JP4058778B2 - Subframe structure of vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle subframe structure used for supporting a suspension arm.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as this type of vehicle subframe structure, a suspension arm with increased support rigidity in the vehicle width direction is known (see, for example, Japanese Patent Laid-Open No. 7-223553). In this case, with respect to a bracket for attaching a suspension arm provided at a symmetrical position with respect to the center line in the longitudinal direction of the vehicle body, a lateral direction for interconnecting them between suspension arm attachment ends of both the left and right brackets A connecting member is provided. The load input in the vehicle width direction is received by the connecting member to increase the rigidity against the vehicle width direction load.
[0003]
[Problems to be solved by the invention]
Incidentally, the load input from the suspension includes, for example, a vehicle body longitudinal load generated during braking in addition to a vehicle width direction load generated during cornering. Furthermore, the twist which combined the said vehicle width direction and the vehicle body longitudinal direction load may be input.
[0004]
However, the conventional vehicle sub-frame structure has a disadvantage that only the rigidity with respect to the vehicle width direction load is increased, and sufficient rigidity with respect to the vehicle body longitudinal direction load cannot be obtained.
[0005]
The present invention has been made in view of such circumstances, the purpose of which is to increase the support rigidity of the suspension arm with respect to the vehicle body longitudinal load in addition to the vehicle widthwise load, The object is to increase the support rigidity of the suspension arm against torsion in which the vehicle width direction and the vehicle body longitudinal direction load are combined.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, arm support portions that are interposed between the vehicle body frame and the suspension arm and support the end portions of the suspension arm are formed at both sides in the vehicle width direction. And a sub-frame structure of the vehicle in which a storage space for storing the differential gear is formed. In this structure, a pair of front and rear arm support portions are arranged in the vehicle longitudinal direction at both side positions in the vehicle width direction at a distance shorter than the diameter of the wheel, and the front and rear of the first connecting member extending in the vehicle longitudinal direction. by having both ends respectively fastened to each pair of front and rear arm support portions, each of the above pair of front and rear arm support portions are connected to each other by the first connecting member, both sides in the vehicle width direction from each of the front arm support A second connecting member extending forward of the vehicle body is provided, and the front end of the second connecting member is fixed to the vehicle body frame by fastening .
[0007]
In the case of the above configuration, the vehicle body longitudinal load is received by the first connecting member disposed so as to stretch the front and rear arm support portions in the front-rear direction. The suspension arm support rigidity can be increased by improving the rigidity of the suspension arm.
[0008]
Further, since the front arm support portion is connected to the vehicle body frame via the second connecting member, it is possible to reliably regulate the deflection and displacement of the front arm support portion, and the suspension. It becomes possible to increase the support rigidity with respect to the arm. Further, since the front arm support portion is connected to the vehicle body frame, it is possible to ensure the wheel alignment rigidity with respect to the vehicle body frame.
[0009]
The invention according to claim 2 is the invention according to claim 1, wherein the pair of front and rear arm support portions on both sides in the vehicle width direction are positioned at offset positions with respect to the vehicle width direction, The attachment positions of the front and rear ends of the first connecting member are offset from each other in the vehicle width direction.
[0010]
In the case of the above configuration, in addition to the vehicle body longitudinal direction load, the first connecting member is disposed at an angle with respect to the vehicle body longitudinal direction, so that the suspension arm support rigidity against the vehicle width direction load can be increased. Thus, it becomes possible to improve the torsional rigidity of the arm support portions on both the front and rear sides.
[0011]
The invention according to claim 3 is the invention according to claim 2, wherein the arm support portions on both sides in the vehicle width direction located on the front side are spaced apart from each other in the vehicle width direction and arranged independently from each other, while located on the rear side. The arm support portions on both sides in the vehicle width direction are arranged so as to approach each other in the vehicle width direction and are connected to each other, and the pair of first connection members on both sides in the vehicle width direction are arranged in a V shape in plan view. Is.
[0012]
In the case of the above configuration, since it is independently arranged on both sides in the vehicle width direction, it becomes possible to increase the rigidity of each arm support portion on the front side, which has relatively low rigidity, thereby increasing the suspension arm support rigidity. Is possible.
[0013]
According to a fourth aspect of the present invention, in the first aspect of the present invention, the first and second connecting members on each side in the vehicle width direction are arranged so as to extend substantially in a straight line. is there.
[0014]
In the case of the above configuration, since the first and second connecting members are substantially in a straight line, the input load can be reliably transmitted to the vehicle body frame without being dispersed, and the arm support portion It is possible to further increase the suspension arm support rigidity.
[0015]
Furthermore, the invention according to claim 5 is the structure according to claim 1 , wherein the connecting member is detachably attached to the arm support portion.
[0016]
In the case of the above configuration, it is possible to replace the connecting member with, for example, a member having a different rigidity, thereby easily changing the response of the suspension to the load. Furthermore, by removing the first and second connecting members, maintenance work for the differential gear and the like disposed in the subframe is facilitated, so that serviceability can be improved.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0018]
1 to 3 show a sub-frame structure of a vehicle according to an embodiment of the present invention, in which 1, 1 is a rear side frame as a vehicle body frame arranged to extend in the front-rear direction on both sides of the vehicle body, Subframes 3 and 3 for supporting the rear suspension are wishbone type rear suspensions.
[0019]
Each of the rear side frames 1 is disposed so as to extend forward from the rear portion of the vehicle body, and an inclined portion 11 that is inclined downward and forward is extended at the front portion. A first cross member 12 is attached to the rear end portions of the inclined portions 11 and 11 of the rear side frames 1 and 1 so as to extend in the vehicle width direction and connect the rear side frames 1 and 1 to each other. A second cross member 13 is similarly attached to the rear of the first cross member 12 so as to extend in the vehicle width direction so as to connect the rear side frames 1 and 1 to each other. The subframe 2 is arranged between the two cross members 12 and 13.
[0020]
As shown in FIGS. 4 to 7, the sub-frame 2 extends in the front-rear direction at a pair of front and rear lateral members 21, 22 that extend in the vehicle width direction at respective values separated from each other in the front-rear direction. The front lateral member 21 and the rear lateral member 22 are configured to be assembled in a cross beam from longitudinal members 23 and 23 respectively connecting both side portions. The upper surfaces of the longitudinal members 23 and 23 are fastened to the rear side frames 1 and 1 by bolts via brackets so as to fix the sub frame 2 to the rear side frames 1 and 1. It has become. In addition, a housing space 2a in which the differential gear 4 (see FIGS. 1 and 2) is housed is formed inside the subframe 2.
[0021]
The front lateral member 21 is provided with a pair of front arm support portions 21a and 21a extending obliquely inward slightly from both ends in the vehicle width direction. A bracket 21b to which the vehicle body side support portion 31a on the front side of the lower arm 31 of the rear suspension 3 is attached is formed below each front arm support portion 21a.
[0022]
The rear lateral member 22 is provided with a pair of rear arm support portions 22a, 22a extending obliquely inward slightly from both sides in the vehicle width direction. The lower ends of the portions 22a and 22a are connected to each other by a lower lateral member 22b. A bracket 22c to which a vehicle body side support portion 31b on the rear side of the lower arm 31 of the rear suspension 3 is attached is formed below each arm support portion 22a.
[0023]
Further, brackets 23a and 23b to which the vehicle body side support portions 32a and 32b of the upper arm 32 of the rear suspension 3 are attached are respectively disposed on the outer side surfaces of the vertical members 23.
[0024]
Between the front arm support portions 21a and 21a and the rear arm support portions 22a and 22a, first connection members 51 and 51 extending in the front-rear direction are disposed. The first connecting members 51 and 51 are each formed of a pipe. As shown in FIGS. 5 and 7, the rear end of each first connecting member 51 is shaped like a plate, and the bracket 51a is placed at the position of the vehicle longitudinal direction center line X on the lower surface of the lower lateral member 22b. On the other hand, the front ends of the first connecting members 51 are fastened and fixed to the rear surface of the front arm support portions 21a by bolts via brackets 51b. As a result, the first connecting member members 51, 51 are designed to expand outward in the vehicle width direction from the center position in the vehicle width direction of the lower lateral member 22b. As shown in FIG. 5, the front arm support portions 21 a and 21 a and the rear arm support portions 22 a and 22 a are arranged in a V shape in plan view.
[0025]
Between the front arm support portions 21a and 21a and the inclined portions 11 and 11 of the rear side frames 1 and 1, second connecting members 52 and 52 extending in the front-rear direction are disposed. The second connecting members 52 and 52 are each formed of a pipe. Then, as shown in FIGS. 5 and 7, the rear ends of the second connecting members 52 are plate-shaped and fastened to the lower surface of the front arm support portions 21a by bolts via brackets 52a. On the other hand, the front end of each said 2nd connection member 52 is fastened and fixed with the volt | bolt via the bracket 52b to the inclination part 11 of each said rear side frame 1. As shown in FIG. Thereby, each said 2nd connection member 52 will be arrange | positioned so that it may extend ahead along the direction where each said 1st connection member 51 is extended ahead, as shown in FIG.1 and FIG.5, Each said 1st connection member 51 and the 2nd connection member 52 become a substantially straight line.
[0026]
For each of the first and second connecting members 51 and 52, those having a relatively high buckling strength may be used.
[0027]
As shown in FIGS. 8 and 9, each of the rear suspensions 3 includes an upper arm 32 formed by an A-type arm, an arm member 33 also formed by an A-type arm, and a toe control link disposed in front thereof. The lower arm 31 is composed of 34. The upper arm 32 is divided into two in the longitudinal direction of the vehicle body, and the ends of the upper arms 32 are respectively swingably connected to the brackets 23a and 23b of the longitudinal members 23 of the subframe 2. While the vehicle body side support portions 32a and 32b are provided, a support portion 32c that is swingably connected to a knuckle member (not shown) is provided at the end of the wheel 6 side. Further, the arm member 33 of the lower arm 31 is divided into two in the longitudinal direction of the vehicle body, and the end portions thereof are brackets 21b of the front and rear arm support portions 21a and 22a of the subframe 2, respectively. Vehicle side support portions 31a and 31b that are slidably connected to 22c are provided, respectively, while a wheel side that is slidably connected to a knuckle member is provided at an end of the wheel 6 side. A support portion 31c is provided. At the end of the toe control link 34 on the vehicle body side, there is provided a vehicle body side support portion 34a that is swingably connected to the front side of the arm member 33. A wheel-side support portion 34b is provided that is swingably connected to the knuckle member. The arm member 33 of the lower arm 31 is disposed such that the rear vehicle body side support portion 31b is located on the vehicle body inner side in plan view with respect to the front vehicle body side support portion 31a. The front vehicle body side support portion 31a is disposed so as to be positioned higher than the rear vehicle body side support portion 31b in a side view.
[0028]
In such a rear suspension 3, the vehicle body side support portion axis m of the arm member 33 of the lower arm 31 is inclined with respect to the vehicle body center line X so that the rear end is located inward of the vehicle body from the front end ( 1), the front end is inclined with respect to the vertical line k so that the front end is positioned higher than the rear end in a side view of the vehicle body (see FIG. 3). For this reason, by the movement of the wheel side support portion 31c about the vehicle body side support portion axis m of the arm member 33, the intersection angle between the wheel side support portion axis and the vertical axis is accompanied by the vertical stroke of the wheel 6. The wheel 6 at the time of bumping is changed by changing the trajectory in the vertical direction of the wheel side support portion of the toe control link in accordance with the change in the inclination angle of the wheel side support portion shaft. Toe-in adjustment can be performed.
[0029]
Further, when a force in the front direction of the vehicle body acts on the arm member 33 of the upper arm 32 and the lower arm 31 at the time of sudden acceleration, the component force in the vertical direction of the vehicle body side support portion axis of the upper arm 31 does not act, and at the time of sudden acceleration The anti-squat hindrance that prevents the car body from sinking can be avoided.
[0030]
Further, when a force behind the vehicle body acts on the arm member 33 of the upper arm 32 and the lower arm 31 during braking, a component force in the vertical direction of the vehicle body side support portion axis of the upper arm 31 does not act, and the rear portion of the vehicle body lifts up during braking. Preventing an anti-lift hindrance can be avoided.
[0031]
Next, the operation and effect of the above embodiment will be described.
[0032]
The vehicle body longitudinal load input from the rear suspension 3 is received by the first connecting members 51, 51 that connect the front arm support portions 21a, 21a and the rear arm support portions 22a, 22a so as to stretch in the front-rear direction. Therefore, the rigidity of each of the front and rear arm support portions 21a and 22b with respect to the vehicle body longitudinal load input from the arm member 33 of the lower arm 31 of the rear suspension 3 can be improved. As a result, the support rigidity of the lower arm 31 can be improved. The first connecting members 51, 51 are arranged in a V shape in plan view and are angled with respect to the longitudinal direction of the vehicle body. Therefore, the rigidity of the front and rear arm support portions 21a and 22b with respect to the vehicle width direction load can be increased in addition to the vehicle body longitudinal load while maintaining the effect of the rear suspension 3. . Thereby, the torsional rigidity in which the loads in the vehicle longitudinal direction and the vehicle width direction are combined can be increased. Further, since the distal ends of the first connecting members 51 and 51 are connected to the front arm support portions 21a and 21a, respectively, the rigidity of the front arm support portions 21a and 21a is relatively low because they are independent from each other. Can be increased. In addition, the front arm support portion 21a which is independent from each other by connecting the front arm support portion 21a and the inclined portions 11 and 11 of the rear side frames 1 and 1 by the second connecting members 52 and 52. , 21a and the displacement can be reliably regulated. Moreover, the wheel alignment rigidity with respect to the sub-frame 2 is ensured by the first connecting member 51, and further the wheel alignment rigidity with respect to the vehicle body is ensured by connecting the sub-frame 2 to the vehicle body by the second connecting members 52 and 52. Will be able to. Furthermore, since the first connecting members 51 and 51 and the second connecting members 52 and 52 are arranged substantially in a straight line, the first connecting members 51 and 51 or the second connecting members 52 and 52 are arranged. Thus, the load input to the vehicle can be reliably transmitted to the vehicle body without being dispersed. Thereby, the rigidity of the arm support portion can be further increased.
[0033]
On the other hand, since the first connecting members 51 and 51 and the second connecting members 52 and 52 are respectively connected by bolts, they can be easily attached and detached. Therefore, for example, by changing the first connecting members 51 and 51 and the second connecting members 52 and 52 to those having different rigidity, the response of the suspension to the input load can be easily changed. Further, by removing the first connecting members 51, 51 and the second connecting members 52, 52, it becomes possible to easily perform maintenance work for the differential gear 4 and the like disposed in the subframe 2, and serviceability is improved. Can be improved.
[0034]
<Other embodiments>
In addition, this invention is not limited to the said embodiment, Various other embodiments are included. That is, in the said embodiment, although the pipe is used as each 1st connection member 51 and the 2nd connection member 52, not only this but what has high buckling rigidity, for example, a board | plate material is hat shape. It is also possible to use a hook-like member that is bent so as to have a cross-sectional shape.
[0035]
【The invention's effect】
As described above, according to the vehicle subframe structure of the first aspect of the present invention, the vehicle body longitudinal load is received by the first connecting member, so that the suspension arm support rigidity against the vehicle longitudinal load can be improved. it can. In addition, the suspension arm support rigidity can be increased by reliably regulating the deflection and displacement of the front arm support portion. In addition, since the front arm support portion is connected to the vehicle body, the wheel alignment rigidity with respect to the vehicle body frame can be ensured.
[0036]
According to the second aspect of the invention, in addition to the effect of the first aspect of the invention, in addition to the vehicle body longitudinal load, the rigidity against the vehicle width direction load can be increased, and the torsional rigidity can be improved. it can.
[0037]
According to the third aspect of the invention, in addition to the effect of the second aspect of the invention, the rigidity of the front arm support portion having a relatively low rigidity can be increased because they are arranged independently of each other.
[0038]
According to the invention described in claim 4 , in addition to the effect of the invention described in claim 1 , the input load can be reliably transmitted to the vehicle body frame without being dispersed, and the rigidity of the arm support portion can be increased. It can be further increased.
[0039]
According to the fifth aspect of the present invention, in addition to the effect of the first aspect of the present invention, the connecting member can be replaced with, for example, a member having a different rigidity, thereby easily changing the response of the suspension to the load. Can be done. Furthermore, by removing the first and second connecting members, maintenance work for the differential gear and the like disposed in the subframe can be easily performed, and serviceability can be improved.
[Brief description of the drawings]
FIG. 1 is a plan view showing an embodiment of the present invention.
FIG. 2 is a front view showing an embodiment of the present invention.
FIG. 3 is a side view showing an embodiment of the present invention.
FIG. 4 is a perspective view showing a subframe.
FIG. 5 is a plan view showing a subframe.
FIG. 6 is a front view showing a sub-frame.
FIG. 7 is a side view showing a subframe.
FIG. 8 is a plan view showing a rear suspension.
FIG. 9 is a side view showing a rear suspension.
[Explanation of symbols]
1 Rear side frame (body frame)
2 Subframe 3 Rear suspension
4 Differential Gear 21a Front Arm Support 22a Rear Arm Support 31 Lower Arm (Suspension Arm)
32 Upper arm (suspension arm)
51 1st connection member 52 2nd connection member

Claims (5)

Arm support portions that are interposed between the vehicle body frame and the suspension arm and support the end portions of the suspension arm are formed at both positions in the vehicle width direction, and a storage space for storing the differential gear is formed therein. In the vehicle sub-frame structure,
A pair of front and rear arm support portions are arranged in the vehicle width direction both side positions in the vehicle body front-rear direction, with an interval shorter than the diameter of the wheel ,
By the front and rear ends of the first connecting member extending in the vehicle longitudinal direction are respectively fastened to each pair of front and rear arm support portions, each pair of front and rear arm support portions are connected to each other by the first connecting member,
A second connecting member extending forward of the vehicle body from the front arm support portions on both sides in the vehicle width direction;
The vehicle sub-frame structure, wherein a front end of the second connecting member is fixed to the body frame by fastening . In claim 1,
A pair of front and rear arm support portions on both sides in the vehicle width direction are positioned at offset positions with respect to the vehicle width direction,
A vehicle sub-frame structure, wherein attachment positions of front and rear ends of the first connecting member with respect to the pair of front and rear arm support portions are offset from each other in the vehicle width direction. In claim 2,
The arm support portions on both sides in the vehicle width direction located on the front side are spaced apart from each other in the vehicle width direction and arranged independently of each other, while the arm support portions on both sides in the vehicle width direction located on the rear side approach each other in the vehicle width direction Arranged and connected to each other,
A vehicle subframe structure, wherein a pair of first connecting members on both sides in the vehicle width direction are arranged in a V shape in a plan view. In claim 1 ,
A vehicle sub-frame structure, wherein the first and second connecting members on each side in the vehicle width direction are arranged so as to extend substantially in a straight line. In claim 1 ,
A sub-frame structure for a vehicle, wherein the connecting member is detachably attached to the arm support portion.

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