Rear suspension arrangement
By employing a combination of trailing arm and transverse beam in the anti-torsion beam rear suspension, the problem of harmonizing the torsion of the transverse beam and the displacement of the trailing arm is solved, thereby improving the rigidity of the vehicle body and enhancing vehicle stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- HONDA MOTOR CO LTD
- Filing Date
- 2023-09-15
- Publication Date
- 2026-07-31
AI Technical Summary
In the existing anti-torsion beam rear suspension structure, it is difficult to coordinate the torsion of the crossbeam with the displacement of the trailing arm, resulting in insufficient body rigidity.
The system employs a combination structure of left and right trailing arms and a transverse beam. Through the first and second joints, the left and right trailing arms and the transverse beam can be displaced, independent of the elastic force of the rubber bushing, thus achieving a balance between torsion and displacement.
It improves body rigidity, enhances vehicle stability and ride comfort, and provides more space for components such as batteries.
Smart Images
Figure CN117755027B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a rear suspension structure with rear wheel support for a vehicle. Background Technology
[0002] For example, Patent Document 1 discloses a torsion beam rear suspension structure. This rear suspension structure integrates a pair of left and right trailing arms and a crossbeam extending along the vehicle width direction between the left and right trailing arms. The crossbeam is divided into a left beam and a right beam. The left and right beams are rotatably connected by rubber bushings with a rotation axis along the vehicle width direction as the center of rotation.
[0003] In Patent Document 1, when the vehicle body is not tilted in the width direction and vibrates in the vertical direction, the left and right trailing arms displace in the same phase. In addition, when the vehicle body tilts in the width direction, such as when the vehicle is turning, the left and right trailing arms displace in opposite phases, and the elastic force of the rubber bushings can be used to allow the torsion of the crossbeams (left beam and right beam).
[0004] Existing technical documents
[0005] Patent documents
[0006] Patent Document 1: Japanese Patent Application Publication No. 2008-201241 Summary of the Invention
[0007] The problem that the invention aims to solve
[0008] In recent years, research and development have been conducted on vehicle body rigidity to help improve energy efficiency, so as to ensure that more people have access to affordable, reliable, connected and advanced energy.
[0009] However, in the anti-torsion beam rear suspension structure disclosed in Patent Document 1, since the left and right crossbeams integrated with the trailing arm are combined with each other, the torsion of the left and right crossbeams depends on the elastic force of the rubber bushings (the hardness of the rubber bushings).
[0010] Therefore, in the anti-torsion beam rear suspension structure disclosed in Patent Document 1, it is necessary to harmonize the torsion of the crossbeam in the opposite phase with the displacement of the trailing arm in the same phase.
[0011] The present invention was made in view of the aforementioned problems, and aims to provide a rear suspension structure that can harmonize the torsion of the crossbeam and the displacement of the trailing arm.
[0012] Methods for solving problems
[0013] To achieve the aforementioned objective, the rear suspension structure of the present invention supports the rear wheels of a vehicle. The rear suspension structure is characterized by comprising: a pair of left and right trailing arms extending in the longitudinal direction of the vehicle, with their front ends supported on the vehicle; a pair of left and right wheel hubs having wheel support portions that rotatably support the rear wheels; and a transverse beam extending in the vehicle width direction. The wheel hubs have a front arm portion extending forward of the vehicle and inward in the vehicle width direction relative to the axle of the rear wheels, and a rear arm portion extending rearward of the vehicle relative to the front arm portion. The arm is coupled to the forearm mounting portion of the trailing arm, the transverse beam connects the left and right rear arm portions to each other, and the rear ends of the left and right trailing arms are coupled to at least one of the wheel hub frame and the transverse beam respectively by means of a first coupling portion acting as a bushing. The transverse beam has: a left beam extending inward from the rear arm portion on the left side of the vehicle in the vehicle width direction; a right beam extending inward from the rear arm portion on the right side of the vehicle in the vehicle width direction; and a pair of left and right second coupling portions that displace the overlapping left beam and the right beam to each other.
[0014] Invention Effects
[0015] In this invention, a rear suspension structure is obtained that harmonizes the torsional amount of the crossbeam with the displacement of the trailing arm. Furthermore, this also helps to improve vehicle body rigidity. Attached Figure Description
[0016] Figure 1 This is a top view of the rear suspension structure according to an embodiment of the present invention.
[0017] Figure 2 Viewed from the rear side of the vehicle Figure 1 A partial schematic side view of the rear suspension shown.
[0018] Figure 3 Viewed from the front side of the vehicle Figure 1 The side view of the rear suspension is shown.
[0019] Figure 4 It is shown Figure 3 Side view of a modified example of the first and second joints shown.
[0020] Figure 5 (a) to (c) are schematic diagrams used to illustrate the function of the imaginary link.
[0021] Figure 6 (a) shows the state where the input of the lateral force is zero, and (b) is a schematic diagram showing the inclination characteristics when the input of the lateral force is applied.
[0022] Figure 7 This is a top view of a rear suspension structure using other embodiments of the present invention.
[0023] Figure 8 This is a top view of a rear suspension structure that applies another embodiment of the present invention.
[0024] Figure 9 It is along Figure 8 A cross-sectional view of IX-IX.
[0025] Figure 10 This is a top view of a rear suspension structure that applies another embodiment of the present invention.
[0026] Figure 11 It is along Figure 10 A sectional view of XI-XI.
[0027] Figure 12 This is a top view of a rear suspension structure that applies another embodiment of the present invention.
[0028] Figure 13 This is a top view of a rear suspension structure that applies another embodiment of the present invention.
[0029] Explanation of reference numerals in the attached figures
[0030] 10 rear suspension
[0031] 12, 12a, 12b towing arms
[0032] 14, 14a, 14b wheel hub brackets
[0033] 16 transverse beams
[0034] 17a Left beam
[0035] 17b Right Beam
[0036] 24, 24a, 24b, Bushing 1
[0037] 25 (Trailer arm) Rear end of vehicle
[0038] 26, 26a, 26b Third bushing (bushel, first joint)
[0039] 30 Forearm
[0040] 32. Lower arm
[0041] 34 Forearm Mounting Section
[0042] 38, 38a, 38b No. 2 bushing
[0043] 60, 60a, 60b, fourth bushing (another bushing, second joint)
[0044] 72 Relative axes of rotation
[0045] 80 drive shaft
[0046] 88 and 92 motor units
[0047] 94 stabilizer
[0048] Axle Detailed Implementation
[0049] Next, embodiments of the present invention will be described in detail with appropriate reference to the accompanying drawings. It should be noted that in the figures, "front and back" refers to the front-to-back direction of the vehicle, "left and right" refers to the width direction of the vehicle (left-to-right direction), and "up and down" refers to the vertical direction of the vehicle (vertical up and down direction).
[0050] like Figure 1 As shown, the rear suspension structure of this embodiment of the invention is applied to the rear suspension 10 that supports the rear wheels of a vehicle. The rear suspension 10 is configured to include a pair of left and right trailing arms 12a and 12b, a pair of left and right wheel hub brackets 14a and 14b, a transverse beam 16, a pair of left and right coil springs 18, and a shock absorber 20.
[0051] It should be noted that in this manual, the two towing arms are collectively referred to as "tow arms 12", the towing arm located on the left side of the vehicle is referred to as "tow arm 12a", and the towing arm located on the right side of the vehicle is referred to as "tow arm 12b". Additionally, the two wheel hub frames are collectively referred to as "wheel hub frames 14", the wheel hub frame located on the left side of the vehicle is referred to as "wheel hub frame 14a", and the wheel hub frame located on the right side of the vehicle is referred to as "wheel hub frame 14b".
[0052] Each trailing arm 12 is composed of a hollow body with a closed cross-section inside, and when viewed from above, it is configured in an inverted U-shape that widens outward in the vehicle width direction compared to the front side of the vehicle and the rear side of the vehicle (see...). Figure 1 ).
[0053] At the front ends of the left and right trailing arms 12a and 12b, respectively, there are body mounting portions 22 for mounting the front ends of the vehicle to a side body component (not shown). Each body mounting portion 22 is composed of an annular body. Within this annular body, a pair of left and right first bushings 24a and 24b, each having a rubber elastomer, are respectively mounted.
[0054] The first bushings 24a and 24b are provided with a first fixing hole, which fixes a first support shaft 23 embedded in the center of the first bushings 24a and 24b. The first support shaft 23 extends substantially along the vehicle width direction via the first fixing hole. The first bushings 24a and 24b are mounted to side body components (e.g., lower longitudinal beams, rear frame, etc.) by means of brackets (not shown).
[0055] The vehicle body mounting portion 22 of the trailing arm 12 can be oscillatingly connected to a side component of the vehicle body (e.g., a lower longitudinal beam, a rear frame, etc.) via the first support shaft 23 of the first bushings 24a and 24b in the vertical direction of the vehicle. It should be noted that the first bushings 24a and 24b will be described in detail below.
[0056] The rear ends 25 of each of the pair of trailing arms 12a and 12b extending along the longitudinal direction of the vehicle (see...) Figure 3 The left and right pairs of third bushings 26a and 26b, which serve as the first joint, are respectively connected to the outer ends of the left beam 17a and right beam 17b constituting the transverse beam 16 in the vehicle width direction. The left and right pairs of third bushings 26a and 26b are respectively embedded in the annular bodies 29 provided at the rear end 25 of each of the trailing arms 12a and 12b (see...). Figure 3 ), configured to be displaceable via the third support shafts 27a and 27b extending along the vertical direction of the vehicle. For example Figure 1 and Figure 2 As shown in the diagram, the rear end of the left trailing arm 12a is connected to the left end of the left beam 17a. The rear end of the right trailing arm 12b is connected to the right end of the right beam 17b.
[0057] like Figure 1 As shown, in this embodiment, the front end (body mounting portion 22) of the tow arm 12 is provided with an angle that tilts outward in the vehicle width direction when viewed from above, so that it is on the outer side of the vehicle compared to the rear end 25. In other words, when viewed from above, the left and right tow arms 12a and 12b are configured in a roughly V-shape.
[0058] It should be noted that in this embodiment, the rear vehicle ends 25 of the trailing arms 12a and 12b are respectively connected to the left beam 17a and right beam 17b of the transverse beam 16 by means of a pair of left and right third bushings 26a and 26b. However, this is not a limitation. For example, the rear vehicle ends 25 of the trailing arms 12a and 12b can also be connected to the left and right wheel hub frames 14a and 14b respectively. It should be noted that the transverse beam 16 will be described in detail later.
[0059] The wheel hub bracket 14 is a structure that holds the wheel hub (not shown), which supports the wheel (tire + wheel) and allows the wheel to rotate. The wheel hub bracket 14 has a wheel support portion 28 that rotatably supports the rear wheel (see [link]). Figure 1 ).
[0060] In addition, such as Figure 1As shown, the wheel hub frame 14 is configured to branch into two branches facing forward and rearward of the vehicle. Specifically, the wheel hub frame 14 has a front arm portion 30 extending forward and inward of the vehicle relative to the rear wheel axle A, and a rear arm portion 32 extending rearward of the vehicle relative to the front arm portion 30. In this embodiment, the front arm portion 30 and the rear arm portion 32 are integrally formed. It should be noted that the front arm portion 30 and the rear arm portion 32 can also be manufactured separately and then integrally connected.
[0061] In addition, in this embodiment, such as Figure 1 As shown, the left beam 17a and right beam 17b of the transverse beam 16 are located behind the rear axle A of the rear wheel, but this is not a limitation. For example, as Figure 12 As shown in other embodiments described later, the left beam 17a and right beam 17b of the transverse beam 16 can also be configured such that they are located in front of the vehicle relative to the rear wheel axle A.
[0062] like Figure 1 As shown, the forearm portion 30 is connected to the trailing arms 12a and 12b respectively via a forearm mounting portion 34 located approximately at the center of the trailing arms 12a and 12b. That is, the vehicle-front end of the forearm portion 30 is rotatably connected to a pair of mounting plates 36a and 36b respectively fixed to each trailing arm 12a and 12b via a pair of left and right second bushings 38a and 38b. The second bushings 38a and 38b are provided with second fixing holes for fixing a second support shaft 39 embedded in the center of the second bushings 38a and 38b. The second support shaft 39 extends approximately along the vehicle's longitudinal direction via the second fixing holes. The second bushings 38a and 38b are positioned approximately at the center of the trailing arms 12a and 12b along the vehicle's longitudinal direction (see [reference]). Figure 1 ).
[0063] like Figure 1 As shown, the forearm mounting portion 34 comprises a pair of mounting plates 36a and 36b respectively disposed on each trailing arm 12a and 12b, a second bushing 38a and 38b mounted on the front end of the vehicle, and a second support shaft 39 embedded in the second bushing 38a and 38b and supported between the pair of mounting plates 36a and 36b. Specifically, each trailing arm 12a and 12b has a bent portion 40 that bends inward toward the vehicle width direction. A pair of mounting plates 36a and 36b are respectively provided on the outer side of the bent portion 40 in the vehicle width direction and are arranged opposite to each other.
[0064] The transverse beam 16 extends along the vehicle width direction, connecting the left and right rear arm portions 32 to each other. Specifically, in this embodiment, the inner end of the rear arm portion 32 of the left wheel hub bracket 14a in the vehicle width direction is integrally formed with the outer end of the left beam 17a of the transverse beam 16 extending along the vehicle width direction. Furthermore, the inner end of the rear arm portion 32 of the right wheel hub bracket 14b in the vehicle width direction is integrally formed with the outer end of the right beam 17b of the transverse beam 16 extending along the vehicle width direction.
[0065] like Figure 1 As shown, the towing arms 12a and 12b are configured such that the front end of the vehicle (body mounting part 22) becomes the outer side of the vehicle compared to the rear end 25 of the vehicle, and are tilted at an angle so as to face outward in the vehicle width direction when viewed from above.
[0066] like Figure 2 and Figure 3 As shown, the transverse beam 16 has a left beam 17a, a right beam 17b, a pair of left and right third bushings (a pair of left and right first joints) 26a and 26b, and a pair of left and right fourth bushings (a pair of left and right second joints) 60a and 60b.
[0067] The left beam 17a is located on the upper side of the transverse beam 16, extending inward in the vehicle width direction from the upper part of the wheel hub frame 14a located on the left side of the vehicle. The right beam 17b is located on the lower side of the transverse beam 16, extending inward in the vehicle width direction from the lower part of the wheel hub frame 14b located on the right side of the vehicle. The left beam 17a and the right beam 17b are positioned to overlap each other in the vertical direction of the vehicle. A pair of left and right third bushings (bushlets) 26a and 26b function as a pair of left and right first joints, allowing the rear ends 25 of the left and right trailing arms 12a and 12b to engage with the left beam 17a and the right beam 17b respectively. A pair of left and right fourth bushings (another bushing) 60a and 60b function as a pair of left and right second joints, allowing the left beam 17a and the right beam 17b to be displaceably engaged with each other.
[0068] In this specification, both the left and right pairs of third bushings 26a and 26b are collectively referred to as "third bushing 26". In addition, both the left and right pairs of fourth bushings 60a and 60b are collectively referred to as "fourth bushing 60".
[0069] It should be noted that in this embodiment, the rear arm portion 32 of the wheel hub frame 14a located on the left side of the vehicle is integrally formed with the left beam 17a, and the rear arm portion 32 of the wheel hub frame 14b located on the right side of the vehicle is integrally formed with the right beam 17b, but this is not a limitation. For example, the left and right wheel hub frames 14a and 14b and the left beam 17a and right beam 17b can be manufactured separately and then integrally joined by means of welding, for example.
[0070] like Figure 3As shown, the first joint is configured to include: a third bushing 26b on the other side, which is disposed on the lower surface of the left beam 17a at the outer end in the vehicle width direction close to the right wheel hub frame 14b, and is axially supported in the vertical direction by means of a third support shaft 27b; and a third bushing 26a on one side, which is disposed on the upper surface of the right beam 17b at the outer end in the vehicle width direction close to the left wheel hub frame 14a, and is axially supported in the vertical direction by means of a third support shaft 27a.
[0071] like Figure 3 As shown, the second joint is composed of a fourth bushing 60a on one side and a fourth bushing 60b on the other side, disposed between the center of the left beam 17a and the right beam 17b in the vehicle width direction and the first joint (the third bushing 26a on one side and the third bushing 26b on the other side). The fourth bushing 60b on the other side has: a fourth support shaft 64b on the other side, which is axially supported along the vehicle width direction by a pair of support plates 62a, 62b disposed on the lower surface of the left beam 17a; and an outer insert 63b disposed on the upper surface of the right beam 17b and externally inserted into the outer surface of the fourth bushing 60b. The fourth bushing 60a on one side has: a fourth support shaft 64a on one side, which is axially supported along the vehicle width direction by a pair of support plates 66a, 66b disposed on the upper surface of the right beam 17b; and an outer insert 63a disposed on the lower surface of the left beam 17a and externally inserted into the outer surface of the fourth bushing 60a. The second joint (the fourth bushing 60a on one side and the fourth bushing 60b on the other side) is positioned close to the first joint (the third bushing 26a on one side and the third bushing 26b on the other side) relative to the center in the vehicle width direction (see [reference]). Figure 3 ).
[0072] Next, in Figure 4 The diagram shows a modified example of the first joint and the second joint. In this modified example, as shown... Figure 4 As shown, the support piece 68a located on the lower surface of the outer end of the left beam 17a in the vehicle width direction and the support piece 70a located on the upper surface of the outer end of the right beam 17b in the vehicle width direction, compared with the adjacent and opposite support pieces 68b and 70b, are configured as thick walls. The third support shaft 27a on one side and the third support shaft 27b on the other side, which serve as the first joint, are axially supported along the vehicle width direction by the thick-walled support pieces 68a and 70a, respectively. Thus, the difference in the modified example is that the support shafts 27a, 27b, 64a, and 64b of the left and right pairs of third bushings 26a and 26b and the fourth bushings 60a and 60b in the first and second joints are coaxially arranged along the vehicle width direction.
[0073] In this variation, for example, as described later. Figure 13Other embodiments show that, with stabilizer 94 configured, in a left-right out-of-phase state, the left and right pairs of third bushings 26a, 26b and fourth bushings 60a, 60b are subjected to loads in the vertical direction of the vehicle. As a result, in Figure 4 The modified example shown has the advantage of being able to relatively improve the effect of stabilizer 94.
[0074] In this embodiment, by connecting the center of the third support shaft 27a of the third bushing 26a disposed on one side along the vehicle width direction with the center of the third support shaft 27b of the third bushing 26b disposed on the other side along the vehicle width direction, the opposing rotation shafts 72 of the hub frame 14 are formed (see Figure 1 In this embodiment, a pair of first joints on the left and right sides and a pair of second joints on the left and right sides are arranged on the opposing rotation shaft 72. Their functions / effects will be described in detail below.
[0075] like Figure 1 As shown, in this embodiment, the coil spring 18 and the shock absorber 20 are not coaxially configured, but rather are configured asymmetrically relative to axle A at the rear of the vehicle. In this case, the coil spring 18 is configured near axle A at the front of the vehicle, and the shock absorber 20 is configured relative to the coil spring 18 at the rear of the vehicle. It should be noted that the coil spring 18 and the shock absorber 20 can also be coaxially configured by the coil spring 18 winding around the outside of the shock absorber 20.
[0076] The first bushing 24, the second bushing 38, the third bushing 26, and the fourth bushing 60 are substantially identical. Each bushing 24 (38, 26, 60) is configured, for example, to include: a cylindrical outer cylinder; an inner cylinder coaxially disposed within the outer cylinder, having a through hole extending axially through its center; a rubber elastomer disposed between the inner surface of the outer cylinder and the outer surface of the inner cylinder, elastically connecting the outer cylinder and the inner cylinder respectively; and a support shaft 23 (39, 27, 64) axially embedded and fixed within the through hole of the inner cylinder. Each bushing 24 (38, 26, 64) provides vibration damping based on the elastic deformation of the rubber elastomer.
[0077] The rear suspension 10 of this embodiment is basically constructed in the manner described above, and its effects will be explained below.
[0078] In this embodiment, the left and right wheel hub frames 14a and 14b each have a front arm portion 30 extending forward and inward of the vehicle relative to the rear wheel axle A, and a rear arm portion 32 extending rearward of the vehicle relative to the front arm portion 30. The rear end 25 of each of the left and right trailing arms 12a and 12b extending in the vehicle longitudinal direction is connected to the transverse beam 16 by means of a pair of left and right third bushings (bushlets) 26a and 26b serving as a first connection portion. The transverse beam 16 has a left beam 17a extending inward in the vehicle width direction from the wheel hub frame 14a located on the left side of the vehicle, a right beam 17b extending inward in the vehicle width direction from the wheel hub frame 14b located on the right side of the vehicle, and a second connection portion that allows the left beam 17a and the right beam 17b to be displaceably connected to each other.
[0079] In this embodiment, by providing a pair of second joints that allow the left and right beams 17a and 17b, which are separate on the left and right sides, to displace each other, the left and right trailing arms 12a and 12b can be displaced in opposite phases when the vehicle body tilts in the vehicle width direction, such as when the vehicle is turning. Furthermore, in this embodiment, by using a pair of first joints (a third bushing 26a on one side and a third bushing 26b on the other side) that connect the rear ends 25 of the left and right trailing arms 12a and 12b to the transverse beam 16, the left and right trailing arms 12a and 12b can be displaced in the same phase. Therefore, in this embodiment, it is possible to achieve a balance between the torsional amount of the transverse beam 16 and the displacement of the trailing arms 12. As a result, in this embodiment, a rear suspension structure that does not depend on the elastic force (hardness of the rubber bushings) of the rubber bushings can be obtained.
[0080] A pair of second joints (the fourth bushing 60a on one side and the fourth bushing 60b on the other side) are positioned between the center of the left beam 17a and the right beam 17b in the vehicle width direction and the first joint (the third bushing 26a on one side and the third bushing 26b on the other side) (see [reference]). Figure 3 In this embodiment, a first joint is provided between the center of the left beam 17a and the right beam 17b and the first joint along the vehicle width direction. This first joint connects the rear ends 25 of the left and right trailing arms 12a and 12b to the transverse beam 16. A second joint is also provided to connect the left beam 17a and the right beam 17b to each other. This allows the trailing arms 12 to be more securely connected to the transverse beam 16.
[0081] It should be noted that, as Figure 3 As shown, in this embodiment, by configuring the second joint closer to the first joint than the center in the vehicle width direction, the trailing arm 12 and the transverse beam 16 can be more firmly joined.
[0082] In this embodiment, the left and right pairs of second joints are formed by a fourth bushing 60a on one side and a fourth bushing 60b on the other side. The fourth bushing 60a on one side has a fourth support shaft 64a on one side supported by a pair of support plates 66a, 66b provided on the upper surface of the right beam 17b along the vehicle width direction. The fourth bushing 60b on the other side has a fourth support shaft 64b on the other side supported by a pair of support plates 62a, 62b provided on the lower surface of the left beam 17a along the vehicle width direction.
[0083] In this embodiment, the fourth bushing 60a on one side and the fourth bushing 60b on the other side of the second joint, and the fourth support shaft 64a on one side and the fourth support shaft 64b on the other side, are respectively arranged along the vehicle width direction. Thus, in this embodiment, a rigid connection can be achieved in the vehicle's longitudinal and vertical directions, and a flexible connection can be achieved along the vehicle width direction.
[0084] In this embodiment, the left beam 17a and right beam 17b are positioned at the rear of the vehicle compared to the rear wheel axle A. Therefore, in this embodiment, the space at the rear of the vehicle can be increased, for example, increasing the space for mounting the battery or similar components.
[0085] In this embodiment, the opposing rotation shafts 72 of the wheel hub frame 14 are formed by connecting the center of the third support shaft 27a of the third bushing 26a disposed on one side along the vehicle width direction with the center of the third support shaft 27b of the third bushing 26b disposed on the other side along the vehicle width direction. In this embodiment, a pair of left and right first joints and a pair of left and right second joints are disposed on the opposing rotation shafts 72.
[0086] In this embodiment, by arranging the third support shafts 27a and 27b of the third bushings 26a and 26b as the first joint and the fourth support shafts 64a and 64b of the fourth bushings 60a and 60b as the second joint on the opposing rotation shafts 72 of the wheel hub frame 14, no torque is generated at the joints between the rear arm portions 32 of the left and right wheel hub frames 14a and 14b and the left beam 17a and right beam 17b. As a result, the rigidity / strength of the joints between the rear arm portions 32 of the left and right wheel hub frames 14a and 14b and the left beam 17a and right beam 17b can be reduced. This improves the durability of the rear suspension 10 and achieves weight reduction.
[0087] like Figure 5 (a)~ Figure 5As shown in (c), this embodiment is configured to include: a pair of first bushings 24a and 24b, which mount the front ends of the left and right trailing arms 12a and 12b to a vehicle side component (not shown); a pair of third bushings 26a and 26b, which mount the rear ends 25 of the left and right trailing arms 12a and 12b to a transverse beam 16 (left beam 17a and right beam 17b); and a pair of second bushings 38a and 38b, which mount the front arm portions 30 of the left and right wheel hub frames 14a and 14b to the middle portions of the left and right trailing arms 12a and 12b via a front arm mounting portion 34. Here, it is envisioned that a first imaginary link 74 is connected by an imaginary line to the second bushing 38a located on one side of the middle portion of the left trailing arm 12a and the third bushing 26b located on the other side of the rear end 25 of the right trailing arm 12b. Furthermore, it is envisioned that a second imaginary link 76 is connected by an imaginary line to the second bushing 38b located on the other side of the middle portion of the right-side trailing arm 12b and the third bushing 26a located on one side of the rear end 25 of the left-side trailing arm 12a. The first imaginary link 74 and the second imaginary link 76 intersect each other at the center O in the vehicle width direction.
[0088] In this embodiment, by providing the first imaginary link 74 and the second imaginary link 76, it has the advantage of being able to freely expand / shrink the width dimension L of the front ends of the left and right trailing arms 12a and 12b. For example, when... Figure 5 When the width dimension of the front end of the left and right trailing arms 12a and 12b in state (a) is set to dimension L, then... Figure 5 In state (b), the width dimension is reduced by 2b, becoming the width dimension (L-2b). Furthermore, in... Figure 5 In state (c), the width dimension increases by 2c, becoming the width dimension (L+2c). It should be noted that in... Figure 5 (a)~ Figure 5 In any state of (c), the position of the center O remains unchanged.
[0089] In this embodiment, by providing a pair of second bushings 38a and 38b on the left and right sides, respectively constituting the first imaginary link 74 and the second imaginary link 76, and a pair of third bushings 26a and 26b on the left and right sides, the degree of freedom of the width dimension L of the left and right trailing arms 12a and 12b at the front end of the vehicle is increased. As a result, in this embodiment, both high lateral rigidity and the degree of freedom to easily perform displacement from the same phase to the opposite phase (degree of freedom of opposite phase movement) can be achieved. This contributes to the stabilization of vehicle movement.
[0090] Figure 6(a) shows the state where the lateral force input to the rear wheel is zero (F = 0). Figure 6 (b) shows the state where a lateral force F is input from the right rear wheel. Figure 6 As shown in (b), when a lateral force F is input to the right rear wheel, the lateral force F is transmitted to the left rear wheel via the left beam 17a and right beam 17b constituting the lateral beam 16. When the lateral force F is transmitted from the right rear wheel to the left rear wheel, a force in the direction of the clockwise arrow acts on the third bushing 26b on the other side of the first joint, and a force in the direction of the clockwise arrow acts on the third bushing 26a on one side. As a result, with the axle A of the left and right rear wheels in the direction of arrow B, the outer wheel side tilts forward and the inner wheel side tilts backward, thereby giving the tire on the outer wheel side (the tire on the right side in the attached figure) a cambering characteristic (rear camber).
[0091] Next, other embodiments of the present invention will be described.
[0092] Figure 7 This is a top view of a rear suspension structure using other embodiments of the present invention.
[0093] exist Figure 7 In the other embodiments shown, axle A has a drive shaft 80. This drive shaft 80 passes through the left and right trailing arms 12a and 12b respectively, and is rotatably supported on the left and right wheel hub frames 14a and 14b respectively. Bearing mechanisms, such as bearings (not shown), are respectively arranged at both ends of the drive shaft 80. A motor unit 82 for rotating the drive shaft 80 is arranged in the middle of the drive shaft 80.
[0094] exist Figure 7 In other embodiments shown, by supporting the drive shaft 80 through the trailing arm 12 and the hub frame 14 respectively, mounting space 84 for the battery, etc., can be ensured between the left and right pairs of trailing arms 12a, 12b. This achieves space saving.
[0095] Figure 8 This is a schematic top view of a rear suspension structure applying another embodiment of the present invention. Figure 9 It is along Figure 8 A cross-sectional view of the IX-IX line. Figure 10 This is a top view schematic diagram of a rear suspension using another rear suspension structure of the present invention. Figure 11 It is along Figure 10 A cross-sectional view along line XI-XI.
[0096] exist Figure 8 and Figure 9In another embodiment shown, a motor mounting portion 86 extending toward the front of the vehicle is integrally provided on the right beam 17b constituting the transverse beam 16, and a single motor unit 88 is fastened to the upper surface of the motor mounting portion 86.
[0097] exist Figure 8 and Figure 9 In another embodiment shown, by mounting the motor unit 88 on a beam (right beam 17b) on one side using the motor mounting part 86, the vertical displacement between the outboard of the drive shaft 80 and the motor unit 88 can be suppressed, thereby reducing the swing angle of the drive shaft 80. As a result, in Figure 8 and Figure 9 In another embodiment shown, the constant velocity coupling (not shown) connected to the drive shaft 80 can be miniaturized and its durability improved. Furthermore, in Figure 8 and Figure 9 In another embodiment shown, a single motor unit 88 can be mounted without increasing the number of vehicle body fastening points, and it can be used in front-wheel drive vehicles (see [reference]). Figure 8 , Figure 9 ) and four-wheel drive vehicles (see Figure 10 , Figure 11 To achieve the commonality (shared use) of vehicle body (body) among different vehicles.
[0098] exist Figure 10 and Figure 11 In another embodiment shown, in addition to the motor unit 88 mounted on the right beam 17b, another motor mounting portion 90 extending towards the front of the vehicle is integrally added to the left beam 17a constituting the transverse beam 16. Furthermore, another motor unit 92 is fastened to the lower surface of this other motor mounting portion 90. That is, Figure 10 and Figure 11 Another embodiment shown is similar to Figure 8 and Figure 9 The difference in the embodiment shown is that motor units 88 and 92 are respectively mounted on the left beam 17a and the right beam 17b.
[0099] exist Figure 10 and Figure 11 In another embodiment shown, by mounting left and right motor units 88 and 92 on the left beam 17a and right beam 17b respectively, the relative displacement between the motor units 88 and 92 and the wheel hub bracket 14 caused by the swaying action of the rear suspension 10 can be suppressed. This eliminates the need for swaying displacement of the drive shaft 80, simplifying the rear suspension structure, improving space efficiency, and enhancing durability. Furthermore, in Figure 10 and Figure 11In another embodiment shown, multiple motor units 88, 92 can be mounted without increasing the vehicle body fastening points, and can be used in front-wheel drive vehicles (see [link]). Figure 8 , Figure 9 ) and four-wheel drive vehicles (see Figure 10 , Figure 11 To achieve the commonality (shared use) of vehicle body (body) among different vehicles.
[0100] Figure 12 This is a schematic top view of a rear suspension structure applying another embodiment of the present invention.
[0101] Figure 12 Another embodiment shown differs from the aforementioned embodiment in that the transverse beam 16, having a first joint and a second joint, faces forward relative to the rear wheel axle A. Figure 12 In another embodiment shown, the dimensions of the left and right trailing arms 12a, 12b along the vehicle's longitudinal direction are shortened, allowing for an increase in the inverted U-shaped opening angle without reducing the lateral dimension of the battery and other mounting space 84. As a result, in Figure 12 In another embodiment shown, for example, the inward tilting characteristic is enhanced when a lateral force is input during vehicle cornering, which can improve vehicle stability.
[0102] Figure 13 This is a schematic top view of a rear suspension structure applying another embodiment of the present invention.
[0103] Figure 13 Another embodiment shown differs from the aforementioned embodiment in that the stabilizer 94 is mounted across a pair of left and right wheel hub frames 14a, 14b along the vehicle width direction. The stabilizer 94 is supported by a pair of support blocks 96a, 96b connected to the transverse beam 16. By configuring this stabilizer 94, the torsional rigidity of the transverse beam 16 can be strengthened. As a result, in Figure 13 In another embodiment shown, it is possible to suppress body roll at corners and swaying during vehicle travel, thereby improving vehicle ride comfort.
Claims
1. A rear suspension configuration supporting the rear wheels of a vehicle, characterized in that it comprises: A pair of tow arms extend in the longitudinal direction of the vehicle, with their front ends supported on the vehicle; A pair of left and right wheel hub frames, each having a wheel support portion that rotatably supports the rear wheel; as well as A transverse beam that extends in the width direction of the vehicle. The wheel hub bracket has a front arm portion extending forward of the vehicle and inward in the vehicle width direction relative to the axle of the rear wheel, and a rear arm portion extending rearward of the vehicle relative to the front arm portion. The forearm portion is combined with the forearm mounting portion disposed on the trailing arm. The transverse beam connects the left and right rear arm sections to each other. The rear ends of the left and right trailing arms are respectively engaged with at least one of the hub frame and the transverse beam via a first engagement portion that serves as a bushing. The transverse beam has: a left beam extending inward from the rear arm on the left side of the vehicle in the vehicle width direction; a right beam extending inward from the rear arm on the right side of the vehicle in the vehicle width direction; and a pair of second joints that displace the overlapping left and right beams together.
2. The rear suspension structure according to claim 1, characterized in that, The second joint is disposed between the center of the left beam and the right beam in the vehicle width direction and the first joint.
3. The rear suspension structure according to claim 1, characterized in that, The second joint is formed by another bushing, which is different from the first joint, and the support shaft of the other bushing is fastened along the vehicle width direction.
4. The rear suspension structure according to claim 1, characterized in that, The left beam and the right beam are positioned at the rear of the vehicle relative to the axle of the rear wheel.
5. The rear suspension structure according to claim 3, characterized in that, By connecting the center of the support shaft of the bushing constituting the first joint portion arranged on one side along the vehicle width direction with the center of the support shaft of the bushing constituting the first joint portion arranged on the other side along the vehicle width direction, opposing rotation axes of the wheel hub frame are formed. The first joint and the second joint are arranged on opposite rotation axes.
6. The rear suspension structure according to claim 1, characterized in that, The axle has a drive shaft. The drive shaft passes through the trailing arm and is rotatably supported on the hub frame.
7. The rear suspension structure according to claim 1, characterized in that, The axle has a drive shaft. The drive shaft is rotatably supported on at least one of the left beam and the right beam.
8. The rear suspension structure according to claim 1, characterized in that, The first joint and the second joint are respectively positioned at the front of the vehicle relative to the axle of the rear wheel.
9. The rear suspension structure according to claim 1, characterized in that, Stabilizers are mounted on the left and right wheel hubs.
10. The rear suspension structure according to claim 2, characterized in that, The second joint is configured to be close to the first joint relative to the center in the vehicle width direction.