JP4665484B2 - Mounting structure of support base - Google Patents

Description

  The present invention relates to a mounting structure for a support base such as a suspension member for elastically supporting a front wheel or a rear wheel on a vehicle body side.

The suspension member is connected to the left and right wheels via a suspension link, and is elastically supported by the vehicle body via insulators arranged at a plurality of support points (usually the front position and the rear position).
When the wheel supported by the suspension member is a drive wheel, at least a part of the power train that drives the wheel (differential gear, transmission, engine, etc.) is mounted on the suspension member.
Each insulator that elastically supports the suspension member should have high rigidity in terms of preventing interference between the suspension member and the vehicle body side member (frame, etc.), but should have low rigidity in terms of noise and vibration reduction. Therefore, the rigidity of each insulator is determined in consideration of these two trade-off performances.

  For example, in the rear suspension member, a vehicle in which the powertrain load is concentrated on the front side in the longitudinal direction of the vehicle (transaxle system of an FR vehicle in which a differential gear and a transmission are integrated, an MR vehicle and an RR vehicle in which an engine is mounted, etc. ), The rigidity of the insulator on the front side in the vehicle longitudinal direction is set large to prevent interference. In this case, when a lateral force is input to the tire during turning, the displacement of the suspension member with respect to the vehicle body due to the tire lateral force is greater in the lateral direction in the vehicle longitudinal direction rear side than in the vehicle longitudinal direction front side. This may cause a change in the toe of the wheel connected to the suspension member (the turning outer wheel side is in the toe-out direction and the turning inner wheel is in the toe-in direction). is there.

As a technique for dealing with such a problem, for example, there is a conventional technique disclosed in Patent Document 1. In this prior art, the rear suspension member is supported on the vehicle body side by a total of three points, two on the left and one on the front and one on the rear, and the two points on the front are elastically supported by an insulator. By connecting one point on the vehicle side to the vehicle body via a rotatable link, when tire lateral force is input during turning, the suspension member is displaced in a direction in which the turning outer wheel side is in the toe-out direction and the turning inner wheel is in the toe-in direction. To do.
JP-A-7-132720

  However, in the prior art disclosed in the above-mentioned Patent Document 1, the supporting point of the suspension member is limited to three points, and the weight of the power train mounted on the suspension member increases (for example, a differential gear and (For example, the FR axle transaxle system, which is equipped with the transmission, and the MR and RR cars equipped with the engine, etc.), the bushing rigidity is set higher because of the support with fewer support points. May be disadvantageous.

In addition, a rotatable link mechanism is adopted for the support point on the rear side, and the link mechanism rotates with a load applied. is there.
The present invention has been made paying attention to the above points, and while increasing the number of elastic support points of the support base connected to the wheels and the degree of freedom of rigidity of each elastic support, the support base at the time of turning of the vehicle It is an object of the present invention to provide a mounting structure for a support base in which the displacement form can be set in a direction that improves steering stability.

  In order to solve the above-mentioned problems, the present invention relates to a support base connected to a wheel, and one end portion is connected to the support base and extends in the vehicle front-rear direction, and the other end portion is connected to a vehicle body side member and is supported. By providing a pair of left and right link members that do not necessarily contribute to support of the base in a trapezoidal link shape and devising the arrangement of the pair of left and right link members, the above support base against the tire lateral force by the swing of the pair of left and right link members The displacement form is restricted to the direction in which the handling stability is improved.

  According to the present invention, since the displacement form of the support base with respect to the tire lateral force is regulated in the direction of steering stability by the pair of left and right link members that do not necessarily contribute to the elastic support of the support base, the support base against the tire lateral force The degree of freedom of the number of elastic support points of the support base and the rigidity of each elastic support, which affects the interference with other parts and the sound and vibration performance, can be increased while the displacement form is in a desired direction.

Next, a first embodiment according to the present invention will be described with reference to the drawings.
In the present embodiment, a rear suspension member that is connected to a rear wheel via a suspension link will be described as an example of the support base.
As shown in FIG. 1, the suspension member 1 according to the present embodiment includes a front cross member 3 and a rear cross member 3 arranged between a pair of left and right side members 2 arranged to face each other in the vehicle width direction. It is assembled and configured. In addition, elastic support members (insulators) 4 and 5 that are paired on the left and right are provided at the front end portion and the rear end portion of the pair of side members 2, respectively, and the suspension member 1 is interposed via the elastic support members 4 and 5. Is elastically supported by a vehicle body side member (such as a side frame).

Further, the left and right side members 2 and the knuckle 6 that is a wheel support member are connected via a lower link 7 and an upper link 8 that are suspension links. Reference numeral 9 denotes a strut, and reference numeral 10 denotes a tire. In FIG. 1, the right wheel side is omitted.
A differential gear 11 is mounted on the suspension member 1 and supported by the front cross member 3 and the rear cross member 3.

  Furthermore, in this embodiment, a pair of link members 12 and 13 which make a pair on the left and right are provided. That is, the rear end portions 12a and 13b of the link members 12 and 13 are connected to the front end portions 12b and 13b of the left and right side members 2, respectively, so as to be rotatable around an axis in the vehicle vertical direction. Extending forward in the vehicle front-rear direction, the front end portions 12b and 13b are connected to a vehicle body side member (vehicle body frame or the like) so as to be rotatable about a vehicle vertical axis. The pair of link members 12 and 13 are schematically shown in FIG. 2 by disposing the front end portions 12b and 13b relatively offset outward in the vehicle width direction with respect to the rear end portions 12a and 13a, respectively. As shown, the axes of the link members 12 and 13 have a predetermined inclination angle φ with respect to the vehicle longitudinal direction. That is, the pair of link members 12 and 13 have a trapezoidal link shape such that the distance between the axes of the link members 12 and 13 increases in the left-right symmetry.

  Here, the connection between the rear end portions 12a and 13a of the link members 12 and 13 and the side member 2 is performed, for example, as shown in FIG. 3, with the shafts at the rear end portions 12a and 13a of the link members 12 and 13 up and down. The bearing 14 is provided and is connected to the front end portions 12b and 13b of the side member 2 by mounting bolts 15 penetrating the inner ring side slave of the bearing 14. Since the amount of rotation of the link members 12 and 13 around the axis in the vertical direction of the vehicle may be small, as shown in FIG. 4, the end portions of the link members 12 and 13 are connected via the bushes 16 with the axes directed up and down. You may connect the edge part with the side member 2. FIG.

Next, functions and effects of the mounting structure of the suspension member 1 will be described with reference to FIG.
When the tire lateral force F accompanying the turning of the vehicle is input to the suspension member 1 through the suspension links 7 and 8, the suspension member 1 is displaced from the turning outer wheel side toward the turning inner wheel side.

  At this time, the rear end portions 12a and 13a of the pair of link members 12 and 13 swing around the vehicle body side attachment points, which are the front end portions 12b and 13b, respectively, but are rearward with respect to the front end portions 12b and 13b. Since the end portions 12a and 13a are on the inner side in the vehicle width direction, the rear end portion 13a of the link member 13 on the turning outer wheel side is displaced forward in the vehicle longitudinal direction toward the inner side in the vehicle width direction, and on the turning inner wheel side. The rear end portion 12a of the link member 12 is displaced rearward in the vehicle front-rear direction as it goes outward in the vehicle width direction.

The displacement of the suspension member 1 is transmitted to the left and right rear wheels through the suspension links 7 and 8, that is, displaces in the toe-in direction for the outer turning wheel and in the toe-out direction for the inner turning wheel, thereby causing an understeer tendency and steering stability. Contribute to.
Further, a differential gear 11 is mounted on the suspension member 1, and the load of the differential gear 11 and the suspension member 1 itself is applied to the vehicle body via elastic support members 4 and 5 provided at four support points. The link members 12 and 13 do not bear the load. Accordingly, the sliding resistance of the link members 12 and 13 is reduced accordingly, and the above function is efficiently exhibited.

Further, as described above, the link members 12 and 13 do not contribute to the elastic support of the suspension member 1. That is, even if the link members 12 and 14 are provided, the number of elastic support points and the rigidity of the elastic support are not affected. Therefore, from the viewpoint of preventing interference between the suspension member 1 and other members and reducing noise and vibration. Can be set.
For example, in the case where the load on the suspension member 1 mounted on the suspension member 1 is concentrated on the front side in the vehicle front-rear direction as shown in FIG. 9, it is provided at the front ends of the left and right suspension members 1. The rigidity of the elastic support member 4 is set to be larger than the rigidity of the elastic support member 5 provided at the rear end. That is, by increasing the rigidity of the front elastic support members 4 and 5 that mainly receive a load, the rigidity of the rear elastic support members 4 and 5 that do not mainly receive the load is reduced while suppressing interference with other members. Lower the noise and vibration by lowering. In this case, when the pair of link members 12 and 13 are not provided, the rear side of the suspension member 1 tends to be displaced in the vehicle width direction from the front side by the tire lateral force F when the vehicle turns. 12 and 13 suppress the displacement.

  Here, in the above embodiment, an example in which the rear end portions 12a and 13a (connection points to the suspension member 1) of the link members 12 and 13 are connected to the front end portion of the suspension member 1 is shown. The positions at which the rear end portions 12a and 13a are attached need not be the front end portion of the suspension member 1, and consider interference with other members such as the center portion or the rear end portion in the vehicle longitudinal direction. Can be determined as appropriate.

Moreover, although the case where the differential gear 11 constituting the power train is mounted on the suspension member 1 is illustrated in the above embodiment, the power train may not be mounted on the suspension member 1.
Moreover, in the said embodiment, although the link members 12 and 13 are extended linearly, it is not limited to this. If the relationship between the front and rear attachment points of the link members 12 and 13 is the above-described relationship, the middle portion may have a shape curved in the vehicle width direction or the front and rear direction.

Here, the relationship between the offset amount L in the vehicle width direction of the both-end attachment portions of the link members 12 and 13 and the inclination φ of the link members 12 and 13 with respect to the vehicle front-rear direction is changed in various ways, and the pair of link members 12 is changed. , 13 for the inclination angle φ at which the amount of change in the toe-in direction is the largest. FIG. 5 shows the result.
The inclination angle φ at which the amount of change in the toe-in direction is the largest is the largest amount of displacement in the toe-in direction that occurs in the tire 10 when a unit load in the vehicle width direction is applied to the tire 10. The tilt angle φ at this time.
As can be seen from FIG. 5, if the inclination angle φ is set in the range of 75 degrees or more and 85 degrees or less, the change amount in the toe-in direction is set large without being affected by the length of the link members 12 and 13. be able to. Therefore, it is preferable to set the tilt angle φ in the range of 75 degrees to 85 degrees.

Next, a second embodiment will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected about the member similar to the said 1st Embodiment, and the detail is abbreviate | omitted.
In the first embodiment, the pair of left and right link members 12 and 13 are shown in the case of extending from the suspension member 1 forward in the vehicle front-rear direction, but in the second embodiment, they are schematic views. As shown, the front end portions 12b and 13b of the pair of left and right link members 12 and 13 are connected to the suspension member 1 so as to be rotatable around an axis in the vehicle vertical direction, and the link members 12 and 13 are respectively connected to the vehicle front and rear. The rear end portions 12a and 13a are connected to the vehicle body so as to be rotatable around an axis in the vertical direction of the vehicle.

However, both end portions of the link members 12 and 13 are arranged so as to be offset with respect to the front end portions 12b and 13b so that the rear end portions 12a and 13a are located on the inner side in the vehicle width direction. That is, the distance between the axial lines of the link members 12 and 13 is set to be smaller toward the rear in the vehicle longitudinal direction.
Even in this case, when the tire lateral force F accompanying the turning of the vehicle is input, the front end portion 13b of the link member 13 on the turning outer wheel side is displaced forward in the vehicle longitudinal direction as it goes inward in the vehicle width direction. On the other hand, in the link member 12 on the turning inner wheel side, the front end portion 12b is displaced rearward in the vehicle front-rear direction as it goes outward in the vehicle width direction. As a result, the same operational effects as those in the first embodiment are obtained.
Other configurations and operational effects are the same as those in the first embodiment.

Next, a third embodiment will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected about the member similar to the said 1st Embodiment, and the detail is abbreviate | omitted.
In the first and second embodiments, the mounting structure of the rear suspension member 1 is described. In the third and fourth embodiments, the mounting structure of the front suspension member 1 is described.
The attachment structure of the suspension member 1 of the third embodiment is basically the same as that of the first embodiment, and is elastically supported on the vehicle body side at four points, front, rear, left, and right, and the suspension link 7 is attached to the left and right wheels. , 8 are connected. The suspension member 1 is mounted with a power train such as an engine.

  As shown in FIG. 7, the pair of left and right link members 12 and 13 have rear end portions 12a and 13a connected to front end portions 12b and 13b of the suspension member 1 so as to be rotatable around an axis in the vehicle vertical direction. The front end portions 12b and 13b are connected to the vehicle body side member so as to be rotatable around an axis in the vehicle vertical direction. However, unlike the first embodiment, the front end portions 12b and 13b are arranged on the inner side in the vehicle width direction than the rear end portions 12a and 13a. That is, the distance between the shafts of the pair of left and right link members 12 and 13 becomes narrower toward the front in the vehicle front-rear direction.

In the present embodiment, when the tire lateral force F accompanying the turning of the vehicle is input, as shown in FIG. 7, the rear end portion 13a of the link member 13 on the turning outer wheel side is displaced inward in the vehicle width direction. The rear end portion 12a of the link member 12 on the turning inner ring side is displaced forward in the vehicle longitudinal direction as it is displaced outward in the vehicle width direction.
The displacement of the suspension member 1 is transmitted to the left and right front wheels through the suspension links 7 and 8, that is, by shifting in the toe-out direction for the turning outer wheel and in the toe-in direction for the turning inner wheel, an understeering tendency occurs and steering stability is improved. Contribute.

Similarly to the above-described embodiment, the provision of the link members 12 and 13 does not affect the number of elastic support points of the suspension member 1 and its rigidity. The rigidity can be appropriately set from the viewpoint of preventing interference between the suspension member 1 and other members and reducing noise and vibration.
For example, in the case where the load on the suspension member 1 of the power train mounted on the suspension member 1 is concentrated on the rear side in the vehicle front-rear direction and concentrated as shown in FIG. For the purpose of reduction, the rigidity of the elastic support member 5 provided at the rear end portions of the left and right suspension members 1 is set to be larger than the rigidity of the elastic support member 4 provided at the front end portions. In this case, when the pair of link members 12 and 13 are not provided, the front side of the suspension member 1 tends to be displaced in the vehicle width direction from the rear side by the tire lateral force F when the vehicle turns. 12 and 13 suppress the displacement.
Other configurations and operational effects are the same as in the above embodiment.

Next, a fourth embodiment will be described with reference to the drawings. In addition, about the member similar to said each embodiment, the same code | symbol is attached | subjected and the detail is abbreviate | omitted.
The attachment structure of the suspension member 1 of the fourth embodiment is basically the same as that of the third embodiment, but the arrangement of the pair of left and right link members 12 and 13 is different.
That is, as shown in the figure, the pair of left and right link members 12, 13 have their front end portions 12b, 13b connected to the rear end portions 12a, 13a of the suspension member 1 so as to be pivotable about the vehicle vertical axis. The rear end portions 12a and 13a are connected to the vehicle body side so as to be rotatable around an axis in the vehicle vertical direction. Moreover, it arrange | positions so that the front-end parts 12b and 13b may be located inside a vehicle width direction rather than the rear-end parts 12a and 13a. That is, the distance between the shafts of the pair of left and right link members 12 and 13 becomes narrower toward the front in the vehicle front-rear direction.

In this embodiment, when the tire lateral force F accompanying the turning of the vehicle is input, as shown in FIG. 8, the rear end portion 13 a of the link member 13 on the turning outer wheel side is displaced inward in the vehicle width direction. The rear end 12a of the link member 12 on the turning inner ring side is displaced forward in the vehicle longitudinal direction as it is displaced outward in the vehicle width direction.
Thus, the same operations and effects as those of the third embodiment are obtained.

Here, in all the above-described embodiments, the suspension member 1 connected to the knuckle 6 that is a wheel support member via the suspension links 7 and 8 is illustrated as the support base, but is not limited thereto. It may be a support base that is directly connected to the left and right rotation support members without the suspension links 7 and 8, for example, directly connected to the axle. In short, the present invention can be provided as long as it is connected to the left and right wheels and is supported by the vehicle body member elastically.
Moreover, in all the said embodiment, although the said pair of link members 12 and 13 were illustrated as a displacement mechanism, it is not limited to this. Any mechanism that restricts the displacement of the support base with respect to the tire lateral force in the direction of steering stability may be used.

It is a perspective view which shows the suspension member which concerns on 1st Embodiment based on this invention. It is a schematic diagram explaining the structure which concerns on 1st Embodiment based on this invention. It is sectional drawing explaining attachment of the link member and suspension member which concern on 1st Embodiment based on this invention. It is sectional drawing explaining another example of attachment of the link member which concerns on 1st Embodiment based on this invention, and a suspension member. It is a figure which shows the relationship between the inclination angle of a link member, and the maximum amount of toe-in changes. It is a schematic diagram explaining the structure which concerns on 2nd Embodiment based on this invention. It is a schematic diagram explaining the structure which concerns on 3rd Embodiment based on this invention. It is a schematic diagram explaining the structure which concerns on 4th Embodiment based on this invention. It is another schematic diagram explaining the structure which concerns on 1st Embodiment based on this invention. It is another schematic diagram explaining the structure which concerns on 3rd Embodiment based on this invention.

Explanation of symbols

1 Suspension member (support)
2 Side member 3 Cross member 4 Front elastic support member 5 Rear elastic support member 6 Knuckle (wheel support member)
7 Lower link (suspension link)
8 Upper link (suspension link)
10 Tire 11 Differential gear 12, 13 Link member 12a, 13a Rear end portion 12b, 13b Front end portion 14 Bearing 15 Mounting bolt 16 Bushing L Offset amount φ Inclination angle

Claims (3)

Support base for a rear wheel is elastically supported on the vehicle body member in the support point of multiple co When connected to a rotary support member for supporting the rear wheel rotatably, and connected to a rotary support member for rotatably supporting a front wheel In addition, in the mounting structure of the support stand for the front wheel that is elastically supported by the vehicle body side member at a plurality of support points ,
A pair of left and right link members are individually provided on the rear wheel support base and the front wheel support base,
The link member provided on the support for the rear wheel is
The rear end portion is connected to the rear wheel support base so as to be rotatable about an axis in the vehicle vertical direction, extends forward in the vehicle longitudinal direction, and the front end portion can rotate about the axis in the vehicle vertical direction. A pair of link members connected to the vehicle body side member are provided symmetrically in the left-right direction, and each link member has a position of the front end portion positioned outward in the vehicle width direction from the position of the rear end portion .
Alternatively, the front end portion is connected to the rear wheel support base so as to be rotatable around the vehicle vertical axis, and extends rearward in the vehicle longitudinal direction, and the rear end portion rotates around the vehicle vertical axis. A pair of link members that are connected to the vehicle body side member as much as possible are provided symmetrically, and each link member is arranged such that the position of the front end portion is located outward in the vehicle width direction from the position of the rear end portion,
The link member provided on the front wheel support is
The rear end portion is connected to the front wheel support base so as to be rotatable about the vehicle vertical axis and extends forward in the vehicle front-rear direction, and the front end portion is rotatable about the vehicle vertical axis. A pair of link members to be connected to the side members are provided symmetrically, and each link member has a position of the front end portion located inward in the vehicle width direction relative to the position of the rear end portion.
Alternatively, the front end portion is connected to the front wheel support base so as to be rotatable around the vehicle vertical axis and extends rearward in the vehicle front-rear direction and the rear end portion is rotatable around the vehicle vertical axis. A pair of link members connected to the vehicle body side member are provided symmetrically to each other, and each link member is arranged such that the position of the front end portion is located inward in the vehicle width direction than the position of the rear end portion,
A mounting structure for a support base, wherein at least a part of the power train is mounted on one of the support base for the rear wheel and the support base for the front wheel . The load of the mounted power train is mainly concentrated on the front side of the support base in the vehicle front-rear direction, and the elastic rigidity of the support point located on the front side of the support base in the front-rear direction of the vehicle with respect to the elastic center of the support base is the elasticity. The support mounting structure according to claim 1 , wherein the mounting structure is larger than an elastic rigidity of a support point located on the rear side in the vehicle longitudinal direction from the center. The load of the mounted power train is mainly concentrated on the rear side of the support base in the vehicle longitudinal direction, and the elastic rigidity of the support point located on the front side of the support base in the longitudinal direction of the vehicle with respect to the elastic center by the elastic support of the support base is The support mounting structure according to claim 1 , wherein the support base mounting structure is smaller than an elastic rigidity of a support point located on the rear side in the vehicle longitudinal direction from the elastic center.

Images