JP4496486B2 - Rear suspension device for automobile - Google Patents

Description

  The present invention relates to a rear suspension device of an automobile, and in particular, both a front wheel drive vehicle that does not include a drive shaft that drives a rear wheel, and a rear wheel drive vehicle or a four wheel drive vehicle that includes a drive shaft that drives a rear wheel. The present invention relates to a rear suspension device for an automobile.

  2. Description of the Related Art Conventionally, a suspension apparatus is known that includes a damper having an upper end attached to a vehicle body and a lower end attached to a lower arm (for example, Patent Document 1). Such a damper mounting type is widely used because the degree of freedom of arrangement of the damper is relatively high.

  Here, the arrangement of the damper is generally determined in consideration of the lever ratio of the damper. In other words, the lever ratio, which is the ratio of the amount of movement of the damper to the amount of rocking of the wheel or wheel support, increases the damper efficiency as the value increases, while the durability of the damper increases as the value decreases. Therefore, the damper lever ratio is often set to around 1 in consideration of the balance between them. On the other hand, in the suspension device described in Patent Document 1 described above, a bracket is provided on the damper main body in the vicinity of the lower end portion of the damper, and the lever ratio is set to 1 by attaching the bracket to the side closer to the wheel of the lower arm. I try to get closer.

  On the other hand, a suspension device including a damper having an upper end attached to a vehicle body and a lower end attached to a wheel support member (wheel support) that rotatably supports a wheel is also known (for example, Patent Document 2). .

JP 2001-260621 A JP 2002-293120 A

  However, the above-described type in which the damper is attached to the lower arm has the following problems even when the damper lever ratio is set to about 1. That is, the elastic bush provided on the lower arm mounting portion of the lower arm does not allow the minute movement of the lower arm to be transmitted to the damper, and as a result, the damping force in such a small stroke region cannot be obtained effectively, and the damper efficiency. May be reduced. Furthermore, when the suspension geometry is set such that the lower arm also has a swing component in the front-rear direction, the damper efficiency may be lowered.

  Here, in the same vehicle type, both the front wheel drive vehicle (FF vehicle) and the four wheel drive vehicle (4WD vehicle) may be set as products while meeting the customer's needs while using the same suspension device. It is also conceivable to set both a front wheel drive vehicle (FF vehicle) and a rear wheel drive vehicle (FR vehicle). It is also conceivable that the same platform (underbody) is shared among a plurality of vehicle types and each of these drive systems is set. In such cases, the above-described type of mounting the damper on the wheel support member has the following problems. That is, in a vehicle in which both a front wheel drive vehicle and a four wheel drive vehicle or a rear wheel drive vehicle can be set, when a damper is attached to a wheel support member, conventionally, a four wheel drive vehicle (or a rear wheel drive vehicle) is used. Therefore, the dampers were arranged to avoid the space through the drive shaft that drives the rear wheels. As a result of arranging the damper so as not to interfere with the suspension link, the damper lever ratio may have to be set lower than the target value. On the other hand, it is very expensive to adopt different suspension layouts for the front wheel drive vehicle and the four wheel drive vehicle (or the rear wheel drive vehicle). Such problems are particularly noticeable when rear suspension devices such as sedans and compact cars adopt a suspension link layout that does not sacrifice the vehicle compartment space, and at a lower cost and a more optimal damper lever ratio. It was requested to get.

  Therefore, the present invention has been made to solve the above-described problems of the prior art, and without reducing the damper efficiency in each setting of a front wheel drive vehicle and a four wheel drive vehicle or a rear wheel drive vehicle. An object of the present invention is to provide an automobile rear suspension device that can obtain an optimum damper lever ratio.

In order to achieve the above object, the present invention can set both a front-wheel drive vehicle that does not include a drive shaft that drives a rear wheel, and a rear-wheel drive vehicle or a four-wheel drive vehicle that includes a drive shaft that drives a rear wheel. A rear suspension device for an automobile, which includes a plurality of suspension links connected to a vehicle body, a wheel support member connected to these suspension links and rotatably supporting a rear wheel, and an upper end portion extending in the vehicle body vertical direction. And a damper having a lower end attached to the wheel support member, and a damper provided on the wheel support member, the lower end of the damper being connected so that the damper extends substantially through the rotational center axis position of the rear wheel in a side view. A first damper mounting portion and a wheel support member, the front side or the rear side in the vehicle body front-rear direction in which the damper deviates from the rotation center axis position of the rear wheel in a side view. And a second damper mounting portion to which the lower end portion of the damper is coupled so as to extend through, the lower end portion of the damper being attached to either the first mounting portion or the second mounting portion. It is characterized by being.
In the present invention configured as described above, since the lower end portion of the damper is attached to the wheel support member, it is possible to reliably obtain a damping force in a minute stroke region and prevent a decrease in damper efficiency. Further, the damper extends in the vertical direction, and the damper extends substantially through the rotational center axis position of the rear wheel in a side view by attaching the lower end portion of the damper to the first damper mounting portion. The damper is arranged in a direction close to the moving direction, and as a result, it becomes easy to bring the lever ratio close to the optimum value. On the other hand, the damper extends in the up-down direction, and the lower end of the damper is attached to the second damper mounting portion, so that the damper deviates from the rotational center axis position of the rear wheel in a side view and the front side or the rear side in the vehicle longitudinal direction Thus, it is possible to provide a drive shaft along the rotational center axis of the rear wheel without greatly reducing the lever ratio. Since the lower end of the damper is attached to either the first attachment portion or the second attachment portion, the front wheel drive vehicle and the four-wheel drive vehicle or the rear wheel drive vehicle can also be used as a suspension device. In addition, the optimum damper lever ratio according to each case can be obtained in any of the front wheel drive vehicle, the four wheel drive vehicle, and the rear wheel drive vehicle.

In the present invention, preferably, the automobile is set as a front wheel drive vehicle, and the upper end portion of the damper is attached to the vehicle body in a substantially vertical direction with respect to the rotation center axis position of the rear wheel in a side view. The 1 damper attachment portion is provided substantially vertically downward with respect to the rotation center axis position of the rear wheel in a side view, and the damper lower end portion is attached to the first damper attachment portion.
In the present invention configured as above, the upper end of the damper is attached to the vehicle body in a direction substantially perpendicular to the rotational center axis position of the rear wheel in a side view, and the first damper attaching portion is in a side view. Since the lower end of the damper is mounted on the first damper mounting portion with respect to the rotational center axis position of the rear wheel, the lower end of the damper is attached to the first damper mounting portion. It is easy to bring the lever ratio close to the optimum value.

In the present invention, preferably, the automobile is set as a rear-wheel drive vehicle or a four-wheel drive vehicle having a drive shaft that extends in the vehicle width direction and drives the rear wheels, and the wheel support member includes a rotation center of the rear wheels. A hole through which the drive shaft passes is formed at a position corresponding to the axial position, and the upper end of the damper is attached to the vehicle body in a substantially vertical direction with respect to the hole of the wheel support member in a side view, and the second damper is attached. The part is provided obliquely downward and forward or obliquely downward and rearward with respect to the hole of the wheel support member in a side view, and the lower end of the damper is attached to the second damper attachment part.
In the present invention thus configured, the upper end portion of the damper is attached to the vehicle body in a substantially vertical direction with respect to the hole of the wheel support member in a side view, and the second damper attachment portion is in a side view. The lower end portion of the damper is attached to the second damper mounting portion at the diagonally lower side and the front side or the diagonally lower side and the rear side with respect to the hole portion of the wheel support member. In a vehicle set as a wheel drive vehicle, the damper ratio is provided so as not to interfere with the drive shaft passing through the hole at the position corresponding to the rotational center axis position of the rear wheel, while ensuring that the lever ratio is not greatly reduced. I can do it.

In addition, the present invention preferably further includes a vibration reducing member that reduces vibration of the wheel support member, and the vibration reducing member is provided with the second damper when the lower end portion of the damper is attached to the first damper attaching portion. When the lower end portion of the damper is attached to the attachment portion and attached to the second damper attachment portion, the damper is attached to the first damper attachment portion.
In the present invention configured as described above, the vibration reducing member is attached to the second damper attachment portion when the lower end portion of the damper is attached to the first damper attachment portion, and the lower end portion of the damper is attached to the second damper attachment portion. Since it is attached to the first damper attachment portion when attached to the portion, the vibration of the wheel support member can be reduced by effectively utilizing the damper attachment portion on the vacant side.

In the present invention, preferably, the wheel support member is integrally formed by casting.
In the present invention configured as described above, since the wheel support member is integrally formed by casting, the support rigidity of the lower end portion of the damper can be easily increased, and as a result, the deterioration of the damper can be prevented more. It is possible to reliably obtain a damping force in a minute stroke range.

In the present invention, it is preferable that the wheel support member is constituted by a press-molded plate member, and the first damper attachment portion or the second damper attachment portion to which the lower end portion of the damper of the press-formed wheel support member is attached. The part is provided with a reinforcing bracket.
In this invention comprised in this way, since the wheel support member is comprised by the plate member press-molded, the manufacturing cost of a wheel support member can be reduced. Furthermore, the support rigidity of the lower end portion of the damper can be increased more reliably. As a result, the damping force in a minute stroke region can be obtained more reliably while preventing the damper from being deteriorated.

In the present invention, it is preferable that the suspension link has a lower arm connected to a rear portion of the wheel support member, and the second damper mounting portion is provided in a front portion of the wheel support member.
In the present invention configured as described above, the lower arm is connected to the rear portion of the wheel support member, and the second damper mounting portion is provided at the front portion of the wheel support member. And each attachment part of a lower arm will be formed in the place which mutually separated, and it will become easy to ensure the rigidity of a 2nd attachment part. As a result, when the automobile is set as a four-wheel drive vehicle, even if the damper lever ratio is lowered, the damper lower end portion is reliably supported to improve the damper efficiency, and as a result, the damping property can be improved. Furthermore, since the loads of the damper and the lower arm are distributed and applied to the wheel support member, the support rigidity can be effectively obtained without increasing the size of the wheel support member.

In the present invention, it is preferable that the suspension link includes a toe control link connected to a front portion of the wheel support member and an upper link connected to a rear portion of the wheel support member, and the damper includes a toe control link. It is provided between the link and the upper link.
In the present invention configured as above, the toe control link is connected to the front portion of the wheel support member, and the upper link is connected to the rear portion of the wheel support member. I do not put out. And, after securing the vehicle interior space in this way, it is easy to provide a damper disposition space required for attaching the lower end of the damper to the first or second mounting portion between the toe control link and the upper link. Can be secured.

In the present invention, it is preferable that the suspension link is connected to the vehicle body so as to be swingable in the vehicle body vertical direction, extends in the vehicle body longitudinal direction, and has a trailing end fixed to a front portion of the wheel support member. The damper extends substantially along the swinging direction of the trailing link.
In the present invention configured as described above, the trailing link is connected to the vehicle body so as to be swingable in the vehicle body vertical direction and extends in the vehicle body longitudinal direction, and the rear end portion thereof is fixed to the front portion of the wheel support member, Since the damper extends substantially along the swinging direction of the trailing link, the damper lever ratio can be increased more reliably.

In the present invention, preferably, the suspension link is swingably connected to the vehicle body and extends in the longitudinal direction of the vehicle body, and the trailing end is fixed to the front portion of the wheel support member. An upper link that is swingably connected and extends in the vehicle width direction and whose outer end portion is connected to the wheel support member, and is swingably connected to the vehicle body below the upper link and also in the vehicle width direction. A lower link whose outer end is connected to the wheel support member, and a swingable connection to the vehicle body and extending in the vehicle width direction, and its outer end is connected to the front portion of the wheel support member. And toe control link.
With the suspension link of the present invention thus configured, high maneuverability can be obtained without sacrificing the passenger compartment space. The first damper mounting portion and the second damper mounting portion according to the present invention provide an optimal damper lever ratio in each setting of the front wheel drive vehicle and the four wheel drive vehicle, and is excellent in such mountability and operability. This suspension device can be used for both front-wheel drive vehicles and four-wheel drive vehicles.

  According to the rear suspension device for an automobile according to the present invention, an optimal damper lever ratio can be obtained without reducing the damper efficiency in each setting of a front wheel drive vehicle and a four wheel drive vehicle or a rear wheel drive vehicle.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, the overall structure of a rear suspension device for an automobile according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a plan view showing a rear suspension device for an automobile according to an embodiment of the present invention, FIG. 2 is a front view of the rear suspension device shown in FIG. 1 viewed from the vehicle rear side, and FIG. FIG. 3 is a partially enlarged perspective view of a wheel support portion of the rear suspension device shown in FIGS. 1 and 2 as viewed from the passenger compartment side. 1 to 3 all show a rear suspension device on the right side in the vehicle width direction. In the embodiment of the present invention, the rear suspension devices on the left and right sides in the vehicle width direction have the same configuration in the left-right direction. Therefore, the rear suspension device provided on the right rear wheel side will be described below and provided on the left rear wheel side. The description of the rear suspension device will be omitted.

First, as shown in FIGS. 1 and 2, the rear suspension device 1 according to the present embodiment has a sub-frame 2, which extends in the vehicle width direction and is curved on both the left and right sides of the vehicle. And a main body 2a extending outward in the vehicle width direction, and a reinforcing portion 2b for connecting portions extending in the vehicle width direction on the front side of the main body 2a and extending diagonally forward of the left and right main bodies 2a; The main body 2a is composed of coil spring support portions 2c formed at curved portions on both the left and right sides, and these are integrally formed by welding. The subframe 2 is fixed to the vehicle body 6 via an elastic mount 4.
The rear suspension device 1 includes a lower arm 10, an upper arm 12, a toe control link 14 (not shown in FIG. 2), and a trailing arm 16 as suspension links. These links allow the wheels 8 to freely rotate. The wheel support (wheel support member) 18 to support is connected. This wheel support 18 is integrally formed by casting, and as shown in FIG. 3, is provided for a four-wheel drive vehicle and passes through a drive shaft 7 (see FIG. 4B) extending in the vehicle width direction. A hole 18a is formed. The hole 18 a is located on the rotation center axis of the wheel 8.

Next, as shown in FIGS. 1 and 2, the lower arm 10 extends in the vehicle width direction, and an inner end portion thereof is swingably connected to the main body portion 2a of the subframe 2 via an elastic bush. The outer end portion is swingably connected to the wheel support 18 via an elastic bush. As shown in FIG. 3, the wheel support 18 is formed with an extension (lower arm mounting portion) 18b on the rear side and the lower side of the hole 18a, and the outer end of the lower arm 10 is formed on the extension 18b. Connected.
The lower arm 10 is formed with a receiving portion 10 a that receives and supports the lower end portion of the coil spring 20. The upper end portion of the coil spring 20 is received and supported by a receiving portion 2 d formed on the coil spring support portion 2 c of the subframe 2.

  Next, as shown in FIGS. 1 and 2, the upper arm 12 extends in the vehicle width direction above the lower arm 10, and its inner end swings to the attachment portion 2 e of the subframe 2 via an elastic bush. It is connected freely, and its outer end is connected to the wheel support 18 via an elastic bush so as to be swingable. As shown in FIG. 3, the wheel support 18 is formed with an extension portion (upper arm mounting portion) 18c on the rear side and the upper side of the hole portion 18a, and the outer end portion of the upper arm 12 is formed on the extension portion 18c. Connected.

  Next, as shown in FIG. 1, the toe control link 14 extends in the vehicle width direction, and its inner end is swingable to a portion extending forward of the main body 2a of the subframe 2 via an elastic bush. The outer end portion of the wheel support 18 is connected to the wheel support 18 via an elastic bush so as to be swingable. As shown in FIG. 3, the wheel support 18 has a toe control link mounting portion 18d formed on the front side and the lower side of the hole portion 18a, and the outer end portion of the toe control link 14 of the mounting portion 18d is formed on the wheel support 18. Connected.

  Next, as shown in FIG. 1, the trailing arm 16 extends in the longitudinal direction of the vehicle body, and the front end portion 16a thereof extends to the vehicle body 6 (more specifically, the rear side frame extending in the longitudinal direction of the vehicle body) via an elastic bush. The rear end 16 b is connected to the wheel support 18. As shown in FIGS. 1 and 3, the trailing end of the trailing arm 16 is fixed with bolts and nuts 22 at three positions on the front side and the lower side of the hole 18 a of the wheel support 18. The wheel support 18 is formed with three bolt through holes 18e (see FIG. 4) through which the bolts 22 are passed. Similarly, a bolt through hole (not shown) is also formed at the rear end of the trailing arm 16. Yes.

  The trailing arm 16 swings up and down with respect to the vehicle body 6 about the front end 16a. Therefore, the wheel support 18 and the wheel 8 are centered on the front end 16a. It swings in the vertical direction of the vehicle body so as to draw the trajectory. The trailing arm 16 is formed by press-molding a plate member, and is formed to be twisted by a predetermined amount with respect to a predetermined load. That is, the trailing arm 16 allows the camber change of the wheel support 18 and the wheel 8. It is to be noted that the rigidity of the trailing arm 16 is increased so that almost no torsion is allowed, while the capacity of the elastic bush provided at the front end portion 16a of the trailing arm 16 is increased, and the elastic bush provides wheel support. The camber change of 18 and the wheel 8 may be permitted.

Next, the arrangement of the damper 30 and the mounting structure to the wheel support will be described with reference to FIGS. FIG. 4 is a side view of the damper and the wheel support as viewed from the passenger compartment side, when the automobile is set as a front-wheel drive vehicle (a) and when the automobile is set as a four-wheel drive vehicle (b). It is a figure which shows the attachment state to the wheel support of the damper of each.
Here, the vehicle according to the embodiment of the present invention is a vehicle that can be set as a front-wheel drive vehicle or a four-wheel drive vehicle, and the configuration of the suspension device 1 described above can be used for both. When set as a four-wheel drive vehicle, a main drive shaft (not shown) and a rear differential (not shown) connected to an engine (not shown) and a mission (not shown) are provided. Furthermore, drive shafts extending in the vehicle width direction are provided on the left and right sides from the rear differential so that the driving force is transmitted to both the left and right rear wheels 8. FIG. 4B for explaining the configuration as a four-wheel drive vehicle shows the drive shaft 7 passing through the hole 18 a of the wheel support 18. Of course, when set as a front wheel drive vehicle, such a power transmission mechanism to the rear wheels 8 such as the drive shaft 7 is not provided, and as shown in FIG. There is no drive shaft through 18a. It should be noted that the rear suspension device according to the embodiment of the present invention is set for an automobile capable of setting both a front wheel drive vehicle and a rear wheel drive vehicle, or any of a front wheel drive vehicle, a rear wheel drive vehicle and a four wheel drive vehicle. It can also be applied to possible vehicles.
In the suspension device 1 according to the embodiment of the present invention, two arrangements of the damper 30 can be selected according to the presence or absence of the drive shaft 7.

First, as shown in particular in FIG. 2, the damper 30 extends in the vertical direction, its upper end 30 a is connected to the vehicle body 6, and its lower end 30 b is connected to the wheel support 18. The damper upper end 30a is attached to the side of the wheel house of the vehicle body 6 with bolts.
The wheel support 18 includes a first damper mounting portion 40 to which a damper lower end 30b is mounted in the case of a front wheel drive vehicle (when the drive shaft 7 is not present), and a four wheel drive vehicle (the drive shaft 7 is present). A second damper attachment portion 42 to which the damper lower end portion 30b is attached is provided. A cylindrical portion for passing a bolt is formed in the lower end portion 30b of the damper, and the bolt 44 is passed through the cylindrical portion so as to be fixed to the damper mounting portions 40 and 42. On the other hand, each damper mounting portion 40, 42 is formed with a screw hole portion 46 (see FIG. 2) into which the bolt 44 is screwed. As can be seen from the respective drawings, FIGS. 1 to 3 and FIG. 4 (a) are cases of a front-wheel drive vehicle, and a damper lower end 30b is attached to the first damper attaching portion 40, and FIG. 4 (b). Is a case of a four-wheel drive vehicle, and the damper lower end portion 30b is attached to the second damper attachment portion.

As shown in FIGS. 4A and 4B, the first damper mounting portion 40 is provided at a position substantially downward in the vertical direction with respect to the hole portion 18 a of the wheel support 18. The second damper mounting portion 42 is provided at the front portion of the wheel support 18, and is positioned at the front side of the vehicle body with respect to the first damper mounting portion 40, obliquely downward with respect to the hole portion 18, and positioned at the front side of the vehicle body. Is provided. The second damper mounting portion 42 may be provided on the rear side of the vehicle body from the hole 18a and the first damper mounting portion 40.
On the other hand, as shown in FIGS. 4 (a) and 4 (b), the damper upper end 30a is located at a position substantially vertically above the hole 18a of the wheel support 18, but slightly shifted to the front side of the vehicle body. And is attached to the vehicle body 6. In the present embodiment, the mounting position of the damper upper end portion 30a to the vehicle body 6 is common in any setting of the front wheel drive vehicle and the four wheel drive vehicle.

Due to the mounting positions of the lower end portion 30b and the upper end portion 30a, the damper 30 passes through the hole 18a of the wheel support 18 in the vertical direction of the vehicle body in the case of a front-wheel drive vehicle (FIG. 4A). In the case of a four-wheel drive vehicle (FIG. 4B), it extends in the vertical direction of the vehicle body through the front side of the vehicle body of the hole 18a so as to avoid the drive shaft 7 and the hole 18a.
In the present embodiment, as shown in FIG. 4 (a), in the case of a front wheel drive vehicle, the damper 30 is in the circumferential direction with respect to the swing center (the axis of the front end portion 16a) of the trailing arm 16 described above. The wheel support 18 is provided so as to extend substantially along the swinging direction of the wheel support 18. The damper lever ratio is about 0.9. In the case of a four-wheel drive vehicle, the damper lever ratio is about 0.8.

  Next, as shown in FIGS. 1, 3 and 4, in this embodiment, the damper mounting portion on the side where the damper lower end 30b is not mounted, that is, the second damper mounting portion in the case of a front wheel drive vehicle. 42, in the case of a four-wheel drive vehicle, a cylindrical rubber member (elastic member) 50 is attached to the first damper attaching portion 40 via a pedestal seat 52 with bolts (not shown). The rubber member 50 functions as a dynamic damper, and reduces vibration of the wheel support 18 in a predetermined frequency band. Instead of the rubber member 50, a steel plate weight may be provided, and the vibration of the wheel support 18 may be reduced by its weight or rigidity.

Next, functions and effects of the suspension device 1 according to the embodiment of the present invention will be described.
First, the function and effect relating to the arrangement of the suspension link will be described.
The suspension device 1 according to the present embodiment has a lower arm 10, an upper arm 12, a toe control link 14, and a trailing arm 16 as suspension links, and has high maneuverability without sacrificing the passenger compartment space. It can be obtained. In particular, the toe control link 14 is provided on the front side and the lower side of the wheel support 18, and the upper arm 12 disposed on the uppermost side is provided on the rear side of the wheel support 18. I do not put out.

  Since the toe control link 14 and the upper arm 12 are respectively connected to the front portion and the rear portion of the wheel support 18, the lower end portion 30 b of the damper is connected to the first damper between the toe control link 14 and the upper link 12. An arrangement space of the damper 30 necessary for mounting on the mounting portion 40 or the second damper mounting portion 42 can be easily secured. Therefore, as described above, in the case of a four-wheel drive vehicle, the damper 30 that avoids the drive shaft 7 can be arranged.

  In the present embodiment, in the case of the four-wheel drive vehicle, the second damper mounting portion 42 is provided in the front portion of the wheel support 18. On the other hand, the mounting portion 18 b of the lower arm 10 is provided at the rear portion of the wheel support 18. Here, the lateral force of the wheel 8 is greatly applied to the lower arm 10, and the load in the vertical direction of the vehicle body is greatly applied to the coil spring 20 and the damper 30. That is, a large load is applied to the wheel support 18 at the mounting portion 18 b of the lower arm 10 and the mounting portion 42 of the lower end portion 30 b of the damper 30. As described above, in the case of a four-wheel drive vehicle, the second damper attachment portion 42 to which the damper lower end portion 30b is attached is attached to the front portion, and the attachment portion 18b of the lower arm 10 is attached to the rear portion. Since the load applied to the wheel support 18 is dispersed, it is not necessary to greatly increase the rigidity of the wheel support 18, and the weight can be reduced.

In other words, if the damper lower end 30b and the lower arm 10 are attached to the same place, one place of the wheel support 18 will be extremely heavy, and the wheel support 18 must be enlarged. According to the embodiment, this can be avoided. And the 2nd attaching part 42 becomes easy to ensure the rigidity of the 2nd attaching part 42 by being formed in the location away from the lower arm attaching part 18b. As a result, when set as a four-wheel drive vehicle, even if the damper lever ratio decreases, the damper lower end portion 30b is reliably supported to improve the damper efficiency, and as a result, the damping performance can be improved.
On the other hand, since the first damper mounting portion 40 is provided at a substantially middle portion of the wheel support 18 in the longitudinal direction of the vehicle body, similarly, the load is dispersed and it is not necessary to greatly increase the rigidity of the wheel support 18.

Next, the effect regarding arrangement | positioning of the damper 30 is demonstrated.
In the present embodiment, by providing the wheel support 18 with the first mounting portion 40 and the second mounting portion 42, the damper 30 can be directly mounted on the wheel support 18 in both the front wheel drive vehicle and the four wheel drive vehicle. As a result, a damping force in a minute stroke region can be obtained with certainty.
Further, since the wheel support 18 is integrally formed by casting, the support rigidity of the damper lower end portion 30b can be easily increased. As a result, vibrations other than vibrations that should be damped are transmitted to the damper 30. Thus, the damping force in a minute stroke region can be obtained more reliably while preventing the damper 30 from deteriorating.

  Since the dynamic damper 50 is attached to the damper attachment part 40 or 42 on the side where the damper lower end 30b is not attached, the damper attachment part 40 or 42 on the vacant side is effectively utilized, The vibration of the wheel support 18 in a predetermined frequency range can be suppressed. The same applies when a steel plate weight is provided.

  Furthermore, in this embodiment, the first damper mounting portion 40 and the second damper mounting portion 42 are provided on the wheel support 18, so that only the front wheel drive vehicle 4 is changed by changing the mounting position of the lower end portion 30 b of the damper 30. In any wheel drive vehicle, a damper lever ratio closer to the optimum value can be obtained.

That is, in the front wheel drive vehicle in which the drive shaft 7 does not exist, the damper 30 passes through the hole 18a of the wheel support 18 due to the arrangement of the upper end portion 30a and the lower end portion 30b (first mounting portion 40) of the damper 30. Thus, it becomes easy to dispose the damper 30 in a direction extending in the vertical direction of the vehicle body and closer to the swinging direction of the wheel support 18.
More specifically, the first damper mounting portion 40 is provided at a position substantially downward in the vertical direction with respect to the hole portion 18a of the wheel support 18, and the damper upper end portion 30a is substantially equal to the hole portion 18a of the wheel support 18. Since it is attached to the vehicle body 6 at a position above the vertical direction, the extension direction of the damper 30 can be brought close to the swinging direction of the wheel support 18.

  Further, in the present embodiment, the damper upper end portion 30a is disposed at a position that is substantially vertically upward with respect to the hole portion 18a of the wheel support 18 and slightly shifted to the front side of the vehicle body. It can be provided so as to extend substantially along the circumferential direction (the swing direction of the wheel support 18) with respect to the swing center of 16 and as a result, the damper lever ratio can be increased.

On the other hand, in the four-wheel drive vehicle, due to the arrangement of the upper end portion 30a and the lower end portion 30b (second attachment portion 42) of the damper 30, the damper 30 passes through the front side that is disengaged from the hole 18a of the wheel support 18. Thus, the damper 30 can be easily arranged without interfering with the drive shaft 7.
More specifically, the second damper mounting portion 42 is provided at a position on the front side of the vehicle body with respect to the first damper mounting portion 40 and at a position obliquely below and on the front side of the vehicle body with respect to the hole 18, and has a damper upper end portion. 30a is attached to the vehicle body 6 at a position substantially upward in the vertical direction with respect to the hole 18a of the wheel support 18 but slightly shifted to the front side of the vehicle body. Can be brought closer to the rocking direction. With this arrangement, the damper lever ratio can be brought close to the optimum value in this four-wheel drive vehicle.

Next, modified examples of the trailing arm 16, the wheel support 18, and the damper mounting portions 40 and 42 according to the above-described embodiment will be described with reference to FIGS. FIG. 5 is a side view of a wheel support and a damper integrally formed with a trailing arm as viewed from the passenger compartment side. When the automobile is set as a front-wheel drive car (a), the automobile is a 4-wheel drive car. FIG. 6 is a view showing the state of attachment of the damper to the wheel support when (b) is set, and FIG. 6 shows the structure of the damper attachment portion and the reinforcing bracket as seen along line VI-VI in FIG. It is sectional drawing shown.
First, as shown in FIGS. 5A and 5B, in this modification, the wheel support 100 is formed by press-molding a plate member, and the trailing arm portion 116 is integrally formed. ing. The function of the trailing arm portion 116 is the same as that of the above-described embodiment. The camber change of the wheel support 100 and the wheel 8 is allowed, and the wheel support 100 is swung in the vertical direction of the vehicle body around the front end portion 116a. It is possible to support. The wheel support 100 has a hole 100a for passing the drive shaft 7, a mounting portion 100b of the lower arm 10, a mounting portion 100c of the upper arm 12, and a mounting portion 100d of the toe control link 14 at the same positions as in the above-described embodiment. Is formed. A reinforcing member 102 is provided around the hole 100a.

  Further, as in the above-described embodiment, the wheel support 100 is provided with a first damper mounting portion 140 at a lower portion in the vertical direction of the hole portion 100a, and a second damper mounting portion 142 at the front side of the hole portion 100a. Is formed. As shown in FIG. 6, each damper mounting part 140, 142 is formed with a boss part 100f and a bolt through hole 100g protruding in the vehicle width direction. The lower end 30b of the damper 30 is attached to the first damper mounting portion 140 when the front wheel drive vehicle is set as shown in FIG. 5A, and the four wheel drive vehicle is shown in FIG. 5B. Is attached to the second damper attaching portion 142 at the time of setting. The attachment position of the upper end portion 30a of the damper 30 to the vehicle body 6 is also the same as in the above-described embodiment, and is a position above the hole portion 100a in the vertical direction. Thus, also in this modification, arrangement | positioning of the damper 30 is the same as that of embodiment mentioned above. That is, as shown in FIG. 5 (a), when set to a front-wheel drive vehicle, the damper 30 extends in the vertical direction of the vehicle body through the hole 100a of the wheel support 100. It is easy to arrange the damper 30 in a direction close to the swinging direction of the support 100. Further, as shown in FIG. 5B, when the vehicle is set to a four-wheel drive vehicle, the damper 30 extends in the vertical direction of the vehicle body through the front side removed from the hole 100a of the wheel support 100. This makes it easy to dispose the damper 30 without interfering with the drive shaft 7.

As shown in FIG. 6, in this modification, the damper lower end portion 30 b is attached to the wheel support 100 by bolts and nuts 144 via the reinforcing bracket 150. More specifically, as shown in FIGS. 5 and 6, the reinforcing bracket 150 is bent so as to form a space capable of accommodating the damper lower end 30b, and both edges extending in the vehicle body vertical direction are Each is fixed to the wheel support 100 by welding. A damper lower end 30b is disposed in a space between the reinforcing bracket 150 and the wheel support 100, and is fixed by a bolt / nut 144. The damper lower end 30b is composed of an outer cylinder and an inner cylinder, and an elastic bush provided therebetween. The inner cylinder is fixed to the wheel support 100 and the reinforcing bracket 150, and the outer cylinder is supported via the elastic bush. It has become so.
In the embodiment described above, only the wheel support 18 may be formed of a plate member as in this modification.

  Since the operational effect of the suspension device 1 employing the wheel support 100 according to this modification is the same as that of the above-described embodiment, only the operational effect different from the above-described embodiment will be described here.

  In this modification, the wheel support 100 is formed by press-molding a plate member, so that the manufacturing cost can be reduced. Further, since the trailing arm portion 116 is integrally formed, the manufacturing cost can be more reliably reduced. Since the wheel support 100 is formed of a plate member, the trailing arm portion 116 originally formed of a plate member can be integrally formed so as to allow the camber change of the wheel 8 and the wheel support 100. is there.

  On the other hand, the body portion of the wheel support 100 includes mounting portions 100b, 100c, and 100d of the suspension links 10, 12, and 14, a reinforcing member 102 provided around the hole portion 100a, and a boss portion provided in the damper mounting portion 140 or 142. The rigidity is enhanced by 100f and the reinforcing bracket 150, and the supporting rigidity of the suspension links 10, 12, 14 and the damper 30 can be ensured.

  In particular, since the reinforcing bracket 150 is provided at the damper lower end portion 30b, the support rigidity of the damper lower end portion 30b can be more reliably increased. As a result, vibration other than the vibration to be originally damped in the damper 30 can be achieved. Is transmitted, and the damping force in a minute stroke region can be obtained more reliably while preventing the damper 30 from deteriorating. Further, the support rigidity of the damper lower end portion 30b is also increased by the boss portion 100f.

It is a top view which shows the rear suspension apparatus of the motor vehicle by embodiment of this invention. It is the front view which looked at the rear suspension apparatus shown in FIG. 1 from the vehicle rear side. FIG. 3 is a partially enlarged perspective view of a wheel support portion of the rear suspension device shown in FIGS. 1 and 2 as viewed from the passenger compartment side. It is the side view which looked at the damper and the wheel support from the compartment side, and when the automobile is set as a front wheel drive car (a) and when the automobile is set as a four wheel drive car, the wheel of the damper (b) It is a figure which shows the attachment state to a support, respectively. It is the side view which looked at the wheel support and damper with which the trailing arm was formed integrally from the vehicle interior side, and when a car is set up as a front wheel drive car (a) and a car is set up as a four wheel drive car. It is a figure which respectively shows the attachment state to the wheel support of the damper of (b) when it exists. It is sectional drawing which shows the structure of a damper attaching part and a reinforcement bracket seen along the VI-VI line of FIG.

Explanation of symbols

1 Rear suspension device 2 Subframe 6 Car body 7 Drive shaft 8 Wheel (rear wheel)
10 Lower arm 12 Upper arm 14 Toe control link 16 Trailing arm 18 Wheel support (wheel support member)
18a Hole 30 through which drive shaft passes 30 Damper 30a Damper upper end 30b Damper lower end 40, 140 First damper attachment 42, 142 Second damper attachment 50 Dynamic damper 100 Wheel support 116 Trailing formed integrally with wheel support Arm 150 Reinforcing bracket

Claims (10)

A vehicle rear suspension device capable of setting both a front-wheel drive vehicle that does not include a drive shaft that drives a rear wheel and a rear-wheel drive vehicle or a four-wheel drive vehicle that includes a drive shaft that drives a rear wheel,
A plurality of suspension links connected to the vehicle body;
A wheel support member connected to these suspension links and rotatably supporting the rear wheel;
A damper extending in the vertical direction of the vehicle body and having an upper end attached to the vehicle body and a lower end attached to the wheel support member;
A first damper mounting portion provided on the wheel support member, to which a lower end portion of the damper is coupled so that the damper extends substantially through the position of the rotation center axis of the rear wheel in a side view;
A second lower end portion of the damper is connected to the wheel support member so that the damper extends through a front side or a rear side in the vehicle front-rear direction deviating from a rotation center axis position of the rear wheel in a side view. A damper mounting portion,
A rear suspension device for an automobile, wherein a lower end portion of the damper is attached to either the first attachment portion or the second attachment portion. The car is set as a front-wheel drive car,
The upper end of the damper is attached to the vehicle body in a substantially vertical direction with respect to the rotation center axis position of the rear wheel in a side view,
The first damper mounting portion is provided substantially vertically downward with respect to the rotational center axis position of the rear wheel in a side view,
The rear suspension device for an automobile according to claim 1, wherein the lower end portion of the damper is attached to the first damper attachment portion. The vehicle is set as a rear wheel drive vehicle or a four wheel drive vehicle having a drive shaft that extends in the vehicle width direction and drives the rear wheels,
The wheel support member is formed with a hole through which the drive shaft passes at a position corresponding to the rotation center axis position of the rear wheel,
The upper end of the damper is attached to the vehicle body in a substantially vertical direction with respect to the hole of the wheel support member in a side view,
The second damper mounting portion is provided obliquely downward and forward or obliquely downward and rearward with respect to the hole of the wheel support member in a side view,
The rear suspension device for an automobile according to claim 1, wherein the lower end portion of the damper is attached to the second damper attaching portion. Furthermore, a vibration reducing member for reducing vibration of the wheel support member is provided,
The vibration reducing member is attached to the second damper attaching portion when the lower end portion of the damper is attached to the first damper attaching portion, and the lower end portion of the damper is attached to the second damper attaching portion. The rear suspension device for an automobile according to any one of claims 1 to 3, wherein the rear suspension device is attached to the first damper attachment portion.   The rear suspension apparatus for an automobile according to any one of claims 1 to 4, wherein the wheel support member is integrally formed by casting. The wheel support member is composed of a press-molded plate member,
The reinforcement bracket is provided in the said 1st damper attachment part or the said 2nd damper attachment part to which the lower end part of the said damper of this press-molded wheel support member was attached. The rear suspension device for an automobile according to Item.   The suspension link includes a lower arm connected to a rear portion of the wheel support member, and the second damper mounting portion is provided at a front portion of the wheel support member. A rear suspension device for an automobile described in 1. The suspension link includes a toe control link connected to a front portion of the wheel support member, and an upper link connected to a rear portion of the wheel support member,
The automobile rear suspension apparatus according to claim 1, wherein the damper is provided between the toe control link and the upper link. The suspension link is connected to the vehicle body so as to be swingable in the vehicle body vertical direction and extends in the vehicle body front-rear direction, and has a trailing link whose rear end portion is fixed to a front portion of the wheel support member,
The rear suspension device for an automobile according to any one of claims 1 to 8, wherein the damper extends substantially along a swinging direction of the trailing link.   The suspension link is swingably connected to the vehicle body and extends in the longitudinal direction of the vehicle body, and a trailing link whose rear end portion is fixed to a front portion of the wheel support member and swingably connected to the vehicle body. And extending in the vehicle width direction, the outer end portion of which is connected to the wheel support member, the lower link being connected to the vehicle body swingably below the upper link and extending in the vehicle width direction, A lower link whose outer end is connected to the wheel support member, and a swingable connection to the vehicle body and extending in the vehicle width direction, and its outer end connected to the front portion of the wheel support member The rear suspension device for an automobile according to any one of claims 1 to 6, wherein the rear suspension device is configured by a toe control link.

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