JP6384506B2 - Car suspension system - Google Patents

Description

  The present invention relates to a suspension system for an automobile such as a strut suspension that supports the wheels of an automobile.

An example of a suspension device that supports the wheels of an automobile is a strut suspension.
The strut-type suspension has a damper whose upper end is connected to the vehicle body, a lower arm connected to the vehicle body at one end, and a wheel that rotatably supports the hub bearing, and a lower end of the damper and the other end of the lower arm are connected. And a supporting member called a hub support or the like.

  In such a vehicle suspension system, the support member is required to have mechanical strength that can withstand the load applied to the wheel. For this reason, not only the shape of the support member becomes complicated, but also its weight tends to increase.

  On the other hand, it is known that when the unsprung load in an automobile increases, the damper and the lower arm do not smoothly follow the unevenness of the road surface, resulting in deterioration of running stability and riding comfort. For this reason, the support member has a need to reduce the weight while maintaining the mechanical strength.

  Therefore, for example, Patent Document 1 describes a knuckle 10 (support member) having a hollow inner strut mounting arm 14 to which a damper is mounted and a lower arm mounting arm 15 to which a lower arm is mounted. Thereby, in patent document 1, weight reduction of the knuckle 10 (support member) is aimed at, maintaining mechanical strength.

  Specifically, in Patent Document 1, for example, the knuckle 10 as a whole is homogenized in bending rigidity and shear rigidity so that there is no locally deformable part such as a low-rigidity part whose rigidity is lower than that of the peripheral part. As a result, the load acting on the knuckle 10 is dispersed throughout the knuckle 10, and the weight of the knuckle 10 is improved by improving the section modulus and the like by the hollow portion.

  By the way, a repetitive load in the vertical direction of the vehicle by passing through the road surface unevenness is input to the wheels of the automobile during traveling. Such a repeated load in the vertical direction of the vehicle is transmitted to the vehicle body as vibration through the suspension device, which causes a deterioration in the quietness of the vehicle interior. For this reason, the suspension device for automobiles is required not only to ensure mechanical strength and weight reduction but also to have a function of suppressing vibrations transmitted to the vehicle body.

  In particular, when the elastic coefficient of the elastic member elastically supporting the lower arm is made higher than the elastic coefficient of the elastic member elastically supporting the upper end of the damper for positioning in the vehicle width direction in the suspension device, the vehicle body via the lower arm However, there is a problem that vibration is easily transmitted.

  However, conventionally, in the suspension system of an automobile, for example, when considering reducing the weight of a support member as in Patent Document 1 described above, suppression of vibration transmitted from a wheel to a vehicle body has not been sufficiently considered.

JP 2001-188753 A

  In view of the above-described problems, an object of the present invention is to provide an automobile suspension device that can suppress vibration transmitted from a wheel to a vehicle body by a support member.

According to the present invention, the upper end of the vehicle is elastically connected to the body of the automobile, and a damper that can be expanded and contracted substantially in the vertical direction of the vehicle, and one end inside the vehicle width direction of the damper below the vehicle is swingable in the vertical direction of the vehicle. A lower arm supported by the support member and a support member for rotatably supporting the wheel via a hub bearing. The lower end of the damper is connected to the upper part of the support member, and the lower arm of the lower arm is connected to the lower part of the support member. A suspension device for an automobile in which the other end is swingably connected, and an end on the inner side in the vehicle width direction of the lower arm is compared with an elastic coefficient in the vehicle width direction of an elastic member supporting the upper end of the damper. elastic modulus in the width direction with a high elastic member, the support member includes a damper mounting portion the lower end of the damper is mounted, and a mounting arm portion extending outward in the vehicle width direction from the damper mounting portion, said Extending from the arm portion to the vehicle lower side, a bearing mounting portion to which the hub bearing is mounted, and extending from the lower portion of the bearing mounting portion inward in the vehicle width direction, the other end of the lower arm is swingable An easily deformable portion that is integrally formed with a lower arm mounting portion to be mounted and that is easily deformable with respect to a repeated load in the vehicle vertical direction that is repeatedly input to the wheel at a position above the upper end of the hub bearing in the support member. And the easily deformable portion is provided in the vicinity of the boundary between the mounting arm portion and the bearing mounting portion, and is formed in a shape having a lower rigidity than the rigidity of the peripheral portion .

The support member may be a knuckle to which a hub bearing is attached or a member called a hub support.
The easily deformable part is a part that can be flexibly deformed with respect to a repetitive load applied to the wheel as vibration in a specific frequency band, for example, a repetitive load applied to the wheel as vibration in a 160 Hz band, and has a cross-sectional area, a cross-sectional shape, a cross-section coefficient, In addition, due to the difference in shape with respect to the peripheral part, it is possible to obtain a part having a lower rigidity compared to the rigidity of the peripheral part.

  The easily deformable portion is preferably provided so as to bend and deform so as to bend the support member locally. For example, the bending deformation is concentrated on the easily deformable portion provided in a part of the mounting arm portion so that the portion other than the easily deformable portion and the bearing mounting portion in the mounting arm portion are not substantially bent and deformed.

According to the present invention, the vibration transmitted from the wheel to the vehicle body can be suppressed by the support member.
Specifically, when a repeated load in the vertical direction of the vehicle due to road surface irregularities is applied to the wheels, the suspension system of the automobile has a lower arm that swings substantially in the vertical direction of the vehicle and a damper that expands and contracts in the vertical direction of the vehicle. And the wheel is driven along the unevenness of the road surface.

  At this time, since the wheel and the support member are connected via the hub bearing, the wheel and the support member have a rotation direction in which the hub bearing is rotated in the opposite direction around the hub bearing in the front view. A load acts.

  For this reason, for example, in the case of a support member with a small deformation amount of the mounting arm portion with respect to the load in the rotational direction, the mounting arm portion and the bearing mounting portion are generally swung in the vehicle width direction due to the rotational load acting on the support member. Since it bends so that it may move, the load of the rotation direction which acted on the support member becomes easy to be transmitted to a lower arm.

  On the other hand, since the lower arm is less likely to swing in the vehicle width direction than in the vertical direction of the vehicle, transmission of the load component in the vehicle width direction to the vehicle body out of the rotational load acting via the support member. Cannot be sufficiently blocked or absorbed by swinging in the vehicle width direction.

  Furthermore, smooth swinging of the lower arm in the vehicle vertical direction may be hindered by a load component in the vehicle width direction that acts on the lower arm. For this reason, in the case of a support member in which the deformation amount of the mounting arm portion with respect to the load in the rotational direction is small, there has been a problem that the repeated load in the vehicle vertical direction applied to the wheels is easily transmitted to the vehicle body as vibration.

  On the other hand, by providing an easily deformable portion that is easily deformable with respect to the repeated load in the vehicle up-and-down direction that is repeatedly input to the wheels, the suspension system for the automobile has the repeated load in the vehicle up-and-down direction applied to the wheels, Transmission to the vehicle body as vibration can be suppressed.

  More specifically, since the easily deformable part is formed in the support member above the vehicle from the upper end of the hub bearing, the suspension system of the automobile is centered on the easily deformable part due to the rotational load acting on the support member. The support member can be bent and deformed so that the damper mounting portion and the mounting arm portion are bent with respect to the bearing mounting portion.

  As a result, the suspension device of the automobile is configured so that the load component in the vehicle vertical direction, which is larger than the load component in the vehicle width direction, acts on the lower part of the support member than the easily deformable part of the support member. It is possible to convert the load in the rotational direction acting on the.

  Therefore, the suspension device of the automobile can suppress the swing of the support member in the rotation direction around the hub bearing as a rotation center, more specifically, the swing of the bearing mounting portion in the vehicle width direction. For this reason, the suspension device of a motor vehicle can suppress the load component of the vehicle width direction which acts on a lower arm, and can suppress rocking | fluctuation of the lower arm to a vehicle width direction.

  At this time, the damper mounting portion and the mounting arm portion are bent and deformed so as to bend with respect to the bearing mounting portion around the easily deformable portion, so that the portion above the easily deformable portion of the support member is positioned above the vehicle. On the other hand, the ratio of the load component acting in the vehicle width direction increases. However, since the upper end of the damper is elastically connected to the vehicle body, the suspension device of the automobile has a load component in the vehicle width direction that has acted on the damper compared to a case in which a load component in the vehicle width direction acts on the lower arm. , It can be suppressed to be transmitted to the vehicle body as vibration.

  Further, since the swinging of the lower arm in the vehicle vertical direction is not easily inhibited by the load component in the vehicle width direction acting on the lower arm, the automobile suspension device suppresses the swinging of the lower arm in the vehicle width direction. The lower arm can be smoothly swung in the vertical direction of the vehicle.

  For this reason, the suspension device of the automobile suppresses the load component in the vehicle width direction from acting on the lower arm, and transmits the load component in the vehicle vertical direction to the vehicle body. It can be blocked or absorbed by swinging the lower arm in the vehicle vertical direction.

Thereby, the suspension device of the automobile can suppress the repeated load in the vehicle vertical direction applied to the wheels from being transmitted to the vehicle body as vibration.
Therefore, the suspension device of the automobile can suppress the vibration transmitted from the wheel to the vehicle body by the support member.

Furthermore, the present invention is characterized in that in the vehicle vertical direction, the easily deformable portion of the support member is provided at a position below the vehicle from a substantially center at a connecting portion between the damper mounting portion and the damper.
According to the present invention, the suspension device of the automobile can further suppress the vibration transmitted from the wheel to the vehicle body by the support member.

  Specifically, when the easily deformable portion is provided above the vehicle from the approximate center at the connecting portion between the damper mounting portion and the damper, the distance from the bearing mounting portion to the easily deformable portion becomes longer, which acts on the support member. Since the load in the rotating direction is difficult to be transmitted to the easily deformable portion, the easily deformable portion may not be sufficiently deformed.

  On the other hand, by providing an easily deformable portion on the support member above the vehicle from the upper end of the hub bearing and below the vehicle from the approximate center of the connecting portion between the damper mounting portion and the damper, The rotational load acting on the support member can be reliably transmitted to the easily deformable portion.

  As a result, the automobile suspension system reliably suppresses the swing of the lower arm in the vehicle width direction, while reliably transmitting the load component in the vehicle vertical direction to the vehicle body by swinging the lower arm in the vehicle vertical direction. Can be blocked or absorbed.

  For this reason, the suspension device for an automobile can reliably suppress the repeated load in the vehicle vertical direction applied to the wheels from being transmitted to the vehicle body as vibration. In addition, since the distance from the upper end of the damper to the easily deformable part can be increased, the suspension system of the automobile can lower the resonance frequency of the damper and further suppress the occurrence of vibration due to repeated load in the vehicle vertical direction applied to the wheel. can do.

  Therefore, the suspension device for an automobile can ensure that vibrations transmitted from the wheels to the vehicle body can be reliably transmitted to the vehicle body by providing the easily deformable portion on the support member below the vehicle from the approximate center of the connecting portion between the damper mounting portion and the damper. Can be suppressed.

In addition, the present invention is characterized in that the easily deformable portion of the support member is provided in the vicinity of a boundary between the mounting arm portion and the bearing mounting portion.
According to the present invention, the suspension device of the automobile can bring the easily deformable portion closer to the hub bearing in the vehicle width direction.

  For this reason, the suspension device of the automobile can more reliably suppress the swing of the bearing mounting portion in the rotation direction with the hub bearing as the rotation center when a repeated load in the vehicle vertical direction is applied to the wheel.

  As a result, the suspension system of the automobile more reliably suppresses the swing of the lower arm in the vehicle width direction, while transmitting the load component in the vehicle vertical direction to the vehicle body by swinging the lower arm in the vehicle vertical direction. It can be reliably blocked or absorbed. For this reason, the suspension device of a motor vehicle can suppress more reliably that the repeated load of the vehicle up-down direction added to the wheel is transmitted to a vehicle body as a vibration.

  Therefore, the suspension device of the automobile can more reliably suppress the vibration transmitted from the wheel to the vehicle body by the support member by providing the easily deformable portion near the boundary between the mounting arm portion and the bearing mounting portion.

  As an aspect of the present invention, the bearing mounting portion is formed with a thickness in the vehicle width direction that can ensure a predetermined rigidity, and the mounting arm portion is thicker than the thickness in the vehicle width direction of the bearing mounting portion. It can be set as the structure formed in the shape which has the thickness of the vehicle vertical direction.

  According to the present invention, the suspension device for an automobile can form the vicinity of the bearing mounting portion in the mounting arm portion as an easily deformable portion. For this reason, the suspension device for an automobile can make it unnecessary to separately provide an easily deformable part, and can prevent a decrease in rigidity of the support member due to the separately provided easily deformable part.

Further, as an aspect of the present invention, the mounting arm portion has a configuration in which the bearing mounting portion side is formed in a substantially open cross-sectional shape and the damper mounting portion side is formed in a substantially closed cross-sectional shape in a cross section along the vehicle longitudinal direction. can do.
According to the present invention, the suspension device of the automobile can reduce the weight of the support member as compared with the case where the mounting arm portion is formed in a solid shape.

  Further, the rigidity of the mounting arm portion on the bearing mounting portion side tends to be lower than the rigidity of the mounting arm portion on the damper mounting portion side and the rigidity of the bearing mounting portion. For this reason, the suspension device for an automobile can easily form the vicinity of the boundary between the bearing mounting portion and the mounting arm portion as an easily deformable portion.

  Therefore, the suspension device for an automobile has a mounting arm portion formed so that the damper mounting portion side has a substantially closed cross-sectional shape with respect to the bearing mounting portion side, thereby reducing the weight of the support member and easily forming the easily deformable portion. And both.

Further, as an aspect of the present invention, the one end of the steering device that extends inward in the vehicle width direction from the rear portion of the bearing mounting portion and that deflects the direction of the wheel is mounted on the support member, below the easily deformable portion. A front arm portion extending from the damper mounting portion toward the front portion of the bearing mounting portion, and from the damper mounting portion to the bearing mounting portion. constituted by a rear arm portion which is extended toward the rear, the front arm portion, extends in the vehicle width direction outer side from the damper attachment portion, is formed in a shape having a predetermined thickness in the vertical direction of the vehicle, the rear The arm portion may be formed in a shape extending from the damper mounting portion to the vehicle width direction outer side and the vehicle lower side.

  According to the present invention, the automobile suspension system can ensure both the rigidity of the mounting arm part and the easily deformable part against a large load applied to the wheel from the front of the vehicle and a large load applied to the wheel from the outside in the vehicle width direction. it can.

Specifically, as the load applied to the wheel, in addition to the repeated load in the vehicle vertical direction due to the unevenness of the road surface, for example, a large load from the front of the vehicle at the time of the front collision, or when the wheel side surface collides with the curb There is a heavy load from the outside in the vehicle width direction.
With respect to such a heavy load, the automobile suspension device can receive a large load from the outside in the vehicle width direction with the front arm portion and a large load from the front of the vehicle with the rear arm portion.

  More specifically, since the front arm portion of the mounting arm portion is formed in a shape having a predetermined thickness in the vehicle vertical direction while extending from the damper mounting portion to the vehicle width direction outer side, the support member is It is possible to ensure the rigidity of the mounting arm portion with respect to a large load.

  Furthermore, for example, by forming the front arm portion in a shape having a thickness in the vehicle vertical direction that is thicker than the thickness in the vehicle width direction at the bearing mounting portion, the suspension device of the automobile can be made large from the side of the vehicle. The rigidity of the mounting arm portion with respect to the load and the easily deformable portion can be easily and simultaneously ensured.

  On the other hand, since the support member is supported by the damper, the lower arm, and the steering device, when a heavy load is applied to the wheel from the front of the vehicle, the support member is bent and deformed so as to protrude rearward in the side view. To do.

  For this reason, when the rear arm portion is formed in substantially the same shape as the front arm portion, the vicinity of the boundary between the rear arm portion and the bearing mounting portion becomes a sudden rigidity change point, and the support member is caused by a large load from the front of the vehicle. There was a risk of breakage starting from the point of stiffness change.

  On the other hand, by forming the rear arm part in a shape extending from the damper attachment part to the vehicle width direction outside and the vehicle lower part, the suspension system of the automobile has a stiff rigidity near the boundary between the rear arm part and the bearing attachment part. It is possible to prevent a change point, and it is possible to prevent damage to the support member due to a large load from the front of the vehicle.

  In addition, for example, by reducing the rigidity in the vicinity of the boundary between the rear arm portion and the bearing mounting portion, the suspension device of the automobile can make the vicinity of the boundary between the rear arm portion and the bearing mounting portion an easily deformable portion. . Thereby, the suspension device of the automobile can secure the rigidity of the mounting arm portion against a large load from the front of the vehicle and can easily form the easily deformable portion.

  Therefore, the suspension device of the automobile can ensure both the rigidity of the mounting arm portion and the easily deformable portion against a large load applied to the wheel from the front of the vehicle and a large load applied to the wheel from the outside in the vehicle width direction.

  According to the present invention, it is possible to provide an automobile suspension device that can suppress vibration transmitted from a wheel to a vehicle body by a support member.

The front view which shows the external appearance of the suspension apparatus in front view. The top view which shows the external appearance of the suspension apparatus in planar view. The external appearance perspective view which shows the external appearance which looked at the principal part in a suspension apparatus from the vehicle width direction inner side. The longitudinal cross-sectional view which shows the longitudinal cross section along the vehicle width direction of the principal part in a suspension apparatus. The front view which shows the external appearance of the hub bearing and knuckle in front view. The rear view which shows the external appearance of the hub bearing and knuckle in a rear view. AA arrow sectional drawing in FIG. BB arrow sectional drawing in FIG. CC sectional view taken on the line in FIG. Explanatory drawing explaining the movement of a knuckle.

An embodiment of the present invention will be described below with reference to the drawings.
The suspension device 10 in the front part of the vehicle will be described in detail with reference to FIGS.
1 is a front view of the appearance of the suspension device 10, FIG. 2 is a plan view of the appearance of the suspension device 10, and FIG. 3 is an external perspective view of the main part of the suspension device 10 as viewed from the inner side in the vehicle width direction. FIG. 4 is a longitudinal sectional view of the main part of the suspension device 10 along the vehicle width direction.

5 shows a front view of the hub bearing 40 and the knuckle 50, FIG. 6 shows a rear view of the hub bearing 40 and the knuckle 50, and FIG. 7 shows a cross-sectional view taken along line AA in FIG. 8 shows a cross-sectional view taken along the line B-B in FIG. 5, and FIG. 9 shows a cross-sectional view taken along the line C-C in FIG. 5.
In addition, the illustration of the front side frame 1, the suspension tower 2, and the stabilizer link 7 is omitted in FIG. 2, and the illustration of the lower arm 30 and the tie rod 6a is omitted in FIGS.

In the drawing, arrows Fr and Rr indicate the vehicle front-rear direction, arrow Fr indicates the vehicle front, and arrow Rr indicates the vehicle rear.
Furthermore, arrows Rh and Lh, and arrows IN and OUT indicate the vehicle width direction, arrow Rh indicates the vehicle right direction, arrow Lh indicates the vehicle left direction, arrow IN indicates the vehicle width direction inner side, OUT indicates the outside in the vehicle width direction.
In addition, the upper side in FIG. 1 is the upper side of the vehicle, the lower side in FIG. 1 is the lower side of the vehicle, the left side in FIG. 3 is the front side of the vehicle, and the right side in FIG.

First, as shown in FIGS. 1 and 2, the automobile according to the present embodiment includes a front side frame 1 extending in the vehicle front-rear direction, a suspension tower 2 disposed on the vehicle width direction outside of the front side frame 1 and above the vehicle, In addition, the vehicle includes a front wheel 4 that is a driving wheel disposed in a front portion of the vehicle that is configured by a subframe 3 that is disposed below the front side frame 1.
The subframe 3 has a substantially gate-like shape in plan view with an opening on the front side of the vehicle. A stabilizer 5 and a steering device 6 are disposed at a rear portion of the subframe 3 and a suspension device 10 is connected to the subframe 3.

  As shown in FIGS. 1 and 2, the suspension device 10 that supports the front wheel 4 includes a pair of left and right dampers 20 having upper ends connected to the upper surface of the suspension tower 2 and a pair of left and right lower arms connected to the subframe 3. 30 and a pair of left and right hub bearings 40 integrally provided with a hub 43 to which the front wheel 4 is mounted, and a pair of left and right knuckles 50 that hold the hub bearing 40 while the damper 20 and the lower arm 30 are connected to each other. This is a so-called strut suspension.

  As shown in FIGS. 1 and 2, the damper 20 is provided with a piston rod (not shown) at the top, a piston-like damper main body 21 that is extendable in the vehicle vertical direction, and an upper part of the damper main body 21. The coil spring 22 is integrally formed.

  In addition, although detailed illustration is abbreviate | omitted, the rubber bush which elastically supports the member fixed to the suspension tower 2 and a piston rod is arrange | positioned at the upper part of the damper 20. FIG. For this reason, the damper 20 is connected to the suspension tower 2 so as to be swingable in the vehicle longitudinal direction and the vehicle width direction.

  Further, as shown in FIG. 3, a substantially flat flange member 23 having a predetermined thickness in the vehicle longitudinal direction is mounted and fixed to the lower portion of the damper main body 21 as shown in FIG. The flange member 23 is formed with a bolt insertion hole 23a (see FIG. 4) through which the fastening bolt 11 for fastening and fixing the damper main body 21 to the knuckle 50 is inserted.

In addition, the left and right dampers 20 are connected via a stabilizer 5 extending in the vehicle width direction.
More specifically, as shown in FIGS. 1 and 2, the stabilizer 5 is attached to the upper surface of the subframe 3, and the stabilizer links 7 extending in the vehicle vertical direction are provided at both ends thereof. The stabilizer 5 is connected to the damper main body 21 of the damper 20 via the stabilizer link 7.

  Further, as shown in FIGS. 1 and 2, the lower arm 30 is formed in an arc shape in plan view having a predetermined thickness in the vehicle vertical direction. The lower arm 30 has a front portion and a rear portion on the inner side in the vehicle width direction connected to the subframe 3 via rubber bushes (not shown) that are elastic members. The rubber bush that elastically supports the lower arm 30 is configured such that the elastic coefficient in the vehicle width direction is higher than the elastic coefficient in the vehicle width direction of the rubber bush that elastically supports the upper end of the damper 20.

  On the other hand, the outer side in the vehicle width direction of the lower arm 30 is mounted with a ball joint (not shown) having a shaft portion (not shown) extending in the vehicle vertical direction and connected to the lower part of the knuckle 50 via the ball joint. ing.

Further, as shown in FIGS. 3 and 4, the hub bearing 40 is fastened and fixed by four fastening bolts 12 to the side surface of the knuckle 50 on the outer side in the vehicle width direction with the vehicle width direction as a rotation axis.
Specifically, as shown in FIG. 4, the hub bearing 40 has a substantially cylindrical outer ring 41 extending in the vehicle width direction and an outer diameter smaller than the inner diameter of the outer ring 41 and extending in the vehicle width direction. A cylindrical inner ring 42; a hub 43 having a shaft portion 43a press-fitted into the inner peripheral surface of the inner ring 42; a plurality of bearing balls 44 disposed along the outer peripheral surface of the inner ring 42 on the inner side in the vehicle width direction; A plurality of bearing balls 45 are arranged on the outer side in the width direction and along the outer peripheral surface of the shaft portion 43 a of the hub 43.

An inner peripheral surface of the outer ring 41 is formed as a bearing ball 44 and a transfer surface of the bearing ball 44. As shown in FIGS. 5 and 6, the outer ring 41 is integrally formed with an outer ring flange 41 a that extends outward in the radial direction and through which the fastening bolt 12 is inserted.
The inner ring 42 has a length in the vehicle width direction that is approximately half the length of the outer ring 41. The outer peripheral surface of the inner ring 42 is formed as a transfer surface of the bearing ball 44.

  The hub 43 has an outer diameter in which the inner end in the vehicle width direction can be press-fitted into the inner peripheral surface of the inner ring 42, a shaft portion 43a extending in the vehicle width direction, and a substantially circular side view having a predetermined thickness in the vehicle width direction. The disk part 43b having a shape is integrally formed in this order from the inner side in the vehicle width direction.

An outer peripheral surface of the shaft portion 43 a on the disc portion 43 b side is formed as a transfer surface of the bearing ball 45.
A hub bolt 46 to which a wheel nut for fixing the front wheel 4 is screwed is disposed in the disc portion 43b at a position spaced apart by a predetermined distance along the circumferential direction.
The hub 43 is formed with an insertion hole 47 through which the tip shaft portion of the drive shaft is inserted along the vehicle width direction.

  Further, as shown in FIGS. 3 to 6, the knuckle 50 includes a bearing mounting portion 51 to which the hub bearing 40 is mounted, a lower arm mounting portion 52 to which the lower arm 30 is mounted, and tie rods 6 a provided at both ends of the steering device 6. The tie rod attachment portion 53 to be attached and the damper attachment portion 54 to which the lower end of the damper 20 is attached are integrally formed.

  As shown in FIGS. 3 to 5, the bearing mounting portion 51 has a thickness in the vehicle width direction that can secure rigidity capable of holding the hub bearing 40, and has a substantially elliptical mounting body that is long in the vehicle vertical direction as viewed from the side. The part 511 and the side wall part 512 erected inward in the vehicle width direction from the outer peripheral edge of the attachment main body part 511 are integrally formed.

An opening 513 that is coaxial with the insertion hole 47 of the hub bearing 40 and has a larger diameter than the insertion hole 47 and that communicates with the insertion hole 47 is formed at the approximate center of the attachment main body 511 in a side view. Further, an opening edge wall portion 514 erected on the inner side in the vehicle width direction is formed on the attachment main body 511 along the opening edge of the opening 513.
Then, four bolt insertion holes (not shown) through which the fastening bolts 12 are inserted are formed around the opening edge wall portion 514 in the attachment main body 511 along the vehicle width direction.

  A sensor mounting portion 515 to which an ABS sensor (not shown) is mounted is integrally formed on the upper portion of the bearing mounting portion 51 between a front arm portion 544 and a rear arm portion 545 of a damper mounting portion 54 described later. ing. The sensor mounting portion 515 is integrally formed with the side wall portion 512 so as to protrude inward in the vehicle width direction.

  As shown in FIG. 3, the lower arm mounting portion 52 includes a rear mounting portion 521 having a lower portion facing the vehicle front-rear direction at a predetermined interval and a front mounting portion 522 below the rotating shaft of the hub bearing 40. A ball joint shaft (not shown) provided on the lower arm 30 is formed so as to be clamped.

Specifically, the rear mounting portion 521 is formed to extend from the opening edge wall portion 514 of the bearing mounting portion 51 to the vehicle lower side and the vehicle width direction inner side.
The front mounting portion 522 is formed to extend from the side wall portion 512 on the vehicle front side in the bearing mounting portion 51 and to face the lower portion of the rear mounting portion 521.

  Further, the lower portion of the rear mounting portion 521 and the lower portion of the front mounting portion 522 face each other at a predetermined interval in the vehicle front-rear direction at the lower portion of the bearing mounting portion 51 and the shaft portion of the ball joint of the lower arm 30 is fitted. It is formed in a shape having a possible inner surface shape.

  In addition, fastening bolts (not shown) for fastening the rear mounting portion 521 and the front mounting portion 522 to sandwich the shaft portion of the ball joint between the lower portion of the rear mounting portion 521 and the lower portion of the front mounting portion 522. A bolt insertion hole 523 through which is inserted is formed along the vehicle front-rear direction.

  As shown in FIGS. 2 to 4, the tie rod attachment portion 53 extends from the rear portion of the bearing attachment portion 51 toward the vehicle width direction inner side and the vehicle rear side below the rotation shaft of the hub bearing 40. Yes. A mounting hole (not shown) in which the tip of the tie rod 6a, which is the end of the steering device 6, is mounted is formed at the tip of the tie rod mounting portion 53 in the vehicle vertical direction.

  As shown in FIGS. 2 to 4, the damper mounting portion 54 includes a damper holding portion 541 that holds the lower end of the damper 20 so as not to swing at a position above the bearing mounting portion 51 and inside the vehicle in the vehicle width direction. The damper attachment arm portion 542 extending from the damper holding portion 541 to the bearing attachment portion 51 is integrally formed.

  As shown in FIGS. 2 to 4, the damper holding portion 541 is disposed so as to be able to hold the lower portion of the damper 20 whose lower end is located on the outer side in the vehicle width direction with respect to the upper end in front view. More specifically, the damper clamping portion 541 is formed in a substantially cylindrical shape having a substantially C-shaped cross-sectional shape opened in the vehicle width direction inside, extending in the vehicle vertical direction and having a slit opening in the vehicle width direction inside. ing. The slit opening of the damper holding part 541 is formed in such a size that the flange member 23 of the damper 20 can be inserted from above the vehicle.

  Further, as shown in FIGS. 5 and 6, the damper holding portion 541 has a bolt insertion hole 543 that communicates with the bolt insertion hole 23 a of the flange member 23 and through which the fastening bolt 11 is inserted, along the vehicle front-rear direction. An opening is formed.

  As shown in FIGS. 2 and 3, the damper mounting arm portion 542 extends from the damper holding portion 541 to the front portion of the bearing mounting portion 51, and extends from the damper holding portion 541 to the rear portion of the bearing mounting portion 51. And a rear arm portion 545.

  As shown in FIGS. 5 and 7 to 9, the front arm portion 544 includes a side wall portion 512 and a sensor mounting portion 515 on the vehicle front side of the bearing mounting portion 51 so as to be substantially orthogonal to the bearing mounting portion 51. It extends toward the inner side in the vehicle width direction.

  The front arm portion 544 is thicker in the vehicle vertical direction than the thickness in the vehicle width direction of the bearing mounting portion 51 in the front view, and gradually becomes thinner from the damper holding portion 541 to the bearing mounting portion 51. It is formed as follows.

  Further, the front arm portion 544 is formed so that the cross-sectional shape along the vehicle longitudinal direction is continuously different from the vicinity of the damper holding portion 541 to the vicinity of the bearing mounting portion 51.

The cross-sectional shape along the vehicle front-rear direction of the front arm portion 544 will be described separately in the vicinity of the damper clamping portion 541, the front view substantially intermediate position, and the vicinity of the bearing mounting portion 51.
The cross-sectional shape of the front arm portion 544 in the vicinity of the damper clamping portion 541 is formed in a shape that forms a substantially rectangular closed cross-sectional shape with the rear arm portion 545, as shown in FIG.

  As shown in FIG. 8, the cross-sectional shape of the front arm portion 544 at a substantially intermediate position when viewed from the front is formed in a substantially T-shaped cross section in which the outer portion in the vehicle width direction protrudes in a flange shape in the vehicle front-rear direction. It is formed in a shape that forms an open cross-sectional shape with the portion 545.

  As shown in FIG. 9, the cross-sectional shape of the front arm portion 544 in the vicinity of the bearing mounting portion 51 is formed in a substantially hook-like cross section in which the outer portion in the vehicle width direction protrudes in a flange shape toward the front of the vehicle. It is formed in a shape that forms an open cross-sectional shape with the portion 545.

  Note that the flange-shaped protruding portion in the vicinity of the bearing mounting portion 51 has a small protruding amount in the vehicle front-rear direction and a wall thickness in the vehicle width direction compared to the flange-shaped protruding portion at a substantially intermediate position when viewed from the front. Is formed thin.

  As described above, the thickness in the vertical direction of the vehicle gradually decreases from the damper holding portion 541 to the bearing mounting portion 51, and is formed so as to be continuous with the side wall portion 512 of the bearing mounting portion 51 and the sensor mounting portion 515. Therefore, the vicinity of the bearing mounting portion 51 in the front arm portion 544 is formed so that its cross-sectional area is smaller than the cross-sectional area of the peripheral portion.

  In addition, since the thickness in the vehicle vertical direction is thicker than the thickness of the bearing mounting portion 51 in the vehicle width direction, the vicinity of the bearing mounting portion 51 in the front arm portion 544 is a peripheral portion. A low-rigidity portion P1 (see FIG. 5) having a lower rigidity than the rigidity is formed.

  The low-rigidity portion P1 is formed to have a cross-sectional area and a shape that can be flexibly deformed by a rotational load acting on the knuckle 50 when a repeated load is applied to the front wheel 4 as vibration in the 160 Hz band, for example. Yes.

  On the other hand, as shown in FIGS. 6 to 9, the rear arm portion 545 is gently lifted from the vehicle rear side wall portion 512 of the bearing mounting portion 51 at the vehicle vertical direction position substantially the same as the upper end position of the hub bearing 40. It extends inward in the vehicle width direction and upward in the front of the vehicle.

  The rear arm portion 545 is formed so as to be gradually narrowed from the damper holding portion 541 to the bearing attachment portion 51 in the rear view, and is formed so as to be smoothly connected to the tie rod attachment portion 53 via the side wall portion 512. Has been.

  Further, the rear arm portion 545 is formed so that the cross-sectional shape along the vehicle front-rear direction is continuously different from the vicinity of the damper holding portion 541 to the vicinity of the bearing mounting portion 51.

The cross-sectional shape of the rear arm portion 545 along the vehicle front-rear direction will be described separately in the vicinity of the damper clamping portion 541, the substantially intermediate position in the rear view, and the vicinity of the bearing mounting portion 51.
The cross-sectional shape of the rear arm portion 545 in the vicinity of the damper holding portion 541 is formed in a shape that forms a substantially rectangular closed cross-sectional shape with the front arm portion 544, as shown in FIG.

  As shown in FIG. 8, the cross-sectional shape of the rear arm portion 545 at a substantially intermediate position in the rear view is formed in a substantially gate-shaped cross section that opens on the front side of the vehicle and has an open cross-sectional shape with the front arm portion 544. Is formed.

  As shown in FIG. 9, the cross-sectional shape of the rear arm portion 545 in the vicinity of the bearing mounting portion 51 is a cross-sectional area smaller than the cross-sectional area at a substantially intermediate position when viewed from the back, and is formed in a substantially gate-shaped cross section that opens on the front side of the vehicle. In addition, the front arm 544 is formed in an open cross-sectional shape.

  As described above, since it is gradually narrowed from the damper clamping portion 541 to the bearing attachment portion 51 in the rear view, and is formed so as to be smoothly continuous with the tie rod attachment portion 53 via the side wall portion 512, the rear The vicinity of the boundary between the arm portion 545 and the bearing mounting portion 51 is formed to have a smaller cross-sectional area than the cross-sectional area of the peripheral portion. That is, the vicinity of the boundary between the rear arm portion 545 and the bearing mounting portion 51 forms a low-rigidity portion P2 (see FIG. 6) having a lower rigidity than that of the peripheral portion.

  The low-rigidity portion P2 is formed to have a cross-sectional area and a shape that can be flexibly deformed by a rotational load acting on the knuckle 50 when a repeated load is applied to the front wheel 4 as vibration in the 160 Hz band, for example. Yes.

Next, the movement of the knuckle 50 when a repeated load in the vertical direction of the vehicle is applied to the front wheel 4 due to road surface unevenness in the automobile suspension device 10 having the above-described configuration will be described with reference to FIG.
FIG. 10 is an explanatory diagram for explaining the movement of the knuckle 50.

Further, in FIG. 10, for clarity of illustration, the front wheel 4, the damper 20, the lower arm 30, and the knuckle 50 are illustrated by a diagram model, and the knuckle 50 is illustrated by a bold line.
Further, in FIG. 10, the low-rigidity portions P1 and P2 are illustrated as the low-rigidity portion P. In addition, a two-dot chain line in FIG. 10 indicates the front wheel 4, the damper 20, the lower arm 30, and the knuckle 50 in a stationary state.

  In the above-described strut suspension suspension device 10, when a repeated load in the vehicle vertical direction is applied to the front wheel 4, the front wheel 4 and the knuckle 50 are connected to the front wheel 4 and the knuckle 50 with the hub bearing 40 as the rotation center H. It is known that a load in the rotational direction that causes relative rotation in the reverse direction acts.

  And in the suspension apparatus 10 provided with the knuckle 50 of this embodiment, when the load of the rotation direction by the repeated load of the vehicle up-down direction applied to the front wheel 4 acts, the knuckle 50 has low rigidity as shown in FIG. Centering on the portion P, bending deformation starts so that the damper mounting portion 54 bends in the vehicle vertical direction with respect to the bearing mounting portion 51.

  As a result, the swinging of the bearing mounting portion 51 in the rotation direction around the rotation center H is suppressed, so that a load component in the vehicle width direction hardly acts on the lower arm 30. On the other hand, the load component in the vehicle vertical direction acting on the lower arm 30 is blocked or absorbed by the expansion and contraction of the damper 20 in the vehicle vertical direction and the swing of the lower arm 30.

  That is, of the rotational load acting on the knuckle 50 due to the bending deformation of the knuckle 50 centered on the low-rigidity portion P, the load component in the vehicle width direction becomes the load in the vehicle vertical direction acting on the bearing mounting portion 51. Thus, the transmission of the load component in the vehicle vertical direction to the vehicle body is blocked or absorbed by the expansion and contraction of the damper 20 in the vehicle vertical direction and the swing of the lower arm 30. At this time, the load component in the vehicle width direction acting on the damper 20 via the damper mounting portion 54 is blocked or absorbed by the damper 20 swinging in the vehicle width direction due to the elastic force of the rubber bush. Is done.

  As described above, the suspension device 10 including the knuckle 50 according to the present embodiment transmits the repeated load in the vehicle vertical direction applied to the front wheel 4 to the vehicle body, and the knuckle 50 is bent and deformed around the low-rigidity portion P. The damper 20 is suppressed or absorbed by the expansion and contraction of the damper 20 and the swinging in the vehicle width direction and the swinging of the lower arm 30, thereby suppressing the vibration from being transmitted to the vehicle body.

The suspension device 10 for an automobile that realizes the above operation can suppress vibration transmitted from the front wheels 4 to the vehicle body by the knuckle 50.
Specifically, when a repeated load in the vehicle vertical direction due to road surface unevenness or the like is applied to the front wheel 4, the suspension device 10 of the automobile has the lower arm 30 swinging in the vehicle vertical direction and the damper 20 in the vehicle vertical direction. The front wheel 4 is driven along the unevenness of the road surface.

  At this time, since the front wheel 4 and the knuckle 50 are connected via the hub bearing 40, the front wheel 4 and the knuckle 50 are rotated relative to each other in the opposite direction with the hub bearing 40 as the center of rotation in the front view. A load in the direction of rotation acts.

  For this reason, in the case of a knuckle where the amount of deformation of the damper mounting arm portion with respect to the load in the rotational direction is small, the damper mounting portion and the bearing mounting portion are swung generally in the vehicle width direction due to the rotational load acting on the knuckle. Therefore, the rotational load acting on the knuckle is easily transmitted to the lower arm 30.

  On the other hand, the lower arm 30 is less likely to swing in the vehicle width direction than in the vertical direction of the vehicle, and therefore, of the rotational load acting via the knuckle, the load component in the vehicle width direction is transmitted to the vehicle body. Cannot be sufficiently blocked or absorbed by swinging in the vehicle width direction.

  Further, smooth swinging of the lower arm 30 in the vehicle vertical direction may be hindered by a load component in the vehicle width direction that acts on the lower arm 30. For this reason, in the case of a knuckle where the amount of deformation of the damper mounting arm portion with respect to the load in the rotational direction is small, there has been a problem that the repeated load in the vehicle vertical direction applied to the front wheel 4 is easily transmitted to the vehicle body as vibration.

  On the other hand, by providing low-rigidity portions P1 and P2 that are easily deformable with respect to a repeated load in the vehicle up-and-down direction that is repeatedly input to the front wheels 4, the vehicle suspension device 10 can move the vehicle up and down applied to the front wheels 4. It is possible to suppress the repeated load in the direction from being transmitted to the vehicle body as vibration.

  More specifically, since the low-rigidity portions P1 and P2 are formed in the knuckle 50 above the vehicle from the upper end of the hub bearing 40, the automobile suspension device 10 has a low rigidity due to a rotational load acting on the knuckle 50. The knuckle 50 can be bent and deformed so that the damper mounting portion 54 is bent with respect to the bearing mounting portion 51 around the portions P1 and P2.

  Thereby, in the suspension device 10 of the automobile, the load component in the vehicle vertical direction that is larger than the load component in the vehicle width direction acts on the lower portion of the knuckle 50 than the low-rigidity portions P1, P2. In addition, the rotational load acting on the knuckle 50 can be converted.

  Therefore, the suspension device 10 of the automobile can suppress the swing of the knuckle 50 in the rotation direction around the hub bearing 40, more specifically, the swing of the bearing mounting portion 51 in the vehicle width direction. For this reason, the suspension device 10 of the automobile can suppress the load component in the vehicle width direction acting on the lower arm 30, and can suppress the swing of the lower arm 30 in the vehicle width direction.

  At this time, the damper mounting portion 54 is bent and deformed so as to bend with respect to the bearing mounting portion 51 around the low rigidity portions P1 and P2, so that the vehicle is located above the low rigidity portions P1 and P2 in the knuckle 50. The ratio of the load component in the vehicle width direction that acts on the portion increases. However, since the upper end of the damper 20 is elastically coupled to the vehicle body, the suspension device 10 of the automobile has a vehicle width direction applied to the damper 20 as compared with a case where a load component in the vehicle width direction is applied to the lower arm 30. Can be prevented from being transmitted to the vehicle body as vibration.

  Further, since the swinging of the lower arm 30 in the vehicle vertical direction is not easily inhibited by the load component in the vehicle width direction acting on the lower arm 30, the suspension device 10 of the automobile does not swing the lower arm 30 in the vehicle width direction. While restraining, the lower arm 30 can be smoothly swung in the vehicle vertical direction.

  For this reason, the suspension device 10 of the automobile suppresses the load component in the vehicle width direction from acting on the lower arm 30 among the load in the rotational direction acting on the knuckle 50 and applies the load component in the vehicle vertical direction to the vehicle body. Transmission can be interrupted or absorbed by swinging the lower arm 30 in the vehicle vertical direction.

Thereby, the suspension device 10 of the automobile can suppress the repeated load in the vehicle vertical direction applied to the front wheel 4 from being transmitted to the vehicle body as vibration.
Therefore, the suspension device 10 of the automobile can suppress the vibration transmitted from the front wheel 4 to the vehicle body by the knuckle 50.

  Further, by providing the low-rigidity portions P1 and P2 of the knuckle 50 at a position below the substantially center of the connection portion between the damper holding portion 541 and the damper 20 in the vehicle vertical direction, the suspension device 10 for an automobile can The vibration transmitted from the front wheel 4 to the vehicle body can be further suppressed by the knuckle 50.

  Specifically, when a low-rigidity portion is provided above the vehicle at a substantially central position at the connecting portion between the damper holding portion 541 and the damper 20, the distance from the bearing mounting portion to the low-rigidity portion becomes longer, thereby the knuckle 50 Since the load in the rotational direction acting on is difficult to be transmitted to the low rigidity portion, the low rigidity portion may not be sufficiently deformed.

  On the other hand, by providing the low-rigidity portions P1 and P2 on the knuckle 50 above the vehicle from the upper end of the hub bearing 40 and below the vehicle from the approximate center of the connecting portion between the damper holding portion 541 and the damper 20, The vehicle suspension device 10 can reliably transmit the rotational load acting on the knuckle 50 to the low-rigidity portion P1.

  Thus, the suspension device 10 of the automobile reliably suppresses the swing of the lower arm 30 in the vehicle width direction, while swinging the lower arm 30 in the vehicle vertical direction to transmit the load component in the vehicle vertical direction to the vehicle body. Can reliably block or absorb.

  For this reason, the suspension device 10 of an automobile can reliably suppress the repeated load in the vehicle vertical direction applied to the front wheels 4 from being transmitted to the vehicle body as vibration. Furthermore, since the distance from the upper end of the damper 20 to the low-rigidity portions P1 and P2 can be increased, the automobile suspension device 10 can lower the resonance frequency of the damper 20, and the vehicle vertical repetitive load applied to the front wheels 4 can be reduced. The occurrence of vibration due to can be further suppressed.

  Therefore, the suspension device 10 of the automobile is transmitted from the front wheel 4 to the vehicle body by providing the low-rigidity portions P1, P2 on the knuckle 50 below the vehicle from the approximate center of the connecting portion between the damper holding portion 541 and the damper 20. Can be reliably suppressed by the knuckle 50.

  Further, by providing the low-rigidity portion P2 in the vicinity of the boundary between the rear arm portion 545 and the bearing mounting portion 51, the automobile suspension device 10 can bring the low-rigidity portion P2 closer to the hub bearing 40 in the vehicle width direction. it can.

  For this reason, the suspension device 10 of the automobile more reliably suppresses the swing of the bearing mounting portion 51 in the rotation direction with the hub bearing 40 as the rotation center when a repeated load in the vehicle vertical direction is applied to the front wheel 4. Can do.

  As a result, the automobile suspension device 10 more reliably suppresses the swinging of the lower arm 30 in the vehicle width direction, while transmitting the load component in the vehicle vertical direction to the vehicle body in the vehicle vertical direction. It can be blocked or absorbed more reliably by movement. For this reason, the suspension device 10 of a motor vehicle can suppress more reliably that the repeated load of the vehicle up-down direction applied to the front wheel 4 is transmitted to a vehicle body as a vibration.

  Therefore, the suspension device 10 of the automobile more reliably suppresses vibration transmitted from the front wheels 4 to the vehicle body by the knuckle 50 by providing the low-rigidity portion P2 near the boundary between the rear arm portion 545 and the bearing mounting portion 51. can do.

  Further, since the front arm portion 544 is formed in a shape having a thickness in the vehicle vertical direction that is thicker than the thickness in the vehicle width direction of the bearing mounting portion 51, the suspension device 10 of the automobile has the front arm portion. The vicinity of the bearing mounting portion 51 at 544 can be formed as the low-rigidity portion P1. For this reason, the suspension device 10 for an automobile can make it unnecessary to separately provide a low-rigidity portion, and can prevent the rigidity of the knuckle 50 from being lowered due to the provision of the low-rigidity portion separately.

  Further, in the cross-section along the vehicle longitudinal direction, the bearing mounting portion 51 side is formed in a substantially open cross-sectional shape, and the damper holding arm portion 541 side is formed in a substantially closed cross-sectional shape, so that the suspension of the automobile The device 10 can reduce the weight of the knuckle 50 compared to the case where the damper mounting arm portion 542 is formed in a solid shape.

  Furthermore, the rigidity of the damper mounting arm part 542 on the bearing mounting part 51 side tends to be lower than the rigidity of the damper mounting arm part 542 on the damper clamping part 541 side and the rigidity of the bearing mounting part 51. For this reason, the suspension device 10 of an automobile can easily form the vicinity of the boundary between the bearing mounting portion 51 and the damper mounting arm portion 542 as the low-rigidity portions P1 and P2.

  Therefore, the suspension device 10 of the automobile has a light weight and low rigidity of the knuckle 50 by the damper mounting arm portion 542 formed so that the damper holding portion 541 side has a substantially closed cross-sectional shape with respect to the bearing mounting portion 51 side. It is possible to achieve both easy formation of the portions P1 and P2.

  A front arm portion 544 that extends outward from the damper holding portion 541 in the vehicle width direction and has a predetermined thickness in the vehicle vertical direction, and a rear arm portion 545 that extends from the damper holding portion 541 outward in the vehicle width direction and downward in the vehicle. By configuring the damper mounting arm portion 542, the suspension device 10 of the automobile has the rigidity of the damper mounting arm portion 542 with respect to a large load applied to the front wheel 4 from the front of the vehicle and a large load applied to the front wheel 4 from the outside in the vehicle width direction. The low-rigidity portions P1 and P2 can be ensured at the same time.

  Specifically, the load applied to the front wheel 4 includes, for example, a large load from the front of the vehicle at the time of a front collision or a side surface of the front wheel 4 colliding with a curb in addition to a repeated load in the vehicle vertical direction due to road surface unevenness. There is a heavy load from the outside in the vehicle width direction.

  With respect to such a heavy load, the automobile suspension device 10 can receive a large load from the outside in the vehicle width direction with the front arm portion 544 and a large load from the front of the vehicle with the rear arm portion 545.

  More specifically, since the front arm portion 544 is formed in a shape having a predetermined thickness in the vehicle vertical direction while extending from the damper holding portion 541 to the outside in the vehicle width direction, the knuckle 50 has a large size from the outside in the vehicle width direction. The rigidity of the damper mounting arm portion 542 with respect to the load can be ensured.

  Furthermore, by forming the front arm portion 544 in a shape having a thickness in the vehicle vertical direction that is thicker than the thickness in the vehicle width direction in the bearing mounting portion 51, the suspension device 10 of the automobile can be The rigidity of the damper mounting arm portion 542 with respect to a large load and the low rigidity portion P1 can be easily and simultaneously ensured.

  On the other hand, since the knuckle 50 is supported by the damper 20, the lower arm 30, and the steering device 6, when a large load is applied to the front wheel 4 from the front of the vehicle, the knuckle 50 is curved so as to protrude rearward in the side view. And bends and deforms.

  For this reason, when the rear arm portion is formed in substantially the same shape as the front arm portion 544, the vicinity of the boundary between the rear arm portion and the bearing mounting portion 51 becomes an abrupt rigidity change point, and the knuckle 50 has a large load from the front of the vehicle. As a result, there is a risk of breakage starting from the stiffness change point.

  On the other hand, by forming the rear arm portion 545 in a shape extending from the damper holding portion 541 to the vehicle width direction outer side and the vehicle lower side, the automobile suspension device 10 has a boundary between the rear arm portion 545 and the bearing mounting portion 51. It is possible to prevent the vicinity from becoming a sudden rigidity change point and to prevent the knuckle 50 from being damaged by a large load from the front of the vehicle.

  In addition, by reducing the rigidity in the vicinity of the boundary between the rear arm portion 545 and the bearing attachment portion 51, the suspension device 10 for an automobile can reduce the vicinity of the boundary between the rear arm portion 545 and the bearing attachment portion 51 to the low rigidity portion P <b> 2. can do. Thereby, the suspension device 10 of the automobile can secure the rigidity of the damper mounting arm portion 542 with respect to a large load from the front of the vehicle and can easily form the low rigidity portion P2.

  Therefore, the suspension device 10 of the automobile achieves both the rigidity of the damper mounting arm portion 542 and the low rigidity portions P1 and P2 with respect to the large load applied to the front wheel 4 from the front of the vehicle and the large load applied to the front wheel 4 from the outside in the vehicle width direction. Can be secured.

In correspondence between the configuration of the present invention and the above-described embodiment,
The vehicle body of this invention corresponds to the suspension tower 2 of the embodiment,
Similarly,
The wheel corresponds to the front wheel 4,
The support member corresponds to the knuckle 50,
The damper mounting portion corresponds to the damper clamping portion 541,
The mounting arm portion corresponds to the damper mounting arm portion 542,
The easily deformable parts correspond to the low rigidity parts P1, P2, P,
The steering attachment corresponds to the tie rod attachment 53,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, in the above-described embodiment, the hub bearing 40 is mounted on the side surface of the knuckle 50. However, the configuration is not limited to this, and the hub bearing may be press-fitted into the opening hole of the knuckle.
In addition, the suspension device 10 that supports the front wheel 4 that is the driving wheel is used. However, the present invention is not limited thereto, and the suspension device that supports the rear wheel that is the driving wheel, or the suspension device that supports the rear wheel or the front wheel that is the driven wheel. It is good.

In addition, although the low-rigidity portions P1 and P2 that can be bent and deformed with respect to a repeated load applied to the front wheel 4 as vibration in the 160 Hz band are used, the frequency band may be set to an appropriate specific frequency band. For example, in a suspension device in which suppression of vibration transmission to the vehicle body is desired, an appropriate specific frequency band such as a peak frequency of the suspension device may be set.
Furthermore, although the low-rigidity portions P1 and P2 are reduced in comparison with the rigidity of the peripheral portion, the present invention is not limited to this, and it is possible to bend and deform with respect to a repeated load applied to the front wheel 4 as vibration in a specific frequency band. For example, a portion that is easily deformed by bending may be configured by a difference in shape from the peripheral portion, a cross-sectional shape, a cross-sectional modulus, or a combination thereof.

  Moreover, although the vicinity of the bearing attachment portion 51 in the front arm portion 544 is the low rigidity portion P1, the present invention is not limited to this, and is closer to the bearing attachment portion 51 than the vicinity of the bearing attachment portion 51 in the front arm portion 544. The vicinity of the boundary between a certain front arm portion 544 and the bearing mounting portion 51 may be a low-rigidity portion P1. Alternatively, an appropriate position of the front arm portion 544 may be set as the low rigidity portion P1.

  Further, although the vicinity of the boundary between the rear arm portion 545 and the bearing mounting portion 51 is the low-rigidity portion P2, the present invention is not limited thereto, and is closer to the damper holding portion 541 than the vicinity of the boundary between the rear arm portion 545 and the bearing mounting portion 51. The vicinity of the bearing mounting portion 51 in the rear arm portion 545 that is the position may be the low-rigidity portion P2. Alternatively, an appropriate position of the rear arm portion 545 may be set as the low rigidity portion P2.

  In addition, the low-rigidity portion P1 on the front side of the vehicle and the low-rigidity portion P2 on the rear side of the vehicle are formed at slightly different positions in the vertical direction of the vehicle. It is good also as a structure by which the low-rigidity part P1, P2 was formed in the substantially same position.

2 ... suspension tower 4 ... front wheel 6 ... steering device 10 ... suspension device 20 ... damper 30 ... lower arm 40 ... hub bearing 50 ... knuckle 51 ... bearing attachment portion 52 ... lower arm attachment portion 53 ... tie rod attachment portion 541 ... damper holding portion 542 ... damper Mounting arm portion 544 ... Front arm portion 545 ... Rear arm portion P ... Low rigidity portion P1 ... Low rigidity portion P2 ... Low rigidity portion

Claims (4)

A damper whose upper end is elastically connected to the body of the automobile and which can extend and contract substantially in the vertical direction of the vehicle;
A lower arm in which one end on the inner side in the vehicle width direction of the damper is supported so as to be swingable in a substantially vertical direction of the vehicle;
A support member that rotatably supports the wheel via a hub bearing,
A suspension device for an automobile in which a lower end of the damper is connected to an upper portion of the support member, and another end of the lower arm is swingably connected to a lower portion of the support member,
One end of the lower arm in the vehicle width direction is
Compared to the elastic coefficient in the vehicle width direction of the elastic member that supports the upper end of the damper, the elastic member has a high elastic coefficient in the vehicle width direction,
The support member is
A damper mounting portion to which a lower end of the damper is mounted;
An attachment arm portion extending outward from the damper attachment portion in the vehicle width direction;
A bearing mounting portion that extends downward from the mounting arm portion to the vehicle and to which the hub bearing is mounted;
Extending inward in the vehicle width direction from the lower portion of the bearing mounting portion, the other end of the lower arm is integrally formed with a lower arm mounting portion that is swingably mounted.
In a position above the vehicle from the upper end of the hub bearing in the support member,
An easily deformable portion is provided that is easily deformable with respect to repeated loads in the vehicle vertical direction that are repeatedly input to the wheels ,
The easily deformable part is
A suspension device for an automobile, which is provided in the vicinity of a boundary between the mounting arm portion and the bearing mounting portion, and is formed in a shape having a lower rigidity than a peripheral portion . The bearing mounting portion is
It is formed with a thickness in the vehicle width direction that can ensure a predetermined rigidity.
The mounting arm portion is
The suspension system for an automobile according to claim 1, wherein the bearing mounting portion is formed in a shape having a thickness in a vehicle vertical direction that is thicker than a thickness in a vehicle width direction. The mounting arm portion is
The automobile suspension device according to claim 1 or 2 , wherein, in a cross section along the vehicle longitudinal direction, the bearing mounting portion side is formed in a substantially open cross-sectional shape, and the damper mounting portion side is formed in a substantially closed cross-sectional shape. In the support member,
A steering attachment portion that extends inward in the vehicle width direction from the rear portion of the bearing attachment portion below the easily deformable portion and to which one end of a steering device that deflects the direction of the wheel is attached,
The mounting arm portion of the support member;
A front arm portion extending from the damper mounting portion toward the front portion of the bearing mounting portion;
A rear arm portion extending from the damper mounting portion toward the rear portion of the bearing mounting portion,
The front arm is
Extending from the damper mounting portion outward in the vehicle width direction, and formed in a shape having a predetermined thickness in the vehicle vertical direction,
The rear arm is
The automobile suspension device according to any one of claims 1 to 3 , wherein the suspension device is formed in a shape extending from the damper mounting portion to a vehicle width direction outer side and a vehicle lower side.

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