.
The vehicle suspension according to claim 1, characterized in that
Supporting structure for trailing arm. 3. The bush opposes a displacement of the trailing arm forward of the vehicle body with a hard elastic characteristic, and opposes a displacement of the trailing arm rearward of the vehicle body with a soft elastic characteristic. The trailing arm support structure for a vehicle suspension according to claim 1 or 2, characterized in that a gap is provided at a required position of the bush. 4. The bush has two large and small voids.
The vehicle suspension according to claim 3, characterized in that
Pension trailing arm support structure.