JPH0755608B2 - Vehicle suspension mounting structure - Google Patents

Description

TECHNICAL FIELD The present invention relates to a suspension attachment structure for a vehicle in a portion where a suspension device for suspending the vehicle body is attached to the vehicle body.

[Prior Art] Examples of the above-mentioned automobile suspension device include:
As disclosed in Japanese Utility Model Laid-Open No. 62-187904, a wheel is supported by an A-shaped upper arm arranged above and a lower arm arranged below, for example, an A-shaped lower arm. There is a so-called double wishbone suspension device. In this double wishbone suspension device, since the posture of the wheel is basically regulated by the upper arm and the lower arm, the position, arrangement and length of these arms are selected. This has the advantage that it is possible to minimize changes in the Scott at the start of the automobile and changes in the camber and scuff when the wheels move vertically with respect to the vehicle body.

On the other hand, the impact load in the front-rear direction is input to the wheels due to the undulation of the road surface while the vehicle is running. In the above double wishbone suspension system, the upper arm (and the lower arm) is located at the front and rear two points. Since the vehicle body is pivotally attached to the vehicle body, the rigidity in the impact load direction is high, and there is a drawback in riding comfort that the impact is easily transmitted to the vehicle body.

In order to alleviate the riding comfort drawbacks of the double-wishbone suspension system, the elastic bushes at the two-point pivotal joints of the arms should be softened to reduce the support rigidity in the front-rear direction of the wheels. If so, the support rigidity around the rotation axis of the wheel will also decrease, the natural frequency of the support structure will decrease, and it will resonate with the vibration of the disk or the like in the brake device provided on the wheel, so-called brake j There is a drawback that is caused.

That is, in the double-wishbone type suspension device having a normal structure as disclosed in Japanese Utility Model Laid-Open No. 62-187904, the ride comfort or the brake yarder is sacrificed due to its structure. I had no choice but to satisfy them to some extent.

Therefore, for example, as disclosed in Japanese Utility Model Publication No. 62-1762, the wheel support member is extended above the rim of the wheel, and the upper arm is attached to the extended portion, so that this attachment point and the rotation axis of the wheel are As a structure with a wider interval (so-called high mount double wishbone suspension device), it is possible to prevent the above-mentioned brake yarder with a small force, and this is provided at two pivot points of the upper arm to the vehicle body. It has been proposed to improve the riding comfort by making the elastic bush soft and improve the riding comfort and prevent the brake yarder.

In the so-called high mount double wishbone suspension device described above, it is possible to improve both the riding comfort and the prevention of the brake judder, as described above, but a new problem arises.

That is, the upper arm of the double wishbone suspension system is composed of an A-shaped arm having two pivotal points of attachment to the vehicle body which are separated from each other in the front-rear direction. A wide space is required to allow the rocking accompanying the movement, but it is difficult to secure a sufficient space above the rim inside the wheel due to the arrangement of various parts. Therefore, as shown in the drawing of Japanese Utility Model Publication No. 62-1762, therefore, it is inevitable to shorten the length of the upper arm and to arrange it obliquely. As described above, when the length of the upper arm is shortened, there is a new defect that the chamber change becomes too large during the vertical stroke of the wheel.

Therefore, in order to solve such a drawback, the applicant of the present application, the applicant of the present application, dated January 13, 1
-4873 has been filed for "Vehicle Suspension Device". According to this vehicle suspension device, in a vehicle suspension device in which a wheel supporting member that rotatably supports a wheel is swingably supported with respect to a vehicle body via an upper arm and a lower arm, at least the upper arm is The wheel support member is composed of two link members arranged at a predetermined distance in the vertical direction of the vehicle body, and the link member arranged above controls mainly the displacement of the wheel support member in the vehicle front-back direction. The feature is that the displacement of the wheel support member in the vehicle width direction is mainly regulated by the link member arranged below.

[Problems to be Solved by the Invention] With the vehicle suspension device disclosed in this prior application, it is possible to achieve both improvement in riding comfort and prevention of brake yarders, and to make the above-mentioned change in a desirable tendency. It will be possible.

However, in such a suspension device, a large load acts on the mounting portion of the upper link of the two links forming the upper arm to the vehicle body, and if the mounting rigidity here is weak. In the mounting portion, a vibration is generated which gives a driver and a passenger an uncomfortable feeling, which is a problem.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to configure at least the above-mentioned upper arm with two link members which are arranged at a predetermined distance in the vehicle body vertical direction from the wheel support member. When a suspension device for a vehicle is mounted on a vehicle body, a sufficient suspension rigidity can be achieved in the mounting portion, and the vibration in the mounting portion can effectively suppress the generation of vibrations that make passengers uncomfortable. It is to provide a mounting structure.

[Means for Solving the Problems] In order to solve the problems described above and achieve the object, a suspension attachment structure for a vehicle according to the present invention has at least an upper arm with respect to a wheel support member at a predetermined distance in the vertical direction of the vehicle body. What is claimed is: 1. A suspension mounting structure for a vehicle for mounting a suspension device for an automobile, comprising two link members arranged apart from each other, on a vehicle body, wherein the upper link member is rearward along a front-rear direction of the vehicle. It is characterized in that the rear end is supported by an upper frame extending in the front-rear direction.

[Operation] According to the vehicle suspension mounting structure configured as described above, the mounting portion at the rear end of the upper link member is set to the upper frame extending along the front-rear direction of the vehicle. , This upper frame has a closed cross section and high rigidity, and its mounting rigidity has a sufficient value. As a result, a sufficient mounting rigidity is achieved in the mounting portion, and the upper frame having high rigidity is achieved. Therefore, it is possible to reliably receive the link member, and it is possible to effectively suppress the occurrence of vibration in the mounting portion that makes the passenger uncomfortable.

[Embodiment] An embodiment of a suspension attachment structure for a vehicle according to the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows the suspension mounting structure 10 of this embodiment.
By which the suspension device 12 is mounted
14 is shown with its bonnet 16 partially cut away. That is, the suspension device 12 attached to the vehicle body B by the suspension attachment structure 10 is for the front wheel in this embodiment, and in the state shown in the figure, the suspension device 12 for the right front wheel FR is shown. ing.

First, the configuration of the suspension device 12 attached to the vehicle body B by the suspension attachment structure 10 will be described with reference to FIGS. 2 to 5.

Here, FIG. 2 to FIG. 5 are respectively a perspective view, a plan view, an elevation view seen from the rear, and a vehicle body from inside to outside showing the suspension device 12 for the right front wheel of the automobile. It shows a side view seen from above.

Here, the right front wheel FR is rotatably supported by the wheel support member 18 and is connected to the vehicle body B via the suspension device 12. In other words, the front right portion of the vehicle body B is suspended on the wheel support member 18 via the suspension device 12. As is clear from FIGS. 2 and 5, the wheel support member 18 extends along the inner side of the right front wheel FR and extends to the rim 20 of the right front wheel FR.
A first extension portion 18a extending upward from the uppermost end of the, and extending toward the rear inside, as is apparent from FIGS. 2 and 4.
A steering system tie rod T is integrally provided with a second extension portion 18b rotatably attached about a vertical axis.

As shown in FIG. 2, the suspension device 12 includes an upper arm 26 composed of a first upper arm 22 and a second upper arm 24, which are link members, and a substantially A type, which are connected to the wheel supporting member 18. Lower arm formed on
28 and a shock absorber 30.

The A-shaped lower arm 28 is composed of an I-shaped arm body 28a extending substantially in the vehicle width direction, and a tension link 28b firmly fixed to the tip portion of the arm body 28a so as to form a predetermined acute angle. It is configured. As shown in FIG. 4, one end of the arm body 28a forming the A-shaped top is attached to the lower end of the wheel support member 18 via a rubber bush 32 so as to be rotatable about a vertical axis.

Further, the other end of the arm main body 28a and the other end of the tension link 28b, which form the bottom of the A-type, are both attached to the cross member 34 of the vehicle body B through the rubber bushes 36, 38, respectively, and the horizontal axis approximately in the vehicle longitudinal direction. Is rotatably mounted around. Here, as shown in FIG. 3, the two rubber bushes 36, 38 are arranged so as to be located on an axis line 1 parallel to the center line of the vehicle body B.

The A-shaped structure composed of the arm main body 28a of the lower arm 28 and the tension link 28b is suitable for driving the front wheels because it can secure a space for arranging the drive shaft. In use, since it is not necessary to dispose such a drive shaft, the lower arm 28 is integrally formed in the A type without being divided into two.

Here, the first upper arm 22 constituting the upper portion of the upper arm 26 is configured to restrict the displacement of the wheel support member 18 in the vehicle body front-rear direction. That is, the first
One end of the upper arm 22 is a first extension of the wheel support member 18.
Attached to the upper end of 18a for rotation about a vertical axis through a rubber bush 40.

Further, the other end of the first upper arm 22 is attached to the vehicle body B via the suspension attachment structure 10 which is a feature of the present invention, and the details thereof will be described later. A rubber bush 42 is attached to a specific portion of the vehicle so as to be rotatable about a horizontal axis extending along the vehicle width direction. That is, this first upper arm
22 extends rearward from the wheel support member 18 and substantially along the vehicle body longitudinal direction above the uppermost end of the rim 20 of the right front wheel FR.

Further, as is clear from FIG. 5, the first upper arm 22 is arranged so that the rear side of the vehicle body is inclined toward the lower side of the vehicle body. With this tilted arrangement, the axis line that regulates the displacement of the wheel support member 18 of the lower arm 28 in the vehicle front-rear direction, that is,
The center of rotation of the right front wheel FR, which is determined by the axis connecting the rubber bushings 36, 38, is set to the rear side of the right front wheel FR.
Achieved anti-dive when braking FR.

In the middle of the first upper arm 22 configured in this way,
A turn bag 44 is provided. By adjusting the length of the first upper arm 22 via the turn bag 44, the caster adjustment of the right front wheel FR can be performed.

On the other hand, the second upper arm 24 extends substantially in the vehicle width direction,
The wheel support member 18 is configured to restrict displacement in the vehicle width direction. One end of the second upper arm 24 is attached to a portion of the right front wheel FR of the wheel supporting member 18 below the uppermost end of the rim 20 via a rubber bush 46 so as to be rotatable about a substantially vertical axis.

The other end of the second upper arm 24 is attached to the cross member 34 of the vehicle body via a rubber bush 48 so as to be rotatable about a horizontal axis in the vehicle longitudinal direction. This second
The length of the upper arm 24 is almost the same as the length of the upper arm in a normal double-wishbone type suspension device of an unequal length link type.
It is said to be longer than the -1762's upper arm.

In the middle of the second upper arm 24 thus configured,
A turn bag 50 is provided. By adjusting the length of the second upper arm 24 via the turn bag 50, the right front wheel FR can be adjusted for adjustment.

Here, the shock absorber 30 described above includes a coil spring 52 and a damper 54, and extends in the vertical direction. The lower end of the damper 54 is attached to the lower arm 28 so as to be rotatable about a horizontal axis in the longitudinal direction of the vehicle body, and the upper end thereof is a suspension tower upper 56 which forms a part of the vehicle body B.
(It is also shown in FIG. 1. Hereinafter, it is simply referred to as a suspension tower upper.) It is attached so that it can be rotationally displaced.
Further, the coil spring 52 is fitted around the damper 54, and the upper end of the coil spring 52 has the above-mentioned suspension tower upper 56.
It is fixed to the lower surface of a and the lower end is fixed to a substantially middle portion of the damper 54.

Since the suspension device 12 is thus configured, the suspension device 12 itself has the following effects.

(1) Since the first upper arm 22 is arranged above the uppermost end of the rim of the right front wheel FR, the length between the support point of the wheel support member 18 of the first upper arm 22 and the rotation center of the right front wheel FR is increased. Therefore, the rubber bush 40 for pivotally attaching the first upper arm 22 to the vehicle body 4 can be made soft, and as a result, as described above, the riding comfort is improved and the brake jeader is prevented. It is possible to achieve both.

(2) The first upper arm 22 that is a member that restricts the displacement of the wheel support member 18 in the vehicle front-rear direction extends substantially in the vehicle front-rear direction, while it is a member that restricts the displacement of the wheel support member 18 in the vehicle width direction. Since a certain second upper arm 24 extends substantially in the vehicle width direction, the turn backpacks 44 provided in the respective second upper arms 24,
By adjusting 50, the caster adjustment and the chamber adjustment can be performed independently without interfering with each other.

(3) In addition, the first upper arm 22 and the second upper arm 24
Since they are separated as described above, they can be arranged by effectively utilizing the space, and the layout property is improved.

(4) Since the second upper arm 24, which is a member for restricting the displacement of the wheel supporting member 18 in the vehicle width direction, is arranged below the uppermost end of the rim of the wheel, there is a space in the lateral direction relatively in this portion. Therefore, the second upper arm 24 can be made relatively long, and accordingly, the change in the chamber can be optimized.

Next, a configuration of an embodiment of a suspension attachment structure 10 for attaching the first upper arm 22 of the suspension device 12 configured as described above, which is a feature of the present invention, to the vehicle body B will be described with reference to the accompanying drawings. This will be described in detail with reference to FIGS. 1 and 6 to 9.

First, with reference to FIGS. 1, 6, and 7, the structure of the vehicle body B in the vicinity of the mounting bracket constituting the suspension mounting structure 10 will be schematically described.

That is, in this vehicle body B, as shown in FIG. 6, the above-mentioned suspension tower upper 56 is formed at the upper end of the wheel apron 58 which constitutes the tire house in which the left front wheel FR is housed, and is just the shock absorber 30. It is fixed so as to close the opening located above. The wheel apron 58 is fixed to a front side frame 60 extending along the front-rear direction on the lower right side of the vehicle body.

Further, the wheel apron 58 and the suspension tower upper 56 are both fixed to a wheel apron reinforcement member 62 extending along the front and rear direction on the upper right side of the vehicle body. Here, the wheel apron reinforcement member 62 functions as an upper frame in this embodiment, and the wheel apron reinforcement outer member 62a and the inner portion of the wheel apron reinforcement member 62a extend in the front-rear direction. The wheel apron 58 and the suspension tower upper 56, which are made up of the wheel apron reinforcement inner 62b fixed so as to form a closed cross section.
Specifically, the wheel apron is fixed to the reinforcement inner 62b.

Here, the wheel apron reinforcement member 62 is integrally provided with a bulging portion 63 that bulges downward smoothly, as shown in FIG. 7, at the rear thereof. That is, in order to form the bulging portion 63, the wheel apron reinforcement outer 62a and the wheel apron reinforcement inner 62b are, at the rear thereof,
It is formed so as to integrally and smoothly bulge downward.

On the other hand, as shown in FIG. 6, a dash panel 64 extending in the vehicle width direction is provided to separate the engine room from the driver's seat.
Is fixed to the front side frame 60 and the wheel apron 58 in an upright state. This Dashyu Panel 64
Is a dashboard panel lower 64a extending from below to substantially the height at which the wheel apron 58 is disposed, and is fixed to the upper end of the dashboard panel lower 64a, and the front window glass 66
And a dash panel panel 64b extending below the lower end of the.

Here, the upper end of the above-mentioned touch panel lower 64a is bent forward, and the lower end (that is, the front end) of the touch panel upper 64b is superposed on the upper surface of this bent portion. It is stuck in. On the other hand, the rear end of the wheel apron 58 described above is fixed to the lower surface of the bent portion in an overlapped state. Further, the tip of the cowl panel 68 is fixed to the upper surface of the front end of the dummy panel upper 64b in a state of being overlapped.

The cowl panel 68 is a dummy panel upper 64b.
Thereby forming a closed cross section extending along the vehicle width direction, and the rear end thereof is fixed in a state of being superposed on the rear end of the dashboard panel upper member 64b. Further, the lower end of the windshield 66 described above is provided with a cowl panel 68.
It terminates immediately above the rear edge of the.

In addition, the touch panel lower 64a and the touch panel upper 6
Mutual joints with 4b extend below the wheel apron reinforcement inner 62b, and the lower surface of the wheel apron reinforcement inner 62b and the upper surface of the dash panel upper 64b are fixed to each other.
In this way, the disposition strength of the dust panel 64 is kept high.

It should be noted that the Wheelie Apron Reinforcement Inner 62b
Although not shown, the inner end portion of the front wing panel that defines the outer shape of the vehicle body B is fixed to the upper surface of the vehicle so as to smoothly continue from the bonnet 16. In the figure, reference numeral 76 indicates a hinge pillar, and reference numeral 78
Shows the cowl side.

In the vehicle body B configured as described above, the fixing state of the attachment bracket for attaching the rear end of the first upper arm 22 in the suspension device 12 to the vehicle body B will be described with reference to FIGS. 6 to 8. The details will be described.

That is, the mounting structure 10 includes a mounting bracket 74 that rotatably supports the rear end of the first upper arm 22 about a horizontal rotation shaft 72 extending in the vehicle width direction. As is clear from FIG. 7, the mounting bracket 74 is formed in a generally U-shaped front face with an open lower surface.
74a and 74b, and a ceiling plate 74c that connects the upper ends of both side plates 74a and 74b to each other. Here, as is apparent from FIG. 7, the ceiling plate 74c is formed of an inclined surface so as to be attached to the inclined surface of the bulging portion 63 of the wheel apron reinforcement member 62 described above.

Here, the portion to which the ceiling plate 74c of the mounting bracket 74 is fixed is as shown in FIG. 8 and FIG.
Among the wheel apron reinforcement members 62 that form a closed cross section, it is set especially on the slope of the bulging portion 63 that bulges downward. As a result, this mounting bracket 74
The fixed portion, in other words, the attachment rigidity of the attachment portion of the first upper arm 22 is set to be extremely high.

In this way, in this embodiment, the mounting rigidity of the mounting portion of the first upper arm 22 is set to be sufficiently high, so that the excessive suspension force acting on the first upper arm 22 can be sufficiently endured. Therefore, at this mounting portion, the occurrence of vibrations due to insufficient rigidity, which gives the driver and other passengers an unpleasant feeling, is effectively suppressed.

It goes without saying that the present invention is not limited to the configuration of the above-described embodiment and can be variously modified without departing from the scope of the present invention.

For example, in the above-described embodiment, the mounting portion to which the rear end of the first upper arm 22 is mounted, that is, the portion to which the mounting bracket 74 is fixed, is an expansion member formed integrally with the wheel apron reinforcement member 62. Although it has been described that the protrusion 63 is set to the protruding portion 63, the present invention is not limited to such a configuration, and the bulging portion fixed to the lower surface of the rear portion of the wheel apron reinforce member 62 as a separate member is used. It may be configured to be set.

[Effects of the Invention] As described in detail above, in the suspension attachment structure for a vehicle according to the present invention, at least the upper arm is provided with two links arranged at a predetermined distance in the vehicle body vertical direction from the wheel support member. A vehicle suspension mounting structure for mounting a vehicle suspension device comprising a member on a vehicle body, wherein the upper link member extends rearward along the vehicle front-rear direction, and the rear end It is characterized by being supported by an upper frame that extends along the direction.

Therefore, according to the present invention, at least when the upper arm is attached to the vehicle body, the suspension device for an automobile is constituted by two link members which are arranged at a predetermined distance in the vehicle body vertical direction with respect to the wheel support member. A suspension mounting structure for a vehicle is provided which can achieve sufficient mounting rigidity in the mounting portion and can effectively suppress the generation of vibrations that make the passenger uncomfortable in the mounting portion.

[Brief description of drawings]

1 is a perspective view showing a partially broken state of the structure of an automobile to which a vehicle suspension mounting structure according to the present invention is applied; FIG. 2 is a structure of a suspension device mounted on a vehicle body by the suspension mounting structure. FIGS. 3 to 5 are plan views specifically showing the constitution of the suspension device shown in FIG. 2, respectively, and elevation views seen from the rear.
And FIG. 6 is a side view of the vehicle as seen from the inside to the outside; FIG. 6 is a perspective view showing the configuration of one embodiment of the suspension attachment structure for a vehicle according to the present invention as seen obliquely from the engine room toward the rear. 7; FIG. 7 is a perspective view showing the suspension mounting structure shown in FIG. 6 as seen obliquely rearward from the outside of the vehicle body; FIG. 8 is a suspension mounting structure A- shown in FIG.
FIG. 9 is a longitudinal sectional view showing a state of being cut along the line A; and FIG. 9 is a B- of the suspension mounting structure shown in FIG.
It is a cross-sectional view shown in the state cut along the line B. In the figure, FR ... front wheel, T ... Tyrod, 10 ... Suspension mounting structure, 12 ... Suspension device, 14 ... Car, 16 ... Bonnet, 18 ... Wheel support member, 18a ...
… First extension, 18b …… Second extension, 20 …… Rim, 2
2 …… First upper arm, 24 …… Second upper arm, 26
...... Upper arm, 28 ...... Lower arm, 28a …… Arm body, 28b …… Tension arm, 30 …… Shock absorber, 32 …… Rubber bush, 34 …… Cross member, 3
6; 38; 40; 42 …… Rubber bush, 44 …… Turn backpack,
46; 48 …… Rubber bush, 50 …… Turn backpack, 52…
… Coil spring, 54 …… Damper, 56 …… Suspension tower, 58 …… Wheel apron, 58a …… Rear extension, 60 …… Front side frame, 62 …… Wheel apron reinforcement member, 62a …… Wheel apron reinforcement outer, 62b …… Wheel apron reinforcement inner, 63 …… Swelling part,
64 ... Dashyu Panel, 64a ... Dashyu Panel Lower, 6
4b ... Dash panel panel top, 66 ... Front windshield, 68 ... Cowl panel, 72 ... Rotating shaft, 74 ... Mounting bracket, 74a; 74b ... Side plate, 74c ... Ceiling plate, 76 ...
… Hinge pillars, 78 …… Cowlside.

Front Page Continuation (72) Inventor Toshiro Kondo 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-44-44307 (JP, A) JP-A-58-67508 (JP) , A)

Claims (1)

[Claims] 1. A suspension system for a vehicle for mounting on a vehicle body a suspension system for a vehicle, wherein at least an upper arm is composed of two link members arranged at a predetermined distance in the vertical direction of the vehicle body from a wheel support member. A mounting structure, wherein the upper link member extends rearward along the vehicle front-rear direction, and the rear end is supported by an upper frame extending along the front-rear direction. Suspension mounting structure.