Rear suspension device

Abstract

In a rear suspension device (1) that connects a wheel (3) and a vehicle body (2) by means of a first upper link (11), a second upper link (12), a first lower link (13), a second lower link (14), and a third lower link (15), the rigidity of the first upper link (11) and the rigidity of the second upper link (12) are different. The stiffness of the second upper link (12), which has a relatively large inclination angle ([theta] 2) with respect to the vehicle width direction in a plan view of the vehicle, is lower than the stiffness of the first upper link (11), which has a relatively small inclination angle ([theta] 1) with respect to the vehicle width direction in a plan view of the vehicle. When the inclination angles ([theta] 1, [theta] 2) of the upper links with respect to the vehicle width direction are equal, the rigidity of the second upper link (12), which has a relatively long distance (L2) from the wheel axle (32) in the plan view of the vehicle, is lower than the rigidity of the first upper link (11), which has a relatively short distance (L1) from the wheel axle (32) in the plan view of the vehicle.

Description

Technical Field

[0001] The present invention relates to a rear suspension device for a vehicle. Background Art

[0002] As a conventional multi-link rear suspension device, a multi-link rear suspension device including an A-type upper link and three lower links is known (Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 4195208 Summary of the Invention

[0006] Problems to be solved by the invention

[0007] The rear suspension system preferably has a high stiffness in the vehicle width direction to improve cornering responsiveness, while also having a low stiffness in the vehicle's longitudinal direction to reduce the impact when going over steps. However, as in the aforementioned prior art, the A-type upper link has the problem of making it difficult to set the vehicle's longitudinal stiffness low.

[0008] An object of the present invention is to provide a rear suspension device capable of setting a high rigidity in the vehicle width direction and a low rigidity in the vehicle front-rear direction.

[0009] Solutions for solving problems

[0010] The present invention solves the above-mentioned problem by making the rigidity of two upper links different in a rear suspension device that connects wheels and a vehicle body using two upper links and a plurality of lower links.

[0011] Effects of the Invention

[0012] According to the present invention, since the two upper links have different rigidities, the rigidity in the vehicle width direction can be set high, while the rigidity in the vehicle front-rear direction can be set low. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a perspective view showing a rear suspension device according to a first embodiment of the present invention.

[0014] Figure 2A Viewed from above the vehicle Figure 1 A top view of the rear suspension.

[0015] Figure 2B Viewed from the side of the vehicle Figure 1 Side view of the rear suspension.

[0016] Figure 2C Observed from the rear of the vehicle Figure 1 Rear view of the rear suspension.

[0017] Figure 3A It is schematically represented Figure 1 A top view of the upper link of the rear suspension.

[0018] Figure 3B It is schematically represented Figure 1 A top view of the lower link of the rear suspension.

[0019] Figure 3C It is schematically represented Figure 1 A top view of an upper link of another example of a rear suspension device.

[0020] Figure 3D yes Figure 3A rear view.

[0021] Figure 4 It is a perspective view showing a rear suspension device according to a second embodiment of the present invention.

[0022] Figure 5A Viewed from above the vehicle Figure 4 A top view of the rear suspension.

[0023] Figure 5B Viewed from the side of the vehicle Figure 4 Side view of the rear suspension.

[0024] Figure 5C Observed from the rear of the vehicle Figure 4 Rear view of the rear suspension.

[0025] Figure 6A It is schematically represented Figure 4 A top view of the upper link of the rear suspension.

[0026] Figure 6B It is schematically represented Figure 4 A top view of the lower link of the rear suspension.

[0027] Figure 7 It is a perspective view showing a rear suspension device according to a third embodiment of the present invention.

[0028] Figure 8A Viewed from above the vehicle Figure 7 A top view of the rear suspension.

[0029] Figure 8B Viewed from the side of the vehicle Figure 7 Side view of the rear suspension.

[0030] Figure 8C Observed from the rear of the vehicle Figure 7 Rear view of the rear suspension setup.

[0031] Figure 9A It is schematically represented Figure 7 A top view of the upper link of the rear suspension.

[0032] Figure 9B It is schematically represented Figure 7 A top view of the lower link of the rear suspension. DETAILED DESCRIPTION

[0033] Below, examples of embodiments of the present invention will be described with reference to the accompanying drawings. The rear suspension system of the present invention is a so-called independent suspension system capable of independently raising and lowering the left and right wheels, and is also a so-called multi-link suspension system comprising multiple links. In the following embodiments, the present invention is described using a rear suspension system suspended between the left rear wheel and the vehicle body as an example. However, a rear suspension system suspended between the right rear wheel and the vehicle body can also be configured similarly.

[0034] First Implementation Method

[0035] Figure 1 1 is a perspective view showing a rear suspension device 1 according to a first embodiment of the present invention. Figure 2A Viewed from above the vehicle Figure 1 A top view of the rear suspension device 1, Figure 2B The vehicle is viewed from the side Figure 1 A side view of the rear suspension device 1, Figure 2C The vehicle is viewed from the rear Figure 1 Rear view of the rear suspension device 1. Figure 1 、 Figures 2A to 2C Although tires and wheels are not shown in the figure, these tires and wheels are rotatably provided on a steering knuckle 31 described later and are connected to a drive shaft (not shown, only the wheel shaft 32 is shown) in the case of a rear-wheel drive vehicle.

[0036] The rear suspension system 1 of this embodiment is suspended between a vehicle body 2 and wheels 3 and includes two upper links and three lower links. The two upper links on the front side of the vehicle are referred to as the first upper link 11, and the rear side of the vehicle are referred to as the second upper link 12. Furthermore, the three lower links on the front-to-rear side of the vehicle are referred to as the first lower link 13, the center on the front-to-rear side of the vehicle are referred to as the second lower link 14, and the rearmost side on the front-to-rear side of the vehicle are referred to as the third lower link 15. Furthermore, the lower links of the present invention are not limited to three lower links and may also be composed of two or four or more lower links.

[0037] Although not particularly limited, the first upper link 11, the second upper link 12, the first lower link 13, the second lower link 14, and the third lower link 15 are rigid bodies formed from processed, cast, or forged steel plates. Furthermore, rubber bushings (detailed illustration omitted) are sandwiched between the ends of the first upper link 11, the second upper link 12, the first lower link 13, the second lower link 14, and the third lower link 15. One end of each of the first upper link 11, the second upper link 12, the first lower link 13, the second lower link 14, and the third lower link 15 is pivotally mounted to a bracket provided on the vehicle body 2, and the other end is pivotally mounted to the steering knuckle 31 of the wheel 3.

[0038] As an example of the vehicle body 2 to which one ends of the first upper link 11, the second upper link 12, the first lower link 13, the second lower link 14, and the third lower link 15 are attached, in addition to the rear side members, another example is a rear suspension member 21 fixed to the rear floor via rubber bushings 211. In the illustrated embodiment, one ends of the first upper link 11, the second upper link 12, the first lower link 13, the second lower link 14, and the third lower link 15 are pivotally attached to the rear suspension member 21, but some or all of them may be pivotally attached to the rear side members, etc.

[0039] The rear suspension system 1 of this embodiment includes a first lower link 13, a second lower link 14, and a third lower link 15 in order from the front side of the vehicle. The ends of the first lower link 13 and the second lower link 14 on the side of the wheel 3 are swingably mounted to the lower portion of the steering knuckle 31 via rubber bushings, and the ends on the side of the vehicle body 2 are swingably mounted to the lower portion of the rear suspension member 21 via rubber bushings. Figure 2C As shown, the end portion of the third lower link 15 on the wheel 3 side is swingably mounted to the center portion of the steering knuckle 31 via a rubber bushing, and the end portion on the vehicle body 2 side is swingably mounted to the center portion of the rear suspension member 21 via a rubber bushing.

[0040] The rear suspension system 1 of this embodiment further includes a shock absorber 16 and a spring 17. Figure 1 and Figure 2B As shown, the lower end of the shock absorber 16 of this embodiment is mounted on the first lower link 13 so as to be swingable, and the upper end is mounted on the vehicle body 2 (not shown). Figure 2A and Figure 2C As shown, the lower end portion of spring 17 in this embodiment is attached to second lower link 14 , and the upper end portion is attached to vehicle body 2 (not shown).

[0041] The rear suspension system 1 of this embodiment includes a first upper link 11 and a second upper link 12 as I-type upper links. The ends of the first upper link 11 and the second upper link 12 on the wheel 3 side are swingably mounted to the upper portion of the steering knuckle 31 via rubber bushings, while the ends on the vehicle body 2 side are swingably mounted to the lower portion of the rear suspension member 21 via rubber bushings.

[0042] Figure 3A 1 is a plan view schematically showing the first upper link 11 and the second upper link 12 of the rear suspension device 1 according to the present embodiment. Figure 3B This is also a schematic top view of the first lower link 13, the second lower link 14, and the third lower link 15 of the rear suspension system 1 according to this embodiment. In the rear suspension system 1 according to this embodiment, the hardness of the rubber bushing, for example, is set so that the stiffness of the first upper link 11 and the stiffness of the second upper link 12 have different values. By setting the stiffness of the first upper link 11 and the second upper link 12 differently, the stiffness in the vehicle width direction can be set higher while the stiffness in the vehicle front-rear direction can be set lower.

[0043] That is, the hardness of the rubber bushing is set in such a way that the stiffness of one upper link is higher or lower than that of the other upper link. If the hardness of the rubber bushing is increased, the stiffness of the rubber bushing becomes higher, which can increase the stiffness of the upper link. On the contrary, if the hardness of the rubber bushing is reduced, the stiffness of the rubber bushing is reduced, which can reduce the stiffness of the upper link. In addition, the method of making the stiffness of one upper link different from that of another upper link is not limited to setting the stiffness of the rubber bushing. The stiffness of the upper link body can also be made different by making the shape, material, etc. of the upper link different. It should be noted that the stiffness of the upper link refers to the degree of difficulty of deformation relative to the force input to the upper link. In the case where the deformation is small relative to the input, it is called high stiffness, and in the case where the deformation is large, it is called low stiffness.

[0044] In particular, in the rear suspension device 1 of the present embodiment, when the rigidity of the first upper link 11 and the rigidity of the second upper link 12 are made different, the rigidity of the upper link having a relatively large inclination angle θ with respect to the vehicle width direction when viewed from above is set to be lower than the rigidity of the upper link having a relatively small inclination angle θ with respect to the vehicle width direction. That is, Figure 3A As shown in the top view of FIG, if the angle formed by the wheel axle 32 parallel to the vehicle width direction and the extending direction of the first upper link 11 is defined as inclination angle θ1, and the angle formed by the wheel axle 32 parallel to the vehicle width direction and the extending direction of the second upper link 12 is defined as inclination angle θ2, then in the rear suspension device 1 of the illustrated embodiment, θ1 < θ2. Therefore, in order to make the rigidity of the second upper link 12 lower than that of the first upper link 11, the rigidity of the rubber bushing of the second upper link 12 is reduced, while the rigidity of the rubber bushing of the first upper link 11 is increased.

[0045] By relatively reducing the stiffness of the second upper link 12, which has a larger inclination angle θ2 relative to the vehicle width, the vehicle width stiffness can be relatively increased, improving cornering responsiveness. Furthermore, by relatively increasing the stiffness of the first upper link 11, which has a smaller inclination angle θ1 relative to the vehicle width, the vehicle's front-to-rear stiffness can be relatively reduced, reducing the impact when going over steps.

[0046] Furthermore, when the vehicle is viewed from above, even if the inclination angle θ1 of the first upper link 11 and the inclination angle θ2 of the second upper link 12 are equal (the absolute value of the difference between θ1 and θ2 is, for example, less than 5°), the stiffness can be made different depending on the distance L between the first upper link 11 and the second upper link 12 and the wheel axle 32. Figure 3C This is a top view schematically showing another example of an upper link in the rear suspension system 1 according to the present embodiment. In this figure, the absolute value of the difference between the inclination angle θ1 of the first upper link 11 and the inclination angle θ2 of the second upper link 12 is less than 5°, indicating that they are equivalent. In this case, when the distance L1 between the wheel axle 32 and the first upper link 11 is compared with the distance L2 between the wheel axle 32 and the second upper link 12, the upper link with a longer distance from the wheel axle 32 has a lower stiffness than the upper link with a shorter distance from the wheel axle. In the example shown in this figure, since L1 < L2, the stiffness of the rubber bushing of the second upper link 12 can be reduced while the stiffness of the rubber bushing of the first upper link 11 is increased. Furthermore, the distance L between the upper link and the wheel axle 32 can be compared along the same straight line in the vehicle's front-to-rear direction or at the shortest distance.

[0047] By relatively reducing the stiffness of the second upper link 12, which is located at a greater distance from the wheel axle 32, the vehicle's stiffness in the vehicle width direction can be relatively increased, thereby improving cornering responsiveness. Furthermore, by relatively increasing the stiffness of the first upper link 11, which is located at a shorter distance from the wheel axle 32, the vehicle's stiffness in the front-rear direction can be relatively reduced, thereby reducing the impact when going over steps.

[0048] In addition, in the rear suspension device 1 of this embodiment, as Figure 2B As shown, the installation position P1 of the first upper link 11 having relatively high stiffness, which is on the side of the wheel 3 when viewed from the side of the vehicle (or from the front of the vehicle or from the rear of the vehicle), is set at a position higher than the installation position P2 of the second upper link 12 having relatively low stiffness, which is on the side of the wheel 3 when viewed from the side of the vehicle (or from the front of the vehicle or from the rear of the vehicle). Figure 3D yes Figure 3AThe rear view schematically illustrates the relationship between the mounting positions P1 and P2 of the first upper link 11 and the second upper link 12 on the wheel 3 side for easier understanding. As shown in this figure, when a force F in the direction of the arrow acts on the lower portion of the wheel 3, a force is generated that causes the upper portion of the wheel 3 to tilt outward. In this case, the mounting position of the upper links on the wheel 3 side is preferably higher. However, in the rear suspension system 1 of this embodiment, the relatively high rigidity of the first upper link 11 assumes this role, thereby efficiently ensuring camber rigidity, or high lateral rigidity.

[0049] That is, in the layout of the rear suspension device 1, there is a certain upper limit to the height of the upper link's attachment position on the wheel 3 side. In the rear suspension device 1 of this embodiment, the attachment position P1 on the wheel 3 side of the first upper link 11, which has relatively high rigidity, is set higher than the attachment position P2 on the wheel 3 side of the second upper link 12, which has relatively low rigidity. Therefore, compared to the opposite case, that is, the attachment position P2 on the wheel 3 side of the second upper link 12, which has relatively low rigidity, is set higher than the attachment position P1 on the wheel 3 side of the first upper link 11, which has relatively high rigidity, a higher lateral rigidity can be ensured.

[0050] In addition, in the rear suspension device 1 of this embodiment, as Figure 3A As shown in the top view of the vehicle, when viewed from above, arranged in sequence from the front in the front-to-rear direction of the vehicle are the shock absorber 16 mounted between the vehicle body 2 and the first lower link 13, the first upper link 11 with relatively high rigidity, the wheel axle 32 (the drive shaft in the case of a rear-wheel drive vehicle), the spring 17 mounted between the vehicle body 2 and the second lower link 14, and the second upper link 12 with relatively low rigidity.

[0051] Typically, the rotation center of the rear suspension system 1 is set forward of the wheels 3 to suppress posture changes during braking. By supporting the shock absorber 16 with the first lower link 13 located at the frontmost portion of the vehicle, as in the rear suspension system 1 of this embodiment, the stroke of the shock absorber 16 relative to the stroke of the wheels 3 can be reduced. As a result, the height of the upper end of the shock absorber 16 can be set lower, allowing for increased rear luggage capacity for applications such as station wagons.

[0052] Furthermore, by supporting spring 17 on second lower link 14, which is positioned further rearward of the vehicle than wheel axle 32, a sufficient stroke of spring 17 can be ensured. Furthermore, by positioning spring 17 further rearward of wheel axle 32, second upper link 12, which has a larger inclination angle θ2 and relatively lower rigidity, can be positioned rearward of spring 17, while first upper link 11, which has a smaller inclination angle θ1 and relatively higher rigidity, can be positioned forward of wheel axle 32.

[0053] Second Implementation Method

[0054] Figure 4 1 is a perspective view showing a rear suspension device 1 according to a second embodiment of the present invention. Figure 5A Viewed from above the vehicle Figure 4 A top view of the rear suspension device 1, Figure 5B The vehicle is viewed from the side Figure 4 A side view of the rear suspension device 1, Figure 5C The vehicle is viewed from the rear Figure 4 Rear view of the rear suspension device 1.

[0055] The rear suspension device 1 of this embodiment is suspended between the vehicle body 2 and the wheel 3, and has two upper links and three lower links. The front side of the vehicle of the two upper links is referred to as the first upper link 11, and the rear side of the vehicle is referred to as the second upper link 12. In addition, the frontmost side of the vehicle in the front-rear direction of the three lower links is referred to as the first lower link 13, the center of the vehicle in the front-rear direction is referred to as the second lower link 14, and the rearmost side in the front-rear direction of the vehicle is referred to as the third lower link 15. The ends of the first lower link 13 and the second lower link 14 on the side of the wheel 3 of the first lower link 13, the second lower link 14 and the third lower link 15 are swingably mounted to the lower part of the steering knuckle 31 by means of rubber bushings, and the ends on the side of the vehicle body 2 are swingably mounted to the lower part of the rear suspension member 21 by means of rubber bushings. In contrast, as Figure 5C As shown, the end portion of the third lower link 15 on the wheel 3 side is swingably mounted to the center portion of the steering knuckle 31 via a rubber bushing, and the end portion on the vehicle body 2 side is swingably mounted to the center portion of the rear suspension member 21 via a rubber bushing.

[0056] The rear suspension device 1 of this embodiment further includes a shock absorber 16 and a spring 17. The rear suspension device 1 of this embodiment is different from the rear suspension device 1 of the first embodiment described above in that the shock absorber 16 is mounted at a different position. Figure 4 、 Figure 5B and Figure 5C As shown, the lower end of the shock absorber 16 of this embodiment is mounted on the upper part of the steering knuckle 31 in a swingable manner, and the upper end is mounted on the vehicle body 2 (not shown). Figure 5A and Figure 5C As shown, the lower end portion of spring 17 in this embodiment is attached to second lower link 14 , and the upper end portion is attached to vehicle body 2 (not shown).

[0057] The rear suspension device 1 of this embodiment is different from the rear suspension device 1 of the first embodiment in that the shock absorber 16 is mounted at a different position. However, the structure of the first upper link 11 and the second upper link 12 are the same as those of the rear suspension device 1 of the first embodiment. Figures 4 to 5C Marked with Figures 1 to 2CThe same reference numerals as those in the first embodiment are used herein. Figures 1 to 2C Description of the process.

[0058] Figure 6A 1 is a plan view schematically showing the first upper link 11 and the second upper link 12 of the rear suspension device 1 according to the present embodiment. Figure 6B This is also a plan view schematically showing first lower link 13 , second lower link 14 , and third lower link 15 of rear suspension device 1 according to the present embodiment.

[0059] In the rear suspension device 1 of this embodiment, as Figure 6A As shown in the top view of the vehicle, when viewed from above, arranged in sequence from the front in the front-to-rear direction of the vehicle are a first upper link 11 with relatively high rigidity, a wheel axle 32 (a drive shaft in the case of a rear-wheel drive vehicle), a shock absorber 16 mounted between the vehicle body 2 and the steering knuckle 31, a spring 17 mounted between the vehicle body 2 and the second lower link 14, and a second upper link 12 with relatively low rigidity.

[0060] By positioning the shock absorber 16 above the wheel axle 32 (or, in the case of a rear-wheel-drive vehicle, the drive axle), as in the rear suspension system 1 of this embodiment, the offset between the shock absorber 16 and the wheel axle 32 is reduced, thereby suppressing a reduction in the shock absorber 16's cushioning effect due to deflection during the rear suspension system 1's stroke. Furthermore, positioning the upper end of the shock absorber 16 at a higher position on the vehicle body 2 increases the stroke of the shock absorber 16. Consequently, it is possible to improve ride comfort for applications in sedans and the like.

[0061] Third Implementation Method

[0062] Figure 7 1 is a perspective view showing a rear suspension device 1 according to a third embodiment of the present invention. Figure 8A Viewed from above the vehicle Figure 7 A top view of the rear suspension device 1, Figure 8B The vehicle is viewed from the side Figure 7 A side view of the rear suspension device 1, Figure 8C The vehicle is viewed from the rear Figure 7 Rear view of the rear suspension device 1.

[0063] The rear suspension device 1 of this embodiment is suspended between the vehicle body 2 and the wheel 3, and has two upper links and three lower links. The front side of the vehicle of the two upper links is referred to as the first upper link 11, and the rear side of the vehicle is referred to as the second upper link 12. In addition, the frontmost side of the vehicle in the front-rear direction of the three lower links is referred to as the first lower link 13, the center of the vehicle in the front-rear direction is referred to as the second lower link 14, and the rearmost side in the front-rear direction of the vehicle is referred to as the third lower link 15. The ends of the first lower link 13 and the second lower link 14 on the side of the wheel 3 of the first lower link 13, the second lower link 14 and the third lower link 15 are swingably mounted to the lower part of the steering knuckle 31 by means of rubber bushings, and the ends on the side of the vehicle body 2 are swingably mounted to the lower part of the rear suspension member 21 by means of rubber bushings. In contrast, as Figure 8C As shown, the end portion of the third lower link 15 on the wheel 3 side is swingably mounted to the center portion of the steering knuckle 31 via a rubber bushing, and the end portion on the vehicle body 2 side is swingably mounted to the center portion of the rear suspension member 21 via a rubber bushing.

[0064] The rear suspension device 1 of this embodiment further includes a shock absorber 16 and a spring 17. The rear suspension device 1 of this embodiment is different from the rear suspension device 1 of the first embodiment described above in that the shock absorber 16 is mounted at a different position. Figure 7 、 Figure 8A and Figure 8C As shown, the lower end of the shock absorber 16 of this embodiment is mounted on the second lower link 14, and the upper end is mounted on the vehicle body 2 (not shown). Figure 8A and Figure 8C As shown, the lower end portion of spring 17 in this embodiment is attached to second lower link 14 , and the upper end portion is attached to vehicle body 2 (not shown).

[0065] The rear suspension device 1 of this embodiment is different from the rear suspension device 1 of the first embodiment in that the shock absorber 16 is mounted at a different position. However, the structure of the first upper link 11 and the second upper link 12 are the same as those of the rear suspension device 1 of the first embodiment. Figures 7 to 8C Marked with Figures 1 to 2C The same reference numerals as those in the first embodiment are used herein. Figures 1 to 2C Description of the process.

[0066] Figure 9A 1 is a plan view schematically showing the first upper link 11 and the second upper link 12 of the rear suspension device 1 according to the present embodiment. Figure 9B This is also a plan view schematically showing first lower link 13 , second lower link 14 , and third lower link 15 of rear suspension device 1 according to the present embodiment.

[0067] In the rear suspension device 1 of this embodiment, as Figure 9A As shown in the top view of the vehicle, when viewed from above, arranged in sequence from the front in the front-to-rear direction of the vehicle are a first upper link 11 with relatively high rigidity, a wheel axle 32 (a drive shaft in the case of a rear-wheel drive vehicle), a shock absorber 16 mounted between the vehicle body 2 and the second lower link 14, a spring 17 mounted between the vehicle body 2 and the second lower link 14, and a second upper link 12 with relatively low rigidity.

[0068] As in the rear suspension system 1 of the present embodiment, by supporting the spring 17 on the second lower link 14 located further rearward of the vehicle than the wheel axle 32, the stroke of the spring 17 can be ensured. Furthermore, by positioning the spring 17 further rearward of the vehicle than the wheel axle 32, the second upper link 12, which has a larger inclination angle θ2 and a relatively lower rigidity, can be positioned rearward of the spring 17, while the first upper link 11, which has a smaller inclination angle θ1 and a relatively higher rigidity, can be positioned forward of the wheel axle 32.

[0069] Furthermore, by supporting the shock absorber 16 with the second lower link 14 located behind the wheel axle 32, the stroke of the shock absorber 16 relative to the stroke of the wheel 3 can be increased. As a result, ride comfort can be improved. Furthermore, by setting the height of the upper end of the shock absorber 16 relatively low, the volume of the rear luggage compartment can be increased for applications such as station wagons.

[0070] Description of Reference Numerals

[0071] 1. Rear suspension assembly; 11. First upper link; 12. Second upper link; 13. First lower link; 14. Second lower link; 15. Third lower link; 16. Shock absorber; 17. Spring; 2. Vehicle body; 21. Rear suspension member; 3. Wheel; 31. Steering knuckle; 32. Wheel axle.

Claims

1. A rear suspension device that connects the wheels and the vehicle body using two upper links and a plurality of lower links, wherein: The two upper links have different stiffnesses.

2. The rear suspension device according to claim 1, wherein: Of the two upper links, the upper link having a relatively large inclination angle with respect to the vehicle width direction when viewed from above has lower rigidity than the upper link having a relatively small inclination angle with respect to the vehicle width direction when viewed from above.

3. The rear suspension device according to claim 1, wherein: When the inclination angles of the two upper links relative to the vehicle width direction are equal, the stiffness of the upper link at a relatively longer distance from the wheel axle when viewed from above the vehicle is lower than the stiffness of the upper link at a relatively shorter distance from the wheel axle when viewed from above the vehicle.

4. The rear suspension device according to any one of claims 1 to 3, wherein: The installation position of the upper link with relatively high stiffness on the wheel side when viewed from the side, front or rear of the vehicle is higher than the installation position of the upper link with relatively low stiffness on the wheel side when viewed from the side, front or rear of the vehicle.

5. The rear suspension device according to any one of claims 1 to 4, wherein: When the vehicle is viewed from above, arranged in order from the front in the front-to-rear direction are a shock absorber mounted between the vehicle body and the lower link, an upper link with relatively high rigidity, a wheel axle, a spring mounted between the vehicle body and the lower link, and an upper link with relatively low rigidity.

6. The rear suspension device according to any one of claims 1 to 4, wherein: When the vehicle is viewed from above, arranged in order from the front in the front-to-rear direction are an upper link with relatively high rigidity, a wheel axle, a shock absorber mounted between the vehicle body and the steering knuckle, a spring mounted between the vehicle body and the lower link, and an upper link with relatively low rigidity.

7. The rear suspension device according to any one of claims 1 to 4, wherein: When the vehicle is viewed from above, arranged in order from the front in the front-to-rear direction are an upper link with relatively high rigidity, a wheel axle, a shock absorber mounted between the vehicle body and the lower link, a spring mounted between the vehicle body and the lower link, and an upper link with relatively low rigidity.

8. The rear suspension device according to any one of claims 1 to 7, wherein: The rigidity of the upper link is determined by the rigidity of the rubber bushing clamped to the end of the upper link.

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