JP5022295B2 - Suspension support - Google Patents

Description

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

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

As the elastic member, a rubber material is generally used, but in recent years, an attempt has been made to employ a foamed resin material such as urethane foam (see Patent Document 2 below). Due to its material properties, urethane foam can increase the damping performance while suppressing the dynamic magnification, but it is easily affected by the usage environment such as hydrolysis, and the cost is high. It may become a problem when adopting it. Therefore, it is desirable to obtain a low dynamic magnification high damping characteristic comparable to urethane foam by devising the shape without depending on the material characteristics.
JP 2003-278822 A JP 2003-184937 A

  The present invention has been made in view of the above points, and an object of the present invention is to provide a suspension support capable of improving damping performance while suppressing dynamic magnification.

A suspension support according to the present invention includes an inner member into which an upper end portion of a piston rod of a shock absorber is inserted and fixed, an outer member that surrounds an outer periphery of the inner member and is attached to a vehicle body side, and the inner member and the outer member. An annular elastic member interposed therebetween, the inner member including a flange portion projecting outward in the direction perpendicular to the axis of the piston rod, and the outer member including the elastic member And an upper side wall part and a lower side wall part that are formed inward in a direction perpendicular to the axis at both axial ends of the cylindrical part and clamp the elastic member in the axial direction, and the elastic member includes the flange An upper elastic portion held between the upper surface of the upper portion and the lower surface of the upper side wall portion; and a lower elastic portion held between the lower surface of the flange portion and the upper surface of the lower wall portion. With Serial air chamber is provided with an upper elastic portion within at least one of the elastic portion of the lower elastic portion, in which the basic configuration in that the air chamber is provided in communication with the outside air by the throttle passage.

  According to the above configuration, the air chamber provided in at least one elastic portion of the upper elastic portion and the lower elastic portion expands / contracts through the throttle passage when the inner member is displaced relative to the outer member in the axial direction. Air enters and exits. Since the attenuation performance can be enhanced by the phase delay due to the entry and exit of air, the attenuation performance can be improved while suppressing the dynamic magnification.

The invention of claim 1, wherein, in the above-described basic structure, in which the air chamber is provided independently to the lower elastic portion and the upper elastic portion. As described above, by providing the air chambers in both the upper elastic portion and the lower elastic portion, the damping performance can be further enhanced. In this case, if both the air chambers of the upper elastic portion and the lower elastic portion are connected, when one air chamber is compressed, air escapes to the other air chamber, and the amount of air flowing in and out of the throttle passage However, since the upper and lower air chambers are independently provided in a non-communication state, each attenuation performance can be exhibited.

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

According to a third aspect of the present invention, in the basic configuration described above, the air chamber includes a recess formed in a contact surface with the flange portion in at least one elastic portion of the upper elastic portion and the lower elastic portion. A groove formed between the flange portion, and the throttle passage extending inward in a direction perpendicular to the axis from the recess at a contact surface of the at least one elastic portion with the flange portion, and the flange portion, and it is formed between the. With such a configuration, it is easy to form the air chamber and the throttle channel, and the manufacturing cost can be suppressed.

  As described above, the suspension support of the present invention can improve the damping performance while suppressing the dynamic magnification, and can improve the riding comfort and the handling stability on the vehicle.

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

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

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

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

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

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

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

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

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

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

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

  In the suspension support 10 configured as described above, when the inner member 12 is displaced upward X1 by the input from the piston rod 1, the first air chamber 52 provided in the upper elastic portion 42 is compressed, and the first throttle passage 54 is The air in the first air chamber 52 flows out to the outside. When the inner member 12 is displaced downward X2 from this state, this time, the second air chamber 56 provided in the lower elastic portion 44 is compressed, and the air in the second air chamber 56 is externally passed through the second throttle passage 58. As the first air chamber 52 expands in the upper elastic portion 42, air flows into the first air chamber 52 through the first throttle passage 54. Next, when the inner member 12 is displaced upward X1, the first air chamber 52 is compressed, and the second air chamber 56 of the lower elastic portion 44 is expanded, whereby the second air chamber 56 is expanded via the second throttle passage 58. Air flows into the air chamber 56. Thus, when the inner member 12 is displaced up and down, the first and second air passages 52 and 56 provided in the upper elastic portion 42 and the lower elastic portion 44 expand and contract, so that the first and second throttle passages 54 and 56 Air enters and exits through 58. At this time, due to the flow resistance of the throttle passages 54 and 58, a phase lag with respect to the input vibration occurs in the air flow, and the damping effect is exhibited by the phase lag. Therefore, although it is the elastic member 16 made of a rubber elastic body, low dynamic magnification and high damping performance similar to foamed urethane having an open cell structure can be obtained, and riding comfort and driving stability can be improved.

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

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

  Further, according to the present embodiment, the air chambers 52 and 56 and the throttle passages 54 and 58 are formed in the contact surfaces 20 </ b> A and 20 </ b> B of the upper elastic portion 42 and the lower elastic portion 44 with the flange portion 20. Since it is provided, it is easy to mold and the manufacturing cost can be reduced.

(Second Embodiment)
5 to 8 show a suspension support 10A and its main part according to the second embodiment. In the second embodiment, although the specific shapes of the inner member 12, the outer member 14, and the elastic member 16 are different from those of the first embodiment, the basic configuration is the same as that of the first embodiment, and the same reference numerals are given. Unless specifically described, the portions are different in shape and have the same configuration, and the description thereof is omitted.

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

  The first air chamber 52 and the first throttle passage 54 are provided in the upper elastic portion 42, the second air chamber 56 and the second throttle passage 58 are provided in the lower elastic portion 44, and the first and first The arrangement and shape of the two air chambers 52, 54 and the first and second throttle passages 54, 58 are the same as in the first embodiment. Therefore, the same effects as those of the first embodiment described above are achieved in the second embodiment.

(Third embodiment)
9 and 10 show the elastic member 16 of the suspension support according to the third embodiment. In the third embodiment, the configuration of the throttle passages 54 and 58 is different from that of the second embodiment.

  That is, in this example, the throttle passages 54 and 58 are provided so as to extend from the air chambers 52 and 56 to the outer side Y1 in the direction perpendicular to the axis and communicate with the outside air from the outer peripheral surface of the elastic member 16. Specifically, the outer peripheral surfaces of the upper and lower elastic portions 42 and 44 are provided with a concave portion 80 that is slightly recessed in a curved surface shape, and the concave portion 80 and the concave portions 60 and 62 of the elastic portions 42 and 44. A through hole 82 that communicates with each other is provided, and the throttling passages 54 and 58 are configured by the through hole 82.

  Other configurations are the same as those of the second embodiment, and thus the third embodiment basically exhibits the same functions and effects as those of the first embodiment. However, the narrow passages 54 and 58 formed of the through-hole 82 are difficult to manufacture because the mold dividing surface is increased by molding, and therefore the concave grooves 64 and 66 as in the first and second embodiments. The configuration according to is more advantageous.

(Evaluation of dynamic characteristics)
The suspension support of the embodiment was subjected to a vibration test, and the dynamic magnification and damping performance (loss factor tan δ) were measured. For comparison, an example in which the air chambers 52 and 56 are not provided in an elastic member made of a rubber elastic body (no rubber / air chamber) and an air member 52 and 56 in an elastic member made of urethane foam are not provided. The vibration test was similarly conducted on the examples (without urethane / air chamber). In each example, a vibration test was performed by preparing a plurality of samples by changing the blending ratio of a rubber material or a urethane material, the compression ratio in the assembled state of the elastic member, and the like.

  The vibration test was performed by inputting a displacement in the axial direction X to the inner member 12 at room temperature from a state where a load corresponding to the initial load when the vehicle was mounted on the suspension support. The dynamic magnification is the ratio of the dynamic spring constant to the static spring constant (Kd100 / Ks).

  In accordance with JIS K6385, the static spring constant Ks is obtained by applying a load in the range of ± 4900 N in the axial direction X to the inner member 12 at a displacement speed of 10 mm / min three times in the bidirectional load method of the static characteristic test. The load-deflection relationship in the third loading process was measured, and this relationship was used to calculate the load range = ± 980 N by the calculation method described in the same standard.

  In accordance with JIS K6385, the dynamic spring constant (storage spring constant) Kd is a deflection with respect to the inner member 12 at a frequency of 100 Hz and an amplitude of ± 0.05 mm in the non-resonant method of the dynamic property measurement test. In addition, the load-deflection relationship was measured, and the relationship was calculated by the calculation method described in the same standard.

  The loss factor (loss factor) tan δ is obtained by adding deflection at a frequency of 15 Hz and an amplitude of ± 2.0 mm in the axial direction X with respect to the inner member 12 in the non-resonant method of the dynamic property measurement test in accordance with JIS K6385. The load-deflection relationship was measured, and the relationship was calculated by the calculation method described in the same standard.

  The result is as shown in FIG. 11. In the embodiment, the air chambers 52 and 56 are provided, so that the elastic member 16 made of a rubber elastic body has the same low dynamic magnification and high attenuation characteristics as the urethane foam. More specifically, tan δ / (Kd / Ks) of 0.060 or more was obtained.

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

  Moreover, in the said embodiment, although the elastic member 16 was formed with the rubber elastic body, you may form with foamed resin molded objects, such as a foaming urethane (polyurethane) molded object and a foamed ethylene vinyl acrylate molded object. In particular, in the elastic member 16 made of a urethane foam molded body, when the air chambers 52 and 56 are provided, in addition to the high attenuation performance of the material itself, further high attenuation performance from the shape surface by the air chamber should be exhibited. Can do.

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

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Piston rod of shock absorber, 1A ... Upper end part 2 ... Body panel 10, 10A ... Suspension support 12 ... Inner member 14 ... Outer member 16 ... Elastic member 20 ... Flange part, 20A ... Upper surface, 20B ... Lower surface 24 ... Upper side wall Part, 24A ... lower surface 26 ... lower side wall part, 26A ... upper surface 42 ... upper elastic part, 42A ... lower surface (contact surface with flange part)
44 ... lower elastic part, 44A ... upper surface (contact surface with flange part)
52 ... 1st air chamber 54 ... 1st throttle passage 56 ... 2nd air chamber 58 ... 2nd throttle passage 60, 62 ... Concave 64, 66 ... Concave groove C ... Circumferential direction X ... Axial direction, X1 ... Upward, X2 ... Downward Y: Axis perpendicular direction, Y1: Outward side, Y2: Inward

Claims (4)

An inner member into which the upper end portion of the piston rod of the shock absorber is inserted and fixed, an outer member surrounding the outer periphery of the inner member and attached to the vehicle body side, and an annular elastic member interposed between the inner member and the outer member And
The inner member includes a flange portion projecting outward in a direction perpendicular to the axis of the piston rod;
The outer member includes a cylindrical portion that encloses the elastic member, an upper side wall portion that is formed inward in a direction perpendicular to the axis at both axial end portions of the cylindrical portion, and holds the elastic member in the axial direction. A side wall,
The elastic member holds pressure between the upper elastic portion held between the upper surface of the flange portion and the lower surface of the upper side wall portion, and between the lower surface of the flange portion and the upper surface of the lower wall portion. A lower elastic portion,
An air chamber is provided inside at least one elastic portion of the upper elastic portion and the lower elastic portion, and the air chamber is provided in communication with outside air through a throttle passage ,
The air chamber is provided independently for the upper elastic part and the lower elastic part,
Suspension support characterized by that. An inner member into which the upper end portion of the piston rod of the shock absorber is inserted and fixed, an outer member surrounding the outer periphery of the inner member and attached to the vehicle body side, and an annular elastic member interposed between the inner member and the outer member And
The inner member includes a flange portion projecting outward in a direction perpendicular to the axis of the piston rod;
The outer member includes a cylindrical portion that encloses the elastic member, an upper side wall portion that is formed inward in a direction perpendicular to the axis at both axial end portions of the cylindrical portion, and holds the elastic member in the axial direction. A side wall,
The elastic member holds pressure between the upper elastic portion held between the upper surface of the flange portion and the lower surface of the upper side wall portion, and between the lower surface of the flange portion and the upper surface of the lower wall portion. A lower elastic portion,
An air chamber is provided inside at least one elastic portion of the upper elastic portion and the lower elastic portion, and the air chamber is provided in communication with outside air through a throttle passage ,
A plurality of the air chambers are provided independently in the circumferential direction of the elastic member in at least one of the upper elastic portion and the lower elastic portion, and each of the plurality of air chambers is open to the outside air. The throttle passage for communication is provided,
Suspension support characterized by that. An inner member into which the upper end portion of the piston rod of the shock absorber is inserted and fixed, an outer member surrounding the outer periphery of the inner member and attached to the vehicle body side, and an annular elastic member interposed between the inner member and the outer member And
The inner member includes a flange portion projecting outward in a direction perpendicular to the axis of the piston rod;
The outer member includes a cylindrical portion that encloses the elastic member, an upper side wall portion that is formed inward in a direction perpendicular to the axis at both axial end portions of the cylindrical portion, and holds the elastic member in the axial direction. A side wall,
The elastic member holds pressure between the upper elastic portion held between the upper surface of the flange portion and the lower surface of the upper side wall portion, and between the lower surface of the flange portion and the upper surface of the lower wall portion. A lower elastic portion,
An air chamber is provided inside at least one elastic portion of the upper elastic portion and the lower elastic portion, and the air chamber is provided in communication with outside air through a throttle passage ,
The air chamber is formed between a concave portion provided in a contact surface with the flange portion in at least one elastic portion of the upper elastic portion and the lower elastic portion, and the flange portion,
The throttle passage is formed between a concave groove extending inward in an axially perpendicular direction from the concave portion on the contact surface of the at least one elastic portion with the flange portion, and the flange portion.
Suspension support characterized by that. The elastic member is made of a rubber elastic body.
The suspension support according to any one of claims 1 to 3 .

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