JP2009255902A - Vehicular suspension subframe structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular suspension subframe structure capable of effectively receiving input loads from suspension arms by improving the rigidity of a subframe while reducing the weight of the subframe. <P>SOLUTION: The subframe structure for supporting suspension arms 14, 16 of a multi-link suspension system includes: a pair of lateral members 20, 22 extending in a vehicle width direction; a pair of longitudinal members 24, 26 extending in a vehicle longitudinal direction; inclined members 28 with an upper arm supporting portion and a lower arm supporting portion provided on the right and left end portions thereof located on one lateral member side. The inclined member extends in an inclined manner relative to the vehicle width direction in plan view so as to connect the upper arm supporting portion and the lower arm supporting portion with a vehicle widthwise intermediate portion of the other lateral member. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle suspension subframe structure, and more particularly, to a vehicle suspension subframe structure that supports a suspension arm of a multi-link suspension.

  Conventionally, a multi-link suspension called a so-called E-type suspension is known, and Patent Document 1 discloses a structure of a rear suspension subframe that supports an arm of the multi-link.

JP 2005-193893 A

  Here, in a general subframe such as the subframe described in Patent Document 1, each frame has a square-shaped closed cross section or a U-shaped cross section, and these frames are in a cross-beam shape in plan view. It is assembled. In the conventional sub-frame having such a configuration, in order to receive a large input load such as tension or compression from each arm that occurs particularly during turning, the rigidity of the sub-frame is increased by increasing the cross-sectional area of the frame itself or providing a reinforcing member. Therefore, there is a problem that the weight increases.

  In addition, depending on the position of each suspension arm attached to the member extending in the front-rear direction or the member extending in the vehicle width direction, when an input load is received from each arm, the subframe member may be twisted or bent, resulting in rigidity or It was disadvantageous in terms of reliability and was heavy.

  The present invention has been made to solve the above-described problems of the prior art, and effectively reduces the weight of the suspension subframe while improving the rigidity of the suspension subframe to effectively receive the input load from the suspension arm. An object of the present invention is to provide a suspension subframe structure for a vehicle.

  To achieve the above object, the vehicle suspension subframe structure according to the present invention is a vehicle suspension subframe structure that supports the suspension arm of a multi-link suspension, and is provided at intervals in the front-rear direction. A pair of vehicle width direction members extending in the vehicle width direction, a pair of front and rear direction members extending in the vehicle body longitudinal direction so as to connect the left end portions and the right end portions of these vehicle width direction members, and the vehicle width direction Among the members, upper arm support portions provided at both left and right ends of one vehicle width direction member, and among the vehicle width direction members, lower arm support portions provided at left and right end portions of one vehicle width direction member, The left and right ends of the vehicle width direction member or the vicinity thereof and the other of the vehicle width direction members in the vehicle width direction of the other vehicle width direction member An inclined member extending in an inclined manner with respect to the vehicle width direction in plan view so as to connect the two parts, and the inclined member transmits the load of the suspension transmitted from the upper arm support part and the lower arm support part to the other vehicle. It is characterized by being transmitted to the width direction member.

  In the present invention configured as described above, the inclined member includes the left and right end portions of one vehicle width direction member so as to transmit the load of the suspension transmitted from the upper arm support portion and the lower arm support portion to the other vehicle width direction member. Alternatively, since the portion in the vicinity thereof is connected to the vehicle width direction intermediate portion of the other vehicle width direction member of the vehicle width direction members, the upper arm support portion and the lower arm support portion are connected in the vehicle width direction when turning. When a large input load is applied, such a load is transmitted from the support portion of each arm to the inclined member, and further, the transmitted load is applied to the vehicle width direction member. Since the inclined member extends while being inclined with respect to the vehicle width direction in a plan view, the inclined member and the vehicle width direction member constitute a frame portion having two sides that are substantially triangular, The rigidity of the suspension subframe can be improved so as to effectively receive the load, and the weight of the suspension subframe can be reduced.

In the present invention, the end of the inclined member is preferably coupled to the end of one vehicle width direction member, and an upper arm support and a lower arm support are formed by these ends.
In the present invention configured as described above, the load applied to each arm support portion can be effectively received by the vehicle width direction member and the inclined member.

In the present invention, preferably, one vehicle width direction member has at least two members, and the upper arm support portion and the lower arm support portion are formed by these members, and in the vicinity of the upper arm support portion and the lower arm support portion. Inclined members are connected to the.
In the present invention configured as described above, the load applied to each arm support portion is effectively received by the vehicle width direction member, and the load is also applied to the inclined member connected to the portion in the vicinity of the left and right ends of the vehicle width direction member. Can be received effectively.

In the present invention, preferably, one vehicle width direction member receives a load diagonally between the left upper arm support part and the right lower arm support part and receives the load diagonally between the right upper arm support part and the left upper arm support part. The load is received on a diagonal line with the lower arm support portion.
In the present invention configured as described above, for example, when turning right in the same phase as the ground contact point, a load for compressing the vehicle width direction member is applied to the left lower arm support portion, while the right upper arm support portion on the diagonal line is applied. In addition, a load for compressing the vehicle width direction member is applied, and a load for pulling the vehicle width direction member is applied to the left upper arm support portion, while a load for pulling the vehicle width direction member is also applied to the right lower arm support portion on the diagonal line. Join. With respect to such a load applied in the vehicle width direction, the vehicle width direction member receives the load diagonally as described above, so the vehicle width direction member efficiently receives the load applied to the left and right suspension arms. Thus, the left and right loads can be effectively canceled out.

In the present invention, preferably, an upper arm support portion and a lower arm support portion are provided at both left and right end portions of the inclined member.
In the present invention configured as described above, since the upper arm support portion and the lower arm support portion are provided at the left and right ends of the inclined member, a large input load in the vehicle width direction is applied to the upper arm support portion and the lower arm support portion during turning. When applied, such a load is transmitted from the support portion of each arm to the inclined member, and the transmitted load is further applied to the vehicle width direction member. Since the inclined member extends while being inclined with respect to the vehicle width direction in a plan view, the inclined member and the vehicle width direction member constitute a frame portion having two sides that are substantially triangular, The rigidity of the suspension subframe can be improved so as to effectively receive the load, and the weight of the suspension subframe can be reduced.

In the present invention, preferably, the left and right end portions of the inclined member are formed so as to vertically connect the upper arm support portion and the lower arm support portion.
In the present invention configured as described above, since the left and right end portions of the inclined member are formed so as to connect the upper arm support portion and the lower arm support portion up and down, the rigidity of the inclined member is further improved. The support rigidity of the arm can be increased, and the rigidity of the subframe can also be increased.

In the present invention, preferably, the upper arm support part and the lower arm support part are formed integrally with the inclined member.
In the present invention configured as described above, since the upper arm support portion and the lower arm support portion are integrally formed with the inclined member, the load from each arm can be efficiently transmitted to the inclined member.

In the present invention, preferably, the upper arm support portion and the lower arm support portion are integrally formed at both the left and right end portions of the inclined member and the left and right end portions of one of the pair of vehicle width direction members. Is formed.
In the present invention configured as above, the upper arm support portion and the lower arm support portion are integrated at both the left and right end portions of the inclined member and the left and right end portions of one of the pair of vehicle width direction members. Therefore, the load from each arm can be effectively received by the inclined member, the above-described one vehicle width direction member, and the other vehicle width direction member. Furthermore, the load from each arm can be efficiently transmitted to each member.

In the present invention, preferably, the inclined member is formed to have a smaller size in the vertical direction from the upper arm support portion and the lower arm support portion toward the middle portion in the vehicle width direction of the other vehicle width direction member. .
In the present invention configured as described above, the inclined member has a smaller size in the vertical direction from the arm support portions at the left and right end portions toward the vehicle width direction intermediate portion of the other vehicle width direction member. Since it is formed, a portion unnecessary for transmission of a load acting on the support portion of each arm can be removed to reduce the weight of the inclined member, and hence the weight of the suspension subframe.

In the present invention, preferably, the inclined member is a pair whose size in the vertical direction decreases from the upper arm support portion and the lower arm support portion at the left and right end portions toward the vehicle width direction intermediate portion of the other vehicle width direction member. Having an opening.
In the present invention configured as described above, the inclined member has a pair of smaller vertical dimensions from the arm support portions at the left and right end portions toward the vehicle width direction middle portion of the other vehicle width direction member. Since the opening portion is provided, a portion unnecessary for transmission of the load acting on the support portion of each arm can be removed to reduce the weight of the vehicle width direction member and, in turn, the weight of the suspension subframe.

In the present invention, preferably, one vehicle width direction member is configured by coupling a front side member and a rear side member, and the upper arm support portion and the lower arm support portion are provided between the front side member and the rear side member. The two are integrally formed.
In this invention comprised in this way, each arm can be more reliably supported by the front side member and rear side member of a vehicle width direction member. Further, the suspension load applied to the upper arm support portion and the lower arm support portion can be effectively received by the vehicle width direction member.

In the present invention, preferably, the inclined member is composed of an upper member and a lower member, and the upper member and the lower member are vertically connected via the front-rear direction member. Yes.
In the present invention configured as described above, the inclined member is separated into the upper member and the lower member to ensure moldability, and the upper member and the lower member are vertically moved via the front-rear direction member. By connecting, the rigidity of the inclined member can be improved, the support rigidity of each arm can be increased, and the rigidity of the subframe can also be increased.

Further, in the present invention, preferably, the upper arm support portion and the lower arm support portion are located at a predetermined small distance from the front / rear direction member and sandwich the front / rear direction member at the upper side and the lower side of the front / rear direction member, respectively. Is provided.
In the present invention configured as described above, the upper arm support portion and the lower arm support portion are provided above and below the front-rear direction member so as to sandwich the front-rear direction member. By utilizing this, it is possible to reduce the overhang from the front and rear direction members of each arm support portion and increase the rigidity of each arm support portion.

In the present invention, preferably, the multi-link suspension has a front upper arm and a front lower arm arranged on the front side, and a rear lower arm provided on the rear side, and the rear lower arm is connected to the inclined member. It is connected to the other member in the vehicle width direction at the same position as or near the position to be moved.
In the present invention configured as described above, the multi-link suspension includes a front upper arm and a front lower arm disposed on the front side, and a rear lower arm provided on the rear side. In the vehicle width direction member, the other member in the vehicle width direction is supported at the same position or in the vicinity of the portion where the inclined member is connected. Therefore, the support rigidity of the rear lower arm can be increased by the inclined member and the other vehicle width direction member.

In the present invention, preferably, the multi-link suspension has a front upper arm and a front lower arm arranged on the front side, and the other vehicle width direction member is a rear vehicle width of the pair of vehicle width direction members. The left and right end portions of the inclined member are connected to the left and right end portions of the front vehicle width direction member that is one vehicle width direction member, the upper arm support portion supports the front upper arm, and the lower arm support portion is the front member. Support the lower arm.
In the present invention thus configured, the left and right end portions of the inclined member are connected to the left and right end portions of the front vehicle width direction member, and the vehicle width direction intermediate portion of the other vehicle width direction member to which the inclined member is connected. Is connected to the vehicle width direction member on the rear side, the upper arm support part of the multi-link type suspension supports the front upper arm, and the lower arm support part supports the front lower arm. The input load can be effectively received by the front vehicle width direction member, the inclined member, and the rear vehicle width direction member.

In the present invention, preferably, the multi-link suspension includes a front / rear direction arm extending from the wheel support member toward the vehicle front side, and a front side extending from the wheel support member toward the vehicle width direction inward and disposed on the front side. At least three vehicle width direction arms including an upper arm and a front lower arm. The upper arm support portion supports the front upper arm, and the lower arm support portion supports the front lower arm.
In the present invention configured as described above, the multi-link suspension is disposed on the front side extending inward in the vehicle width direction from the wheel support member and in the front-rear direction arm extending from the wheel support member toward the vehicle front side. At least three vehicle width direction arms including a front upper arm and a front lower arm. The upper arm support portion supports the front upper arm, and the lower arm support portion supports the front lower arm. The inclined member can effectively receive the input load of each arm on the front side where the input load is large.

  To achieve the above object, the vehicle suspension subframe structure according to the present invention is a vehicle suspension subframe structure that supports the suspension arm of a multi-link suspension, and is provided at intervals in the front-rear direction. A pair of vehicle width direction members extending in the vehicle width direction, a pair of front and rear direction members extending in the vehicle body front and rear direction so as to connect the left end portions and the right end portions of these vehicle width direction members, respectively, and a pair of vehicles And an inclined member provided with an upper arm support portion and a lower arm support portion at both left and right ends thereof located on one vehicle width direction member side of the width direction members. The inclined member includes an upper arm support portion and a lower arm. With respect to the vehicle width direction in plan view so as to connect the support portion and the vehicle width direction intermediate portion of the other vehicle width direction member I am characterized in that extending inclined.

  In the present invention configured as described above, the inclined member includes the upper arm support portion and the lower arm support portion provided at the left and right ends, and the vehicle width direction of the other vehicle width direction member of the pair of vehicle width direction members. Since the intermediate part is connected, when a large input load in the vehicle width direction is applied to the upper arm support part and the lower arm support part during turning, such a load is transmitted from the support part of each arm to the inclined member and further transmitted. The applied load is applied to the vehicle width direction member. Since the inclined member extends while being inclined with respect to the vehicle width direction in a plan view, the inclined member and the vehicle width direction member constitute a frame portion having two sides that are substantially triangular, The rigidity of the suspension subframe can be improved so as to effectively receive the load, and the weight of the suspension subframe can be reduced.

  According to the suspension subframe structure of the vehicle of the present invention, it is possible to effectively receive an input load from the suspension arm by reducing the weight of the suspension subframe and improving the rigidity of the suspension subframe.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.
First, a vehicle rear suspension lower structure including a vehicle suspension subframe structure according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. FIG. 1 is a perspective view of a rear lower structure of a vehicle to which a vehicle suspension subframe structure according to a first embodiment of the present invention is applied, viewed from the front and diagonally upward to the left, and FIG. 2 is a first view of the present invention. FIG. 3 is a perspective view of the right rear wheel suspension device and the wheel structure attached to the suspension subframe structure of the vehicle according to the embodiment as viewed from the front and diagonally upward, and FIG. 3 is a vehicle according to the first embodiment of the present invention. FIG. 5 is a front view of the rear lower structure of the vehicle to which the suspension subframe structure of FIG.

First, as shown in FIG. 1, a rear suspension subframe 1, a rear suspension device 2, and a wheel 3 are provided as a rear lower structure of a vehicle including the suspension subframe structure according to the first embodiment of the present invention. As shown in FIGS. 1 and 2, the wheel 3 is provided with a tire 5, a wheel 6, and a wheel support member 7.
The suspension device 2 includes a trailing arm 10 having a rear end portion 10a attached to the wheel support member 7, extending forward from the rear end portion 10a, and having a front end portion 10b attached to a vehicle body (not shown).

  The suspension device 2 has a rear lower arm 12 extending in the vehicle width direction at a rear portion thereof. The rear lower arm 12 has an outer end 12 a attached to the wheel support member 7, and an inner end 12 b attached to the rear suspension subframe 1. A shock absorber 13 including a spring 13a and a damper 13b is attached to the rear lower arm 12. The lower end portion of the spring 13a is received by the spring receiving portion 12c of the rear lower arm 12, and the upper end portion thereof is attached to a vehicle body (not shown). The damper 13b has a lower end attached to the wheel support member 7 and an upper end attached to the vehicle body (not shown).

The suspension device 2 has a front lower arm 14 that extends in the vehicle width direction below the front portion thereof. The front lower arm 14 has an outer end portion 14 a attached to the wheel support member 7, and an inner end portion 14 b attached to the rear suspension subframe 1.
The suspension device 2 has a front upper arm 16 extending in the vehicle width direction above the front portion thereof. The front upper arm 16 has an outer end portion 16 a attached to the wheel support member 7, and an inner end portion 16 b attached to the rear suspension subframe 1.

  Next, the structure of the rear suspension subframe 1 according to the first embodiment of the present invention will be described mainly with reference to FIGS. FIG. 4 is a bottom view of the rear lower structure of the vehicle to which the vehicle suspension subframe structure according to the first embodiment of the present invention is applied, and FIG. 5 is a suspension according to the first embodiment of the present invention. FIG. 6 is a perspective view of the front vehicle width direction member of the sub-frame structure as a single unit, seen from the rear and diagonally upward, and FIG. 6 is inclined with respect to the front vehicle width direction member of the suspension sub-frame structure according to the first embodiment of the present invention. FIG. 7 is a rear perspective view showing the reinforcing members attached to each other and obliquely viewed from the upper left, and FIG. 7 is a front vehicle width direction member and an inclined reinforcing member of the suspension subframe structure according to the first embodiment of the present invention. And FIG. 8 is a perspective view of the rear vehicle width direction member as viewed from the rear and diagonally upward from the left side, and shows a first embodiment of the present invention. It is a perspective view seen from the rear and diagonally left above showing the front vehicle width direction member, the slope reinforcing member, the rear vehicle width direction member, and the left and right front and rear direction members of the suspension subframe structure according to the form attached to each other, FIG. 9 is a perspective view of the suspension subframe structure according to the first embodiment of the present invention as viewed from below and from the side, and FIG. 10 shows the suspension subframe structure according to the first embodiment of the present invention on the left side. It is the side view seen from.

  First, as shown in FIGS. 1, 3, and 4, the rear suspension subframe 1 includes a front vehicle width direction member 20 extending in the vehicle width direction on the front side of the subframe 1, and a vehicle on the rear side of the subframe 1. Rear vehicle width direction member 22 extending in the width direction, left front-rear direction member 24 extending in the vehicle front-rear direction on the left side of the subframe 1, right front-rear direction member 26 extending in the vehicle front-rear direction on the right side of the subframe 1, and front vehicle width In order to connect them between the direction member 20 and the rear vehicle width direction member 22, there are two inclined reinforcing members 28 extending obliquely with respect to the vehicle width direction in plan view.

  Next, as shown in FIG. 5, the front vehicle width direction member 20 is integrally formed in a U-shaped cross section that is opened rearward. Further, as shown in FIG. 6, the two inclined reinforcing members 28 are integrally formed in a U-shaped cross section that is open to the front as a whole. As shown in FIGS. 1, 4 and 6, the front vehicle width direction member 20 and the inclined reinforcing member 28 are arranged such that the respective U-shaped open portions face each other and are welded to each other. It is attached by.

  Next, as shown in FIGS. 1 and 6, the front vehicle width direction member 20 and the inclined reinforcing member 28 are attached to each other, so that a portion indicated by reference numeral 30 constitutes a closed cross section to form the subframe 1. The rigidity is increased. Further, as shown in FIG. 7, the rear vehicle width direction member 22 is formed in a U-shaped cross section that is open downward as a whole. As shown in FIGS. 1, 4, and 7, the inclined reinforcing member 28 has a rear end portion 28 c attached to the rear vehicle width direction member 22 by welding.

  As shown in FIG. 7, an opening 40 is formed by the front vehicle width direction member 20 and the inclined reinforcing member 28, and the opening 40 is connected to the front vehicle width direction member 20 and the inclined reinforcing member 28. Is formed. That is, the front side of the opening 40 is constituted by the front vehicle width direction member 20, and the rear side of the opening 40 is constituted by the inclined reinforcing member 28, which is the connecting portion 40. An opening 42 is also formed in the rear vehicle width direction member 22.

  As will be described later, the front and rear direction members 24 and 26 are attached to the opening 40. The opening 40, which is the attachment part, opens upward on the lower side and opens downward on the upper side. However, it opens toward the outside on the inner side in the vehicle width direction, and has a shape opened toward the outside as viewed from the front-rear direction, as shown in FIG. In the first embodiment, the opening 40 has an open cross section opened in this manner. However, the opening 40 may have a closed cross section to further increase the rigidity.

  Then, the left and right front and rear direction members 24 and 26 are attached by welding to the two openings 40 and 42 (four openings in total, left and right) shown in FIG. Frame 1 is configured. Mount portions 44 and 46 are provided at the front end portion and the rear end portion of the front-rear direction members 24 and 26, respectively, and the subframe 1 is attached to the vehicle body (not shown) via these mount portions 44 and 46. ing.

Next, as shown in FIGS. 1, 3 and 8, the front lower arm 14 and the front upper arm 16 are formed by the end portions 20 a and 20 b of the front vehicle width direction member 20 and the end portions 28 a and 28 b of the inclined reinforcing member 28. Attachment portions 50 and 52 are formed.
That is, as shown in FIGS. 6 to 10, the mounting portion 50 (front lower arm support portion 50) of the front lower arm 14 is a front vehicle width direction member formed in a U-shaped cross section (opened toward the rear). The left and right end portions 20a on the lower side of 20 and the left and right end portions 28a on the lower side of the inclined reinforcing member 28 formed in a U-shaped cross-section (opening toward the front) are combined to form a closed cross section. Forming.

  As shown in FIGS. 6 to 10, the attachment portion 52 (front upper arm support portion 52) of the front upper arm 16 includes left and right end portions 20 b on the upper side of the front vehicle width direction member 20 formed in an L-shaped cross section, The left and right end portions 28b on the upper side of the inclined reinforcing member 28 formed in an L-shaped cross section are combined with each other to form an open cross section opened downward.

  As shown in FIGS. 1, 3, and 8, the mounting portions 50 and 52 are provided with rubber bush portions 14 c and 16 c (FIG. 9) provided at inner ends in the vehicle width direction of the front lower arm 14 and the front upper arm 16. Holes 50a and 52a for attaching a reference) are formed. Then, as shown in FIG. 9, the arms 14 and 16 are attached to the front vehicle width direction member 20 and the inclined reinforcement member 28.

  Further, as shown in FIGS. 8 and 9, a hole 22a is also formed in the rear vehicle width direction member 22, and as shown in FIGS. 4 and 9, the rear lower arm 12 has an inner end in the vehicle width direction. The provided rubber bush portion 12d is attached. The rear end portion 28c of the slope reinforcing member 28 described above is attached by welding in the vicinity of the attachment portion (rear lower arm support portion) of the rear lower arm 12, and the rigidity of the attachment portion 22b of the rear lower arm 12 to the subframe 1 is secured. To increase. In addition, you may form this attachment part 22b and the rear-end part 28c of the inclination reinforcement member 28 in the same position.

  Next, as shown in FIGS. 1, 3 and 5, the front vehicle width direction member 20 has a left upper end 20 b provided with a mounting portion 52 of the left front upper arm 16, and a right front. A frame 60 is formed to extend almost straight so that the lower right end 20a provided with the mounting portion 50 of the lower arm 14 is diagonally connected, while the mounting portion 52 of the right front upper arm 16 is provided. A frame 62 extending substantially straight is formed so that the right upper end portion 20b and the left lower end portion 20a provided with the mounting portion 50 of the left front lower arm 14 are connected diagonally. . Thus, the front vehicle width direction member 20 is formed to be substantially X-shaped by the frames 60 and 62.

  More specifically, as shown in FIG. 3, the front vehicle width direction member 20 has a length in the vertical direction of the front vehicle width direction member 20 that decreases from the left and right ends toward the inside in the vehicle width direction. Thus, the recessed parts 64 and 66 opened upward and downward are formed. Further, an opening 68 is formed in the front vehicle width direction member 20 such that the length in the vertical direction decreases as it goes inward in the vehicle width direction. By these recesses 64 and 66 and the opening 68, the front vehicle width direction member 20 is formed so as to be generally X-shaped when viewed from the front.

  Further, as shown in FIG. 3, the front vehicle width direction member 20 is formed so that the left and right ends thereof connect the upper arm support portion and the lower arm support portion vertically. Further, as shown in FIG. 10, the front-rear member 24 and the front-rear member 24 are attached to the front lower arm 14 mounting portion 50 and the front upper arm 16 mounting portion 52 so as to sandwich the front-rear members 24, 26. , 26 are provided above and below, respectively.

  Similarly, as described above, the inclined reinforcing member 28 is also provided with the mounting portion 50 of the front lower arm 14 and the mounting portion 52 of the front upper arm 16, and these are arranged in the front-rear direction so as to sandwich the front-rear members 24, 26. The members 24 and 26 are provided above and below, respectively. As shown in FIGS. 4 and 8, the inclined reinforcing member 28 extends from the mounting portion 50 and the mounting portion 52 inward in the vehicle width direction and obliquely rearward in a plan view. 28c is attached to an intermediate portion of the rear vehicle width direction member 22 in the vehicle width direction.

  Further, as shown in FIG. 8, the inclined reinforcing member 28 has a dimension that decreases in the vertical direction from the arm attachment portions 50 and 52 at both left and right end portions toward the vehicle width direction intermediate portion of the rear vehicle width direction member 22. It is formed to become. Further, as shown in FIG. 8, the inclined reinforcing member 28 has a small vertical dimension from the arm mounting portions 50, 52 at both left and right end portions toward the vehicle width direction intermediate portion of the rear vehicle width direction member 22. A pair of openings 29.

Next, the function and effect of the suspension subframe structure according to the embodiment of the present invention will be described with reference to FIG. FIG. 11 is a front view of the subframe structure for explaining an example of the operation of the suspension subframe structure according to the embodiment of the present invention.
First, the mounting portions 50 (front lower arm support portions 50) of the front lower arm 14 are provided at the left and right ends 20a of the front vehicle width direction member 20, and the mounting portions 52 (front upper arm support portions 52) of the front upper arm 16 are front vehicle widths. The front vehicle width direction member 20 is formed to extend in an X shape in a front view by the recesses 64 and 66 and the opening 68 as described above. Yes. The front vehicle width direction member 20 extends diagonally, for example, as indicated by reference numeral 70 in FIG.

  Here, as shown in FIG. 11, when the vehicle turns, loads F1 and F2 are applied to the wheel 3 at the tire contact point, and the lower arm 14 and the upper arm 16 on the front side respectively have the directions shown in FIG. The load F is transmitted. Specifically, for example, during a right turn in the same phase as the ground contact point, a load that compresses the vehicle width direction member is applied to the left lower arm, while a load that compresses the vehicle width direction member is also applied to the right upper arm on the diagonal line. In addition, a load for pulling the vehicle width direction member is applied to the left upper arm, while a load for pulling the vehicle width direction member is also applied to the right lower arm on the diagonal.

  With respect to such a load applied in the vehicle width direction, in the embodiment of the present invention, the vehicle width direction member is formed so as to extend in an X shape as a whole in the front view. The load applied to 16 is efficiently applied diagonally to the front vehicle width direction arm 20 so that the left and right loads can be effectively cancelled. In other words, the front vehicle width direction member 20 transmits the load diagonally between the mounting portion 50 of the left front lower arm 14 and the mounting portion 52 of the right front upper arm 16 of the front vehicle width direction member. A load is transmitted diagonally between the attachment portion 50 of the right front lower arm 14 and the attachment portion 52 of the left front upper arm 16 of the vehicle width direction member.

  Therefore, even if a large load input during turning is applied to the front lower arm 14 and the front upper arm 16, the front vehicle width direction member 20 effectively supports the arms 14 and 16 so as to cancel the loads from the left and right. Then, the rigidity of the suspension subframe 1 can be improved so as to effectively receive the loads from the arms 14 and 16, and the weight of the suspension subframe 1 can be reduced.

  In the embodiment of the present invention, the suspension device 2 is a multi-link suspension, and the mounting portion 50 of the front lower arm 14 and the mounting portion 52 of the front upper arm 16 are formed on the front vehicle width direction member 20. The input load of each arm on the front side, which has a large input load during turning, can be effectively received by the vehicle width direction member on the front side.

  Furthermore, in the embodiment of the present invention, the suspension device 2 is a multi-link suspension, the trailing arm 10 extending from the wheel support member 7 toward the front side of the vehicle, and the wheel support member 7 facing inward in the vehicle width direction. Since the front lower arm 14 and the front upper arm 16 are disposed on the front side, the mounting portions 50 and 52 are provided on the front vehicle width direction member 20 so as to support the arms 14 and 16. The input load of the front arms 14 and 16 having a large input load during turning can be effectively received by the front vehicle width direction member 20. Further, since the mounting portions 50 and 52 are also provided on the inclination reinforcing member 28, the input load of each arm 14 and 16 on the front side, which has a large input load when turning, is applied to the inclination reinforcing member 28 and further to the rear vehicle width direction. It can be effectively received by the member 22.

  Further, in the embodiment of the present invention, the suspension device 2 is a multi-link suspension, and includes a front lower arm 14 and a front upper arm 16 disposed on the front side thereof, and a rear lower arm 12 provided on the rear side thereof. The rear lower arm 12 is supported by the rear vehicle width direction member 22 in the vicinity of the portion of the rear vehicle width direction member 22 to which the inclined reinforcement member 28 is connected. Therefore, the support rigidity of the rear lower arm 12 is increased by the inclination reinforcement member 28. And the rear vehicle width direction member 22. Further, the same effect can be obtained even if the rear lower arm 12 is supported by the rear vehicle width direction member 22 at the same position as the portion where the inclined reinforcing member 28 is connected in the rear vehicle width direction member 22.

  Furthermore, in the embodiment of the present invention, the front vehicle width direction member 20 and the rear vehicle width direction member 22, the left and right end portions 20 a and 20 b of the front vehicle width direction member 20, and the vehicle width direction intermediate portion of the rear vehicle width direction member 22. And the left and right end portions 20a, 20b of the front vehicle width direction member 20 and the end portion 28a of the inclination reinforcement member 28. , 28b are provided with a mounting portion 50 of the front lower arm 14 and a mounting portion 52 of the front upper arm 16 as suspension arm mounting portions (supporting portions). When a large input load in the vehicle width direction is applied to the vehicle, such a load is applied from the support portions 50 and 52 of the arms 14 and 16 to the front vehicle width direction member 20. It is transmitted to the vicinal reinforcing member 28, further transmitted from the inclined reinforcing members 28 to the rear lateral member 22 can be received to enable loading in these members 20,28,22. The inclined reinforcing member 28, the front vehicle width direction member 20 and the rear vehicle width direction member 22 constitute a frame portion that effectively receives a load, and the rigidity of the suspension subframe 1 that supports the arms 14 and 16 is increased. In addition, the weight of the suspension subframe 1 can be reduced.

  Further, in the embodiment of the present invention, the inclined reinforcing member 28 includes the attachment portion 50 of the front lower arm 14 and the attachment portion 52 of the front upper arm 16 provided at the end portions 28a and 28b thereof, and the vehicle of the rear vehicle width direction member 22. Since the intermediate portion in the width direction is connected, when a large input load in the vehicle width direction is applied to the attachment portions (support portions) 50 and 52 during turning, such a load is applied to the attachment portions 50 and 52 of the arms 14 and 16. To the inclined reinforcing member 28, and the transmitted load is applied to the rear vehicle width direction member 22. Since the inclined reinforcing member 28 extends while being inclined with respect to the vehicle width direction in plan view, the inclined reinforcing member 28 and the rear vehicle width direction member 22 form a frame portion having two substantially triangular shapes. Thus, the rigidity of the suspension subframe 1 can be improved so as to effectively receive the loads from the arms 14 and 16, and the weight of the suspension subframe can be reduced.

  Further, according to the embodiment of the present invention, the attachment portion 50 of the front lower arm 14 and the attachment portion 52 of the front upper arm 16 are formed integrally with the front vehicle width direction member 20, so Can be efficiently transmitted to the front vehicle width direction member 20. Similarly, since the attachment portion 50 of the front lower arm 14 and the attachment portion 52 of the front upper arm 16 are integrally formed on the inclined reinforcement member 28, the load from each arm 14, 16 is efficiently inclined. 28 can be transmitted. Similarly, since the attachment portion 50 of the front lower arm 14 and the attachment portion 52 of the front upper arm 16 are formed integrally with the inclined reinforcing member 28, the load from each arm 14, 16 is efficiently applied to the inclined reinforcing member 28. Can be transmitted.

  Furthermore, according to the embodiment of the present invention, the attachment portion 50 of the front lower arm 14 and the attachment portion 52 of the front upper arm 16 are integrally formed by the front vehicle width direction member 20 and the inclined reinforcement member 28. The loads from the arms 14 and 16 are effectively received by the inclined reinforcing member 28, the front vehicle width direction member 20, and the rear vehicle width direction member 22, and the loads from the arms 14 and 16 are efficiently received. , 28 and 22 can be transmitted.

  Furthermore, in the embodiment of the present invention, the mounting portion 52 of the front upper arm 16 includes the left and right end portions 20a and 20b of the front vehicle width direction member 20 and the end portions of the inclined reinforcing member 28 connected to the left and right end portions 20a and 20b. 28a and 28b are integrally formed so as to have a U-shaped cross section, so that the rigidity of the mounting portion 52 of the front upper arm 16 can be increased, and the U-shaped inner portion can be The suspension bushing 16c, the rotation rod, and the like can be arranged, and space can be used effectively.

  Further, in the embodiment of the present invention, the mounting portion 50 of the front lower arm 14 includes the left and right end portions 20a and 20b of the front vehicle width direction member 20 and the end portions of the inclined reinforcing member 28 connected to the left and right end portions 20a and 20b. 28a and 28b are integrally formed so as to have a closed cross section, so that the rigidity of the front lower arm mounting portion 50 can be increased, and for example, the suspension bush 14c and the rotating rod are provided in the closed cross section. It can be arranged and space can be used effectively. Further, the front lower arm 14 is more likely to be subjected to a larger load than the other arms when turning, and the front lower arm 14 is formed by increasing the rigidity by forming the mounting portion 50 of the front lower arm 14 in a closed cross section. It can be effectively supported.

Furthermore, according to the embodiment of the present invention, the vehicle width direction intermediate portion of the front vehicle width direction member 20 is smaller in the vertical direction than the left and right end portions 20a, 20b. The load applied to 16 is effectively applied diagonally to the front vehicle width direction member 20, and the loads can be effectively canceled as described above. In addition, since the upper and lower portions of the front vehicle width direction member have recesses 64 and 66 that open upward or downward, unnecessary portions for the transmission of the load on the diagonal line are removed to reduce the weight of the vehicle width direction member. As a result, the weight of the suspension subframe can be reduced.
Similarly, the front vehicle width direction member 20 has a pair of openings 68 whose vertical dimension decreases from the left and right ends 20a and 20b toward the vehicle width direction intermediate portion, so that the load can be transmitted diagonally. Unnecessary portions can be removed to reduce the weight of the vehicle width direction member, and in turn reduce the weight of the suspension subframe.

Further, according to the embodiment of the present invention, the inclined reinforcing member 28 has a dimension that decreases in the vertical direction from the arm attachment portions 50 and 52 of the end portions 28a and 28b toward the intermediate portion of the rear vehicle width direction member 22. Therefore, the unnecessary portions for transmission of the load acting on the mounting portions 50 and 52 of the arms 14 and 16 are removed to reduce the weight of the inclined reinforcing member 28 and, consequently, the suspension subframe 1. Weight can be reduced.
Similarly, the inclined reinforcing member 28 has a pair of small vertical dimensions from the arm attachment portions 50, 52 of the left and right end portions 20a, 20b toward the vehicle width direction intermediate portion of the rear vehicle width direction member 22. Since the opening 29 is provided, a portion unnecessary for transmission of the load acting on the mounting portions 50 and 52 of the arms 14 and 16 is removed, and the weight of the inclined reinforcing member 28 is reduced, and the weight of the suspension subframe 1 is reduced. I can plan.

  Furthermore, in the embodiment of the present invention, the left and right end portions 20a and 20b of the front vehicle width direction member 20 are formed so as to connect the mounting portion 50 of the front lower arm 14 and the mounting portion 52 of the front upper arm 16 up and down. Therefore, both the rigidity of the attachment portions (support portions) 50 and 52 of the arms 14 and 16 and the rigidity of the front vehicle width direction member 20 can be improved. Similarly, each end portion 28a, 28b of the inclined reinforcing member 28 is formed so as to vertically connect the mounting portion 50 of the front lower arm 14 and the mounting portion 52 of the front upper arm 16 to each other. , 16 attachment portions (support portions) 50 and 52 and the inclination reinforcing member 28 can be improved in rigidity.

  Furthermore, in the embodiment of the present invention, the mounting portion 50 of the front lower arm 14 and the mounting portion 52 of the front upper arm 16 are provided above and below the front and rear members 14 and 26 so as to sandwich the front and rear members 24 and 26, respectively. By effectively utilizing the space above and below the front and rear members 24 and 26, the overhangs from the front and rear members 24 and 26 of the mounting portions (support portions) 50 and 52 of the arms 14 and 16 are reduced to reduce the respective arms 14 and 26. , 16 attachment portions (support portions) 50 and 52 can be increased in rigidity.

  Further, in the embodiment of the present invention, the front vehicle width direction member 20 and the inclined reinforcing member 28 are coupled to each other between the upper arm mounting portion 50 and the lower arm mounting portion 52, and the coupling portion is connected to the front and rear direction members 24, 26. Since they are coupled, the rigidity of the front vehicle width direction member 20 and the inclination reinforcing member 28 to the longitudinal members 24 and 26 can be increased, and the rigidity of the front vehicle width direction member 20 and the inclination reinforcement member 28 is improved. In addition, the rigidity of the subframe 1 can be increased. Further, for example, the front vehicle width direction member 20 and the inclined reinforcing member 28 are coupled to each other to form a closed cross section, and the front and rear direction members 24 and 26 are coupled to the closed cross section, thereby further subframe 1 and each arm. The rigidity of the support parts 50 and 52 can also be increased.

  Next, the structure of the rear suspension subframe 101 according to the second embodiment of the present invention will be described mainly with reference to FIGS. In the second embodiment of the present invention, the basic configuration is the same as that of the first embodiment described above, and only the configuration different from the first embodiment will be mainly described below. FIG. 12 is a plan view of a rear lower structure of a vehicle to which a vehicle suspension subframe structure according to a second embodiment of the present invention is applied, and FIG. 13 is a vehicle according to the second embodiment of the present invention. FIG. 14 is a bottom view of a rear lower structure of a vehicle to which the suspension subframe structure of FIG. 14 is applied, and FIG. 14 shows a front vehicle width direction member of the suspension subframe structure according to the second embodiment of the present invention alone. FIG. 15 is a rear perspective view of the suspension subframe structure according to the second embodiment of the present invention. FIG. 15 is a rear view showing the front vehicle width direction member and the inclined reinforcement member attached to each other. FIG. 16 is a perspective view seen from the upper left, and FIG. 16 is a front vehicle width direction of the suspension subframe structure according to the second embodiment of the present invention. FIG. 17 is a perspective view of the suspension sub-frame structure according to the second embodiment of the present invention. It is the perspective view seen from back and slanting left upper side in the state where the front vehicle width direction member, the inclination reinforcement member, the rear vehicle width direction member, and the left and right front and rear direction members are attached to each other.

  First, as shown in FIGS. 12 and 13, in the second embodiment of the present invention, the rear suspension subframe 101 has its subframe 101 as in the structure of the first embodiment described above and FIG. 3. A front vehicle width direction member 120 extending in the vehicle width direction on the front side of the vehicle, a rear vehicle width direction member 122 extending in the vehicle width direction on the rear side of the subframe 101, and a left front-rear direction member extending in the vehicle body front-rear direction on the left side of the subframe 101. 124, the right and left front direction members 126 extending in the front and rear direction of the vehicle body on the right side of the subframe 101, and the vehicle width in a plan view so as to be connected between the front vehicle width direction member 120 and the rear vehicle width direction member 122. Two inclined reinforcing members 128 extending obliquely with respect to the direction are provided.

Next, as shown in FIG. 14, the front vehicle width direction member 120 has a U-shaped front portion (front member) 120a opened rearward and a rear U-shaped rear section opened forward. It is comprised with the part (rear member) 120b. The front vehicle width direction member 120 is integrally formed by joining those portions 120a and 120b to each other.
The front vehicle width direction member 120 has an upper end portion 120c divided into two portions and a lower end portion 120d. These end portions 120c and 120d are formed in a U-shaped cross section.

Next, as shown in FIG. 15, each of the two inclined reinforcing members 128 has a structure that is divided into two parts in the vertical direction, one upper part (upper member) 128a divided into two parts, and the other lower part It is comprised with the part (lower member) 128b. As shown in FIG. 15, the upper portions 128a of the two inclined reinforcing members 128 are joined to the rear side surface and the upper end portion 120c of the rear portion 120b of the front vehicle width direction member 120 by welding, respectively, and the lower portion 128b is Each is connected to the rear side surface and the lower end portion 120d of the rear portion 120b of the front vehicle width direction member 120 by welding. The respective portions 128a and 128b are connected to the vicinity of the suspension arm mounting portions 150 and 152 (see FIG. 17) of the front vehicle width direction member 120.
Next, as shown in FIG. 16, the rear vehicle width direction member 122 is formed in a U-shaped cross section that is open downward as a whole. The rear end portions 128c and 128d of the inclined reinforcing member 128 are joined to the front side surface of the rear vehicle width direction member 122 by welding.

As shown in FIG. 16, an opening 120 s is formed between the upper end 102 c and the lower end 120 d of the front vehicle width direction member 120. The opening 120s is formed by joining the front portion 120a and the rear portion 120b of the front vehicle width direction member 120.
In addition, an opening 128s is formed between the upper portion 128a and the lower portion 128b of the inclined reinforcing member. The opening 128s is formed by connecting the upper portion 128a and the lower portion 128b of the inclined reinforcing member 128 to the front vehicle width direction member 120 and the rear vehicle width direction member 122, respectively.

Then, the left and right front and rear members 124 and 126 are attached to the two openings 120s and 128s (four openings in total, left and right) shown in FIG. 16 by welding to form the subframe 101 as shown in FIG. It is composed. In other words, the upper portion 128 a and the lower portion 128 b of the reinforcing inclined member 128 are connected vertically via the front-rear direction members 124 and 126. By connecting the upper portion 128a and the lower portion 128b up and down via the front and rear direction members 124 and 126 as described above, the rigidity of the inclined member 128 is improved, and the support rigidity of each arm is also increased. The rigidity of the subframe can also be increased.
As shown in FIG. 1 of the first embodiment described above, the rear suspension device 2 is attached to such a subframe 101. As shown in FIG. 17, mount portions 144 and 146 are provided at the front end portion and the rear end portion of the front-rear direction members 124 and 126, respectively, and the subframe 101 is mounted on the vehicle body (via the mount portions 144 and 146). (Not shown).

  Next, as shown in FIG. 17, the front portion 120 a and the rear portion 120 b of the front vehicle width direction member 120 are joined together, so that the upper end portion 120 a and the lower end portion 120 b of the front vehicle width direction member 120 are Suspension arm attachment portions 150 and 152 for the front lower arm 14 (see FIGS. 1 to 4) and the front upper arm 16 (see FIGS. 1 to 4) are formed, respectively.

  As shown in FIG. 17, the rubber bush portions 14c and 16c (see FIG. 9) provided at the vehicle width direction inner ends of the front lower arm 14 and the front upper arm 16 are attached to the mounting portions 150 and 152, respectively. Holes 150a and 152a are formed.

  The operational effects of the suspension subframe structure of the second embodiment of the present invention described above are the same as those of the first embodiment described above. Further, in the second embodiment, the upper portion 128a and the lower portion 128b of the two inclined reinforcing members 128 are respectively formed on the rear side surface of the rear portion 120b of the front vehicle width direction member 120 and the upper end portion 120c and the rear portion 120b. The rear side surface and the lower end 120d are joined by welding. The front vehicle width direction member 120 and the inclined reinforcing member 128 having such a configuration can effectively increase the rigidity of the subframe 101.

Further, in the second embodiment, unlike the first embodiment described above, the arm reinforcing portions 128, 152 (50, 52) are not formed on the tilt reinforcing member 128 (28), and the tilt reinforcing member 128 is arranged in the front vehicle width. Since it is attached to the direction member 120 so that the coupling strength is increased, the rigidity of the subframe 101 can be more effectively increased.
On the other hand, the arm attachment portions 150 and 152 are formed at the upper end portion 120a and the lower end portion 120b of the front vehicle width direction member 120, and therefore, the inputs from the suspension arms 14 and 16 extend in the vehicle width direction. It can be effectively received by the vehicle width direction member 120.

  According to the above effects, the configuration for increasing the rigidity of the subframe 101 and the configuration for effectively supporting each suspension arm are separated, and these effects can be reliably increased.

  In the first and second embodiments of the present invention, the example applied to the E type suspension is shown, but the present invention can be applied to other suspension types. Further, the rear vehicle width direction members 22 and 122 are configured like the front vehicle width direction members 20 and 120 according to the first and second embodiments of the present invention, and the inclined reinforcing members 28 and 128 are also the first and second embodiments. It may be configured so that the front and rear are reversed, and the load from the rear suspension arm can be received effectively.

It is the perspective view which looked at the rear lower part structure of the vehicle to which the suspension sub-frame structure of the vehicle by the embodiment of the present invention was applied from the front and diagonally upper left. It is the perspective view which looked at the suspension apparatus of the right rear-wheel part attached to the suspension sub-frame structure of the vehicle by embodiment of this invention, and the structure of a wheel from the front and diagonally upper left. It is the front view which looked at the rear lower part structure of the vehicle to which the suspension sub-frame structure of the vehicle by embodiment of this invention was applied from the front. It is the bottom view which looked at the rear lower structure of the vehicle to which the suspension sub-frame structure of the vehicle by 1st Embodiment of this invention was applied from the downward direction. It is the perspective view seen from the back and diagonally left upward which shows the front vehicle width direction member of the suspension sub-frame structure by 1st Embodiment of this invention alone. It is the perspective view seen from the back and diagonally left upwards in the state which the front vehicle width direction member and inclination reinforcement member of the suspension sub-frame structure by 1st Embodiment of this invention were mutually attached. It is the perspective view seen from back and diagonally upward showing the front vehicle width direction member, inclination reinforcement member, and rear vehicle width direction member of the suspension subframe structure according to the first embodiment of the present invention attached to each other. The rear vehicle width direction member, the slope reinforcing member, the rear vehicle width direction member, and the left and right front and rear direction members of the suspension subframe structure according to the first embodiment of the present invention viewed from the rear and diagonally upward from the left. FIG. It is the perspective view which looked at the suspension sub-frame structure by 1st Embodiment of this invention from the downward direction and the side. It is the side view which looked at the suspension sub-frame structure by 1st Embodiment of this invention from the left side. It is a front view of the sub-frame structure for demonstrating an example of the effect | action of the suspension sub-frame structure by 1st Embodiment of this invention. It is the top view which looked at the rear lower part structure of the vehicle to which the suspension sub-frame structure of the vehicle by 2nd Embodiment of this invention was applied. It is the bottom view which looked at the rear lower part structure of the vehicle to which the suspension sub-frame structure of the vehicle by 2nd Embodiment of this invention was applied. It is the perspective view seen from back and diagonally upward which shows the front vehicle width direction member of the suspension sub-frame structure by 2nd Embodiment of this invention alone. It is the perspective view seen from back and diagonally upward showing the front vehicle width direction member and inclination reinforcement member of the suspension sub-frame structure by 2nd Embodiment of this invention attached to each other. It is the perspective view seen from the back and diagonally left upwards in the state which the front vehicle width direction member, inclination reinforcement member, and rear vehicle width direction member of the suspension sub-frame structure by 2nd Embodiment of this invention were attached with each other. The front vehicle width direction member, the inclined reinforcement member, the rear vehicle width direction member, and the left and right front and rear direction members of the suspension subframe structure according to the second embodiment of the present invention are viewed from the rear and diagonally upward from the left. FIG.

DESCRIPTION OF SYMBOLS 1 Rear suspension sub-frame 2 Rear suspension apparatus 3 Wheel 7 Wheel support member 10 Trailing arm 12 Rear lower arm 14 Front lower arm 16 Front upper arm 20 Front vehicle width direction member 20a, 20b Front vehicle width direction member Left and right ends 22 Rear vehicle width Direction member 22b A mounting portion (support portion) of the rear lower arm to the rear vehicle width direction member
24, 26 Front-rear direction member 28 Inclined reinforcing member 28a, 28b Inclined reinforcing member end 28c Inclined reinforcing member rear end 29 Inclined reinforcing member opening 40, 42 Opening 50 Front lower arm mounting portion (supporting portion)
52 Front upper arm attachment (support)
64, 66 Front vehicle width direction member recess 68 Front vehicle width direction member opening F, F1, F2 Load

Claims (16)

A suspension subframe structure for a vehicle that supports a suspension arm of a multi-link suspension,
A pair of vehicle width direction members provided at intervals in the front-rear direction and extending in the vehicle width direction;
A pair of longitudinal members extending in the longitudinal direction of the vehicle body so as to connect the left end portions and the right end portions of these vehicle width direction members,
Of the vehicle width direction members, upper arm support portions provided at both left and right ends of one vehicle width direction member;
Of the vehicle width direction members, lower arm support portions provided at the left and right ends of one vehicle width direction member;
The left and right end portions of the one vehicle width direction member or the vicinity thereof and the vehicle width direction intermediate portion of the other vehicle width direction member of the vehicle width direction members are connected in the vehicle width direction in plan view. An inclined member extending obliquely with respect to the
A suspension subframe structure for a vehicle, wherein the inclined member is adapted to transmit a suspension load transmitted from the upper arm support portion and the lower arm support portion to the other vehicle width direction member.   2. The suspension subframe of a vehicle according to claim 1, wherein an end portion of the inclined member is coupled to an end portion of the one vehicle width direction member, and the upper arm support portion and the lower arm support portion are formed by these end portions. Construction.   The one vehicle width direction member has at least two members, and the upper arm support portion and the lower arm support portion are formed by these members, and the inclined member is connected in the vicinity of the upper arm support portion and the lower arm support portion. The vehicle suspension subframe structure according to claim 1.   The one vehicle width direction member receives the load diagonally between the left upper arm support portion and the right lower arm support portion and between the right upper arm support portion and the left lower arm support portion. The suspension subframe structure for a vehicle according to any one of claims 1 to 3, wherein the load is received on a diagonal line.   The suspension subframe structure for a vehicle according to any one of claims 1 to 4, wherein left and right end portions of the inclined member are formed so as to vertically connect the upper arm support portion and the lower arm support portion.   The suspension subframe structure for a vehicle according to any one of claims 1 to 5, wherein the upper arm support portion and the lower arm support portion are formed integrally with the inclined member.   The upper arm support portion and the lower arm support portion are integrally formed at both the left and right end portions of the inclined member and the left and right end portions of one vehicle width direction member of the pair of vehicle width direction members. Item 7. The vehicle suspension subframe structure according to any one of Items 1 to 6.   The inclined member is formed so as to have a smaller size in the vertical direction from the upper arm support portion and the lower arm support portion toward the vehicle width direction intermediate portion of the other vehicle width direction member. The suspension subframe structure for a vehicle according to any one of the above.   The inclined member has a pair of openings whose size in the vertical direction decreases from the upper arm support portion and the lower arm support portion at the left and right ends toward the vehicle width direction intermediate portion of the other vehicle width direction member. The suspension subframe structure for a vehicle according to any one of claims 1 to 8.   The one vehicle width direction member is configured by connecting a front member and a rear member, and the upper arm support portion and the lower arm support portion are integrally formed by both the front member and the rear member. The suspension subframe structure for a vehicle according to claim 1 or 3, wherein the suspension subframe structure is formed.   The vehicle according to claim 5, wherein the inclined member includes an upper member and a lower member, and the upper member and the lower member are vertically connected via the front-rear direction member. Suspension subframe structure.   The upper arm support portion and the lower arm support portion are provided on the upper side and the lower side of the front / rear direction member at a predetermined small distance from the front / rear direction member and sandwiching the front / rear direction member. The suspension subframe structure for a vehicle according to any one of claims 1 to 11. The multi-link suspension has a front upper arm and a front lower arm arranged on the front side, and a rear lower arm provided on the rear side,
The suspension subframe structure for a vehicle according to any one of claims 1 to 12, wherein the rear lower arm is connected to the other vehicle width direction member at the same position as or near the position where the inclined member is connected. . The multi-link suspension has a front upper arm and a front lower arm arranged on the front side,
The other vehicle width direction member is a rear vehicle width direction member of the pair of vehicle width direction members,
The left and right ends of the inclined member are connected to the left and right ends of the front vehicle width direction member which is one vehicle width direction member,
The suspension subframe structure for a vehicle according to any one of claims 1 to 13, wherein the upper arm support portion supports the front upper arm, and the lower arm support portion supports the front lower arm. The multi-link suspension includes at least three longitudinal arms extending from the wheel support member toward the vehicle front side, and a front upper arm and a front lower arm disposed on the front side extending from the wheel support member inward in the vehicle width direction. A vehicle width direction arm, and
15. The suspension subframe structure for a vehicle according to claim 1, wherein the upper arm support portion supports the front upper arm, and the lower arm support portion supports the front lower arm. A suspension subframe structure for a vehicle that supports a suspension arm of a multi-link suspension,
A pair of vehicle width direction members provided at intervals in the front-rear direction and extending in the vehicle width direction;
A pair of longitudinal members extending in the longitudinal direction of the vehicle body so as to connect the left end portions and the right end portions of these vehicle width direction members,
An inclined member provided with an upper arm support portion and a lower arm support portion at both left and right ends thereof located on one vehicle width direction member side of the pair of vehicle width direction members,
The inclined member extends obliquely with respect to the vehicle width direction in plan view so as to connect the upper arm support portion and the lower arm support portion to the vehicle width direction intermediate portion of the other vehicle width direction member. Suspension subframe structure for vehicles.

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