JP7240642B2 - vehicle support structure - Google Patents

Description

TECHNICAL FIELD The present disclosure relates to a vehicle support structure.

Patent Document 1 describes a frame structure for an ultra-low-floor bus. A rear frame member that supports the rear wheel side of the route bus includes left and right side rails that are arranged side by side with a gap in the vehicle width direction, and a plurality of outriggers that extend in the vehicle width direction. Rear wheels are attached to the front portions of the left and right side rails via an air suspension. First outriggers are integrally coupled to the front ends of the front portions of the left and right side rails. A front spring receiving means is integrally joined to the joint portion between the first outrigger and the left and right side rails and to the outer side positions of the left and right side rails in the vehicle width direction. Upper ends of the air springs are fixed to the lower surfaces of the spring receiving members of the left and right spring receiving means in the front portion. A second outrigger extending in the vehicle width direction is coupled to the rear of the rear wheel in a crossed manner. In the vicinity of the connection position between the second outrigger and the side rail, a rear spring receiving means is integrally joined. Upper ends of the air springs are fixed to the lower surfaces of the spring receiving members of the left and right spring receiving means at the rear portion. The publication shows a state in which the first outrigger, the second outrigger, and the front and rear air springs are arranged in front of and behind the rear wheel.

JP-A-10-218012

By the way, depending on the vehicle, it may be desirable to reduce the length of the vehicle body in the front-rear direction. In this case, in a vehicle in which front and rear air springs (air suspension) and front and rear outriggers are arranged in front of and behind rear wheels (wheels), as in the frame structure for ultra-low-floor buses described in Patent Document 1, the wheels of the wheels The housing becomes long in the front-rear direction, and it is difficult to suppress the length in the front-rear direction of the vehicle. In order to reduce the length of the wheel house in the longitudinal direction, the front and rear air suspensions are placed inward of the wheels in the vehicle width direction, and the outriggers are made to extend inward of the wheels in the vehicle width direction. Since it cannot be connected to the outer side panel of the vehicle, it is difficult to ensure rigidity against the load (hereinafter referred to as "vibration load") input to the air suspension when the vehicle vibrates.

Accordingly, an object of the present disclosure is to provide a vehicle support structure that can ensure rigidity against vibration loads and can reduce the length of the wheel house in the front-rear direction.

In order to solve the above-described problems, a first aspect of the present invention provides a vehicle support structure that elastically supports from the wheel side a side member extending in the front-rear direction on one side in the vehicle width direction, comprising: a first horizontal joist; It has two horizontal joists, a first air suspension, a second air suspension, a first receiving portion, a second receiving portion, and a connecting portion. The first horizontal joist is fixed to the side member and extends in the vehicle width direction ahead of the rotation axis of the wheel. The second horizontal joist is fixed to the side member and extends in the vehicle width direction behind the rotation shaft. The first air suspension is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the first horizontal joist and the rotating shaft, and is supported on the wheel side at its lower side. The second air suspension is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the second horizontal joist and the rotating shaft, and is supported on the wheel side at its lower side. The first receiving portion is arranged at a front-rear position between the first horizontal joist and the rotating shaft, is fixedly provided on the first horizontal joist, and is supported by the first air suspension from below. The second receiving portion is arranged at a front-rear position between the second horizontal joist and the rotating shaft, is fixedly provided on the second horizontal joist, and is supported by the second air suspension from below. The connecting portion is formed in an arch shape that bulges upward between the first receiving portion and the second receiving portion, and has a front end fixed to the first receiving portion at a position overlapping the first air suspension from above. and a rear end portion that is fixed to the second receiving portion at a position that overlaps the second air suspension from above, and extends linearly in the front-rear direction as viewed from above to form the first receiving portion and the second receiving portion. Connect the part.

In the above configuration, the first air suspension and the second air suspension are arranged at vehicle width positions between the wheels and the side members. That is, since the first air suspension and the second air suspension are arranged inward of the wheels in the vehicle width direction, the first air suspension and the second air suspension and the wheels are not aligned in the longitudinal direction. For this reason, interference in the longitudinal direction between the first air suspension and the second air suspension and the wheels can be prevented, so that the first horizontal joist forward of the rotation axis of the wheel and the second horizontal joist rearward of the rotation axis The front-to-rear distance between the first and second horizontal joists can be shortened, and the length in the front-to-rear direction of the wheel house set between the first horizontal joist and the second horizontal joist can be reduced.

In addition, since the first receiving portion to which the load from the first air suspension is input and the second receiving portion to which the load from the second air suspension is input are connected by the connecting portion, the load when the vehicle vibrates is reduced. (hereinafter referred to as "vibration load") can be ensured.

Further, a first receiving portion supported from below by the first air suspension is disposed at a front-rear position between the first horizontal joist and the rotating shaft and is fixedly provided on the first horizontal joist, and the second air suspension A second receiving portion supported from below is fixedly provided on the second horizontal joist, disposed at a front-rear position between the second horizontal joist and the rotating shaft. The connecting portion is formed in an arch shape that bulges upward between the first receiving portion and the second receiving portion, and connects the first receiving portion and the second receiving portion. Therefore, the load that is input from the wheel side to the one receiving portion via one of the front and rear air suspensions is transmitted to the other of the front and rear receiving portions via the connecting portion, and is applied to the other receiving portion. Works downwards. Thus, the load input from the one receiving portion side to the other receiving portion via the connecting portion acts in the opposite direction to the load input from the other air suspension to the other receiving portion. Therefore, the moment acting on the first horizontal joist and the second horizontal joist can be suppressed.

Also, the first air suspension and the second air suspension are arranged at vehicle width positions between the wheels and the side members. That is, since the first air suspension and the second air suspension are arranged outside the side members in the vehicle width direction, the first air suspension, the second air suspension, etc. (around the air suspension) are arranged inside the side members in the vehicle width direction. (including other parts of ) can be suppressed. Therefore, in a vehicle in which side members are arranged on both sides in the vehicle width direction, it is possible to ensure a wide downward space between the left and right side members (for example, a space for arranging auxiliary equipment, an aisle space, etc.).

A second aspect of the present invention is the vehicle support structure of the first aspect, comprising a first shock absorber, a second shock absorber, a third receiving portion, and a fourth receiving portion. The first shock absorber is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the first horizontal joist and the rotating shaft, and is supported on the wheel side at its lower side. The second shock absorber is arranged at a vehicle width position between the wheel and the side member, and arranged at a front-rear position between the second horizontal joist and the rotating shaft, and its lower side is supported on the wheel side. The third receiving portion is arranged above the first shock absorber, is provided integrally with the first receiving portion or the connecting portion, and is supported by the first shock absorber from below. The fourth receiving portion is arranged above the second shock absorber, is provided integrally with the second receiving portion or the connecting portion, and is supported by the second shock absorber from below.

In the above configuration, the third receiving portion supported from below by the first shock absorber on the front side is provided integrally with the first receiving portion or the connecting portion, and the third receiving portion is supported on the second shock absorber on the rear side from below. 4 receiving portions are integrally provided with the second receiving portion or connecting portion. Therefore, the moment acting on the first horizontal joist and the second horizontal joist can be suppressed even by the load input from the first shock absorber to the third receiving portion or from the second shock absorber to the fourth receiving portion. can.

Advantageous Effects of Invention According to the present disclosure, it is possible to ensure rigidity against vibration load and reduce the length of the wheel house in the front-rear direction.

1 is a side view of a vehicle to which a support structure according to an embodiment of the invention is applied; FIG. FIG. 2 is a schematic perspective view of the vehicle support structure of part II of FIG. 1 ; FIG. 3 is a plan view of FIG. 2; FIG. 4 is a sectional view taken along line IV-IV in FIG. 3; 4 is a cross-sectional view taken along line VV of FIG. 3; FIG.

An embodiment of the present invention will be described below with reference to the drawings. In each figure, FR indicates the front of the vehicle, UP indicates the upper side, IN indicates the inner side in the vehicle width direction, and a dashed line CL indicates the rotation axis (axis center) of the wheel. Further, in the following description, the front-rear direction means the front-rear direction of the vehicle, and the left-right direction means the left-right direction when the vehicle faces forward.

As shown in FIG. 1 , a vehicle 1 to which the vehicle support structure according to the present disclosure is applied is, for example, a small bus with a short overall length (length in the longitudinal direction of the vehicle). In the present embodiment, by applying the vehicle support structure according to the present disclosure to the left and right rear wheels 2 (hereinafter referred to as "rear wheels 2") of the vehicle 1, The length of the back in the front-rear direction is kept short. Note that FIG. 1 shows the left rear wheel 2 .

As shown in FIGS. 1 and 2, the left and right rear wheels 2 are supported by a rear axle 9 extending in the vehicle width direction between the left and right rear wheels 2 so as to be rotatable about a rotation axis CL. The vehicle 1 has left and right side members 3 extending in the front-rear direction on both sides in the vehicle width direction. The left and right side members 3 are arranged at positions separated from each other in the vehicle width direction. In this embodiment, the left and right side members 3 are composed of a plurality of member members (a rear member member 3a and a front member member 3b are illustrated in FIG. 2) that are connected to each other in the front-rear direction. be done. Above the left and right side members 3, a floor panel is supported by a plurality of horizontal joists (two horizontal joists 11 and 12 are shown in FIG. 2) to partition the lower part of the passenger compartment 4. (not shown) is provided. Left and right side panels 5 that define both sides of the vehicle compartment 4 in the vehicle width direction are erected along the vehicle width direction both ends of the floor panel at the outer ends of the vehicle 1 on both sides in the vehicle width direction. 2, illustration of the rear wheel 2 and the left side panel 5 is omitted.

As shown in FIGS. 2 and 3, the left and right side members 3 are provided with a plurality of horizontal joists (two joists shown in FIGS. 2 and 3) that extend in the vehicle width direction and support a floor panel (not shown) from below. horizontal joists 11, 12 are shown) are fixed. One of the plurality of horizontal joists (first horizontal joist) 11 (hereinafter, “front joist 11 ”) are arranged behind the rotation axis CL, and the other horizontal joist (second horizontal joist) 12 (hereinafter referred to as “rear joist 12 ”) among the plurality of horizontal joists is arranged behind the rotation axis CL. The front joist 11 extends in the vehicle width direction ahead of the rear wheel 2 and is fixed to the left and right side members 3 . The rear joist 12 extends in the vehicle width direction at the rear end portion of the vehicle 1 behind the rear wheel 2 and is fixed to the left and right side members 3 . The front joist 11 defines the front of the wheel house 6 of the rear wheel 2 (the space in which the rear wheel 2 is arranged), and the rear joist 12 defines the rear of the wheel house 6 of the rear wheel 2 . An arch-shaped fender 7 that covers the rear wheel 2 from above is arranged above the wheel house 6 . The fender 7 is fixed to the front joist 11 , the rear joist 12 , and the left and right side members 3 , and partitions the upper side of the wheel house 6 . The inside of the wheelhouse 6 in the vehicle width direction is partitioned by panels 8 (see FIG. 5) fixed to the left and right side members 3 . Left and right end portions of the front joist 11 and the rear joist 12 are fixed to the left and right side panels 5 .

In the present embodiment, the vehicle support structure according to the present disclosure is applied symmetrically to the left and right sides of the rear wheel 2 side, so the left side will be described below, and the description of the right side will be omitted.

As shown in FIGS. 3 to 5, front and rear arms 13 protruding forward and backward are provided on the rear axle 9 outside the side members 3 in the vehicle width direction and inside the rear wheels 2 in the vehicle width direction. is fixedly provided. Front and rear arms for elastically supporting the vehicle body of the vehicle 1 (including the side members 3, the front joist 11, and the rear joist 12) from the wheel (including the rear wheel 2) side are provided on the upper surface side of the tip of the front and rear arms 13. of air suspensions 14 and 15 are attached. That is, the lower sides of the front and rear air suspensions 14 and 15 are supported from below by the rear axle 9 on the rear wheel 2 side via the front and rear arms 13 . The front and rear air suspensions 14 and 15 are positioned outside the side member 3 in the vehicle width direction and inside the rear wheel 2 in the vehicle width direction. That is, the suspension system for the rear wheels 2 of the vehicle 1 has a wide air suspension structure in which the front and rear air suspensions 14 and 15 are arranged outside the side members 3 in the vehicle width direction. The front air suspension (first air suspension) 14 is positioned at a front-rear position behind the front joist 11 and in front of the rotation axis CL in the wheel house 6 (a front-rear position between the front joist 11 and the rotation axis CL). placed. The rear air suspension (second air suspension) 15 is positioned forward of the rear joist 12 and rearward of the rotation axis CL in the wheel house 6 (front and rear position between the rear joist 12 and the rotation axis CL). placed in

Front and rear shock absorbers 16 and 17 for damping vibrations of the vehicle 1 are attached to the upper surfaces between the base end portions and the tip end portions of the front and rear arms 13 so as to extend in the vertical direction. That is, the lower sides of the front and rear shock absorbers 16 and 17 are supported by the rear axle 9 via the front and rear arms 13 from below. The front and rear shock absorbers 16 and 17 are positioned outside the side member 3 in the vehicle width direction and inside the rear wheel 2 in the vehicle width direction. The front shock absorber (first shock absorber) 16 is positioned behind the front joist 11 in the wheel house 6 (in this embodiment, behind the front air suspension 14) and in front of the rotation axis CL ( front-rear position between the front joist 11 and the rotation axis CL). The rear-side shock absorber (second shock absorber) 17 is positioned in front of the rear joist 12 in the wheel house 6 (in this embodiment, in front of the rear-side air suspension 15) and behind the rotation axis CL. It is arranged at a position (a front-rear position between the rear joist 12 and the rotation axis CL).

A front bracket (first receiving portion) 18 supported from below by the front air suspension 14 is fixed (for example, fixed by fastening or welding) to the rear surface 11 a of the front joist 11 . The front bracket 18 is a portion or member (a member in this embodiment) that receives a load from the front air suspension 14, and is located outside the side member 3 in the vehicle width direction and inside the rear wheel 2 in the vehicle width direction. It is placed at the vehicle width position. The front bracket 18 projects from the rear surface 11 a of the front joist 11 into the rear wheel house 6 . The front bracket 18 is arranged at a front-rear position between the front joist 11 and the rotation axis CL. The front bracket 18 has a bracket lower surface portion 18a that faces the upper surface of the front air suspension 14 . The bracket lower surface portion 18a is arranged above the front air suspension 14, is attached to the upper portion of the front air suspension 14, and is elastically supported by the front air suspension 14 from below.

A rear bracket (second receiving portion) 19 supported from below by the rear air suspension 15 is fixed (for example, fixed by fastening or welding) to the front surface 12 a of the rear joist 12 . The rear bracket 19 is a portion or member (a member in this embodiment) that receives a load from the rear air suspension 15 , and is positioned further outside than the side member 3 in the vehicle width direction and further than the rear wheel 2 in the vehicle width direction. It is placed at the inner vehicle width position. The rear bracket 19 protrudes from the front surface 12 a of the rear joist 12 into the front wheel house 6 . The rear bracket 19 is arranged at a front-rear position between the rear joist 12 and the rotation shaft CL. The rear bracket 19 has a bracket lower surface portion 19a facing the upper surface of the air suspension 15 on the rear side. The bracket lower surface portion 19a is disposed above the rear air suspension 15, attached to the upper portion of the rear air suspension 15, and elastically supported by the rear air suspension 15 from below.

An arch member (connecting portion) 20 is provided between the front side bracket 18 and the rear side bracket 19 . The arch member 20 is a portion or member (a member in this embodiment) that connects the front bracket 18 and the rear bracket 19 , and is formed in an arch shape that bulges upward in a side view and extends below the fender 7 . placed in A front end portion 21 of the arch member 20 is positioned above the upper surface of the front air suspension 14 and fixed (for example, fixed by fastening or welding) to the bracket upper surface portion 18b of the front bracket 18 . A rear end portion 22 of the arch member 20 is positioned above the upper surface of the rear air suspension 15 and fixed (for example, fixed by fastening or welding) to the bracket upper surface portion 19b of the rear bracket 19 . That is, the arch-shaped member 20 is bridged between the front side bracket 18 and the rear side bracket 19 in an arch shape so as to straddle above the rotation axis CL. The arch-shaped member 20 extends along a direction orthogonal to the rotation axis CL when viewed from above.

A front shock absorber fixing portion (third receiving portion) 23 is fixed to a lower surface side of a region of the arch member 20 rearward of the front end portion 21 and forward of the rotation axis CL. That is, the front shock absorber fixing portion 23 is provided integrally with the arch member 20 . The front shock absorber fixing portion 23 is a portion or member (a member in this embodiment) that receives a load from the front shock absorber 16 , and is positioned outside the side members 3 in the vehicle width direction and wider than the rear wheels 2 . It is arranged at the vehicle width position on the inner side of the direction. The lower surface portion 23a of the front shock absorber fixing portion 23 is arranged above the front shock absorber 16, faces the upper surface of the front shock absorber 16, and is attached to the upper portion of the front shock absorber 16 to provide a front shock. It is elastically supported by the absorber 16 from below. In the present disclosure, “integrally provided” is not limited to fixing, but includes integral molding.

A rear shock absorber fixing portion (fourth receiving portion) 24 is fixed to the lower surface side of a region forward of the rear end portion 22 of the arch member 20 and rearward of the rotation axis CL. That is, the rear shock absorber fixing portion 24 is provided integrally with the arch member 20 . The rear shock absorber fixing portion 24 is a portion or member (a member in this embodiment) that receives a load from the rear shock absorber 17 , and is positioned further outward than the side member 3 in the vehicle width direction and further than the rear wheel 2 . It is arranged at the vehicle width position on the inside in the vehicle width direction. The lower surface portion 24 a of the rear shock absorber fixing portion 24 is arranged above the rear shock absorber 17 , faces the upper surface of the rear shock absorber 17 , and is attached to the upper portion of the rear shock absorber 17 . , is elastically supported from below by the shock absorber 17 on the rear side.

In the above configuration, the front and rear air suspensions 14 and 15 are positioned outside the side member 3 in the vehicle width direction and inside the rear wheel 2 in the vehicle width direction. That is, since the front and rear air suspensions 14 and 15 are arranged at the vehicle width position inside the rear wheel 2 in the vehicle width direction, the front and rear air suspensions 14 and 15 and the rear wheel 2 are not aligned in the front and rear direction. Therefore, interference in the longitudinal direction between the front and rear air suspensions 14, 15 and the rear wheel 2 can be prevented, so that the front-to-rear distance between the front joist 11 and the rear joist 12 can be shortened. The longitudinal length of the wheel house 6 set between 11 and the rear joist 12 can be suppressed.

Further, since the front bracket 18 to which the load from the front air suspension 14 is input and the rear bracket 19 to which the load from the rear air suspension 15 is input are connected by the arch member 20, the vehicle 1 can be It is possible to ensure rigidity against the load during vibration (hereinafter referred to as "vibration load").

Further, the front bracket 18 is arranged at a front-rear position between the front joist 11 and the rotation axis CL and fixed to the front joist 11, and the rear-side bracket 19 is arranged at a front-rear position between the rear joist 12 and the rotation axis CL. and fixed to the rear joist 12. An arch member 20 is formed in an arch shape that bulges upward between the front bracket 18 and the rear bracket 19 and connects the front bracket 18 and the rear bracket 19 . Therefore, the load input from the rear wheel 2 side to the front bracket 18 (or the rear bracket 19) via the front air suspension 14 (or the rear air suspension 15) is applied to the rear bracket 18 via the arch member 20. 19 (or front bracket 18), and acts downward on the rear bracket 19 (or front bracket 18). In this way, the load input from the front bracket 18 (or rear bracket 19) side to the rear bracket 19 (or front bracket 18) via the arch member 20 is applied to the rear air suspension 15 (or the front air suspension). 14) acts in the opposite direction to the load input to the rear bracket 19 (or the front bracket 18), so the moment acting on the front joist 11 and the rear joist 12 can be suppressed.

Further, since the front end portion 21 of the arch member 20 is positioned above the upper surface of the front air suspension 14, the load input from the front air suspension 14 to the front bracket 18 can be efficiently transmitted to the arch member 20. can be done. In addition, since the rear end portion 22 of the arch member 20 is positioned above the upper surface of the rear air suspension 15 , the load input from the rear air suspension 15 to the rear bracket 19 is efficiently transferred to the arch member 20 . can be transmitted to

Further, the front shock absorber fixing portion 23 is fixed to the lower surface side of a region of the arch member 20 rearward of the front end portion 21 and forward of the rotation axis CL. Also, the rear shock absorber fixing portion 24 is fixed to the lower surface side of a region of the arch member 20 that is forward of the rear end portion 22 and rearward of the rotation axis CL. Therefore, when the vehicle 1 vibrates, the vibration is input from the front shock absorber 16 (or the rear shock absorber 17) to the arch member 20 via the front shock absorber fixing portion 23 (or the rear shock absorber fixing portion 24). The load is transmitted to the rear bracket 19 (or front bracket 18) side via the arch member 20 and acts downward on the rear bracket 19 (or front bracket 18). In this way, the load input to the rear bracket 19 (or the front bracket 18) from the front shock absorber fixing portion 23 (or the rear shock absorber fixing portion 24) through the arch member 20 is applied to the rear air suspension 15. (or the front air suspension 14) to the rear bracket 19 (or the front bracket 18).

Therefore, according to the present embodiment, it is possible to ensure the rigidity against the vibration load, and to suppress the length of the wheel house 6 in the front-rear direction.

Further, the front and rear air suspensions 14 and 15 are positioned outside the side member 3 in the vehicle width direction and inside the rear wheel 2 in the vehicle width direction. That is, since the front and rear air suspensions 14, 15 are arranged outside the side member 3 in the vehicle width direction, the front and rear air suspensions 14, 15, etc. (air suspensions 14, 15) are positioned inside the side member 3 in the vehicle width direction. (including other surrounding parts) can be suppressed. Therefore, the space 30 between the left and right side members 3 (for example, a space for arranging accessories, a passage space, etc., see FIG. 4) can be secured widely downward.

Although the front shock absorber fixing portion 23 is provided integrally with the arch member 20 in this embodiment, it is not limited to this, and may be provided integrally with the front bracket 18 . In addition, although the rear shock absorber fixing portion 24 is provided integrally with the arch member 20 , it is not limited to this, and may be provided integrally with the rear bracket 19 . Alternatively, at least one of the front shock absorber fixing portion 23 and the rear shock absorber fixing portion 24 may be separately provided at a position different from the front and rear brackets 18 and 19 and the arch member 20 . That is, at least one of the front shock absorber fixing portion 23 and the rear shock absorber fixing portion 24 does not have to be provided integrally with the front and rear brackets 18 , 19 or the arch member 20 .

Also, in the present embodiment, the arch-shaped member 20 is arranged below the fender 7 , but the arrangement is not limited to this, and may be arranged above the fender 7 .

In this embodiment, the front bracket 18 and the arch-shaped member 20, which are formed separately from each other, are fixed to each other. However, the present invention is not limited to this. You may In this case, the portion that receives the load from the front air suspension 14 functions as the first receiving portion, and the arch-shaped portion that connects the first receiving portion and the second receiving portion functions as the connecting portion.

In this embodiment, the rear bracket 19 and the arch-shaped member 20, which are formed separately from each other, are fixed to each other. It may be integrally molded. In this case, the portion that receives the load from the rear air suspension 15 functions as the second receiving portion, and the arch-shaped portion that connects the first receiving portion and the second receiving portion functions as the connecting portion.

In addition, in the present embodiment, the side member 3 is configured by a plurality of member members (including the rear member member 3a and the front member member 3b) that are connected to each other in the front-rear direction, but is not limited to this. Instead, for example, the side member 3 may be configured by one member extending in the front-rear direction.

Although the present invention has been described above based on the above embodiments, the present invention is not limited to the contents of the above embodiments, and can be appropriately modified without departing from the scope of the present invention. In other words, all other embodiments, examples, operation techniques, etc. made by those skilled in the art based on this embodiment are naturally included in the scope of the present invention.

For example, in the above embodiment, the vehicle support structure according to the present disclosure is applied to a small bus, but it is not limited to this.

Further, in the above-described embodiment, the vehicle support structure according to the present disclosure is applied to the rear wheel 2 side of the vehicle 1, but it is not limited to this.

The vehicle support structure according to the present disclosure can be widely applied to various vehicles.

1: Vehicle 2: Rear wheel (wheel)
3: Side member 11: Front joist (first horizontal joist)
12: Rear joist (second horizontal joist)
14: Front air suspension (first air suspension)
15: Rear air suspension (second air suspension)
16: Front shock absorber (first shock absorber)
17: Rear shock absorber (second shock absorber)
18: Front side bracket (first receiving part)
19: Rear side bracket (second receiving part)
20: Arch member (connecting part)
23: Front side shock absorber fixing part (third receiving part)
24: Rear shock absorber fixing part (fourth receiving part)

Claims (2)

A vehicle support structure that elastically supports a side member extending in the front-rear direction on one side in the vehicle width direction from the wheel side,
a first horizontal joist fixed to the side member and extending in the vehicle width direction in front of the rotation axis of the wheel;
a second horizontal joist fixed to the side member and extending in the vehicle width direction behind the rotating shaft;
A first air is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the first horizontal joist and the rotating shaft, and has a lower side supported on the wheel side. suspension and
A second air is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the second horizontal joist and the rotating shaft, and has a lower side supported on the wheel side. suspension and
a first receiving portion disposed at a front-rear position between the first horizontal joist and the rotating shaft, fixedly provided on the first horizontal joist, and supported from below by the first air suspension;
a second receiving portion disposed at a front-rear position between the second horizontal joist and the rotating shaft, fixedly provided on the second horizontal joist, and supported from below by the second air suspension;
A front end portion formed in an arch shape that bulges upward between the first receiving portion and the second receiving portion and is fixed to the first receiving portion at a position overlapping the first air suspension from above. and a rear end portion that is fixed to the second receiving portion at a position that overlaps the second air suspension from above, and extends linearly in the front-rear direction when viewed from above to extend from the first receiving portion. A support structure for a vehicle, comprising: a connecting portion that connects to the second receiving portion. A vehicle support structure according to claim 1,
A first shock that is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the first horizontal joist and the rotating shaft, and has a lower side supported on the wheel side. an absorber;
A second shock that is arranged at a vehicle width position between the wheel and the side member, is arranged at a front-rear position between the second horizontal joist and the rotating shaft, and has a lower side supported on the wheel side. an absorber;
a third receiving portion disposed above the first shock absorber and provided integrally with the first receiving portion or the connecting portion and supported from below by the first shock absorber;
a fourth receiving portion disposed above the second shock absorber and provided integrally with the second receiving portion or the connecting portion and supported by the second shock absorber from below; A vehicle support structure characterized by:

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