JP5146176B2 - Vehicle suspension subframe - Google Patents

Vehicle suspension subframe Download PDF

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JP5146176B2
JP5146176B2 JP2008196924A JP2008196924A JP5146176B2 JP 5146176 B2 JP5146176 B2 JP 5146176B2 JP 2008196924 A JP2008196924 A JP 2008196924A JP 2008196924 A JP2008196924 A JP 2008196924A JP 5146176 B2 JP5146176 B2 JP 5146176B2
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vehicle width
support
vehicle
members
suspension
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JP2010030533A (en
JP2010030533A5 (en
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正顕 田中
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マツダ株式会社
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  The present invention relates to a vehicle suspension subframe, and more particularly to a vehicle suspension subframe that supports a suspension arm of a multilink suspension.
  Conventionally, a multi-link suspension called a so-called E-type suspension is known, and Patent Document 1 discloses a structure of a suspension subframe that supports a suspension arm of the multi-link suspension.
In a conventional suspension subframe in which left and right front and rear direction members extending in the vehicle front-rear direction and front and rear vehicle width direction members extending in the vehicle width direction are assembled in a cross-beam shape in plan view, as in the suspension subframe of Patent Document 1. In many cases, the support portions of the suspension arms are welded to the front and rear members located near the wheels.
JP 2005-193893 A
  By the way, the suspension subframe is adapted to receive, for example, a tensile load or a compressive load input from each suspension arm when the vehicle turns. The subframe has the following problems.
  That is, when the support portion is welded to the front-rear direction member, the input load from the support portion on one side in the vehicle width direction is the welded portion between the support portion and the front-rear direction member, the front-rear direction member, and the front-rear direction member. It is transmitted in the order of the welded portion between the vehicle width direction member and the vehicle width direction member, and the input load from the support portion on the other side in the vehicle width direction transmitted in the same manner cancels out. When the input load is transmitted through the plurality of members and the welded portion, the suspension subframe (particularly the welded portion) is likely to be distorted and stress-concentrated, which may reduce the reliability of the suspension subframe with respect to strength.
  Further, if the welded portion is reinforced to suppress distortion and bending deformation, there is a problem that the weight of the suspension subframe increases.
  The present invention has been made in view of the above points, and an object of the present invention is to provide a technique for improving the reliability of the suspension subframe while reducing the weight and rigidity of the suspension subframe of the vehicle. There is.
A first aspect of the present invention is a vehicle suspension sub-frame for supporting each arm in a suspension having left and right upper and lower arms extending inward in the vehicle width direction from the left and right wheel support members, and Front and rear vehicle width direction members extending in the vehicle width direction at intervals, and left and right sides extending in the vehicle front-rear direction and connecting the left and right ends of the front and rear vehicle width direction members, respectively. A front and rear direction member is provided, and at least one of the front and rear vehicle width direction members is provided with an upper support portion that supports the upper arm and a lower support portion that supports the lower arm at both left and right ends thereof. , and the left and right upper and lower arm, the vehicle width direction member to the supporting portion is provided, parallel to the same straight line extending in the vehicle width direction in a plan view It is arranged so as, at least one of said upper and lower support, and is characterized in that the above lateral member and the front-rear direction member is a separate member.
  According to the first aspect of the present invention, at least one of the front and rear vehicle width direction members is provided with an upper support portion that supports the upper arm and a lower support portion that supports the lower arm at both left and right ends thereof. Therefore, compared to a conventional suspension subframe that welds the support portion of each arm to the longitudinal member, the number of welding points on the load transmission path through which the input load from each support portion is transmitted is reduced to the suspension subframe. It is possible to suppress the occurrence of strain and stress concentration, and to reduce the number of reinforcement points, thereby reducing the weight of the suspension subframe.
  Further, since at least one of the upper and lower support portions is a separate member from the vehicle width direction member and the respective front-rear direction members on which the support portions are disposed, for example, the vehicle width direction member and the other member The dimensional accuracy and rigidity of the support portion can be improved as compared with the support portion formed by joining the two.
  Therefore, it is possible to improve the reliability of the suspension subframe with respect to the strength while reducing the weight and rigidity of the suspension subframe.
  According to a second invention, in the first invention, the upper and lower support portions are both members different from the vehicle width direction member and the front-rear direction member.
  According to the second aspect of the invention, the upper and lower support portions are separate members from the vehicle width direction members and the front and rear direction members, so that the dimensional accuracy and rigidity of these support portions are easily ensured. In addition, each support part can be easily manufactured. Therefore, the suspension arm support rigidity can be improved, and the productivity of the suspension subframe can be improved.
  According to a third invention, in the first or second invention, the support portion of the separate member is connected to the vehicle width direction outer side of the vehicle width direction member provided with the support portion. Is.
  According to the third aspect of the invention, the support portion of the separate member is connected to the vehicle width direction outer side of the vehicle width direction member provided with the support portion, and is thus input to the support portion from the vehicle width direction. The input load can be efficiently transmitted to the vehicle width direction member.
  According to a fourth invention, in any one of the first to third inventions, the separate member is thicker and stronger than the vehicle width direction member.
  According to the fourth aspect of the invention, only the arm support portion that requires local rigidity is thicker and stronger than the vehicle width direction member, thereby supporting the arm without increasing the weight of the vehicle width direction member. The rigidity of the part can be increased efficiently. As a result, it is possible to easily realize the light weight and high rigidity of the suspension subframe.
  According to a fifth invention, in any one of the first to fourth inventions, the vehicle width direction member provided with the support portion connects the lower support portion on the left side and the upper support portion on the right side. One connecting portion, a left upper supporting portion and a right lower supporting portion are connected to each other, and a second connecting portion intersecting the first connecting portion is provided.
  According to the fifth invention, the vehicle width direction member provided with the support portion includes the first transmission portion that connects the lower support portion on the left side and the upper support portion on the right side, the upper support portion on the left side, and the right side. Since it has the 2nd transmission part which connects the lower side support part, the input load from the left side support part and the input load from the right side support part can be canceled together efficiently. Thereby, the reliability with respect to the strength of the suspension subframe can be further improved.
  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the left and right end portions of the vehicle width direction member provided with the support member for the separate member are the vertical and vehicle width directions of the front / rear direction member. A profile is formed along the outer peripheral surface of the inner member, and is contoured so as to avoid interference with the upper and lower arms supported by the support portion of the separate member while overlapping with the support portion of the separate member. It is characterized by being joined to.
  According to the sixth invention, the left and right end portions of the vehicle width direction member provided with the support portion of the separate member are along the outer peripheral surface of the front and rear direction member and the inner side in the vehicle width direction. Since the contour is formed so as to avoid interference with the upper and lower arms supported by the support portion of the separate member while overlapping with the support portion of the other member, the area of the portion joined to the front-rear direction member is increased. The bonding strength can be improved. Thereby, the reliability with respect to the intensity | strength of a suspension sub-frame can be improved reliably.
According to a seventh aspect of the present invention, in any one of the first to sixth aspects, of the front and rear vehicle width direction members, one vehicle width direction member provided with a support portion of the separate member is: It has an upper and lower flange portion, the other vehicle width direction member side is formed in an open U-shaped cross section, an upper and lower flange portion is formed in a U-shaped cross section, and is on the same left and right side The upper and lower flange portions are connected to each other so as to connect the upper support portion and the lower support portion and form a closed cross section with the one vehicle width direction member in the vicinity of these support portions. The supporting member that further includes another member to be welded and that constitutes the supporting portion of the separate member is formed by bending a single member into a U-shaped cross section, and includes the one vehicle width direction member and the other At the end of the member where the support is provided In a state where the covering has contact, it is characterized in that it is welded thereto.
According to the seventh invention, one vehicle width direction member having a U-shaped cross section and the other member having a U-shaped cross section are mounted and arranged so as to form a closed cross section. The upper and lower flange portions of the vehicle width direction member and the upper and lower flange portions of the other members reinforce each other, so that the cross-sectional performance of these members as a whole can be improved. Since the upper support portion and the lower support portion are connected, the upper and lower support portions can be reinforced in the vertical direction.
In addition, the configuration in which the cross-sectional performance of the entire member as a whole can be improved and the support portion can be reinforced in the vertical direction can be easily manufactured with a press or the like, and a single member is folded and formed. Since the supporting members of the members are connected so as to cover the ends of one vehicle width direction member and the other member, a suspension subframe with high dimensional accuracy can be easily manufactured.
According to an eighth aspect of the present invention, in any one of the first to sixth aspects, the left and right upper and lower support portions provided on one of the front and rear vehicle width direction members. And the vehicle width direction central part of the other vehicle width direction member, respectively, and the left side and the right side are inclined inward in the vehicle width direction from one vehicle width direction member side to the other vehicle width direction member side. An inclined member is further provided, and the left and right inclined members connect the upper support portion and the lower support portion, respectively.
According to the eighth aspect of the invention, the support members can be reinforced by providing the inclined members that connect the upper support portion and the lower support portion. In addition, the load in the vehicle width direction input from the upper and lower support portions is added to one vehicle width direction member (load transmission path), and the load transmission path is composed of left and right inclined members and the other vehicle width direction member. But you can communicate. Therefore, the reliability with respect to the strength of the suspension subframe can be improved more reliably.
A ninth invention is characterized in that, in the eighth invention, the left and right inclined members and the one vehicle width direction member are each formed in a U-shaped cross-section opened to the opposite sides. Is.
According to the ninth aspect , by forming the left and right inclined members and the one vehicle width direction member in a U-shaped cross section, the weight of the suspension subframe can be reduced, and the left and right inclined members and By connecting one of the members in the vehicle width direction so that the open sides face each other, the truss structure is formed so that the upper and lower flange portions reinforce each other, so that the cross-sectional performance of these members as a whole can be improved. .
In a tenth aspect of the invention according to the eighth or ninth aspect , each wheel support member supports a rear wheel, the suspension includes a front-rear arm extending from the wheel support member to the front of the vehicle, Including at least three vehicle width direction arms including an upper and a lower arm and extending inward in the vehicle width direction from each wheel support member, wherein the upper and lower support portions are provided on the front vehicle width direction member. The upper and lower arms of the vehicle width direction arm are supported at the front and lower arms of the wheel support members, and the inclined members are arranged at the upper and lower sides at the left and right ends of the front vehicle width direction member. It is connected with a support part and this front side width direction member, It is characterized by the above-mentioned.
According to the tenth aspect , the suspension sub-frame includes a front-rear arm extending from the wheel support members toward the front of the vehicle, and at least three vehicle width direction arms extending from the wheel support members in the vehicle width direction. In the so-called E-type suspension, it is possible to effectively support the upper arm and the lower arm located on the front side where a large load is easily input from the vehicle width direction.
  According to the present invention, the upper and lower support portions are provided at the left and right ends of the vehicle width direction member, and at least one of the upper and lower support portions is the vehicle width direction member and each of the front and rear direction members. Since this is a separate member, the number of welds on the load transmission path is reduced and the dimensional accuracy and rigidity of the support portion are improved. Therefore, the weight of the suspension subframe is reduced and the strength of the suspension subframe is improved. Reliability can be improved.
  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
(Embodiment 1)
FIG. 1 is a perspective view of a rear suspension of a vehicle to which a suspension subframe according to the present embodiment is applied as viewed obliquely from the left front, and FIG. 2 shows a left rear wheel suspension device attached to the suspension subframe. FIG. 3 is a perspective view of the rear suspension as viewed from the front, FIG. 3 is a front view of the rear suspension as viewed from the front, and FIG. 4 is a bottom view of the rear suspension as viewed from below. 1 to 4, the left rear wheel suspension device is not shown, but the left rear wheel suspension device has substantially the same configuration as the suspension device 5 of the right rear wheel 7.
  As shown in FIG. 1, the rear suspension 3 includes a suspension subframe 1, a suspension device 5, and a wheel (right rear wheel) 7.
  As shown in FIGS. 1 and 2, the wheel 7 includes a tire 9, a wheel 11, and a wheel support member 13 that supports the wheel.
  The suspension device 5 includes a trailing arm (front / rear direction arm) 15 that extends forward from the wheel support member 13 and three vehicle width direction arms (rear lower arm 17, front side) that extend inward in the vehicle width direction from each wheel support member. A lower arm 19 and a front upper arm 21). That is, the form of the rear suspension 3 is a so-called E-type suspension.
  The trailing arm 15 has a rear end 15a attached to the wheel support member 13 and a front end 15b attached to a vehicle body (not shown).
  The rear lower arm 17 extends inward in the vehicle width direction from the rear portion of the suspension device 5, and an end portion 17 a on the outer side in the vehicle width direction is attached (connected) to the wheel support member 13. The inner end 17b is attached to and supported by the suspension subframe 1. A shock absorber 23 including a spring 23a and a damper 23b is attached to the rear lower arm 17. The lower end of the spring 23a is received by the spring receiving portion 17c of the rear lower arm 17, while the upper end is attached to the vehicle body. The damper 23b has a lower end attached to the rear lower arm 17 and an upper end attached to the vehicle body.
  The front lower arm 19 extends inward in the vehicle width direction from the lower side of the front portion of the suspension device 5, and an outer end 19 a is attached (connected) to the wheel support member 13. The inner end 19b is attached to and supported by the suspension subframe 1.
  The front upper arm 21 extends inward in the vehicle width direction from the upper side of the front portion of the suspension device 5, and the outer end 21 a is attached (connected) to the wheel support member 13, while the inner side thereof The end 21b is attached to and supported by the suspension subframe 1.
  These arms 15, 17, 19, 21 control the movement of the wheel 11 and support external forces that the wheel receives during traveling (vertical force, lateral force during cornering, longitudinal force during braking acceleration, etc.). ing.
  Next, the structure of the suspension subframe 1 will be described. FIG. 5 is a perspective view of the front vehicle width direction member as viewed from the diagonally left rear side, and FIG. 6 is a perspective view of the front vehicle width direction member and the pair of left and right tilt members as viewed from the diagonally left rear side. 7 is a perspective view of a front side vehicle width direction member, a pair of left and right inclined members, and a rear side vehicle width direction member as seen from diagonally left rear, and FIG. 8 is a perspective view of the suspension subframe as seen from diagonally left rear. FIG. 9 is a perspective view of the suspension subframe as viewed from below, and FIG. 10 is a side view of the suspension subframe as viewed from the left side.
  The suspension sub-frame 1 includes front and rear vehicle width direction members 25 and 27 that are spaced apart from each other in the vehicle front-rear direction, and extends in the vehicle front-rear direction, respectively. 25 and 27 are provided (built) between the left and right front / rear direction members 29 and 31 connecting the left and right ends, and the front vehicle width direction member 25 and the rear vehicle width direction member 27, respectively. It has a pair of left and right inclined members 33, 35 connecting them.
  The front vehicle width direction member (one vehicle width direction member) 25 extends in the vehicle width direction on the front side of the wheel support member 13 and has a shape that connects the tops of the two triangular frame bodies when the vehicle is viewed from the front. Is formed. As shown in FIGS. 1 and 3, the front vehicle width direction member 25 has an upper support portion 39 that supports the front upper arm 21 at an upper end portion 25 b on the right side in the vehicle width direction, and a lower end portion on the right side in the vehicle width direction. The lower support portions 43 that support the front lower arm 19 are provided at 25d. Similarly, an upper support portion 37 is provided at the left upper end portion 25a of the front vehicle width direction member 25, and a lower support portion 41 is provided at the lower end portion 25c on the left side in the vehicle width direction. The left and right lower support portions 41 and 43 are partly formed integrally with the front vehicle width direction member 25, while the left and right upper support portions 37 and 39 are front vehicle width direction members. 25 and the longitudinal members 29 and 31 are formed as separate members.
  More specifically, as shown in FIG. 6, the left and right lower support portions 41 and 43 have left and right lower end portions 25c of the front vehicle width direction member 25 having a U-shaped cross section with the rear side opened. 25d and a closed cross section formed by combining front end portions 33a and 35a on the lower side of inclined members 33 and 35 having a U-shaped cross section with the front side open. The lower end portions 25c and 25d of the front vehicle width direction member 25 and the lower front end portions 33a and 35a of the inclined members 33 and 35 are joined not by butt welding but by wrapping them and performing fillet welding. ing.
  On the other hand, the left upper support portion 37 is a member that is a separate member from the front vehicle width direction member 25 and the left inclined member 33 and is bent and formed into a U-shaped cross-section with the lower open, and the lower open. The left upper end 25a of the front vehicle width direction member 25 combined with the upper front end 33b of the left inclined member 33 so as to form a U-shaped cross section is connected to the vehicle width direction outer side (left side). (See FIG. 10), the front vehicle width direction member 25 and the left inclined member 33 are attached by welding. Similarly, the right upper support portion 39 is a member that is a separate member from the front vehicle width direction member 25 and the right inclined member 35 and is bent into a U-shaped cross-section with the lower open, and the lower open. The upper end 25b on the right side of the front vehicle width direction member 25 combined with the front end 35b on the upper side of the right inclined member 35 so as to form a U-shaped cross section is connected to the vehicle width direction outer side (right side). In the covered state, it is formed by attaching to the front vehicle width direction member 25 and the right inclined member 35 by welding. Therefore, as shown in FIGS. 1, 3, and 6, the left and right upper support portions 37, 39 are connected to the outer side in the vehicle width direction of the front vehicle width direction member 25, and a part of the upper support portions 37, 39 is front side. The vehicle width direction member 25 and the inclined members 33 and 35 are provided on the front vehicle width direction member 25 so as to overlap (wrap). Thus, since the upper support portions 37 and 39 are formed by bending a single member, the two members (the front vehicle width direction member 25 and the inclined members 33 and 35) are combined by welding. Compared to the lower support portions 41 and 43, the dimensional accuracy and rigidity are improved. Since the separate members constituting the upper support portions 37 and 39 are thicker and stronger than the front vehicle width direction member 25, the upper support portions 37 and 39 are more than the front vehicle width direction member 25. The local rigidity is also improved.
  Rubber bush portions 19c, 21c (see FIG. 9) provided at the inner ends in the vehicle width direction of the front lower arm 19 and the front upper arm 21 are attached to the left and right upper and lower support portions 37, 39, 41, 43. For this purpose, through holes 37a, 39a, 41a, 43a extending in the longitudinal direction of the vehicle are formed. As shown in FIG. 9, the front lower arm 19 and the front upper arm 21 are attached to the upper and lower support portions 37 and 41 via the rubber bush portions 19c and 21c.
  The left and right end portions of the front vehicle width direction member 25 are along the upper and lower and the vehicle width direction inner peripheral surfaces of the front and rear direction members 29 and 31, and are superposed on the upper support portions 37 and 39, and the front lower arm 19 and the front upper arm 21 The contour is formed so as to avoid interference. In other words, as shown in FIG. 3, the center part in the height direction (fitting part 40 described later) of the left and right ends of the front vehicle width direction member 25 is located on the upper and lower sides of the front and rear direction members 29 and 31 and on the inner side in the vehicle width direction. The left and right upper end portions 25a and 25b extend outward in the vehicle width direction as they go downward so as to avoid interference with the front lower arm 19 and the front upper arm 21. The lower the lap, the larger the wrap margin with the upper support portions 37 and 39. As described above, the upper end portions 25a and 25b of the front vehicle width direction member 25 are extended outward in the vehicle width direction when the front and rear direction members 29 and 31 are fitted to fitting portions described later. This is to ensure the welding length between the member 25 and the longitudinal members 29 and 31.
  As shown in FIG. 5, the front vehicle width direction member 25 is formed in a U-shaped cross section that is open to the rear side, and the upper and lower flange portions 45 and 47 extend rearward in the vehicle front-rear direction. . As a result, the front vehicle width direction member 25 can be easily manufactured by press molding or the like. As described above, the front vehicle width direction member 25 is formed in a U-shaped cross section so that the front vehicle width direction member 25 is twisted or twisted as compared with the support portions 37, 39, 41, 43. This is because local rigidity and strength are not required because it is difficult, and basically only overall rigidity is required.
  Further, the front vehicle width direction member 25 includes a first connecting portion 49 that connects a right side (one side) upper support portion 39 and a left side (other side) lower support portion 41, and a right side (one side) lower support portion 41. The side support part 43 and the left side (the other side) upper support part 37 are connected to each other, and a second connection part 51 intersecting the first connection part 49 is provided.
  More specifically, the front vehicle width direction member 25 connects the right upper end portion 25b provided with the right upper support portion 39 and the left lower end portion 25c provided with the left lower support portion 41. In this way, the frame (the first connecting portion 49) extending substantially straight, the right lower end portion 25d provided with the lower support portion 43 on the right side, and the left side provided with the upper support portion 37 on the left side (the other side). It has a frame (second connecting portion 51) extending almost straight so as to connect the upper end portion 25a. In other words, as shown in FIG. 3, the front vehicle width direction member 25 is formed such that its vertical length decreases from the outside in the vehicle width direction toward the inside, and the front vehicle width. The direction member 25 is formed with openings 53 and 53 whose length in the vertical direction becomes smaller toward the inside in the vehicle width direction. Thus, the front vehicle width direction member 25 is formed such that the first connecting portion 49 and the second connecting portion 51 form a substantially X shape when the vehicle is viewed from the front.
  The support portions 37, 39, 41 are provided on the left and right upper end portions 25a, 25b and lower end portions 25c, 25d of the front vehicle width direction member 25 having the first connection portion 49 and the second connection portion 51 formed as described above. , 43, a load transmission path composed of the right upper support portion 39, the first connecting portion 49 and the left lower support portion 41, the right lower support portion 43, the second connecting portion 51 and the left side supporting portion 41. A load transmission path including the upper support portion 37 is formed.
  The left inclined member 33 connects the upper and lower support portions 37, 41 on the left side and the vehicle width direction central portion 67 of the rear vehicle width direction member 27, while the right inclined member 35 is connected to the right upper side. The lower support portions 39 and 43 are connected to the vehicle width direction central portion 67 of the rear vehicle width direction member 27, and the inclined members 33 and 35 extend inwardly as they go rearward. The front side vehicle width direction member 25 forms a substantially triangular shape in plan view. Further, the left and right inclined members 33 and 35 are formed in a U-shaped cross-section with the opposite sides (inner sides) open, and the upper flange portions 55 and 59 and the lower flange portions 57 and 61 are formed. Each extends to the opposite side.
  The left and right inclined members 33 and 35 include upper connecting portions 79 and 81 that connect the upper support portions 37 and 39 and the center portion 67 of the rear vehicle width direction member 27 in the vehicle width direction, and the lower support. The lower side connection parts 83 and 85 which connect the part 41 and 43 and the center part 67 of the vehicle width direction of the rear side vehicle width direction member 27 are each provided. In other words, as shown in FIG. 8, the left and right inclined members 33 and 35 approach the vehicle width direction center of the rear vehicle width direction member 27 from the end of the front vehicle width direction member 25, that is, The inclined members 33 and 35 are formed with openings 65 and 65 whose lengths in the vertical direction are reduced toward the rear. .
  As shown in FIG. 6, the left and right inclined members 33 and 35 and the front vehicle width direction member 25 are arranged so that the opened sides face each other. As described above, the front vehicle width direction member 25 and the left and right inclined members 33 and 35 are attached and arranged, so that the upper and lower flange portions 45 and 47 of the front vehicle width direction member 25 and the left inclined member 33 are arranged. The upper and lower flange portions 55 and 57 and the upper and lower flange portions 59 and 61 of the right inclined member 35 are reinforced to enhance the cross-sectional performance of these members as a whole.
  Further, the left inclined member 33 is connected to the upper support portion 37, the lower support portion 41 and the front vehicle width direction member 25 at the left end portion of the front vehicle width direction member 25, while the right inclination member 35 is At the right end portion of the vehicle width direction member 25, the upper support portion 39, the lower support portion 43, and the front vehicle width direction member 25 are connected. In this manner, the inclined members 33 and 35 connect the upper support portions 37 and 39 and the lower support portions 41 and 43 so that the left support portions 37 and 41 and the right support portions 39 and 43 are moved in the vertical direction. Can be reinforced.
  Further, in the vicinity of the joint portion between the front vehicle width direction member 25 and the inclined members 33, 35 (between the upper support portions 37, 39 and the lower support portions 41, 43), a fitting recessed inward in the vehicle front view. A portion 40 is formed. As above-mentioned, this fitting part 40 is contoured so that the front-rear direction members 29 and 31 may follow the up-and-down direction and the outer peripheral surface inside a vehicle width direction, and the front-rear direction members 29 and 31 are attached. Note that the fitting portion 40 may have a closed cross section to further increase the rigidity.
  The rear vehicle width direction member (the other vehicle width direction member) 27 extends in the vehicle width direction on the rear side of the wheel support member 13, and a center portion 67 in the vehicle width direction is formed in a rectangular cross section. On the other hand, portions other than the central portion 67 are formed in a U-shaped cross-section with the lower side opened. Further, the rear side vehicle width direction member 27 is formed such that the central portion 67 extends substantially horizontally, and the portion other than the central portion 67 is inclined upward as it goes outward in the vehicle width direction (see FIG. 12 and FIG. 13). The rear end portions 33c and 35c of the inclined members 33 and 35 are adjacent to each other and attached (connected) to the central portion 67 by welding. More specifically, the lower surfaces of the upper flange portions 55 and 59 at the rear end portions 33 c and 35 c of the inclined members 33 and 35 are welded in a state where they are placed on the upper surface of the central portion 67 of the rear vehicle width direction member 27. The rear ends of the upper and lower connecting portions 79, 81, 83, 85 and the lower flange portions 57, 61 are on the front surface (front flange portion 73) of the central portion 67 of the rear vehicle width direction member 27. Welded in contact.
  Further, the rear side vehicle width direction member 27 is formed with through holes 69a and 71a extending in the vehicle front-rear direction at a central portion 67 (slightly outside the central portion). The portions where the through holes 69a and 71a are formed constitute the rear support portions 69 and 71 that support the rear lower arm 17 in the rear vehicle width direction member 27. As shown in FIG. A rubber bush portion 17d provided at the inner end in the vehicle width direction of the rear lower arm 17 is attached to 69a and 71a. The rear end portions 33c and 35c of the inclined members 33 and 35 are attached in the vicinity of the rear support portions 69 and 71 so as to increase the rigidity of the rear support portions 69 and 71. In addition, you may attach the rear-end parts 33c and 35c of each inclination member 33 and 35 to the same position as these rear side support parts 69 and 71. FIG.
  Further, the rear vehicle width direction member 27 is curved so that the left and right end portions 77a and 77b of the main body 77 are along the front and rear direction members 29 and 31, and the front and rear flange portions 73 and 75 are the main body 77. Further, the front-rear direction member 27 is placed on receiving portions 73a, 73b, 75a, 75b formed to extend further outward in the vehicle width direction.
  The front and rear direction members 29 and 31 are curved inward in the vehicle width direction toward the vehicle front and rear direction approximately in the center, and the front side portions thereof extend outward in the vehicle width direction so as to follow the inclination directions of the right and left inclined members 33 and 35, respectively. It extends. The left front-rear direction member 29 has its front side portion fitted to the left side fitting portion 40 and the rear side portion thereof is in contact with the left end 77a of the rear vehicle width direction member 27 so that the left side receiving portions 73a, 75a. Is placed. On the other hand, the right front-rear direction member 31 has its front side portion fitted into the right side fitting portion 40 and its right side receiving portion 73b so that its rear side portion is brought into contact with the right end 77b of the rear vehicle width direction member 27. , 75b. The left and right front / rear direction members 29, 31 are connected to the fitting portions 40, 40, the left and right end portions 77a, 77b of the main body 77 of the rear vehicle width direction member 27, and the left and right receiving portions 73a, 73b, 75a, 75b. The suspension subframe 1 as shown in FIG. 1 and FIG.
  Mount portions 87 and 89 are formed at the left and right front ends of the front and rear members 29 and 31, respectively, and mount portions 91 and 93 are formed at the left and right rear ends, respectively. Suspension subframe 1 is attached (supported) to the vehicle body via rubber bushes (not shown) attached to.
  Next, the operation of the suspension subframe 1 will be described. FIG. 11 is a schematic front view of the suspension subframe 1 for explaining an example of the operation of the suspension subframe 1.
  In the suspension subframe 1 shown in FIG. 11, the lower support portions 41 and 43 of the front lower arm 19 are provided at the left and right lower end portions 25c and 25d of the front vehicle width direction member 25, while the front upper arm of the separate member is provided. 21 upper support portions 37 and 39 are provided at upper left and right upper ends 25 a and 25 b of the front vehicle width direction member 25. Further, the first connecting portion 49 and the second connecting portion 51 of the front vehicle width direction member 25 are formed so as to be substantially X-shaped when viewed from the front of the vehicle, as indicated by a two-dot chain line 63 in FIG. .
  For example, if the loads F1 and F2 are applied to the wheels in the directions of the black arrows in FIG. 11 at the ground contact point of the tire 9 when the vehicle is turning, the front lower arms 19 and the front upper arms 21 are respectively in the directions of the white arrows in FIG. A load F is transmitted to. Specifically, for example, when turning to the left in the same phase as the ground contact point, a load that compresses the front vehicle width direction member 25 is applied to the right front lower arm 19, while the front vehicle width direction member 25 is also compressed to the left front upper arm 21. In addition, a load for pulling the front vehicle width direction member 25 is applied to the right front upper arm, while a load for pulling the front vehicle width direction member 25 is also applied to the left front lower arm 19.
  Here, since the lower support portions 41 and 43 and the upper support portions 37 and 39 are provided on the front vehicle width direction member 25, the load applied to the arms 14 and 16 is efficiently transmitted to the front vehicle width direction arm 25. At the same time, the left and right loads effectively cancel each other through the first and second connecting portions 49 and 51 formed so as to form an approximately X shape when viewed from the front of the vehicle.
  Furthermore, the suspension subframe 1 has a pair of left and right inclined members 33, 35 that are installed between the front vehicle width direction member 25 and the rear vehicle width direction member 27 and connect them. In the subframe 1, in addition to the load transmission path formed in the front vehicle width direction member 25, as shown by a two-dot chain line 66 in FIG. 12, the left upper support portion 37, the upper connecting portion 79, and the rear vehicle The load transmission path through which the load is transmitted in the order of the width direction member 27, the lower side connection portion 85, and the right side lower support portion 43, the left side lower support portion 41, the lower side connection portion 83, and the rear vehicle width direction. The member 27, the upper connection part 81, and the upper support part 39 are configured in this order as a load transmission path through which a load is transmitted.
  Thereby, in addition to the load transmission path formed in the front vehicle width direction member 25, the input load is also transmitted to the load transmission path consisting of the left and right inclined members 33, 35 and the rear vehicle width direction member 27. The left and right loads will cancel each other more reliably.
  In addition, the rear end portions 33c, 35c of the left and right inclined members 33, 35 have upper flange portions 55, 59 in the vicinity of the left and right rear support portions 69, 71, and the center of the rear vehicle width direction member 27. The upper connecting portion 79 of the left inclined member 33 is connected to the left upper support portion 37 and the right rear support portion 71 as indicated by a two-dot chain line 68 in FIG. A load transmission path that is substantially linear in a front view of the vehicle that transmits the load therebetween is formed, and the upper connecting portion 81 of the right inclined member 35 is between the right upper support portion 39 and the left rear support portion 69. Thus, a substantially straight load transmission path is configured in front view of the vehicle for transmitting the load.
  As a result, the loads input from the left and right rear lower arms 17 and 17 positioned in the rear of the vehicle and the loads input from the left and right front upper arms 21 and 21 positioned in the front of the vehicle cancel each other.
  Furthermore, as indicated by a two-dot chain line 70 in FIG. 14, a load input from the rear portion of the right wheel support member 13 and a load input from the front portion of the left wheel support member (not shown). Therefore, the planar twist of the suspension subframe 1 can also be suppressed.
-Effect-
According to the present embodiment, the front vehicle width direction member 25 includes upper support portions 37 and 39 that support the front upper arms 21 and 21 and lower support portions 41 and 41 that support the front lower arms 19 and 19 at both left and right ends thereof. 43, the load that the input load from each support portion 37, 39, 41, 43 is transmitted as compared with the conventional suspension subframe in which the support portion of each arm is welded to the longitudinal member. It is possible to reduce the number of welding points on the transmission path to suppress the occurrence of distortion and stress concentration in the suspension subframe 1, and it is possible to reduce the number of reinforcement points and reduce the weight of the suspension subframe 1.
  The upper support portions 37 and 39 are separate members from the front vehicle width direction member 25 and the front and rear direction members 29 and 31, and are formed by joining the vehicle width direction member 25 and other members, for example. The dimensional accuracy and rigidity of the support portions 37 and 39 can be improved as compared with the support portion.
  Therefore, it is possible to improve the reliability of the suspension subframe 1 with respect to the strength while reducing the weight and rigidity of the suspension subframe 1.
  Further, the upper support portions 37 and 39 as separate members are connected to the outer side in the vehicle width direction of the front vehicle width direction member 25 provided with the upper support portion, so that they are input to the support portion from the vehicle width direction. Input load can be efficiently transmitted to the front vehicle width direction member 25.
  Furthermore, only the upper support portions 37 and 39 that require local rigidity compared to the front vehicle width direction member 25 are made thicker and higher in strength so that the weight of the front vehicle width direction member 25 is not increased. The rigidity of the support portions 37 and 39 can be increased efficiently. As a result, it is possible to easily realize the light weight and high rigidity of the suspension subframe 1.
  The front vehicle width direction member 25 includes a first transmission portion 49 that connects the left lower support portion 41 and the right upper support portion 39, a left upper support portion 37, and a right lower support portion 43. Therefore, the input load from the left support portions 37 and 41 and the input load from the right support portions 43 and 39 can be canceled out efficiently. Thereby, the reliability with respect to the strength of the suspension subframe 1 can be further improved.
  Furthermore, the left and right end portions of the front vehicle width direction member 25 provided with the upper support portions 37 and 39 as separate members are along the outer peripheral surfaces of the front and rear direction members 29 and 31 and the vehicle width direction inner side (fitting portion). 40), and a contour is formed so as to avoid interference with the front upper arms 21 and 21 supported by the upper support portions 37 and 39 while overlapping with the upper support portions 37 and 39 of the separate members. 25a and 25b), it is possible to increase the area of the portion to be joined to the longitudinal members 29 and 31 and improve the joining strength. Thereby, the reliability with respect to the intensity | strength of the suspension sub-frame 1 can be improved reliably.
  Further, the support members 37, 39, 41, 43 can be reinforced by providing the inclined members 33, 35 connecting the upper support portions 37, 39 and the lower support portions 41, 43. Further, in addition to the front vehicle width direction member 25, the left and right inclined members 33, 35 and the rear vehicle width direction member are input in the vehicle width direction load input from the upper and lower support portions 37, 39, 41, 43. The load can also be transmitted by a load transmission path composed of 27. Therefore, the reliability with respect to the strength of the suspension subframe 1 can be improved more reliably.
  Further, by forming the left and right inclined members 33 and 35 and the front vehicle width direction member 25 in a U-shaped cross section, the weight of the suspension subframe 1 can be reduced, and the left and right inclined members 33 and 35 can be reduced. In addition, by connecting the front vehicle width direction member 25 so that the open side faces each other, the truss structure is formed so that the upper and lower flange portions 45, 47, 55, 57, 59, 61 reinforce each other. The cross-sectional performance of the entire member can be improved.
  The suspension subframe 1 includes a trailing arm 15 that extends forward from the wheel support members 13 and at least three vehicle width direction arms 17, 19, and 21 that extend from the wheel support members 13 in the vehicle width direction. In the so-called E-type suspension including the front lower arm 19 and the front upper arm 21 to which a large load is easily input from the vehicle width direction can be effectively supported.
(Embodiment 2)
In the present embodiment, the configuration of the support portions 41 and 43 of the front lower arm 19 is different from that of the first embodiment. Hereinafter, differences from the first embodiment will be described.
  15 is a diagram corresponding to FIG. 1 of the first embodiment, FIG. 16 is a diagram corresponding to FIG. 3 of the first embodiment, and FIGS. 17 to 20 are FIGS. 5 to 8 of the first embodiment. FIG. 21 is a diagram corresponding to FIG. 4 of the first embodiment.
  As shown in FIGS. 15 to 21, not only the upper support portions 37 and 39 that support the front upper arm 21 but also the lower support portions 41 and 43 that support the front lower arm 19 include the front vehicle width direction member 25 and the front-rear direction. The members 29 and 31 are formed as separate members.
  More specifically, the lower support portion 41 on the left side is a member that is a separate member from the front vehicle width direction member 25 and the left inclined member 33 and is bent into a U-shaped cross section with the upper side open. The lower end 25c on the left side of the front vehicle width direction member 25 combined with the lower front end portion 33a of the left inclined member 33 so as to form an open U-shaped cross section is connected to the outer side in the vehicle width direction. It is formed by being attached to the front vehicle width direction member 25 and the left inclined member 33 in a covered state by welding. Similarly, the lower support portion 43 on the right side is a separate member from the front vehicle width direction member 25 and the right inclined member 35, and a member that is bent into a U-shaped cross section with the upper side open is opened on the upper side. The lower end portion 25d on the right side of the front vehicle width direction member 25 combined with the lower front end portion 35a of the right inclined member 35 so as to form a U-shaped cross section is formed so as to be connected to the outer side in the vehicle width direction. In this state, they are formed by being attached to the front vehicle width direction member 25 and the right inclined member 35 by welding. Thus, since the upper side support parts 37 and 39 and the lower side support parts 41 and 43 are formed by bending a single member, two members (the front vehicle width direction member 25 and the inclined member 33) are formed. , 35) is further improved in dimensional accuracy and rigidity as compared with a combination of the two by welding. In addition, the separate member which comprises each lower side support part 41 and 43 is a member thicker and stronger than the front vehicle width direction member 25 similarly to the separate member which comprises the upper side support parts 37 and 39.
  Further, the lower support portions 41 and 43 are fitted to the fitting portions 40 between the upper support portions 37 and 39 and the lower support portions 41 and 43 along the upper edges of the lower support portions 41 and 43. It welds with the lower surface of the front-back direction members 29 and 31 which were fitted. For this reason, the lower support portions 41 and 43 (front vehicle width direction members 25) follow the front and rear direction members 29 and 31 attached to the vehicle body via springs even at the time of bumping. , 43 can be prevented from coming into contact with the front and rear members 29, 31, and the distortion and bending deformation of the lower support portions 41, 43 can be reliably suppressed.
-Effect-
According to the present embodiment, the upper and lower support portions 37, 39, 41, and 43 are all separate members from the front vehicle width direction member 25 and the front and rear direction members 29 and 31, respectively. The dimensional accuracy and rigidity of the support portions 37, 39, 41, and 43 can be easily secured, and the manufacture of the support portions 37, 39, 41, and 43 is facilitated. Therefore, the support rigidity of the suspension arms 19 and 21 can be improved, and the productivity of the suspension subframe 1 can be improved.
(Other embodiments)
In each of the above-described embodiments, the suspension subframe 1 is applied to the E-type suspension. However, the suspension subframe 1 is not limited thereto, and may be applied to other types of suspensions.
  In each of the above embodiments, the suspension subframe 1 is applied to the rear suspension of the vehicle. However, the present invention is not limited to this, and may be applied to the front suspension of the vehicle.
  Further, in each of the above embodiments, the lower arm 19 and the upper arm 21 are supported by the support portions 37, 39, 41, and 43 provided in the front vehicle width direction member 25. The width direction member 27 is formed in the same shape as the front vehicle width direction member 25, and the lower arm 19, the upper arm 21, and the inclined reinforcement member 28 are also arranged so as to be reversed in the front-rear direction of the present embodiment. You may make it receive the load from a suspension arm effectively.
  Further, in each of the above embodiments, the upper support portions 37 and 39 that support the front upper arm 21 and the lower support portions 41 and 43 that support the front lower arm 19 are connected to the ends of the front vehicle width direction member 25 on both sides in the vehicle width direction. For example, these upper and lower support portions 37, 39, 41, 43 are provided at the ends of the front and rear vehicle width direction members 25, 27 at both ends in the vehicle width direction. Also good. In this way, the suspension subframe 1 of the present invention can be applied to a so-called A-type suspension provided with a rear arm in addition to a front arm.
  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.
  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.
  As described above, the present invention is useful for a suspension subframe or the like of a vehicle that supports a suspension arm of a multilink suspension.
It is the perspective view which looked at the rear suspension of the vehicle to which the suspension sub-frame which concerns on Embodiment 1 was applied from diagonally left front. It is the perspective view which looked at the suspension apparatus of the right rear wheel attached to a suspension sub-frame from the diagonally left front. It is the front view which looked at the rear suspension from the front. It is the bottom view which looked at the rear suspension from the lower part. It is the perspective view which looked at the front side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member and the pair of left and right inclined members from the diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member, the left-right pair of inclined members, and the rear side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from the lower part. It is the side view which looked at the suspension subframe from the left side. It is a schematic front view of a suspension subframe for explaining an example of the operation of the suspension subframe. It is a schematic rear view of the suspension subframe for explaining an example of the operation of the suspension subframe. It is a schematic rear view of the suspension subframe for explaining an example of the operation of the suspension subframe. It is a bottom view of a suspension subframe for demonstrating an example of an effect | action of a suspension subframe. It is the perspective view which looked at the rear suspension of the vehicle to which the suspension sub-frame which concerns on Embodiment 2 was applied from diagonally left front. It is the front view which looked at the rear suspension from the front. It is the perspective view which looked at the front side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member and the pair of left and right inclined members from the diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member, the left-right pair of inclined members, and the rear side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from the upper part. It is the bottom view which looked at the rear suspension from the lower part.
1 Suspension subframe 3 Rear suspension
7 Rear wheel 13 Wheel support member 15 Trailing arm (front-rear arm)
17 Rear lower arm (arm width direction arm)
19 Front lower arm (lower arm) (arm width direction arm)
21 Front upper arm (vehicle width direction arm)
25 Front vehicle width direction member (one vehicle width direction member)
27 Rear vehicle width direction member (the other vehicle width direction member)
29 Left-side longitudinal member 31 Right-side longitudinal member 33 Left-side inclined member 35 Right-side inclined member 37 Left-side upper support portion 39 Right-side upper support portion 41 Left-side lower support portion 43 Right-side lower-side support portion 49 First connection portion 51 Second connecting portion 67 Center portion 69 of rear vehicle width direction member Left rear support portion 71 Right rear support portion

Claims (10)

  1. A suspension subframe of a vehicle that supports each arm in a suspension including left and right upper and lower arms extending inward in the vehicle width direction from the left and right wheel support members,
    Front and rear vehicle width direction members respectively extending in the vehicle width direction at intervals from each other in the vehicle longitudinal direction;
    Left and right front-rear direction members respectively extending in the vehicle front-rear direction and connecting the left and right ends of the front and rear vehicle width direction members,
    At least one of the front and rear vehicle width direction members is provided with an upper support portion that supports the upper arm and a lower support portion that supports the lower arm at both left and right ends thereof, respectively.
    The left and right upper and lower arms and the vehicle width direction member provided with the support portion are arranged so as to be aligned in the same straight line extending in the vehicle width direction in plan view,
    At least one of the upper and lower support portions is a member different from the vehicle width direction member and the front-rear direction member.
  2. In the suspension subframe of the vehicle according to claim 1,
    The vehicle suspension subframe, wherein the upper and lower support portions are separate members from the vehicle width direction member and the front-rear direction member.
  3. In the suspension subframe of the vehicle according to claim 1 or 2,
    The vehicle suspension subframe, wherein the support portion of the separate member is connected to the vehicle width direction outer side of the vehicle width direction member provided with the support portion.
  4. In the suspension subframe of the vehicle according to any one of claims 1 to 3,
    The vehicle suspension sub-frame, wherein the separate member is thicker and stronger than the vehicle width direction member.
  5. In the suspension subframe of the vehicle according to any one of claims 1 to 4,
    The vehicle width direction member provided with the support portion includes a first connecting portion that connects the left lower support portion and the right upper support portion, a left upper support portion and a right lower support portion. A suspension subframe for a vehicle, comprising: a second connecting portion that is connected and intersects the first connecting portion.
  6. In the suspension subframe of the vehicle according to any one of claims 1 to 5,
    The left and right end portions of the vehicle width direction member provided with the support portion of the separate member extend along the top and bottom of the front / rear direction member and the outer peripheral surface of the vehicle width direction inside and overlap with the support portion of the separate member A suspension subframe of a vehicle, wherein a contour is formed so as to avoid interference with the upper and lower arms supported by a support portion of another member, and the suspension subframe is joined to the front-rear direction member.
  7. In the suspension subframe of the vehicle according to any one of claims 1 to 6,
    Of the front and rear vehicle width direction members, one vehicle width direction member provided with the support portion of the separate member has an upper side and a lower flange portion, and the other vehicle width direction member side is opened. It has a U-shaped cross section,
    It is formed in a U-shaped cross section having upper and lower flange portions, connects the upper support portion and the lower support portion on the same left and right sides, and the one vehicle width in the vicinity of these support portions The upper member and the lower flange part of each other are further welded so as to form a closed section with the direction member,
    The support member constituting the support portion of the separate member is formed by bending a single member into a U-shaped cross section, and the support portions of the one vehicle width direction member and the other member are provided. A suspension sub-frame for a vehicle, wherein the suspension sub-frame is welded to the end portion so as to be connected to the end portion.
  8. In the suspension subframe of the vehicle according to any one of claims 1 to 6,
    The left and right upper and lower support portions provided on one of the front and rear vehicle width direction members are connected to the vehicle width direction center of the other vehicle width direction member, respectively. , Further comprising left and right inclined members that are inclined inward in the vehicle width direction from one vehicle width direction member side to the other vehicle width direction member side,
    The vehicle suspension sub-frame, wherein the left and right inclined members connect the upper support portion and the lower support portion, respectively.
  9. The vehicle suspension subframe according to claim 8 ,
    The vehicle suspension sub-frame, wherein the left and right inclined members and the one vehicle width direction member are each formed in a U-shaped cross section that is open to the opposite side.
  10. In the suspension subframe of the vehicle according to claim 8 or 9 ,
    Each wheel support member supports a rear wheel,
    The suspension includes a front-rear arm extending from the wheel support members toward the front of the vehicle, and at least three vehicle width direction arms including the upper and lower arms and extending inward in the vehicle width direction from the wheel support members,
    The upper and lower support portions are provided in the front vehicle width direction member, and support the upper and lower arms located in the front portion of each wheel support member of the vehicle width direction arm,
    The vehicle suspension sub-frame, wherein each of the inclined members is connected to the upper and lower support portions and the front vehicle width direction member at both left and right ends of the front vehicle width direction member.
JP2008196924A 2008-07-30 2008-07-30 Vehicle suspension subframe Active JP5146176B2 (en)

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