JP2006021646A - Wheel support structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To disperse movement force of a wheel well in front collision or rear-end collision of a vehicle. <P>SOLUTION: In the vehicle 10, a tunnel part 18 is projected from a floor part 14 on a vehicle body 12 side and a pair of rear wheels 26 is pivotally supported on both left and right ends of a suspension arm 28 respectively. The suspension arm 28 is supported on the tunnel part 18 through a bush 32. Therefore, not only the movement force of the rear wheel 26 to the front side in the rear-end collision of the vehicle 10 can be directly transmitted from the rear wheel 26 to a rocker 16 but also it can be transmitted to the tunnel part 18 through the suspension arm 28. Further, the movement force is hardly transmitted from the tunnel part 18 to each rocker 16. Thereby, the movement force can be dispersed well. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a wheel support structure for supporting a vehicle wheel.

  As a wheel support structure, there is a structure in which a pair of rear wheels are pivotally supported at both ends of a cross pipe, and a center of a lower pipe fixed at both ends to the cross pipe is supported by a cross member of a vehicle body frame (for example, a patent) Reference 1).

  Furthermore, in this wheel support structure, each rear wheel is supported by each side member of the vehicle body frame via each trailing arm.

  Here, when a moving force acts on the front side of the pair of rear wheels due to a rear collision of the vehicle (particularly a rear-end collision of another vehicle), the moving force of the pair of rear wheels toward the front side of the vehicle Not only is transmitted to the pair of side members via the trailing arm, but also transmitted to the pair of side members via the cross pipe, the lower pipe and the cross member. In particular, when a moving force to the front side of the vehicle acts only on one rear wheel due to an offset rear collision of the vehicle, the moving force to the front side of the one rear wheel is transmitted almost only to one side member. Is done.

For this reason, the moving force of the pair or one rear wheel toward the vehicle front side is concentrated and transmitted to the pair or one of the side members, and is not well distributed. Need to be increased.
JP-A-9-286216

  In view of the above facts, the present invention provides a wheel support structure that can favorably disperse the moving force inward in the vehicle longitudinal direction of a pair or one of the wheels at the time of vehicle front collision or rear collision (including offset collision). Is the purpose.

  The wheel support structure according to claim 1 is provided on a floor portion on a vehicle body side, and supports a tunnel portion protruding from the floor portion and a pair of wheels at both ends, and is supported by the tunnel portion at an intermediate portion. A pivot support member.

  The wheel support structure according to claim 2, further comprising a support member that spans the width direction of the tunnel portion and rotatably supports the shaft support member in the wheel support structure according to claim 1. It is characterized by.

  The wheel support structure according to claim 3 is the wheel support structure according to claim 1 or 2, further comprising an elastic member that connects the tunnel portion and the pivot support member. Yes.

  A wheel support structure according to a fourth aspect is the wheel support structure according to any one of the first to third aspects, has elasticity, is bridged between both ends of the shaft support member, and is a vehicle body. It is characterized by having a bridge member supported on the side.

  The wheel support structure according to a fifth aspect is the wheel support structure according to the fourth aspect, wherein the bridge member has elasticity in the vehicle vertical direction and the shaft support member in the vehicle horizontal direction. It is characterized by restricting movement.

  The wheel support structure according to claim 6 is the wheel support structure according to any one of claims 1 to 5, wherein the tunnel portion forms a closed section and the tunnel section forms the closed section. The shaft support member is supported by the portion.

  A wheel support structure according to a seventh aspect is the wheel support structure according to any one of the first to sixth aspects, wherein the shaft support member is a force applied to the vehicle lower side by an air flow from the vehicle front side. It is characterized by receiving.

  The wheel support structure according to claim 8 is the wheel support structure according to any one of claims 1 to 7, wherein only the tunnel portion is located on the inner side in the vehicle front-rear direction of the shaft support member. It is characterized by supporting.

  In the wheel support structure according to the first aspect, the tunnel portion protrudes from the floor portion on the vehicle body side, and the pair of wheels are pivotally supported at both ends of the pivot support member.

  Here, the intermediate part of the shaft support member is supported by the tunnel part. For this reason, the moving force of the pair or one wheel in the vehicle front-rear direction in the frontal collision or rearward collision (including offset collision) of the vehicle is not limited to the left and right end portions of the vehicle body but via the shaft support member. It can also be transmitted to the tunnel part. In addition, the moving force is hardly transmitted from the tunnel portion to both ends in the left-right direction of the vehicle body. Thereby, the said moving force can be disperse | distributed favorably.

  In the wheel support structure according to the second aspect, the support member that rotatably supports the shaft support member is bridged in the width direction of the tunnel portion. For this reason, the rigidity of the shaft support member support portion of the tunnel portion can be increased, and the tunnel portion can receive the moving force inward in the vehicle front-rear direction of the pair or one wheel transmitted through the shaft support member. And the deformation of the tunnel portion can be suppressed.

  In the wheel support structure according to the third aspect, the elastic member is connected between the tunnel portion and the shaft support member. For this reason, the elastic member can absorb the vibration transmitted from the pair or one wheel to the shaft support member, and the vibration can be suppressed from being transmitted to the vehicle body side (tunnel portion).

  In the wheel support structure according to the fourth aspect, the bridging member having elasticity is bridged between both end portions of the shaft support member and is supported on the vehicle body side. For this reason, the transmission member can absorb the vibration transmitted from the pair or one of the wheels to the shaft support member, and the transmission of the vibration to the vehicle body side can be suppressed.

  In the wheel support structure according to the fifth aspect, the bridge member has elasticity in the vehicle vertical direction. For this reason, the bridge member can absorb the vibration of the pair or one wheel in the vehicle vertical direction. Furthermore, the spanning member restricts the movement of the shaft support member in the left-right direction of the vehicle. For this reason, the transfer member can regulate the movement of the pair of wheels in the vehicle left-right direction. Thereby, the role of a pair of coil springs provided between the conventional pair of wheels and the vehicle body side (the role of absorbing vibrations of the wheels in the vertical direction of the vehicle) and the role of the pair of lateral links (the vehicle of the wheels) One bridge member can fulfill the role of regulating movement in the left-right direction, and the configuration can be simplified.

  In the wheel support structure according to the sixth aspect, the tunnel portion forms a closed section, and the shaft support member is supported by the closed section forming portion of the tunnel portion. For this reason, the rigidity of the shaft support member support portion of the tunnel portion can be increased, and the tunnel portion can receive the moving force inward in the vehicle front-rear direction of the pair or one wheel transmitted through the shaft support member. And the deformation of the tunnel portion can be suppressed.

  In the wheel support structure according to the seventh aspect, the axial support member receives the force toward the vehicle lower side by the air flow from the vehicle front side. For this reason, a pair of wheels can receive downforce from a shaft support member, and can improve the ground contact power of a pair of wheels. Further, in particular, the pivot member is supported on the center of gravity of the vehicle body or the other pair of wheels from the center of gravity, and downforced from the pivot member on the center of gravity of the vehicle or on the other wheel side of the center of gravity. Can be directly transmitted, the ground contact force of the other pair of wheels can be improved.

  In the wheel support structure according to the eighth aspect, only the tunnel portion supports the shaft support member on the inner side in the vehicle longitudinal direction of the shaft support member. Thus, the conventional pair of trailing arms is not provided, and the configuration can be simplified.

[First Embodiment]
FIG. 1 is a cross-sectional view of a rear portion of a vehicle 10 according to a first embodiment configured by applying the wheel support structure of the present invention as seen from above, and FIG. 10 main parts are shown by the perspective view seen from the diagonally right rear side. In the present embodiment (including the following second and third embodiments), the front of the vehicle 10 is referred to as “front”, the rear of the vehicle 10 is referred to as “rear”, and the vehicle 10 The right side of the vehicle is referred to as “right side”, and the left side of the vehicle 10 is referred to as “left side”.

  The vehicle body 12 of the vehicle 10 according to the present embodiment has a monocoque body structure that does not include a body frame, and has a long rectangular cylindrical rocker 16 (reinforcing member) at both left and right ends of the floor portion 14 (floor) of the passenger compartment. ) Are fixed, and each rocker 16 is disposed along the front-rear direction to reinforce the floor portion 14.

  A tunnel portion 18 is provided at the center in the left-right direction of the floor portion 14 along the front-rear direction. The tunnel portion 18 reinforces the floor portion 14 by protruding upward from the floor portion 14. As shown in detail in FIG. 3, the tunnel portion 18 is provided with an inner plate 20 having a substantially inverted U-shaped cross section along the front-rear direction, and the inner plate 20 is formed integrally with the floor portion 14. . A bent plate-like outer plate 22 is provided on the left and right sides of the inner plate 20 along the front-rear direction. Each outer plate 22 has its upper end fixed to the upper portion of the tunnel portion 18 (inner plate 20), and The lower end is fixed to the lower part of the tunnel part 18 (inner plate 20). Thereby, between the inner plate 20 and each outer plate 22 (on the left and right sides of the tunnel portion 18), a closed cross section 24 having a substantially parallelogram in cross section is formed along the front-rear direction. Further, the tunnel portion 18 and each rocker 16 are not connected by the reinforcing member (strength member) of the vehicle body 12, and the load (moving force) applied to the tunnel portion 18 is hardly transmitted to each rocker 16.

  Rear wheels 26, which are wheels, are disposed at the left and right ends of the rear portion of the vehicle 10, behind each rocker 16. The front end of a drive shaft (not shown) is fixed to a metal foil (not shown) at the center of each rear wheel 26, and the base end of each drive shaft is the output shaft of the engine provided on the vehicle body 12. (Not shown). The vehicle 10 is a so-called short overhang vehicle in which the distance from the pair of rear wheels 26 to the rear end of the vehicle body 12 is short.

  A suspension arm 28 as a shaft support member is provided at the rear portion of the vehicle 10 between the pair of rear wheels 26. In this embodiment, the suspension arm 28 has a substantially U-shaped pipe axis (may be substantially V-shaped), and a U-shaped opening is opened rearward. At both left and right ends of the suspension arm 28, both end portions of a support plate 30 having a U-shaped cross section are fixed. Each of the support plates 30 is pivotally supported in a state in which each drive shaft is penetrated and prevented from moving in the axial direction, whereby the left and right ends of the suspension arm 28 pivotally support the pair of rear wheels 26. In addition, the suspension arm 28 can move integrally with each drive shaft and each rear wheel 26.

  A bush 32 having a nonlinear elastic structure is provided at the center in the left-right direction of the suspension arm 28, and the bush 32 is disposed at the center in the left-right direction of the vehicle 10. As shown in detail in FIG. 3, the bush 32 has a cylindrical collar 34, and the collar 34 is fixed to the suspension arm 28 at the outer periphery, and the central axis is disposed along the left-right direction. . A rod-shaped bush shaft 36 as a support member is coaxially disposed in the central shaft portion of the collar 34, and the bush shaft 36 has an axial center disposed along the left-right direction, and both left and right ends of the tunnel portion 18. The closed section 24 is formed at the left and right ends (the left and right lower portions of the inner plate 20) with bolts 37 from the lower side, and spans the tunnel section 18 in the left-right direction (width direction). A cylindrical bush rubber 38, which is an elastic member, is bridged between the collar 34 and the bush shaft 36, and is fixed to the collar 34 and the bush shaft 36 by vulcanization. The bush rubber 38 has a nonlinear elastic characteristic and is a nonlinear elastic body, whereby the suspension arm 28 is rotatably supported by the tunnel portion 18 (bush shaft 36).

  A long plate-like leaf spring 40 as a bridge member is bridged between the left and right ends of the suspension arm 28, and the longitudinal direction of the leaf spring 40 is arranged along the left-right direction. The leaf spring 40 is supported at the center in the left-right direction on the vehicle body 12 side (part integrated with the floor portion 14), and both left and right ends can be moved elastically particularly in the up-down direction. Bushes 42 having a non-linear elastic structure are provided at the left and right ends of the leaf spring 40. The bush 42 has a cylindrical collar 44, and the outer periphery of the collar 44 is fixed to the leaf spring 40. A rod-like bush shaft (not shown) as a fixing member is coaxially disposed on a central shaft portion of the collar 44 via a cylindrical bush rubber (not shown). Coaxially fixed to the left and right ends. The bush rubber between the collar 44 and the bush shaft has a non-linear elastic characteristic and is a non-linear elastic body, whereby the leaf spring 40 is rotatably supported by the suspension arm 28 (bush shaft). .

  Between the left and right ends of the suspension arm 28 and the vehicle body 12 side, an absorber 46 (damper) as an urging means is bridged. Is inclined to. The absorber 46 has a bottomed cylindrical cylinder 48 and a piston 50 inserted into the cylinder 48, and the piston 50 projects from the upper end of the cylinder 48. The lower end of the cylinder 48 is fixed to the suspension arm 28 via a bracket 52, and the upper end of the piston 50 is connected to the vehicle body 12 side. In the absorber 46, the piston 50 protrudes from the cylinder 48 by the hydraulic pressure in the cylinder 48. The suspension arm 28 is urged downward by being given elasticity in the direction in which it is pushed, and at the same time a damping action is performed by the hydraulic flow resistance.

  Next, the operation of the present embodiment will be described.

  In the vehicle 10 configured as described above, the tunnel portion 18 protrudes upward from the floor portion 14 on the vehicle body 12 side, and a pair of rear wheels 26 are pivotally supported at the left and right ends of the suspension arm 28, respectively.

  Here, the center in the left-right direction of the suspension arm 28 is supported by the tunnel portion 18 via the bush 32. For this reason, even when the vehicle 10 is a short-overhang vehicle as in the present embodiment, the front side of the rear wheel 26 (vehicle), particularly at the time of a rear collision (including an offset rear collision) of the vehicle 10 due to a rear-end collision of another vehicle. 10 can be transmitted not only directly from the rear wheel 26 to the rocker 16 but also to the tunnel portion 18 via the suspension arm 28. In addition, since the tunnel portion 18 and each rocker 16 are not connected by the reinforcing member of the vehicle body 12, the moving force is hardly transmitted from the tunnel portion 18 to each rocker 16. Thereby, the said moving force can be favorably disperse | distributed and the need to raise the intensity | strength of each rocker 16 can be eliminated. It should be noted that the forward moving force acting on the rear wheel 26 when the vehicle 10 collides rearward may act on a pair of rear wheels 26 or on one rear wheel 26.

  In addition, the moving force of the rear wheel 26 to the front side at the time of the rear collision of the vehicle 10 can be transmitted to the wheel of the rear wheel 26 when the rear wheel 26 collides with the rocker 16, and the moving force is transmitted by deformation of the wheel. It is possible to disperse better.

  Further, since the bush shaft 36 of the bush 32 that rotatably supports the suspension arm 28 is stretched across the tunnel portion 18, the bush shaft 36 also serves as a so-called tunnel brace, and the bush shaft 36 of the tunnel portion 18. The rigidity of the spanning part (suspension arm 28 supporting part) can be increased. For this reason, the tunnel portion 18 can reliably receive the moving force to the front side of the rear wheel 26 transmitted through the suspension arm 28. In addition, the shrinkage deformation of the tunnel portion 18 in the left-right direction can be suppressed, particularly during a side collision of the vehicle 10, so that the rigidity of the floor portion 14 can be increased, and the deformation of the tunnel portion 18 in the left-right direction can be suppressed. The generation of a booming sound due to the spreading deformation of the lever can be suppressed.

  Further, since the tunnel portion 18 forms a closed section 24 on the left and right, and the bush shaft 36 (suspension arm 28) is supported on the portion where the tunnel section 18 is formed, the bridge shaft 36 spans the tunnel portion 18. The rigidity of the portion can be further increased. For this reason, the moving force to the front side of the rear wheel 26 transmitted by the tunnel portion 18 via the suspension arm 28 can be more reliably received. In addition, the shrinkage deformation of the tunnel portion 18 in the left-right direction at the time of a side collision of the vehicle 10 can be further suppressed, the rigidity of the floor portion 14 can be further increased, and the tunnel portion 18 can be deformed in the left-right direction. It is possible to further suppress the generation of a booming sound due to the spreading deformation.

  A bush rubber 38 is connected between the bush shaft 36 of the tunnel portion 18 and the collar 34 at the center of the left and right of the suspension arm 28. Therefore, the bush rubber 38 can absorb the vibration transmitted from the pair or one rear wheel 26 to the suspension arm 28, and the vibration can be suppressed from being transmitted to the vehicle body 12 side (tunnel portion 18).

  Further, an elastic leaf spring 40 is bridged between the left and right ends of the suspension arm 28 and is supported on the vehicle body 12 side in the center in the left-right direction. For this reason, the vibration transmitted from the pair or one rear wheel 26 to the suspension arm 28 can be absorbed by the leaf spring 40, and the transmission of the vibration to the vehicle body 12 side can be suppressed.

  In addition, the left and right ends of the leaf spring 40 can be elastically moved particularly in the vertical direction. For this reason, the leaf spring 40 can absorb the vibration of the pair or one rear wheel 26 in the vertical direction. Further, the leaf spring 40 restricts the movement of the suspension arm 28 in the left-right direction. For this reason, the leaf spring 40 can regulate the movement (displacement) of the pair of rear wheels 26 in the left-right direction via the pair of drive shafts. As a result, the role of a pair of coil springs provided between the conventional pair of rear wheels and the vehicle body side (the role of absorbing vibrations in the vertical direction of the rear wheels) and the role of a pair of lateral links (the rear wheels) The leaf spring 40 can fulfill the role of regulating the movement of the left and right directions), and the configuration can be simplified.

  Further, only the tunnel portion 18 supports the suspension arm 28 on the front side of the suspension arm 28. Accordingly, the conventional pair of trailing arms is not provided, the configuration can be further simplified, and the attachment structure of the suspension arm 28 to the vehicle body 12 side can be simplified.

[Second Embodiment]
FIG. 4 is a perspective view of a main part of a vehicle 60 according to a second embodiment configured by applying the wheel support structure of the present invention as seen from the right rear side.

  The vehicle 60 according to the present embodiment is substantially the same as the first embodiment, but differs in the following points.

  That is, the front part of the suspension arm 28 (other than the left and right ends) has a so-called reverse wing shape in which a normal wing shape is turned upside down like a cross-sectional outer peripheral shape 28A shown by a broken line in FIG. The front portion of the suspension arm 28 has a substantially horizontal upper surface, and a lower surface that smoothly protrudes downward from both ends in the front-rear direction toward the center in the front-rear direction.

  Here, also in this embodiment, the same operation and effect as the first embodiment can be obtained.

  Further, an air flow from the front side due to traveling of the vehicle 60 causes a vertical pressure difference in the front portion of the suspension arm 28, and the suspension arm 28 receives a downward pressing force.

  For this reason, the pair of rear wheels 26 receives downforce from the suspension arm 28, and the ground contact force of the pair of rear wheels 26 can be improved.

  Further, the bush 32 is supported at the center of gravity of the vehicle body 12 or the front of the center of gravity, and the downforce is directly transmitted from the suspension arm 28 to the center of gravity of the vehicle body 12 or the front of the center of gravity. ) Can also be improved.

  Moreover, the front of the vehicle body 12 due to the aerodynamic difference between the front portion and the rear portion of the vehicle body 12 due to the shape of the vehicle body 12 (the difference between the front portion and the rear portion of the vehicle body 12 due to the difference between the lift force and the resistance force against the lift force). A change in the vehicle height at the rear portion and the rear portion can be suppressed.

[Third Embodiment]
FIG. 5 shows a rear view of a rear portion of a vehicle 80 according to a third embodiment configured by applying the wheel support structure of the present invention.

  The vehicle 80 according to the present embodiment is substantially the same as the first embodiment, but differs in the following points.

  In the vehicle 80, the leaf spring 40 of the first embodiment is not provided.

  One end of a long rod-like lateral link 82 (lateral control link) is connected to the left and right ends of the suspension arm 28. Each lateral link 82 has a longitudinal direction arranged along the left-right direction and the other end connected to the other end. It is connected to the vicinity of the center in the left-right direction on the vehicle body 12 side (portion integral with the floor 14). The bushes 42 having the nonlinear elastic structure in the first embodiment are provided at both ends of each lateral link 82, and one end of each lateral link 82 is connected to the suspension arm 28 via the bush 42 (bushing). 42 and the other end of each lateral link 82 is connected to the vehicle body 12 side via the bush 42 (the bush shaft of the bush 42 is fixed to the vehicle body 12 side). ) Accordingly, the pair of lateral links 82 restricts the movement of the suspension arm 28 in the left-right direction.

  Between the left and right ends of the suspension arm 28 and the vehicle body 12 side, elastic compression coil springs (not shown) are bridged, and each compression coil spring urges the suspension arm 28 downward. Yes.

  Here, also in the present embodiment, the same operations and effects as those of the first embodiment can be obtained except for the effect that the configuration can be simplified by the leaf spring 40.

  In the first to third embodiments, the present invention is applied to the pair of rear wheels 26. However, the present invention may be applied to a pair of front wheels (wheels). .

  In the first to third embodiments, the closed section 24 is formed on the left and right sides of the tunnel portion 18 (between the inner plate 20 and each outer plate 22). A closed cross section may be formed in the tunnel portion 18 (inside the inner plate 20).

  Furthermore, in the first to third embodiments, the bush rubber of the bush 42 has a non-linear elastic characteristic. However, the bush rubber of the bush 42 is not necessarily required to have a non-linear elastic characteristic. For example, it may have a linear elastic characteristic.

It is sectional drawing seen from the upper side which shows the rear part of the vehicle which concerns on the 1st Embodiment of this invention. It is the perspective view seen from the diagonally right rear side which shows the principal part of the vehicle which concerns on the 1st Embodiment of this invention. FIG. 3 is a cross-sectional view (a cross-sectional view taken along line 3-3 in FIG. 1) showing a part of the main part of the vehicle according to the first embodiment of the present invention. It is the perspective view seen from the diagonally right rear side which shows the principal part of the vehicle which concerns on the 2nd Embodiment of this invention. It is sectional drawing seen from the upper side which shows the rear part of the vehicle which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Car body 14 Floor part 18 Tunnel part 24 Closed section 26 Rear wheel (wheel)
28 Suspension arm (shaft support member)
36 Bush shaft (support member)
38 Bush rubber (elastic member)
40 Leaf spring (transit member)
60 vehicles 80 vehicles

Claims (8)

A tunnel portion provided on the floor portion on the vehicle body side and protruding from the floor portion;
A pair of wheels are pivotally supported at both ends, and a pivotal support member supported by the tunnel portion at the middle part,
Wheel support structure with   The wheel support structure according to claim 1, further comprising a support member that is spanned in a width direction of the tunnel portion and rotatably supports the shaft support member.   The wheel support structure according to claim 1, further comprising an elastic member that connects the tunnel portion and the shaft support member.   4. The bridge member according to claim 1, further comprising a bridge member that has elasticity and is bridged between both ends of the shaft support member and is supported on the vehicle body side. 5. Wheel support structure.   The wheel support structure according to claim 4, wherein the bridge member has elasticity in a vehicle vertical direction side and restricts movement of the shaft support member in the vehicle left-right direction side.   The wheel according to any one of claims 1 to 5, wherein the tunnel portion forms a closed section and the shaft support member is supported by the closed section forming portion of the tunnel portion. Support structure.   The wheel support structure according to any one of claims 1 to 6, wherein the shaft support member receives a force toward the vehicle lower side by an air flow from the vehicle front side.   The wheel support structure according to any one of claims 1 to 7, wherein only the tunnel portion supports the shaft support member on an inner side in the vehicle front-rear direction of the shaft support member.

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