JPH0563350B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a front subframe structure of a front engine/front drive type automobile.

[Conventional technology]

Conventionally, FIG. 4 is a front view of a double wishbone suspension (hereinafter simply referred to as suspension) for a front engine/front drive vehicle (front wheel drive vehicle), and the support shaft 8a of the upper arm 8 of the suspension is attached to the body 2. The support shaft 10a of the lower arm 10 is mounted and connected to the subframe F. Note that the reference numeral 7 in FIG. 4 is a drive shaft.

Further, FIG. 5 is a front view of the suspension of a front engine rear drive vehicle (rear wheel drive vehicle), and the support wheel 8a of the upper arm 8 and the support shaft 10a of the lower arm 10 of the suspension are as follows:
Both have a structure that is mounted and coupled to the subframe F.

Furthermore, FIG. 6 shows "Structure of a front frame portion of an automobile" disclosed in Japanese Utility Model Application Publication No. 150669/1982, which describes "a frame 17 in which a horizontal engine is mounted at the lower front part of the vehicle body. is configured in a frame shape with a vertical member 18 in the front-rear direction and a horizontal member 19 in the left-right direction, and the vertical member 18 is divided into a front member 18a and a rear member 18b, and the front member 18a and the rear member 18b are elastic. The front member 18a has an engine mounted thereon, and its front end is attached to the vehicle body via an elastic member 20, while the rear member 18b has a suspension member 21 attached thereto, and the rear member is fixed to the vehicle body. It is something that has been done.

[Problem that the invention seeks to solve]

However, in the case of FIG. 4, since the upper arm 8 is directly connected to the body 2, the input from the tire 15 directly enters the body 2, which is disadvantageous in terms of vibration and noise.

In addition, since there is a drive shaft 7 and a differential (not shown) to attach the suspension to the body 2 side, the attachment is recessed like the connecting part 16 or the support shaft 8a, which is disadvantageous in terms of installation workability. Moreover, it is currently difficult to mount and connect the upper arm 8 to the subframe F due to space considerations.

In addition, in the case of Fig. 5, since no drive shaft is provided, it is possible to mount and connect the support shaft 8a of the upper arm 8 and the support shaft 10a of the lower arm 10 to the subframe F, but these mechanisms can be used as they are in the front engine. -Cannot be applied to front drive vehicles.

Therefore, in order to solve these problems, the present invention effectively forms a subframe main body consisting of a side frame and a cross frame in the space between the differential and the lower arm to facilitate suspension installation work. It is about improving sexuality.

[Means for solving problems]

Therefore, the present invention attempts to solve the above-mentioned problems by supporting the upper arm and lower arm of the suspension on a subframe.

More specifically, referring to the reference numerals shown in FIG. 1, in the front subframe structure of a front engine/front drive type automobile that has a drive shaft 7 and a differential on the front wheels, the parts from the side frame 1 and the cross frame 5 are An upper arm bracket 6 is provided on the subframe main body part F, and a drive shaft 7 is passed through and disposed between the subframe main body part F and the upper arm bracket 6, and
The upper arm 8 and lower arm 10 of the suspension are supported by the subframe main body F having the upper arm bracket 6.

[Effect]

According to the above-mentioned means, the support shaft 8a of the upper arm 8 of the suspension is mounted and coupled to the upper arm bracket 6 provided on the subframe body F, and the support shaft 10a of the lower arm 10 of the suspension is connected to the subframe support part. Since it is mounted and coupled to the subframe 1 that forms F, vibration and noise performance is improved and workability for assembling the suspension to the body side is improved.

〔Example〕

Embodiments of the present invention will be described below based on the accompanying drawings.

The drawings from FIG. 1 to FIG. 3 show an embodiment of the present invention, and the side frame 1 shown in FIG.
is fastened to the body 2 shown in chain lines at its front side via a bracket 3 and a bush 4, which are connected to the side frame 1 side, by a fixture (not shown), and the rear side of the side frame 1 is connected to the body 2 shown in FIG. As can be seen from FIG. 3, a portion is set by bending the cross frame 5 from the body 2 side attachment portion 50 extending in the width direction of the vehicle toward the vehicle bottom as shown in FIG. 3. 51 and is straightly welded to form a rigid structure to form a subframe main body part F, and the rear side of the side frame 1 is connected to the rear side of the side frame 1 at both ends of the cross frame 5 through the bushes 4 as shown in the figure. It is fastened to the body 2 by a fastener.

As can be seen from FIG. 1, the upper arm bracket 6 is welded to the side frame 1 and the cross frame 5 across the drive shaft 7.
As can be seen from FIG. 3, the upper arm bracket inner 6a and the upper arm bracket outer 6b form a closed cross section, and the penetration portion of the drive shaft 7 of the upper arm bracket 6 has a cross section as shown in FIG. As shown by reference numeral 6',
The inner 6a and outer 6b have a flangeless structure to ensure a gap with the drive shaft 7, and the upper arm bracket 6 has an upper arm 8 of a double wishbone suspension (hereinafter simply referred to as suspension). A support shaft 8a is mounted and supported on the outside of the vehicle body 2.

Note that the upper arm bracket front 60 shown in FIG. 2 corresponds to the reference numeral 61 in FIG. 3.

Further, as can be seen from FIG. 3, the sub-frame 1 has a closed section with an upper part 1a and a lower part 1b, and a lower arm bracket 9.
is fixed, and this lower arm bracket 9
A support shaft 10a of the lower arm 10 of the suspension is mounted and supported by the support shaft 10a.

Furthermore, as can be seen from FIG. 2, the front end 11a of a strut bar is mounted and supported on the front side of the side frame 1, and the rear end 11b of this strut bar 11 is set to the lower arm 10 of the suspension. The side frame 1 passes between the outside of the vehicle of the differential 12 and the inside of the vehicle of the support shaft 10a of the lower arm 10, and also connects to the drive shaft 7 shown in FIG.
Sufficient cross-sectional shape and ground clearance are ensured through the effective space at the bottom.

Incidentally, an engine mount bracket 13 is set on the side frame 1 shown in FIGS. 1 and 2, and the reference numeral 14 in FIGS. 1 and 2 is a steering rack. The steering rack 14 is adapted to be supported by the cross frame 5.

By the way, the upper arm bracket front 60 of the upper arm bracket 6 shown in FIG.
can also be integrally molded with the engine mount bracket 13.

〔Effect of the invention〕

As described above, this invention mounts and supports the upper arm of the suspension on the upper arm bracket, which is a separate part, on the main body of the subframe, and supports the lower arm of the suspension on the main body of the subframe. This makes it possible to change the thickness of the atsupa arm bracket to that of the subframe body, and also allows all suspension parts to be attached at the front, even in double-width bone type front-engine, front-drive automobiles. This improves assembly work efficiency, and since road vibration from tires is transmitted in the order of tires → chassis → subframe → bushings → body, vibrations and vibrations are reduced.
It is also advantageous in terms of noise.

In addition, the side frame is arranged to make effective use of the space between the differential and the lower arm of the suspension, so the height of the engine hood can be kept low even when applied to 4-wheel drive vehicles. .

[Brief explanation of drawings]

The drawings from Fig. 1 to Fig. 3 show an embodiment of the present invention, in which Fig. 1 is a side view, Fig. 2 is a plan view, Fig. 3 is a rear view, and Fig. 4 to Fig. 6. The drawings up to this point show conventional examples; Fig. 4 is a front view showing the suspension of a front-wheel drive vehicle, Fig. 5 is a front view showing the suspension of a rear-wheel drive car, and Fig. 6 is a further conventional example. It is a perspective view showing an example. 1...Side frame, 5...Cross frame, F...Subframe main body, 6...Upper arm bracket, 7...Drive shaft, 8...
...Atsupa arm, 10...Lower arm, 12...
Differential.

Claims (1)

[Claims] 1. In a front subframe structure of a front engine/front drive type automobile having a drive shaft and a differential in the front wheel portion, an up arm bracket is provided on a subframe body consisting of a side frame and a cross frame, and the subframe body is attached to the subframe body. A front subframe, characterized in that a drive shaft is disposed to pass through between the front subframe and the upper arm bracket, and the upper arm and the lower arm of the suspension are supported by the subframe body having the upper arm bracket. structure.