Suspension device

Abstract

To provide a suspension device configured so that a behavior of rotation of a housing around an axle is suppressed in a stroke.SOLUTION: A suspension device 1, which is equipped with housings 20 supporting rear wheels RW, a plurality of suspension links 30, 40, 50, 60 and 70, a spring 90 provided between a vehicle body and the suspension links, and a stabilizer device which has a stabilizer bar 100 that generates reaction force corresponding to a difference in stroke between the left and right housings and a stabilizer link 110 connecting both end parts of the stabilizer bar to the left and right housings respectively, is configured to connect the stabilizer link to the housing so that a point of application of force A to the housing of force generated by the spring is set closer to a rear side of a vehicle than a center WC of the rear wheel and a point of application of force to the housing of force generated by the stabilize device is closer to the rear side of the vehicle than the center of the rear wheel.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a suspension device for a vehicle such as an automobile. [Background technology]

[0002] A suspension device for a vehicle such as an automobile connects a hub bearing housing (hereinafter referred to as the "housing"), which rotatably supports the wheels, to the vehicle body via multiple links (arms), and the housing is held in a state where it can move relative to the vehicle body as each link swings. As an example of technology related to suspension devices, Patent Document 1 describes a five-link multi-link suspension device in which the camber angle is primarily determined by a pair of lower links and upper links at the front and rear, and the toe angle is determined by a control link. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] United States Patent Publication US 9,393,851B2 Summary of the Invention [Problem to be solved by the invention]

[0004] In the multi-link suspension device described above, the housing may rotate around the central axis of rotation (axle) of the wheel relative to the vehicle body. For example, in the technology described in Patent Document 1, the point at which the reaction force of the spring is applied to the housing is located rearward of the center of the wheel. On the other hand, the point at which the stabilizer device, which generates a reaction force according to the stroke difference between the left and right suspension devices, applies force to the housing is located forward of the center of the wheel. In such a configuration, for example, when traveling straight, the load of the spring supporting the so-called sprung weight of the vehicle body, etc., applies a moment that rotates the housing rearward about the axle. When the vehicle enters a turning state, the suspension device on the outer wheel side of the turn begins to stroke in the bump direction (compression direction), and the stabilizer device begins to generate a reaction force, which applies a moment that rotates the housing forward around the axle. When the vehicle is turning, if the balance of these moments changes and the housing rotates around the axle, the toe angle of the rear wheels, for example, becomes unstable, causing fluctuations in the lateral force generated by the rear tires, which will have a negative impact on the vehicle's handling stability. In view of the above-mentioned problems, an object of the present invention is to provide a suspension device in which the rotational behavior of the housing around the axle during a stroke is suppressed. [Means for solving the problem]

[0005] In order to solve the above-mentioned problems, a suspension device according to a first aspect of the present invention is a suspension device comprising: a housing that rotatably supports the rear wheels of a vehicle; a plurality of suspension links whose both ends are swingably connected to the vehicle body and the housing; a spring provided between the vehicle body and any one of the plurality of suspension links or the housing; and a stabilizer device having a stabilizer bar that generates a reaction force according to the stroke difference between the left and right housings and stabilizer links that connect both ends of the stabilizer bar to the left and right housings, respectively, wherein the point of application of the force generated by the spring to the housing is located rearward of the center of the rear wheel, and the stabilizer link is connected to the housing so that the point of application of the force generated by the stabilizer device to the housing is rearward of the center of the rear wheel. As a result, by positioning the point of application (point of action) where the force generated by the spring acts on the housing and the point of application (point of action) where the force generated by the stabilizer device acts on the housing further rearward of the vehicle than the center of the rear wheel, the rotational behavior of the housing around the axle can be suppressed when the force generated by the stabilizer device is generated at the start of a turn. This reduces the toe change of the rear wheels, improving the handling stability of the vehicle.

[0006] In order to solve the above-mentioned problems, a suspension device according to a second aspect of the present invention is a suspension device comprising: a housing that rotatably supports the rear wheels of a vehicle; a plurality of suspension links whose opposite ends are swingably connected to the vehicle body and the housing; a spring provided between the vehicle body and any one of the plurality of suspension links or the housing; a shock absorber provided between the vehicle body and any one of the plurality of suspension links or the housing; a stabilizer device having a stabilizer bar that generates a reaction force according to a stroke difference between the left and right housings, and stabilizer links that respectively connect both ends of the stabilizer bar to the left and right shock absorbers, wherein the point of application of the force generated by the spring to the housing is located rearward of the center of the rear wheel, and the stabilizer link is connected to the shock absorber so that the point of application of the force generated by the stabilizer device to the housing is rearward of the center of the rear wheel. The second aspect of the invention also provides the same effects as those of the first aspect of the invention described above.

[0007] In the second aspect of the invention, the lower end portions of the spring and the shock absorber may be connected to the same suspension link. This allows the force generated by the spring and the force generated by the stabilizer device to be applied to the same point on the housing, thereby enhancing the above-mentioned effect.

[0008] In the first and second aspects of the invention, the plurality of suspension links can include a lower link connecting a lower portion of the housing to the vehicle body, an upper link connecting an upper portion of the housing to the vehicle body, and a control link connecting a front or rear portion of the housing to the vehicle body. In this case, the lower link may include a front lower link and a rear lower link spaced apart in the fore-and-aft direction of the vehicle, and the upper link may include a front upper link and a rear upper link spaced apart in the fore-and-aft direction of the vehicle. According to each of these inventions, even in a multi-link suspension device in which it is difficult to restrict the rotation of the housing around the axle, it is possible to suppress toe changes by reducing the rotation of the housing around the axle, thereby improving the vehicle's handling stability. [Effects of the Invention]

[0009] As described above, according to the present invention, it is possible to provide a suspension device in which the rotational behavior of the housing around the axle during a stroke is suppressed. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a plan view of a first embodiment of a suspension device to which the present invention is applied, viewed from above a vehicle. [Figure 2] 1 is a side view of a suspension device according to a first embodiment, as seen from the vehicle width direction. [Figure 3] 1 is a rear view of a suspension device according to a first embodiment, as seen from the rear side of a vehicle. [Figure 4] 1 is a side view of a stabilizer link and its surroundings in the suspension device of the first embodiment, as viewed from the vehicle width direction. [Figure 5] FIG. 4 is a rear view of a second embodiment of a suspension device to which the present invention is applied, as seen from the rear side of a vehicle. [Figure 6] FIG. 10 is a side view of the stabilizer link periphery of the suspension device of the second embodiment, as viewed from the vehicle width direction. [Figure 7] FIG. 10 is a plan view of a suspension device according to a third embodiment of the present invention, as viewed from above a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0011] First Embodiment A first embodiment of a suspension device to which the present invention is applied will be described below. The suspension device of the first embodiment is used as a rear wheel suspension in an automobile such as a passenger car.

[0012] FIG. 1 is a plan view of a suspension device according to a first embodiment, as viewed from above a vehicle. FIG. 2 is a side view (a view taken along the line II-II in FIG. 1) of the suspension device of the first embodiment as seen in the vehicle width direction. FIG. 3 is a rear view (a view taken along the line III-III in FIG. 1) of the suspension device of the first embodiment as seen from the rear side of the vehicle.

[0013] The suspension device 1 of the first embodiment is a multi-link suspension having a five-link configuration. The suspension device 1 of the first embodiment is composed of a subframe 10, a housing 20, a front lower link 30, a rear lower link 40, a front upper link 50, a rear upper link 60, a toe control link 70, a shock absorber 80, a spring 90, a stabilizer bar 100, a stabilizer link 110, etc.

[0014] The subframe 10 is a frame-shaped structural member attached to the underside of the floor at the rear of the vehicle body (not shown). The subframe 10 functions as a base to which the vehicle body side ends of the links of the suspension device 1 are connected. The subframe 10 includes a front member 11, a rear member 12, side members 13, and the like. The front member 11 and the rear member 12 are beam-shaped portions extending in the vehicle width direction, and are arranged at intervals in the front-rear direction of the vehicle.

[0015] The side members 13 are beam-shaped portions provided at the ends of the subframe 10 in the vehicle width direction. The side member 13 is disposed such that a front end portion 14 and a rear end portion 15 are spaced apart from each other in the longitudinal direction of the vehicle. The side members 13 are curved so that the inner side in the vehicle width direction is convex in plan view. The ends of the front member 11 and the rear member 12 in the vehicle width direction are each joined to an intermediate portion of a side member 13 . The front end 14 and rear end 15 of the side member 13 are attached to the vehicle body via an elastic body such as a rubber-based material. The front end portion 14 and the rear end portion 15 may be configured to have, for example, cylindrical rubber bushings having a central axis extending along the up-down direction.

[0016] The housing 20 is a member (upright) that accommodates a hub bearing (not shown) that rotatably supports a rear wheel RW of the vehicle. The housing 20 is supported via a front lower link 30, a rear lower link 40, a front upper link 50, a rear upper link 60, a control link 70, etc. so as to be capable of vertical displacement (stroke) relative to the subframe 10.

[0017] The front lower link 30, rear lower link 40, front upper link 50, and rear upper link 60 cooperate to mainly function to position the camber angle of the rear wheel RW. The front lower link 30 and the rear lower link 40 are suspension links that connect the lower part of the housing 20 to the lower part of the side member 13 of the subframe 10. The front lower link 30 and the rear lower link 40 have outer ends 31 and 41 connected to the housing 20 and inner ends 32 and 42 connected to the side members 13 of the subframe 10 . The outer end portions 31, 41 and the inner end portions 32, 42 are spaced apart from each other in the vehicle width direction.

[0018] As shown in FIG. 2 and other figures, an outer end portion 31 of the front lower link 30 is connected to a portion of the housing 20 that is lower than the wheel center WC and toward the front of the vehicle. An inner end portion 32 of the front lower link 30 is connected to a lower portion of the side member 13 at a position higher and further forward than the outer end portion 31 of the side member 13 .

[0019] An outer end portion 41 of the rear lower link 40 is connected to a portion of the housing 20 that is lower than the wheel center WC and toward the rear of the vehicle. The inner end 42 of the rear lower link 40 is connected to a bracket 16 that protrudes from below the side member 13 at a position that is higher and toward the rear of the vehicle than the outer end 42 .

[0020] As shown in FIGS. 1 and 3, the rear lower link 40 is provided with a spring seat 43 and a shock absorber connecting portion 44. The spring seat 43 has a seat portion that holds the lower end of a spring 90, which will be described later. The spring seat 43 is formed on the upper surface of the rear lower link 40 at a middle portion in the longitudinal direction. The shock absorber connecting portion 44 is a portion to which the lower end portion of a shell case 81 of a shock absorber 80 (described later) is swingably connected. The shock absorber connecting portion 44 is disposed between the spring seat 43 and the outer end portion 41 .

[0021] With the above-described configuration, in the plan view shown in FIG. 1, the outer end 4 of the rear lower link 40 1, the straight line L1 connecting the inner end portions 42 is disposed at an angle with respect to the vehicle width direction so that the outer side in the vehicle width direction is closer to the front of the vehicle than the inner side. In the plan view shown in FIG. 1, the intersection of this line L1 and a line L2 that passes through the wheel center WC of the rear wheel RW and runs in the fore-and-aft direction of the vehicle is the force application point A where the force generated by the shock absorber 80 and spring 90 acts on the housing 20 on a plane that includes the wheel center WC of the rear wheel RW and is perpendicular to the axle. The force application point A is located on the rear side of the vehicle with respect to the wheel center WC of the rear wheel RW.

[0022] The front upper link 50 and the rear upper link 60 are suspension links that connect the upper part of the housing 20 to the upper part of the side member 13 of the subframe 10. The front upper link 50 and the rear upper link 60 have outer ends 51 and 61 connected to the housing 20 and inner ends 52 and 62 connected to the side members 13 of the subframe 10 . The outer end portions 51, 61 and the inner end portions 52, 62 are spaced apart from each other in the vehicle width direction.

[0023] As shown in FIG. 2 and other figures, an outer end portion 51 of the front upper link 50 is connected to a portion of the housing 20 above the wheel center WC and toward the front of the vehicle. An inner end portion 52 of the front upper link 50 is connected to an upper portion of the side member 13, at a portion that is higher and further forward than the outer end portion 51 of the vehicle. As shown in Figure 2, when viewed in the vehicle width direction, the outer end 51 of the front upper link 50 is positioned vertically spaced apart from the outer end 31 of the front lower link 30 in the front part of the housing 20. An outer end portion 51 of the front upper link 50 is disposed on the inner side in the vehicle width direction relative to an outer end portion 31 of the front lower link 30 . An inner end portion 52 of the front upper link 50 is disposed rearward of the vehicle and inward in the vehicle width direction relative to an inner end portion 32 of the front lower link 30 .

[0024] As shown in FIG. 2 and other figures, an outer end portion 61 of the rear upper link 60 is connected to a portion of the housing 20 above the wheel center WC and toward the rear of the vehicle. An inner end portion 62 of the rear upper link 60 is disposed above the side member 13 and on the vehicle rear side of the outer end portion 61 . As shown in FIG. 3 and other figures, when viewed from the vehicle longitudinal direction, the inner end portion 62 is spaced apart from the outer end portion 61 in the vehicle width direction. As shown in FIG. 1 and other figures, the outer end 61 of the rear upper link 60 is disposed directly above the outer end 41 of the rear lower link 40 . An inner end portion 62 of the rear upper link 60 is disposed rearward of the vehicle and outward in the vehicle width direction relative to the inner end portion 42 of the rear lower link 40 .

[0025] The toe control link 70 is a suspension link that mainly functions to position the toe angle of the rear wheel RW. The toe control link 70 is disposed along the vehicle width direction. The outer end 71 of the toe control link 70 is connected to the rear of the housing 20 . The outer end 71 of the toe control link 70 is positioned in the height direction above the outer end 31 of the front lower link 30 and the outer end 41 of the rear lower link 40, and below the outer end 51 of the front upper link 50 and the outer end 61 of the rear upper link 60.

[0026] The inner end 72 of the toe control link 70 is connected to the side member 13 of the subframe 10 . The inner end 72 of the toe control link 70 is positioned in the height direction above the inner end 32 of the front lower link 30 and the inner end 42 of the rear lower link 40, and below the inner end 52 of the front upper link 50 and the inner end 62 of the rear upper link 60.

[0027] The outer ends 31, 41, 51, 61, 71 of the above-mentioned links 30, 40, 50, 60, 70 are swingable relative to the housing 20 via elastic rubber bushings or the like. In addition, the links 30, 40, 50, 60, 70 are each capable of swinging at their inner ends 32, 42, 52, 62, 72 relative to the subframe 10 via a rubber bush or the like having an elastic body. Each rubber bushing may be, for example, a cylindrical rubber bushing having a central axis in the longitudinal direction. Note that the longitudinal central axis here does not necessarily have to be aligned exactly with the longitudinal direction of the vehicle, but may also be inclined.

[0028] The shock absorber 80 is a hydraulic shock absorber (damper) that generates a resistance (damping force) according to the stroke speed of the suspension device 1. The shock absorber 80 includes a shell case 81, a rod 82, and the like. The shell case 81 is a member having a cylindrical shape. As shown in FIGS. 2 and 3, the shell case 81 is disposed with its central axis aligned substantially along the vertical direction. The shell case 81 is disposed with a gentle incline such that the upper end is located inward in the vehicle width direction and toward the rear of the vehicle relative to the lower end. The rod 82 is a shaft-shaped member that protrudes upward from the upper end of the shell case 81 . The rod 82 is inserted into a cylinder in the shell case 81 and is connected to a piston (not shown) that is displaceable relative to the cylinder in the axial direction.

[0029] The shock absorber 80 expands and contracts as the protruding length of the rod 82 changes in accordance with the stroke of the suspension device 1, thereby generating a damping force. The upper end of the rod 82 is attached to the lower part of the vehicle body. The lower end of the shell case 81 is attached to the shock absorber connecting portion 44 of the rear lower link 40 . The shell case 81 is capable of rotating (swinging) relative to the rear lower link 40 at the shock absorber connecting portion 44 .

[0030] The spring 90 is a spring that transmits the load from the vehicle body to the suspension device 1. The spring 90 generates a reaction force according to the stroke of the suspension device 1 . The spring 90 may be, for example, a compression coil spring. The spring 90 is disposed adjacent to the shock absorber 80 on the inner side in the vehicle width direction. The upper end of the spring 90 is in pressure contact with a spring seat (not shown) provided on the vehicle body. The lower end of the spring 90 is in pressure contact with the spring seat 43 of the rear lower link 40 .

[0031] The stabilizer bar 100 and the stabilizer link 110 cooperate to form a stabilizer device. 4 is a side view of the stabilizer link and its surroundings in the suspension device of the first embodiment, as seen from the vehicle width direction. Note that in FIG. 4, links other than the rear lower link 40, the shock absorber 80, and the spring 50 are omitted for ease of understanding (the same applies to FIG. 6, which will be described later). The stabilizer device generates a reaction force in a direction that suppresses the roll behavior in accordance with the difference in stroke amount between the left and right suspension devices 1 caused by, for example, the roll behavior of the vehicle body, thereby improving the roll rigidity of the vehicle. The stabilizer bar 100 is formed from a wire rod (rod) such as spring steel. The stabilizer bar 100 has an intermediate portion 101 and an arm portion 102.

[0032] As shown in FIGS. 1 and 3, the intermediate portion 101 is a portion that extends along the vehicle width direction. The intermediate portion 101 is disposed on the rear side of the rear member 12 of the subframe 10. The intermediate portion 101 is attached to the underside of the vehicle body or the rear member 12 of the subframe 10 via a stabilizer bushing (not shown). The intermediate portion 101 is a torsion bar spring that is twisted in accordance with the difference in stroke amount between the left and right suspension devices 1 and generates a reaction force in accordance with the torsion angle.

[0033] The arm portion 102 is a portion that protrudes from the end of the intermediate portion 101 in the vehicle width direction toward the front side of the vehicle. An upper end 111 of a stabilizer link 110 is connected to the front end of the arm portion 102 . The front end of the arm portion 102 is disposed on the inside of the rear portion of the housing 20 in the vehicle width direction.

[0034] The stabilizer link 110 is a link that connects the front end of the arm portion 102 of the stabilizer bar 100 to the housing 20 . The stabilizer link 110 is disposed with its longitudinal direction aligned with the vertical direction. An upper end 111 of the stabilizer link 110 is rotatably connected to the front end of the arm portion 102 of the stabilizer bar 100 via a ball joint (spherical bearing), an elastic bush (typically a rubber bush), or the like. A lower end 112 of the stabilizer link 110 is rotatably connected to the lower part of the rear of the housing 20 via a ball joint, an elastic bushing, or the like.

[0035] With the configuration described above, in the first embodiment, the point A at which the force generated by the spring 90 (including the spring reaction force of the spring 90 itself and the load transmitted from the vehicle body) is applied to the housing 20, and the lower end 112 of the stabilizer link 110, which is the point at which the force generated by the stabilizer device (the torsional reaction force of the middle part 101 of the stabilizer bar 100) is applied to the housing 20, are both located on the rear side of the vehicle with respect to the wheel center WC of the rear wheel RW.

[0036] According to the first embodiment described above, even in a multi-link suspension device in which deflection of the elastic bushings provided on multiple suspension links occurs and thus the rotational behavior of the housing around the axle is difficult to restrict, by positioning the force application point (point of application) A at which the force generated by the spring 90 acts on the housing 20 and the force application point (point of application) at which the force generated by the stabilizer device acts on the housing 20 both rearward of the wheel center WC of the rear wheel RW, it is possible to suppress the rotational behavior of the housing 20 around the axle when the force generated by the stabilizer device is generated at the start of a turn. This reduces the toe change of the rear wheels RW and improves the vehicle's handling stability.

[0037] Second Embodiment Next, a second embodiment of a suspension device to which the present invention is applied will be described. FIG. 5 is a rear view of the suspension device of the second embodiment as seen from the rear side of the vehicle. FIG. 6 is a side view of the stabilizer link and its periphery of the suspension device of the second embodiment, as viewed in the vehicle width direction. In the second embodiment, the end of the stabilizer link is connected to a shell case 81 of a shock absorber 80. In the second embodiment, a stabilizer link 120, which will be described below, is provided instead of the stabilizer link 110 of the first embodiment. In the second embodiment, the arm portions 102 of the stabilizer bar 100 protrude downward and forward of the vehicle relative to the intermediate portion 101. The tip of the arm portion 102 is disposed below the rear lower link 40 .

[0038] The stabilizer link 120 includes a middle portion 121, an upper portion 122, and a lower portion 123 that are integrally formed. The middle portion 121 is a portion that extends in the vertical direction. The intermediate portion 121 is disposed on the rear side of the rear lower link 40 . The upper portion 122 is an arm-shaped portion that protrudes from the upper end of the intermediate portion 121 toward the front of the vehicle. The lower portion 123 is an arm-shaped portion that protrudes from the lower end of the intermediate portion 121 toward the front of the vehicle.

[0039] A front end 124 of an upper portion 122 of the stabilizer link 120 is connected to the outer peripheral surface of the shell case 81 of the shock absorber 80 so as to be swingable about an axis extending in the vehicle width direction. The front end 125 of the lower portion 123 of the stabilizer link 120 is The tip of the arm 102 of the stabilizer bar 100 The shaft is swingably connected to the shaft. The front end 125 of the lower end 123 may be configured to have, for example, a ball joint (spherical bearing). According to the second embodiment described above, in addition to the same effects as those of the first embodiment described above, the point at which the force generated by the stabilizer device is applied to the housing 20 can be made to coincide with the point A at which the force generated by the spring 90 is applied to the rear wheel RW, thereby enhancing the effect of suppressing the rotational behavior of the housing 20.

[0040] <Third embodiment> Next, a third embodiment of a suspension device to which the present invention is applied will be described. FIG. 7 is a plan view of the suspension device of the third embodiment as seen from above the vehicle. The suspension device of the third embodiment is provided with a toe control link 130, which will be described below, instead of the toe control link 70 of the first embodiment.

[0041] The outer end 131 of the toe control link 130 is connected to the front end of the housing 20 . An inner end 132 of the toe control link 130 is connected to the side member 13 of the subframe 10 on the inner side of the outer end 131 in the vehicle width direction. The third embodiment described above can also achieve the same effects as those of the first embodiment. Even if the toe control link 130 is positioned on the front side of the housing 20 as in the third embodiment, the stabilizer link may be connected to the shell case 81 of the shock absorber 80 as in the second embodiment.

[0042] (Variation) The present invention is not limited to the above-described embodiments, and various modifications and variations are possible, and these are also within the technical scope of the present invention. (1) The shape, structure, material, manufacturing method, quantity, arrangement, etc. of each member constituting the suspension device are not limited to the above-described embodiments and can be modified as appropriate. For example, the type of suspension device is not limited to the multi-link type with a five-link configuration as in each embodiment, and can be changed as appropriate. For example, the front upper link 50 and the rear upper link 60 may be replaced by a single upper link. Also, the shock absorber and the spring may be provided as a unit on the same axis. (2) In each embodiment, an elastic bush such as a cylindrical rubber bush is provided at each end (node) of the suspension link, but some nodes may also be configured to have ball joints (spherical bearings (so-called pillow balls)). (3) The shape and configuration of the stabilizer bar and stabilizer link that constitute the stabilizer device can be modified as appropriate, not limited to the configurations of each embodiment, as long as the point at which the force generated by the stabilizer device is applied to the housing is rearward of the wheel center. (4) In each embodiment, the unsprung ends (the sides that displace relative to the vehicle body according to the stroke) of the springs and shock absorbers are connected to the rear lower link, but the unsprung ends of the springs and shock absorbers are not limited to this and may be connected to, for example, other links or housings. Also, the spring and the shock absorber may be connected to different members. [Explanation of symbols]

[0043] 1 Suspension device 10 Subframe 11 Front member 12 Rear member 13 Side member 14 Front end 15 rear end 16 bracket 20 Housing 30 Front lower link 31 Outer edge 32 Inner edge 40 Rear lower link 41 Outer end 42 inner end 43 spring seat 44 Shock absorber connection part 50 Front upper link 51 Outer edge 52 Inner edge 60 Rear upper link 61 Outer end 62 Inner end 70 Toe control link 71 Outer edge 72 Inner edge 80 Shock absorber 81 Shell case 82 Rod 90 Spring 100 stabilizer bar 101 middle section 102 Arm section 110 Stabilizer link 111 Upper end 112 Lower end 120 Stabilizer link 121 Middle section 122 Upper 123 Lower 124,125 Front end 130 Toe control link 131 Outer edge 132 Inner edge RW Rear wheel WC Wheel center A: Point where spring force is applied to the housing

Claims

1. a housing that rotatably supports a rear wheel of a vehicle; a plurality of suspension links whose ends are swingably connected to the vehicle body and the housing; a spring provided between the vehicle body and any one of the plurality of suspension links or a housing; a stabilizer device including a stabilizer bar that generates a reaction force corresponding to a stroke difference between the left and right housings, and stabilizer links that connect both ends of the stabilizer bar to the left and right housings, respectively; A suspension device comprising: a point at which the force generated by the spring is applied to the housing is disposed rearward of the center of the rear wheel; The stabilizer link is connected to the housing so that the point of application of the force generated by the stabilizer device to the housing is located rearward of the center of the rear wheel. A suspension device characterized by:

2. a housing that rotatably supports a rear wheel of a vehicle; a plurality of suspension links whose ends are swingably connected to the vehicle body and the housing; a spring provided between the vehicle body and any one of the plurality of suspension links or a housing; a shock absorber provided between the vehicle body and any one of the plurality of suspension links or a housing; a stabilizer device including a stabilizer bar that generates a reaction force corresponding to a stroke difference between the left and right housings, and stabilizer links that connect both ends of the stabilizer bar to the left and right shock absorbers, respectively; A suspension device comprising: a point at which the force generated by the spring is applied to the housing is disposed rearward of the center of the rear wheel; The stabilizer link is connected to the shock absorber so that the point of application of the force generated by the stabilizer device to the housing is located rearward of the center of the rear wheel. A suspension device characterized by:

3. The lower ends of the spring and the shock absorber are connected to the same suspension link.

3. The suspension device according to claim 2, wherein:

4. The plurality of suspension links include: a lower link connecting a lower portion of the housing to the vehicle body; an upper link that connects an upper portion of the housing to the vehicle body; a control link connecting the front or rear of the housing to the vehicle body; Including 4. The suspension device according to claim 1, wherein:

5. The lower link includes a front lower link and a rear lower link spaced apart in the vehicle longitudinal direction, The upper links include a front upper link and a rear upper link spaced apart in the longitudinal direction of the vehicle.

5. The suspension device according to claim 4, wherein:

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