JP2009126203A - Suspension device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve shock absorbing performance with respect to an input from a road surface, in a suspension device with lower links connected to a member on the side of a vehicle body through a torsion bar. <P>SOLUTION: The ends on the side of the vehicle body of the lower links 3, 4 are connected to the member 6 on the side of the vehicle body through the torsion bar 40. Front and rear swing portions 15, 16 having lower stiffness in a vehicle longitudinal direction when viewed from above rather than a vertical direction are provided between ends on the side of the vehicle body of the lower links 3, 4 and the torsion bar 40. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a suspension device that includes a lower link that connects a wheel support member and a vehicle body side member, and that the lower link connects to the vehicle body side member via a torsion bar.

As a conventional suspension device, for example, there is a suspension device described in Non-Patent Document 1. In this suspension device, a lower portion of a wheel support member and a vehicle body side member are connected by an A arm-shaped lower link. Two vehicle body side end portions (vehicle body side attaching portions) of the lower link are connected to the vehicle body side member via a torsion bar.
Thus, the lower link can swing up and down about the torsion bar as a rotation axis. As a result, a spring force is generated by twisting the torsion bar in accordance with the vertical stroke of the suspension.
Takehiko Ryokaku, edited by "Basics of Automotive Technology", Sanei Shobo, p.96 (1975-1989: Porsche 911 front suspension)

Due to the nature of the torsion bar, at least one of the attachment points on the vehicle body side of the torsion bar needs to be rigidly coupled. For this reason, for example, the vehicle longitudinal force input from the road surface is easily transmitted to the vehicle body without being buffered by the lower link. This is disadvantageous in terms of riding comfort performance.
The present invention has been made paying attention to such points, and even in a suspension device that connects a lower link to a vehicle body side member via a torsion bar, it is intended to improve the buffer performance against input from the road surface. It is an issue.

  In order to solve the above-described problem, the suspension device of the present invention connects the vehicle body side end portion of the lower link to the vehicle body side member via the torsion bar. A front-rear rocking portion having a lower rigidity in the vehicle front-rear direction in a top view than a vertical rigidity is provided between the vehicle body side end portion of the lower link and the torsion bar.

According to the present invention, by providing the front and rear rocking portion, even in the suspension device that connects the lower link to the vehicle body side member via the torsion bar, the buffering performance against the input from the road surface is improved.
Even if the front / rear swinging portion is provided, the influence of the torsion bar torsion on the spring force is reduced by increasing the vertical rigidity of the front / rear swinging portion.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram illustrating a suspension device according to the present embodiment.
(Constitution)
As shown in FIG. 1, the lower portion of the wheel support member 2 and the vehicle body side member 6 are connected by two lower links 3 and 4. Further, the upper portion of the wheel support member 2 and the vehicle body side member 6 are connected by an upper link 5.
The wheel support member 2 includes a knuckle 7 and a knuckle support member 9 as shown in FIG.
The knuckle 7 rotatably supports the rotating shaft of the wheel 1. A knuckle rotating shaft member 8 projects downward from the knuckle 7. A knuckle support member 9 is arranged coaxially with respect to the lower outer periphery of the knuckle rotating shaft member 8.

  As for the knuckle support member 9, the main body is a cylindrical member. A bearing 10 is interposed between the inner diameter surface of the knuckle support member 9 and the knuckle rotating shaft member 8. As a result, the knuckle support member 9 is rotatably supported by the knuckle rotating shaft member 8 via the bearing 10. That is, the inner ring is fixed to the knuckle rotating shaft member 8 by preloading the inner ring of the bearing 10 in the axial direction with the bolt 11. Further, the outer ring of the bearing 10 is fixed to the inner diameter surface of the knuckle support member 9. As a result, the knuckle support member 9 is rotatable about the vertical axis P3 specified by the knuckle rotation shaft member 8. The vertical axis P3 does not have to be oriented in the vertical direction, and may be inclined in the vehicle longitudinal direction from the vertical axis. Although FIG. 2 illustrates the case where two bearings 10 are used, the number of bearings 10 may be one.

Further, the two lower links 3 and 4 are arranged side by side in the vehicle front-rear direction. Each of the lower links 3 and 4 is arranged with its axis directed in the vehicle width direction.
The wheel side end portions 3a and 4a of the lower links 3 and 4 are disposed so as to face the side surfaces of the knuckle support member 9 from the vehicle front-rear direction. The wheel side end portions 3 a and 4 a of the lower links 3 and 4 are connected to the side surface of the knuckle support member 9 by the ball joint 12. FIG. 2 illustrates a case where the wheel side end portions 3 a and 4 a of the two lower links 3 and 4 are attached to the knuckle support member 9 at a position symmetrical to the knuckle rotation shaft member 8.

Further, as shown in FIG. 3, the vehicle body side end portions 3 b and 4 b of the lower links 3 and 4 are connected to a common rotating shaft member 14 via individual front and rear rocking portions 15 and 16, respectively. The rotating shaft member is fixed coaxially to the torsion bar 40.
The torsion bar 40 extends linearly along a first rotation axis P1 that is a swinging axis of the two lower links 3 and 4 in the vertical direction. One end 40a of the torsion bar 40 is rigidly coupled to the vehicle body side member 6 as shown in FIG.

Similarly, the other end of the torsion bar 40 may be rigidly connected to the vehicle body side member, or may be connected to the vehicle body side member via a bush. Furthermore, the other end portion of the torsion bar 40 may be in a cantilever state without being supported.
The rotating shaft member 14 is fixed coaxially with the torsion bar 40. The rotating shaft member 14 is made of a material having a higher strength than the torsion bar 40, and is not easily twisted around the first rotating shaft P1. That is, the rotational shaft member 14 has higher torsional rigidity than the torsion bar 40. The rotating shaft member 14 has a cylindrical shape whose outer diameter is larger than that of the torsion bar 40.

A connection structure between the torsion bar 40 and the rotating shaft member 14 will be described.
As shown in FIG. 4, the first example of the connection structure is a state where the hollow portion of the rotating shaft member 14 is penetrated by the torsion bar 40, and the torsion bar 40 and the rotating shaft member 14 are connected by welding or pins. Join. FIG. 4 shows an example of coupling using the pins 41. That is, in this example, the torsion bar 40 and the rotating shaft member 14 are both connected by the pin 41 penetrating in the radial direction. Note that the outer shape of the portion of the torsion bar 40 disposed in the rotating shaft member 14 and the cross section of the inner diameter surface of the rotating shaft member 14 may be a shape other than a circle such as a rectangle. In this case, the torsion bar 40 and the rotation shaft member 14 are relatively unrotatable even by the serration coupling state.

As shown in FIG. 5, the second example of the connecting structure is provided with an outward flange portion 40b that can contact the end surface of the rotating shaft member 14 at the end portion of the torsion bar 40, and the flange portion 40b. This is a structure that is fastened by a plurality of bolts 42 arranged along the end surface of the rotating shaft member 14 along the circumferential direction. The axis of each bolt 42 is parallel to the first rotation axis P1.
Note that the connection structure of the second example is more advantageous in strength than the connection structure of the first example. This is because the number of pins 41 or bolts 42 that receive a shearing force in one longitudinal section can be set more in the connection structure of the second example.

In any connection structure, the torsion bar 40 and the rotating shaft member 14 are connected in a state where relative rotation is impossible.
The shape of the outer diameter surface of the rotating shaft member 14 does not have to be a circular shape such as a rectangular cross section.
The vehicle body side end portions 3b and 4b of the lower links 3 and 4 are connected to the rotating shaft member 14 via front and rear swinging portions 15 and 16, respectively.

Next, the connection structure will be described with reference to FIG. Since the two front and rear rocking portions 15 and 16 have the same structure, the front front and rear rocking portion 15 will be described as a representative.
A columnar vertical shaft member 23 extending vertically is provided at the vehicle body side end portion 3 b of the lower link 3. The vertical shaft member 23 is rotatably connected to an upper and lower mounting portion 24 projecting from the rotary shaft member 14 via a plurality of bearings 25 and 26 arranged coaxially on the outer periphery thereof.

  That is, the upper and lower mounting portions 24 are arranged vertically with the vehicle body side end portions 3b and 4b of the lower links 3 and 4 interposed therebetween. A through hole 24a is coaxially opened in the upper and lower mounting portions 24. Bearings 25 and 26 are set coaxially at the upper end and lower end of each mounting portion 24, respectively. That is, the outer rings of the bearings 25 and 26 are brought into contact with the mounting portions 24. Further, a through hole (not shown) penetrating vertically is also opened in the vehicle body side end portion 3 b of the lower link 3. The vehicle body side end portion 3b is arranged between the upper and lower mounting portions 24. In this state, the upper and lower shaft members 23 pass through the inner rings of the plurality of bearings 25 and 26, the through holes of the upper and lower mounting portions 24, and the through holes of the vehicle body side end portion 3 b of the lower link 3. Male screws are formed at both ends of the vertical shaft member 23, and a nut 27 is fastened and tightened to the male screws to apply preload. As a result, the inner ring side of each bearing 25, 26 is fixed to the vertical shaft member 23, and the outer ring side is fixed to the mounting portion 24, that is, the rotating shaft member 14. As a result, the lower links 3 and 4 can be rotated around the vertical shaft member 23 with respect to the rotational shaft member 14.

As shown in FIG. 7, the second rotation axes P2 and P2 'specified by the vertical shaft member 23 of the vehicle body side end portions 3b and 4b of the two lower links 3 and 4 intersect each other in a side view of the vehicle. is doing. The intersection S is located below the rotating shaft member 14. That is, the orientation of the vertical shaft member 23 is set so that the horizontal interval between the two second rotating shafts P2 and P2 'decreases toward the lower side.
In the present embodiment, as shown in FIG. 7, the inclination of the two vertical shaft members 23 is adjusted so that the intersection S is located at or near the tire ground contact point in the vehicle side view.
Further, the wheel-side end portion of the upper link 5 is connected to the upper portion of the knuckle 7 by a ball joint 30. Further, the vehicle body side end portion of the upper link 5 is connected to the vehicle body side member 6 via a bush.

Further, the knuckle support member 9 and the vehicle body side member 6 are connected by a radius rod 31. The radius rod 31 is arranged with its axis substantially in the vehicle front-rear direction. The wheel side end of the radius rod is connected to the knuckle support member 9 via a bush. Further, the end of the radius rod 31 on the vehicle body side is also connected to the vehicle body side member 6 via a bush.
Further, a knuckle 7 arm 7a protrudes from the knuckle 7 toward the rear in the vehicle front-rear direction, and the tip of the tie rod 32 is connected to the knuckle 7 arm. The tie rod 32 advances and retreats in the vehicle width direction according to the steering wheel.
Here, the axis of the rotation shaft member 14 constitutes the first rotation axis P1. The axis of each vertical shaft member 23 constitutes the second rotating shaft P2 member 14. The axis of the knuckle rotating shaft member 8 constitutes a third rotating shaft P3 (steering shaft). The rotating shaft member 14 constitutes a mounting bracket.

(Operation)
(1) In the above configuration, the lower links 3, 4 can swing up and down with respect to the vehicle body side member 6 around the first rotation axis P <b> 1 formed by the torsion bar 40. In addition, second rotating shafts P2 and P2 'formed by the upper and lower shaft member 23 are provided independently of the first rotating shaft P1 that defines the vertical swing. That is, the lower links 3 and 4 can swing in the vehicle front-rear direction about the second rotation axes P2 and P2 ′ independently of the first rotation axis P1.
That is, the longitudinal rigidity can be set independently of the vertical swing of the lower links 3 and 4.

(2) Further, the front and rear rocking portions 15 and 16 can be rotated about a second rotation axis P2 intersecting the first rotation axis P1 in a side view, thereby setting the vertical rigidity high. In addition, the rigidity in the vehicle front-rear direction when viewed from above can be set low. In order to set the vertical rigidity higher for the second rotation axis P2, the vertical inclination of the second rotation axis P2 with respect to the first rotation axis P1 in a side view of the vehicle is, for example, 30 degrees or more. It is considered preferable to attach it.

(Function and effect)
(1) The two lower links 3 and 4 as a whole allow a vertical stroke of the wheel 1 by rotating up and down around the first rotation axis P1 configured by the torsion bar 40. That is, the torsion bar 40 has a spring function when the suspension strokes. Further, by connecting the two lower links 3 and 4 to the torsion bar 40 via the rotating shaft member 14 and the front and rear swing parts 15 and 16, the shock absorbing function and the vehicle 1 in the vehicle front-rear direction and the vertical direction. -Positioning in the vehicle width direction can be performed.

(2) Even if the vehicle body side mounting portion 40a of the torsion bar 40 is rigidly connected to the vehicle body side member 6, the two lower links 3 and 4 are moved forward and backward by the front and rear swinging portions 15 and 16 in the vehicle top view. It can swing in the direction. That is, the suspension device of the present embodiment has a structure in which an impact from the road surface is transmitted in the front-rear direction, so that ride comfort is improved.
Thereby, for example, the rigidity in the vehicle front-rear direction of the wheel center input can be set low, so that the impact when riding over the protrusion can be mitigated. That is, the vehicle body side end portions 3 b and 4 b of the lower links 3 and 4 can swing in the vehicle front-rear direction about the second rotation axis P <b> 2 defined by the vertical shaft member 23. As a result, the two lower links 3 and 4 slightly swing with respect to the front-rear input to the wheel center that occurs when getting over the protrusion on the road surface. By this minute swing, an impact when moving over the protrusion is applied in the front-rear direction. As described above, the rigidity in the vehicle front-rear direction with respect to the wheel center input can be set low. As a result, the ride comfort over the protrusion is improved.

(3) In response to an input from the road surface, the vehicle body of the lower links 3 and 4 is caused by the back and forth swinging by the front and back swinging portions 15 and 16 provided at the vehicle body side end portions 3b and 4b of the lower links 3 and 4. A bending moment is unlikely to occur in the side mounting portions 3b and 4b. As a result, the strength and durability of the torsion bar 40 constituting the second rotation shaft P2 of the lower link can be improved.
Here, when the vehicle body side end portions of the lower links 3 and 4 are rigidly coupled to the torsion bar 40, if there is an input in the vehicle longitudinal direction to the wheels 1, A bending moment around the vertical axis acts on the joint with the torsion bar 40. For this reason, the torsion bar 40 and the like are required to have sufficient strength and rigidity even if the bending moment is repeatedly received.

(4) As described above, the two lower links 3 and 4 are connected to the torsion bar 40 in a state in which the front and rear swinging portions 15 and 16 can swing in the vehicle front-rear direction when viewed from above. The vertical rigidity of the front and rear rocking portions 15 and 16 is set high. As a result, even if the front and rear rocking portions 15 and 16 are provided, the influence on the spring function of the torsion bar 40 when the suspension strokes can be suppressed.

(5) The height of the intersection S of the second pivot shafts P2 and P2 'of the front and rear swing portions 15 and 16 provided at the vehicle body side end portions 3b and 4b of the two lower links 3 and 4 is defined as the pivot shaft. It is below the member 14 and is set to the height of the tire ground contact point or the vicinity thereof. This intersection S becomes a mechanistic rotation center constituted by the two lower links 3 and 4. This increases the caster rigidity.

The reason will be described next.
The longitudinal force during braking acts on the tire contact point. Further, as described above, the intersection S of the second rotation axes P2, P2 'of the two lower links 3, 4, that is, the height of the rotation center of the entire lower links 3, 4 is set to the tire ground contact point or its ground contact point. It is set to a nearby height. As a result, there is no or small span in the vertical direction between the point of action of the force acting on the wheel 1 during braking and the center of rotation of the lower links 3 and 4 as a whole. As a result, the lower links 3 and 4 are less likely to swing in the vehicle longitudinal direction. That is, even if the lower link between the lower links 3 and 4 and the upper link 5 is an in-wheel type suspension device, the caster rigidity can be set high.

  In addition, the point of action of force (wheel center) when getting over the protrusion and the span of the rotation center of the lower links 3 and 4 as a whole become large, and it is easy to swing back and forth when over the protrusion. It leads to. As a result, it is possible to achieve both high caster rigidity and low longitudinal rigidity.

(6) The vehicle body side ends of the two lower links are fixed to the torsion bar 40 via the rotating shaft member 14. The rotating shaft member 14 is not twisted or twisted little even if the torsion bar 40 is twisted. As a result, unnecessary vertical swinging of the vehicle body side end portions 3b, 4b of the lower links 3, 4 due to torsional deformation of the torsion bar 40 when the wheel 1 makes a vertical stroke can be suppressed.

(7) In particular, by connecting to the common rotating shaft member 14, relative vertical swing between the vehicle body side end portions 3 b, 4 b of the two lower links 3, 4 due to torsional deformation of the torsion bar 40. Can be suppressed.
Further, the front and rear rocking portions 15 and 16 provided individually on the two lower links 3 and 4 are connected to a common rotating shaft member 14. Accordingly, the two lower links 3 and 4 can be attached to the vehicle body side member 6 only by attachment between the single rotation shaft member 14 and the vehicle body side member 6.

(8) Further, the cushioning in the vertical direction of the suspension can be exerted by the torsion bar 40 that extends substantially in the horizontal direction and is disposed at a low position, instead of the coil spring that is arranged with the shaft facing up and down. As a result, the space required for installing the suspension device can be reduced. For example, the height of the hood located above it can be set low.

(9) A knuckle 7 that supports the wheel support member 2 so as to support the rotation shaft of the wheel 1 and a knuckle support member 9 that is rotatably connected to the knuckle rotation shaft member 8 that is integral with the knuckle 7; The wheel side end portions 3a, 4a of the lower links 3, 4 are connected to the knuckle support member 9.
As a result, it is possible to set the steered shaft (kingpin shaft) by the axis of the knuckle rotating shaft member 8, that is, the third rotating shaft P3.
That is, by providing the knuckle support member 9, the two lower links 3 and 4 have the above-described function of swinging in the front-rear direction when a projection is input. At the same time, the setting of the knuckle rotating shaft member 8 can arbitrarily set the steered shaft (king pin shaft) that affects the straight running stability and the steering feeling regardless of the wheel side attachment point of the upper link 5. it can. As a result, the design freedom of the suspension is improved.

(10) By providing the radius rod 31, the positioning of the knuckle 7 in the front-rear direction with respect to the vehicle body can be defined by the radius rod 31.
As a result, in the case where the control cannot be controlled only by swinging the lower links 3 and 4 with respect to the excessive front and rear direction input that is input to the wheel center when riding over the protrusion, the front and rear position of the knuckle 7 can be defined by the radius rod 31. it can.

(11) The tie rod 32 of the stearin mechanism is connected to the knuckle 7. As a result, the knuckle 7 rotates about the knuckle rotation shaft member 8, that is, the third rotation axis P3 by pushing and pulling the tie rod 32 in the axial direction of the tie rod 32 by the steering mechanism. As a result, the tire steering angle is given.
At this time, the wheel side end portions 3 a and 4 a of the lower links 3 and 4 are connected to the knuckle support member 9. For this reason, the rocking | fluctuation of the wheel side edge part 3a, 4a of the lower links 3 and 4 by steering of the knuckle 7 can be restrained small.

(Modification)
(1) In the said embodiment, the case where the wheel side edge part 3a, 4a of the two lower links 3 and 4 is connected to the common rotating shaft member 14 is illustrated. Instead of the common rotating shaft member 14, an individual rotating shaft member 14 may be provided for each of the lower links 3 and 4.
Here, when the first pivot shaft P1 for swinging the two lower links 3 and 4 in the vertical direction is the same axis, the common pivot shaft member 14 and the common pivot shaft member 14 as described above are used. Better to do. It is possible to attach the two lower links 3 and 4 to the vehicle body side member 6 at two points which are the attachment points of the single rotation shaft member 14 to the vehicle body side member 6.
On the other hand, when the directions of the first rotation axes P1 of the two lower links 3 and 4 are different, the rotation shaft member 14 is provided for each of the lower links 3 and 4.

(2) In the above embodiment, the structure for connecting the vehicle body side end portions 3b, 4b of the lower links 3, 4 to the rotating shaft member 14 via the front / rear swinging portions 15, 16 is the lower link as described above. The upper and lower shaft members 23 connected to the vehicle body side end portions 3b and 4b of the 3 and 4 are connected to the rotating shaft member 14 through a bearing so as to be freely rotatable. Instead, in the modified example, as shown in FIG. 8, the vertical shaft member 23 is rotatably connected to the rotary shaft member 14 via the bush 33.

The structure of the front and rear rocking portions 15 and 16 will be described.
The bush 33 is configured by interposing an elastic body 33c made of rubber between an inner cylinder 33b and an outer cylinder 33a arranged in a nested manner. The coaxial bush 33 is disposed on the upper and lower portions of the vertical shaft member 23 projecting up and down from the vehicle body side end portions 3b and 4b of the lower links 3 and 4, and the inner cylinder 33b is fixed to the vertical shaft member 23. At the same time, the outer cylinder 33a is fixed to the upper and lower mounting portions 24 protruding from the rotating shaft member 14, respectively.

In other words, the upper and lower mounting portions 24 protruding from the rotating shaft member 14 are disposed to face each other vertically with the vehicle body side end portions 3b and 4b of the lower links 3 and 4 interposed therebetween. A through hole 24a is coaxially opened in the upper and lower mounting portions 24. The bush 33 is press-fitted into each of the through holes 24 a, thereby fixing the outer cylinder 33 a of the bush 33 to the mounting portion 24. Further, the upper and lower shaft members 23 are passed through coaxially with the through holes opened in the inner cylinders 33 b of the upper and lower bushes 33 that are coaxial and the vehicle body side end portions 3 b and 4 b of the lower links 3 and 4. Male screws are formed on both upper and lower end portions, and nuts 27 are fastened and tightened to the male screws.
In addition, you may comprise the up-and-down shaft member 23 with a mounting bolt.

(3) In the above embodiment, the intersection S of each second rotation axis P2 specified by the vertical shaft member 23 of each lower link 3, 4 is set at the position of the tire ground contact point or in the vicinity thereof in the vehicle side view. ing. If the height of the intersection S is set to the same height as the position of the tire ground contact point or the vicinity thereof, the vehicle S is set at the front or rear position in the vehicle front-rear direction with respect to the tire ground contact point in the vehicle side view. It doesn't matter. The position of the intersection S is shown in FIG. 7 as a symbol S2 or S1.

Since the vertical offset with respect to the longitudinal force input to the tire set point during braking is zero or small, caster rigidity can be set high as in the above-described embodiment.
Further, the height of the intersection S may be higher or lower than the height of the tire ground contact point or the vicinity thereof. However, as the vertical distance from the height position of the tire set point increases, the lever ratio with respect to the longitudinal force input to the tire set point increases, and the caster rigidity decreases accordingly. Therefore, it is preferable that the height of the intersection S be as close as possible to the tire set point.

(4) Moreover, in the said embodiment, the case where the wheel side edge parts 3a and 4a of the lower links 3 and 4 are connected with the knuckle support member 9 by the ball joint 12 is illustrated. Instead, as shown in FIG.
However, the longitudinal rigidity is higher when the ball joint 12 is connected. In particular, in the present embodiment, the wheel side end portions 3a, 4a of the lower links 3, 4 are opposed to the side surface of the knuckle support member 9 so as to oppose each other in the vehicle vertical direction. And by arranging the ball joint 12 between the side surface of the knuckle support member 9 and the wheel side end portions 3a, 4a of the lower links 3, 4, the rigidity in the vehicle longitudinal direction is effectively increased. Can be high.

(5) In addition, the radius rod 31 may be arranged behind the wheel support member 2 in the vehicle front-rear direction. Similarly, the tie rod 32 may be disposed in front of the wheel support member 2 in the front-rear direction of the vehicle.
(6) Moreover, in the said embodiment, the upper link 5 is comprised by one I link. As shown in FIG. 10, the upper link 5 may be composed of an A arm. Further, as shown in FIG. 11, the upper link 5 may be constituted by two upper links 5 arranged in the vehicle front-rear direction. In this case, the wheel side attachment point of the upper link 5 is preferably connected to the knuckle 7 by a ball joint.
In this case, the knuckle 7 is positioned by the upper link 5 in the front-rear direction, so the radius rod 31 may be omitted.

(7) The rotating shaft member 14 and the torsion bar 40 may be provided individually for each lower link.
(8) The suspension device of this embodiment can be applied as a lower link of a suspension device of that type, such as a strut type, a double wishbone type, a multi-link type or the like. Further, it can be applied to either a front suspension device or a rear suspension device.

It is a typical perspective view explaining the structure of the suspension apparatus which concerns on embodiment based on this invention. It is a vehicle side view which shows the structure of the wheel support member which concerns on embodiment based on this invention. It is a typical perspective view which shows the connection of the lower link which concerns on embodiment based on this invention, and a rotating shaft member. It is a figure explaining the connection structure of the 1st example of the edge part of the torsion bar which concerns on embodiment based on this invention. It is a figure explaining the connection structure of the 2nd example of the torsion bar and rotation shaft member which concerns on embodiment based on this invention. It is the figure seen from the vehicle front explaining the attachment of the vehicle body side edge part of the lower link which concerns on embodiment based on this invention. It is a vehicle side view explaining the intersection position which concerns on embodiment based on this invention. It is a figure explaining the modification of the attachment structure of the vehicle body side edge part of a lower link. It is a figure explaining the modification of the attachment structure of the wheel side edge part of a lower link. It is a figure explaining the modification of an upper link. It is a figure explaining the modification of an upper link. It is a perspective view explaining the modification of the assembly position of a torsion bar and a rotating shaft member.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Wheel 2 Wheel support member 3, 4 Lower link 3a, 4a Wheel side edge part 3b, 3b Car body side edge part 5 Upper link 6 Car body side member 7 Knuckle 8 Knuckle rotating shaft member 9 Knuckle support member 12 Ball joint 14 Rotating shaft Member (Mounting bracket)
15, 16 Forward / backward swing part 23 Vertical shaft member 31 Radius rod 32 Tie rod 40 Torsion bar 40b Flange part P1 First rotational axis P2 Second rotational axis P3 Third rotational axis S Intersection

Claims (10)

A suspension having a lower link that connects a wheel side end to a wheel support member that supports a wheel and connects the vehicle body side end to a vehicle body side member so as to swing up and down about a first rotation axis. In the device
A torsion bar extending along the first rotation axis and connected to the vehicle body side member;
A suspension device characterized in that the vehicle body side end portion of the lower link is connected to the torsion bar via a front / rear rocking portion whose rigidity in the vehicle front-rear direction is lower than that in the vertical direction.   The front / rear swinging portion has a second rotation shaft that intersects the first rotation shaft in a side view of the vehicle, and the vehicle body side end portion of the lower link is used as a rotation center. The suspension device according to claim 1, wherein the suspension device is connected to the torsion bar so as to be swingable in a vehicle front-rear direction when viewed from above.   A mounting bracket having a higher torsional rigidity around the first rotation shaft than the torsion bar is provided, the mounting bracket is fixed to the torsion bar, and the front-rear swinging portion is coupled to the torsion bar via the mounting bracket. The suspension apparatus according to claim 2. In a suspension device having two lower links arranged side by side in the vehicle longitudinal direction,
4. The suspension device according to claim 3, wherein the vehicle body side end portions of the two lower links are connected to a torsion bar via the front / rear swinging portion and the mounting bracket, respectively.   The suspension apparatus according to claim 4, wherein the front and rear swinging portions provided at the vehicle body side end portions of the two lower links are connected to a common mounting bracket.   The two second rotating shafts set for each vehicle body side end portion of the two lower links intersect in a side view of the vehicle, and the intersection is located below the first rotating shaft. The suspension device according to any one of claims 2 to 5, characterized in that:   The suspension apparatus according to claim 6, wherein the height position of the intersection is set to a tire ground contact point height or a height in the vicinity thereof. The wheel support member includes a knuckle that supports the wheel, and a knuckle support portion that is rotatably supported around a third rotation shaft that extends vertically with respect to the knuckle.
The suspension device according to any one of claims 4 to 7, wherein a wheel side end portion of the lower link is connected to the knuckle support member.   The suspension device according to claim 8, further comprising a radius rod that connects the knuckle support portion and the vehicle body side member.   The suspension device according to claim 8 or 9, wherein a tie rod for turning the wheel support member is provided, and a wheel side end portion of the tie rod is connected to the knuckle.

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