JP2009264552A - Suspension support for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve ride comfort and controllability and stability by a low dynamic magnifying power-high damping characteristic equivalent to foaming urethane even though a rubber elastic member is used. <P>SOLUTION: A suspension support 10 for an automobile has an annular elastic member 16 interposed between an inside member 12 and an outside member 14. The ratio tan δ/(Kd/Ks) of a loss factor tan δ in 15 Hz to dynamic magnifying power Kd/Ks being the ratio of a dynamic spring constant Kd (N/mm) in 100 Hz to a static spring constant Ks (N/mm) in displacement in the axial direction X, is 0.060 or more. Thus, as an example, air chambers 52 and 54 expanded-contracted by the displacement in the axial direction X, are arranged inside the elastic member 16, and the air chambers are arranged so as to communicate with outside air by orifice passages 54 and 58. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a suspension support for elastically coupling a piston rod of a shock absorber in an automobile suspension mechanism to a vehicle body.

  2. Description of the Related Art Conventionally, in an automobile suspension mechanism, in order to suppress transmission of vibration from the wheel side to the vehicle body side, an inner member into which an upper end portion of a piston rod of a shock absorber is inserted and fixed, and an outer periphery of the inner member are surrounded. A suspension support including an outer member attached to the side and an annular elastic member interposed between the inner member and the outer member is used (see Patent Document 1 below).

As the elastic member, rubber is generally used, but in recent years, attempts have been made to employ a foamed resin material such as urethane foam (see Patent Document 2 below). Due to the material properties of urethane foam, it is possible to increase damping while suppressing the dynamic magnification, which is the ratio of the dynamic spring constant to the static spring constant, compared to rubber. Therefore, it is advantageous in achieving both ride comfort and handling stability. On the other hand, urethane foam is easily affected by the environment of use such as hydrolysis, and its cost is high, so it may be a problem when it is used in automobiles.
JP 2003-278822 A JP 2003-184937 A

  The present invention has been made in view of the above points, and while using rubber instead of urethane foam as the elastic member, it improves ride comfort and handling stability by low dynamic magnification and high damping characteristics comparable to urethane foam. An object is to provide a suspension support for automobiles.

  The suspension support for automobiles according to the present invention includes an inner member into which an upper end portion of a piston rod of a shock absorber of an automobile is inserted and fixed, an outer member that surrounds an outer periphery of the inner member and is attached to a vehicle body side, the inner member, and the outer member Dynamic suspension at 100 Hz with respect to a static spring constant Ks (N / mm) in the displacement of the piston rod in the axial direction in an automobile suspension support including an annular rubber elastic member interposed between the piston rod and the member The ratio tan δ / (Kd / Ks) between the dynamic magnification Kd / Ks which is the ratio of the spring constant Kd (N / mm) and the loss factor tan δ at 15 Hz is 0.060 or more. .

  In this way, rubber is used as an elastic member, but it has the same low dynamic magnification and high damping characteristics as urethane foam, so there is no problem of hydrolysis, cost, etc. Can be improved. Conventionally, there is no known suspension support for automobiles using rubber as an elastic member, which has such a low dynamic magnification and high damping characteristic, and is provided for the first time by the present invention.

  The configuration for providing such a low dynamic magnification high damping characteristic is not particularly limited, but an air chamber that is expanded and contracted by the axial displacement is provided inside the rubber elastic member, and the air chamber is formed by a throttle passage. It is preferable to provide communication with outside air. In this case, at the time of displacement in the axial direction, the air chamber expands and contracts, so that air enters and exits through the throttle passage. Since the attenuation performance can be enhanced by the phase delay due to the entry and exit of air, the attenuation performance can be enhanced while suppressing the dynamic magnification.

  In the above configuration, the inner member includes a flange portion projecting outward in the direction perpendicular to the axis of the piston rod, and the outer member includes a cylindrical portion containing the elastic member, and an axial direction of the cylindrical portion. An upper wall portion and a lower wall portion, which are formed inward in a direction perpendicular to the axis at both end portions and sandwich the elastic member in the axial direction, are provided, and the elastic member includes an upper surface of the flange portion and an upper wall portion of the upper wall portion. An upper elastic portion held between the lower surface and a lower elastic portion held between the lower surface of the flange portion and the upper surface of the lower side wall portion, the upper elastic portion and the The air chamber communicated with the outside air by the throttle passage may be provided inside at least one elastic portion of the lower elastic portion. As a result, when the inner member is displaced relative to the outer member in the axial direction, the air chamber provided in at least one elastic portion of the upper elastic portion and the lower elastic portion expands and contracts, so that the air passes through the throttle passage. Attenuation performance can be enhanced by the phase delay due to the entry and exit of the air.

  In this case, it is preferable that the air chamber is provided independently for each of the upper elastic portion and the lower elastic portion. As described above, by providing the air chambers in both the upper elastic portion and the lower elastic portion, the damping performance can be further enhanced. In this case, if both the air chambers of the upper elastic portion and the lower elastic portion are connected, when one air chamber is compressed, air escapes to the other air chamber, and the amount of air flowing in and out of the throttle passage However, since the upper and lower air chambers are independently provided in a non-communication state, each attenuation performance can be exhibited.

  In addition, a plurality of the air chambers are provided independently in the circumferential direction of the elastic member in at least one elastic portion of the upper elastic portion and the lower elastic portion, and each of the plurality of air chambers is provided. It is preferable that the throttle passage for communicating with the outside air is provided. Thus, by providing the air chambers in the circumferential direction separately and independently, attenuation performance can be exhibited in each air chamber. For example, even when the inner member is displaced in a direction in which it is twisted with respect to the outer member, Attenuation performance can be exhibited by the entry and exit of air in the throttle passage due to expansion and contraction of a part of the air chamber in the circumferential direction.

  Furthermore, the air chamber is formed between a concave portion provided in a contact surface with the flange portion in at least one elastic portion of the upper elastic portion and the lower elastic portion, and the flange portion, The throttle passage may be formed between a concave groove that extends inward in a direction perpendicular to the axis from the concave portion on the contact surface of the at least one elastic portion with the flange portion, and the flange portion. In this case, the air chamber and the throttle channel can be easily formed, and the manufacturing cost can be suppressed.

  As described above, the suspension support for automobiles of the present invention has a low dynamic magnification and high damping characteristic, so that it is possible to improve ride comfort and handling stability.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 to 4 show a suspension support 10 and its components according to an embodiment. The suspension support 10 is an automobile strut mount, and is made of a metal inner member 12 into which an upper end portion 1A of a shock absorber piston rod 1 is inserted and fixed, and a metal outer member that surrounds the outer periphery thereof and is attached to the vehicle body panel 2. The member 14 includes an annular rubber elastic member 16 that is interposed between the inner member 12 and the outer member 14 and supports the inner member 12 against the outer member 14 in a vibration-proof manner. The suspension support 10 is provided with the axial direction X of the piston rod 1 as the vertical direction.

  The inner member 12 includes a cylindrical inner cylinder portion 18 into which the upper end portion 1A of the piston rod 1 is inserted from below, and a ring plate that protrudes from the upper end portion of the inner cylinder portion 18 to the outer side Y1 in the direction perpendicular to the axis of the piston rod 1. And a flange portion 20 having a shape.

  The outer member 14 includes the elastic member 16 and a cylindrical portion 22 that concentrically surrounds the inner member 12, and is formed inwardly in the axial direction Y2 at both ends in the axial direction X of the cylindrical portion 22 and inwardly Y 2. The upper side wall part 24 and the lower side wall part 26 which clamp the elastic member 16 in the axial direction X are provided, and it is formed in the container shape which accommodates the elastic member 16 inside. Both the upper wall portion 24 and the lower wall portion 26 have a ring plate shape, and are provided with circular openings 28 and 30 at the center.

  In this example, the outer member 14 includes a bowl-shaped first outer member 32 that opens upward, and a flat plate-like second outer member 34 that covers the upper surface opening. A lower side wall portion 26 is formed, and an upper side wall portion 24 is formed by the second outer member 34.

  Specifically, as shown in FIG. 4, the first outer member 32 extends in a reverse tapered cylindrical portion 22 that is slightly larger in diameter toward the upper portion X <b> 1 and an inwardly-facing Y <b> 2 flange shape at the lower end thereof. The lower side wall portion 26 provided and the lower flange 36 extended to the outer side Y1 at the upper end of the cylindrical portion 22, and for holding a bound stopper (not shown) on the lower surface side of the lower side wall portion 26. A holding portion 38 is provided. The second outer member 34 includes an upper side wall 24 on the center side slightly raised through a step and an upper flange 40 on the outer peripheral side. The outer member 14 is fixed to the vehicle body panel 2 by overlapping the upper flange 40 and the lower flange 36 on the lower surface of the vehicle body panel 2 and fastening them with bolts 3 and nuts 4. ing.

  As shown in FIG. 4, the elastic member 16 is formed in a U-shaped cross-section opened inward Y2 so as to cover the upper surface 20A, the lower surface 20B, and the outer peripheral surface 20C of the flange portion 20 of the inner member 12. Yes. The elastic member 16 includes an annular upper elastic portion 42 that is sandwiched and held in the axial direction X between the upper surface 20A of the flange portion 20 and the lower surface 24A of the upper wall portion 24, and the lower surface 20B and the lower wall portion of the flange portion 20. 2 and an annular lower elastic portion 44 that is sandwiched and held in the axial direction X with the upper surface 26A of the 26. As shown in FIG. 2, these are separately vulcanized and molded by molding a rubber material. Yes. In addition, between the outer peripheral surface 20C of the flange part 20 and the cylinder part 22, the vertical wall part 46 of the elastic member 16 is interposed over the whole circumferential direction. The vertical wall portion 46 is formed by abutting annular convex portions 48 and 50 extending integrally from the upper elastic portion 42 and the lower elastic portion 44.

  The rubber material for forming the elastic member 16 is not particularly limited, and a known rubber composition for vibration-proof rubber can be used, and is usually used for diene rubbers such as natural rubber and butadiene rubber. A rubber composition comprising various additives such as an anti-aging agent, zinc white, stearic acid, softener, vulcanization accelerator, and the like, together with a filler such as carbon black and a vulcanizing agent such as sulfur is used.

  The suspension support 10 has a low movement so that a ratio tan δ / (Kd / Ks) of a loss factor (loss coefficient) tan δ to a dynamic magnification Kd / Ks in displacement in the axial direction (vertical direction) X is 0.060 or more. It is configured with high magnification and high attenuation. Since this ratio tanδ / (Kd / Ks) is preferably as high as possible, its upper limit is not particularly limited. However, it is difficult for the rubber elastic member 16 to set the upper limit of 0.150, which is realistic. The upper limit is 0.150 or less. Preferably, the ratio is 0.070 to 0.110, more preferably 0.070 to 0.080.

  Here, the dynamic magnification Kd / Ks is a ratio of the dynamic spring constant Kd (N / mm) at 100 Hz to the static spring constant Ks (N / mm), and the value is not particularly limited. It is preferably 3.5 or less, more preferably 1.5 to 3.5.

  The static spring constant Ks is an inner member in the bidirectional load method of the static characteristic test in accordance with JIS K6385 at a normal temperature from a state in which the suspension support 10 is loaded corresponding to the initial load when mounted on the vehicle. No. 12, the deflection in the range of ± 4900 N is applied three times in the axial direction X at a displacement speed of 10 mm / min, and the load-deflection relationship in the third loading process is measured. The deflection range is calculated by the described calculation method = ± 980 N.

  The dynamic spring constant (storage spring constant) Kd is a value obtained when the suspension support 10 is not subjected to a dynamic property measurement test in accordance with JIS K6385 at a normal temperature from a state where a load corresponding to the initial load when the vehicle is mounted is applied. In the resonance method, the load-deflection relationship is measured by applying a deflection at a frequency of 100 Hz and an amplitude of ± 0.05 mm to the inner member 12 in the axial direction X, and the calculation method described in the same standard is calculated using this relationship. Is done.

  The loss factor tan δ serves as an index of attenuation. The larger this value, the better the attenuation. The loss factor tan δ is determined in the non-resonant method of the dynamic property measurement test in accordance with JIS K6385 at a normal temperature from a state where a load corresponding to the initial load when the vehicle is mounted on the suspension support 10. On the other hand, a load-deflection relationship is measured by adding a deflection in the axial direction X at a frequency of 15 Hz and an amplitude of ± 2.0 mm, and the calculation method described in the same standard is calculated using this relationship. The value of the loss factor tan δ is not particularly limited, but is preferably 0.10 or more, and more preferably 0.15 to 0.30.

  In order to have the low dynamic magnification and high damping characteristics as described above, in this embodiment, an air chamber that is expanded and contracted by an axial displacement is provided inside the rubber elastic member, and then the air chamber is formed by a throttle passage. Provided in communication with the outside air.

  Specifically, as shown in FIG. 1, the upper elastic portion 42 of the elastic member 16 is provided with a first air chamber 52 therein, and the first air chamber 52 is connected to the outside air via a first throttle passage 54. It is provided in communication with. Further, the lower elastic portion 44 is provided with a second air chamber 56 therein, and the second air chamber 56 is provided in communication with the outside air via a second throttle passage 58. The first and second throttle passages 54 and 58 are set to have a small cross-sectional area so that when the first and second air chambers 52 and 56 expand and contract, the air enters and exits with a phase delay with respect to the expansion and contraction. It is a passage with high flow resistance. The cross-sectional area (S) of the throttle passages 54 and 58 is not particularly limited, but is preferably S / V = 0.01 or less with respect to the volume (V) of the air chambers 52 and 56, more preferably S. / V = set within a range of 0.01 to 0.001.

  The first air chamber 52 and the second air chamber 56 are provided independently, that is, in a non-communication state. Further, as shown in FIG. 3, a plurality of first air chambers 52 and second air chambers 56 are provided independently of each other (that is, in a non-communication state) in the circumferential direction C of the elastic member 16. ing. In this example, six first air chambers 52 and six second air chambers 56 are arranged at equal intervals in the circumferential direction C, and the upper and lower air chambers 52, 56 overlap each other in the circumferential direction C. Is provided. The air passages 52 and 56 are provided with the throttle passages 54 and 58 for communicating with the outside air.

  The first air chamber 52 and the second air chamber 56 are formed as follows. That is, the first air chamber 52 is provided in a portion sandwiched between the flange portion 20 and the upper side wall portion 24 in the upper elastic portion 42. In this example, the first air chamber 52 is located above the lower surface 42A (see FIG. 2) of the upper elastic portion 42. The recess 60 is formed between the upper surface 20 </ b> A of the flange portion 20. The second air chamber 56 is provided in a portion sandwiched between the flange portion 20 and the lower side wall portion 26 in the lower elastic portion 44. In this example, the upper surface 44A of the lower elastic portion 44 (see FIG. 2). Are formed between the recess 62 that is recessed downward and the lower surface 20B of the flange portion 20. These recesses 60 and 62 are formed in the shape of a slightly elongated slot along the circumferential direction C (see FIG. 3).

  The first and second throttle passages 54 and 58 are provided so as to communicate with the atmosphere on the inner peripheral side of the elastic member 16. In this example, the first throttle passage 54 is formed on the lower surface 42 </ b> A of the upper elastic portion 42. It is formed between the elongated groove 64 extending from the recess 60 in the direction Y2 in the direction perpendicular to the axis and the upper surface 20A of the flange portion 20. Further, the second throttle passage 58 is formed between an elongated concave groove 66 extending from the concave portion 62 in the axially perpendicular direction inward Y2 on the upper surface 44A of the lower elastic portion 44 and the lower surface 20B of the flange portion 20.

  When the suspension support 10 is assembled, after the upper elastic portion 42 and the lower elastic portion 44 are respectively vulcanized, the elastic portions 42 and 44 are assembled from both the upper and lower sides of the inner member 12 as shown in FIG. At that time, the interface between the inner member 12 and the upper and lower elastic portions 42 and 44 is bonded and fixed using an adhesive so that air does not leak from locations other than the throttle passages 54 and 58. Next, the inner member 12 to which the elastic member 16 is post-bonded in this way is placed on the lower side wall portion 26 of the first outer member 32 and the second outer member 34 is covered from above, as shown in FIG. The upper end 1 </ b> A of the piston rod 1 is inserted and fixed to the inner member 12 using the nut 5, and the flanges 36 and 40 of the first outer member 32 and the second outer member 34 are overlapped on the lower surface of the vehicle body panel 2. The bolt 3 and the nut 4 are used for fastening. Thereby, the elastic member 16 composed of the upper elastic portion 42 and the lower elastic portion 44 is held in a compressed state in the axial direction X by the outer member 14.

  In the suspension support 10, when the inner member 12 is displaced upward X <b> 1 by the input from the piston rod 1, the first air chamber 52 provided in the upper elastic portion 42 is compressed, and the first throttle chamber 54 passes through the first throttle passage 54. The air in the first air chamber 52 flows out to the outside. When the inner member 12 is displaced downward X2 from this state, this time, the second air chamber 56 provided in the lower elastic portion 44 is compressed, and the air in the second air chamber 56 is externally passed through the second throttle passage 58. As the first air chamber 52 expands in the upper elastic portion 42, air flows into the first air chamber 52 through the first throttle passage 54. Next, when the inner member 12 is displaced upward X1, the first air chamber 52 is compressed, and the second air chamber 56 of the lower elastic portion 44 is expanded, whereby the second air chamber 56 is expanded via the second throttle passage 58. Air flows into the air chamber 56. Thus, when the inner member 12 is displaced up and down, the first and second air passages 52 and 56 provided in the upper elastic portion 42 and the lower elastic portion 44 expand and contract, so that the first and second throttle passages 54 and 56 Air enters and exits via 58. At this time, due to the flow resistance of the throttle passages 54 and 58, a phase lag with respect to the input vibration occurs in the air flow, and the damping effect is exhibited by the phase lag. Therefore, although it is the elastic member 16 made of rubber, the above-described low dynamic magnification and high damping performance similar to urethane foam having an open cell structure can be exhibited without providing a complicated structure such as a liquid chamber.

  In the suspension support 10, the damping performance can be further enhanced by providing the air chambers 52 and 56 independently in both the upper elastic portion 42 and the lower elastic portion 44, respectively. That is, if the upper first air chamber 52 and the lower second air chamber 56 are connected, when one of the air chambers is compressed, the air escapes to the other air chamber, Although it becomes difficult to secure the amount of air flowing in and out at 58, by providing the upper and lower air chambers 52 and 56 independently, the respective damping performance can be exhibited.

  In addition, by providing a plurality of air chambers 52 and 56 independently in the circumferential direction C, it is possible to exhibit attenuation performance in each air chamber. For example, the inner member 12 is twisted with respect to the outer member 14. Even in the case of displacement in the direction, in the circumferentially compressed air chamber compressed by the twisting displacement, the damping performance can be exerted by the inflow and outflow of the air in the throttle passages 54 and 58 due to the expansion and contraction. That is, if the air chambers 52 and 56 are provided continuously over the entire circumference in the circumferential direction C, when the air chamber is compressed in a part of the circumferential direction C due to the twisting displacement, It escapes to both sides of the direction C, and it becomes difficult to secure the amount of air in and out of the throttle passages 54 and 58, but such a problem can be solved by providing them separately in the circumferential direction C. .

  Further, the air chambers 52, 56 and the throttle passages 54, 58 are provided by forming recesses in the contact surfaces 20A, 20B of the upper elastic portion 42 and the flange portion 20 of the lower elastic portion 44. It is easy to mold and manufacturing costs can be reduced.

  5 to 8 show a suspension support 10A and its components according to another embodiment. In this embodiment, although the specific shapes of the inner member 12, the outer member 14, and the elastic member 16 are different from those of the previous embodiment, the basic configuration is the same, and the portions denoted by the same reference numerals are not specifically described. As long as the configuration is the same, the description is omitted.

  In this embodiment, the inner member 12 is formed with a long inner cylinder portion 18, and the flange portion 20 is provided at the axial center portion thereof. The outer member 14 includes a bowl-shaped first outer member 70 that opens downward, and a second outer member 72 that covers the lower surface opening. The first outer member 70 forms a cylindrical portion 22 and an upper wall portion 24. The lower side wall portion 26 is formed by the second outer member 72. In the elastic member 16 made of rubber, the upper elastic portion 42 and the lower elastic portion 44 are formed in the same shape, and the parts are shared.

  The first air chamber 52 and the first throttle passage 54 are provided in the upper elastic portion 42, the second air chamber 56 and the second throttle passage 58 are provided in the lower elastic portion 44, and the first and first The arrangement and shape of the two air chambers 52, 54 and the first and second throttle passages 54, 58 are the same as in the embodiment of FIG. Therefore, in this embodiment, the same low dynamic magnification and high attenuation characteristic as in the previous embodiment can be obtained.

  9 and 10 show a suspension support elastic member 16 according to still another embodiment. In this embodiment, the configuration of the throttle passages 54 and 58 is different from the embodiment shown in FIG. That is, in this example, the throttle passages 54 and 58 are provided so as to extend from the air chambers 52 and 56 to the outer side Y1 in the direction perpendicular to the axis and communicate with the outside air from the outer peripheral surface of the elastic member 16. The outer peripheral surfaces of the upper and lower elastic portions 42 and 44 are provided with a concave portion 80 that is slightly recessed in a curved surface shape, and a through hole that communicates the concave portion 80 with the concave portions 60 and 62 of the elastic portions 42 and 44. A hole 82 is provided, and the through holes 82 constitute throttle passages 54 and 58.

  Other configurations are the same as those of the embodiment of FIG. 5, and therefore, this embodiment basically exhibits the same functions and effects as those of the embodiment of FIG. 1. However, since the narrow passages 54 and 58 formed of the through holes 82 are difficult to manufacture because the mold dividing surface is increased by molding, the constricted grooves 64 and 66 as in the previous embodiment are used. Is more advantageous.

  In the above embodiment, the air chambers 52 and 56 are provided in both the upper elastic portion 42 and the lower elastic portion 44, but may be provided in only one of them. The number of the air chambers 52 and 56 in the circumferential direction C of the elastic member 16 is not limited to the above, and can be set to various numbers. The upper first air chamber 52 and the lower second air chamber. The number of 56 may be different.

  For the suspension support of the above embodiment (with rubber / air chamber) and the example where the rubber elastic member is not provided with an air chamber (without rubber / air chamber) A plurality of samples were prepared by changing the compression ratio, and the dynamic magnification and the loss factor were measured by the above method. In addition, for an elastic member made of urethane foam that does not have an air chamber (no urethane / air chamber), multiple samples can be prepared by changing the urethane density due to a different formulation or by changing the compression ratio in the assembled state. Similarly, the dynamic magnification and the loss factor were measured.

The results are as shown in Table 1 and FIG. 11, and in Examples 1 to 3 according to the present embodiment, the air chambers 52 and 56 are provided, so that the elastic member 16 made of a rubber elastic body is provided. The low dynamic magnification and high damping characteristics similar to urethane foam were obtained, and the ride comfort and handling stability were excellent.

Sectional drawing of the suspension support which concerns on 1st Embodiment (cross section equivalent to the PP line of FIG. 3) Exploded sectional view of inner member and elastic member of suspension support Plan view of the assembly of the inner member and the elastic member Exploded sectional view of the suspension support Sectional drawing of the suspension support which concerns on 2nd Embodiment (cross section corresponded to the QQ line of FIG. 7). Exploded sectional view of inner member and elastic member of suspension support Plan view of the elastic member Sectional drawing of assembly of inner member and elastic member The top view of the elastic member of the suspension support which concerns on 3rd Embodiment Sectional drawing of the elastic part which comprises this elastic member (cross section equivalent to the RR line of FIG. 9) A graph showing the relationship between dynamic magnification and loss factor

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Piston rod of shock absorber, 1A ... Upper end part 2 ... Body panel 10, 10A ... Suspension support 12 ... Inner member 14 ... Outer member 16 ... Elastic member 20 ... Flange part, 20A ... Upper surface, 20B ... Lower surface 24 ... Upper side wall Part, 24A ... lower surface 26 ... lower side wall part, 26A ... upper surface 42 ... upper elastic part, 42A ... lower surface (contact surface with flange part)
44 ... lower elastic part, 44A ... upper surface (contact surface with flange part)
52 ... 1st air chamber, 56 ... 2nd air chamber 54 ... 1st aperture | diaphragm | restriction channel | path, 58 ... 2nd aperture_diaphragm | restriction channel | paths 60, 62 ... recessed part 64, 66 ... concave groove C ... circumferential direction X ... axial direction, X1 ... upper direction, X2 ... Down Y ... Axis perpendicular direction, Y1 ... Outside, Y2 ... Inward

Claims (7)

An inner member into which an upper end portion of a piston rod of an automobile shock absorber is inserted and fixed, an outer member surrounding the outer periphery of the inner member and attached to the vehicle body side, and an annular rubber interposed between the inner member and the outer member In suspension support for automobiles comprising an elastic member made of
The dynamic magnification Kd / Ks, which is the ratio of the dynamic spring constant Kd (N / mm) at 100 Hz to the static spring constant Ks (N / mm) in the axial displacement of the piston rod, and the loss factor at 15 Hz A suspension support for an automobile, wherein a ratio tan δ / (Kd / Ks) to tan δ is 0.060 or more.   The suspension support for an automobile according to claim 1, wherein the ratio tanδ / (Kd / Ks) of the dynamic magnification and the loss factor is 0.060 to 0.110.   3. The automobile according to claim 1, wherein an air chamber that is expanded and contracted by the displacement in the axial direction is provided inside the elastic member, and the air chamber is provided in communication with outside air through a throttle passage. Suspension support. The inner member includes a flange portion projecting outward in the direction perpendicular to the axis of the piston rod, and the outer member is perpendicular to the cylindrical portion containing the elastic member and axially opposite ends of the cylindrical portion. An upper side wall portion and a lower side wall portion that are formed inwardly in a direction and clamp the elastic member in the axial direction, and the elastic member is between the upper surface of the flange portion and the lower surface of the upper wall portion. An upper elastic part that is held under pressure, and a lower elastic part that is held between the lower surface of the flange part and the upper surface of the lower side wall part,
4. The suspension support for an automobile according to claim 3, wherein the air chamber communicated with the outside air by the throttle passage is provided inside at least one of the upper elastic portion and the lower elastic portion. .   5. The suspension support for an automobile according to claim 4, wherein the air chamber is provided independently for each of the upper elastic portion and the lower elastic portion.   A plurality of the air chambers are provided independently in the circumferential direction of the elastic member in at least one of the upper elastic portion and the lower elastic portion, and each of the plurality of air chambers is open to the outside air. 6. The suspension support for an automobile according to claim 4, wherein the throttle passage for communication is provided. The air chamber is formed between a concave portion provided in a contact surface with the flange portion in at least one elastic portion of the upper elastic portion and the lower elastic portion, and the flange portion,
The throttle passage is formed between a concave groove extending inward in an axially perpendicular direction from the concave portion and the flange portion on a contact surface of the at least one elastic portion with the flange portion. The automobile suspension support according to any one of claims 4 to 6.

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