JPH06123328A - Upper support for suspension - Google Patents

Abstract

PURPOSE:To improve the durability of a suspension by absorbing the stress in the axial direction with the compressive deformation of an elastic material. CONSTITUTION:A bound side plate 11 and a rebound side plate 12 are fixed to a piston rod 22 of a shock absorber 20. An upper support main body 10a is arranged between both the plates. The upper support main body l0a consists of an inner pipe part 13, to which the piston rod 22 is inserted, a bar body fitting plate 14 having parts 14a, 14b, 14c opposite to the bound side plate 11, the rebound side plate 12 and the inner pipe part 13 with a space, and an elastic material 15 interposed between the car body fitting plate 14 and the bound side plate 11 and the rebound side plate 12.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension upper support, and more particularly to a vehicle suspension upper support using a shock absorber as a part of a suspension link.

[0002]

2. Description of the Related Art In recent years, the suspension type of vehicle suspension has become the mainstream. The suspension type suspension generally includes a spring that absorbs vibration during traveling, a shock absorber that controls free vibration of the spring to improve running stability, and a link mechanism that controls rolling of the vehicle.

This shock absorber is usually composed of a cylinder type oil damper, and while controlling the free vibration of the spring as described above, one end thereof is connected to the axle and the other end is connected to the vehicle body to form a part of a link mechanism. To do. The link mechanism is an important part that determines the running performance of the vehicle, and is composed of the above-mentioned shock absorber, a suspension arm for restricting the movable direction of the axle, and for ensuring the required rigidity.

At this time, if the shock absorber is strictly fixed to the vehicle body, a strong stress is applied to the fixed portion due to traveling vibration of the vehicle. For this reason, in the suspension type suspension, flexibility is required at the connecting portion between the shock absorber and the vehicle.

In order to meet this requirement, there has been conventionally known an upper support for suspension which uses an elastic body as a connecting portion between a shock absorber and a vehicle body. For example, Japanese Utility Model Laid-Open No. 2-69507 discloses an upper support for suspension which uses an elastic body for the connecting portion in this manner.

A general suspension upper support is a plate (rod side plate) fixed near the upper end of the piston rod of the shock absorber, and a vehicle body fixing plate (spaced above the plate). A vehicle body mounting plate) and an elastic body interposed between these plates.

The vehicle body mounting plate is composed of a flat surface facing the rod side plate and a tube surrounding the piston rod. Therefore, when the axial stress of the shock absorber is applied between the plates, a shearing force is applied to the elastic body existing between the pipe portion of the vehicle body mounting plate and the piston rod, and the flat portion of the vehicle body mounting plate is applied. A compressive force is applied to the elastic body existing between the rod side plate and the rod side plate.

On the other hand, when stress is applied between the plates in a direction perpendicular to the axis of the shock absorber, in the above-mentioned case, the shear-deformable portion and the compressive-deformable portion are replaced with each other. The stress will be absorbed.

The suspension upper support described in the above publication utilizes the shear deformation generated in the elastic body when absorbing the stress in the axial direction, and the portion inside the vehicle when mounted on the vehicle and the vehicle. The filling state of the elastic body is made different between the outer side and the outer side, and the inner side is set to be easily sheared and the outer side is set to be hard to perform.

That is, when an external force in the axial direction that causes elastic deformation of the elastic body is applied to this upper support, a vehicle outward moment is applied to the upper support portion due to the shear deformation generated inside and outside the upper support. Occurs. The upper support described in the above publication attempts to cancel the moment generated when the shock absorber forming the specific link mechanism expands and contracts, by using this moment.

As described above, the conventional suspension upper support including the upper support described in the above publication absorbs various vibrations generated by disturbance input from the road surface by the shear deformation and compression deformation of the elastic body. is doing. Therefore, excessive stress is not applied to the connecting portion between the piston rod and the vehicle body due to such vibration.

[0012]

However, in general, the elastic body is inferior in durability against shear stress as compared with durability against compressive stress. For this reason, when the stress generated between the shock absorber and the vehicle body acts on the elastic body as compressive stress and shear stress as in the above-described conventional suspension upper support, only the portion that undergoes shear deformation deteriorates early. Will be done.

Particularly, since the shock absorber is a portion interposed between the vehicle and the wheels to support the vehicle, a strong stress corresponding to the weight of the vehicle is applied in the axial direction thereof. Therefore, in the above-mentioned conventional upper support,
There is a problem that the durability of the portion that undergoes shear deformation with respect to the axial stress is poor.

The present invention has been made in view of the above-mentioned points, and the axial displacement in the upper support is absorbed mainly by the compressive deformation of the elastic body, so that the durability of the elastic body is improved. It is intended to provide an upper support for a suspension having improved

[0015]

FIG. 1 is a block diagram showing the principle of the present invention for solving the above problems. In the vicinity of the upper end of the piston rod 1 of the shock absorber to which the axle is connected, the bound side plate 2 (lower side) and the rebound side plate 3 (upper side) are fixed vertically apart from each other.

A body mounting plate 4 for mounting the shock absorber on the vehicle body is provided between the bound side plate 2 and the rebound side plate 3. This body mounting plate 4
Is a bound side stopper 4a spaced apart and opposed to the bound side plate 2; a rebound side stopper 4b spaced apart and opposed to the rebound side plate 3; And an outer cylindrical portion 4c surrounding the.

An elastic body 5 is interposed between the bound side plate 2 and the bound side stopper 4a, the rebound side plate 3 and the rebound side stopper 4b, and the piston rod 1 and the outer tube portion 4c which are spaced apart and face each other.

[0018]

In the suspension upper support having the above structure, the vehicle body mounting plate 4 is used to fix the suspension upper support and the vehicle body. Therefore, the vehicle body mounting plate 4 vibrates together with the vehicle body. Moreover, since the bound plate 2 and the rebound plate 3 are fixed to the front piston rod 1, they move integrally with the piston rod 1.

Therefore, when the piston rod 1 vibrates according to the unevenness of the road surface while the vehicle is traveling, the vibration is generated between the bound side plate 2 and the rebound side plate 3 and the vehicle body side mounting plate 4. A stress that tends to cause a displacement is generated.

The elastic body 5 suppresses this displacement,
The bound side plate 2 and the rebound side plate 3 are connected to the vehicle body side mounting plate 4.

In restraining the displacement of the elastic body 5, the stress generated by the piston rod 1 being pushed up when the wheel bounces mainly exists between the bound side plate 2 and the bound side stopper 4a. It is absorbed by the compressive deformation of the elastic body 5.

The stress generated by pulling the piston rod 1 downward when the wheel rebounds is mainly due to the compressive deformation of the elastic body 5 existing between the rebound side plate 3 and the rebound side stopper 4b. Be absorbed.

As described above, among the stresses received by the suspension upper support, the strong stress generated in the axial direction of the piston rod 1 is mainly absorbed as the compressive stress of the elastic body 5, and the piston rod 1 and the outer member Pipe part 4c
A strong shear stress is not applied to the elastic body 5 existing between the two.

A force applied in a direction perpendicular to the axial direction of the piston rod 1 is absorbed as a compressive stress of the elastic body 5 existing between the piston rod 1 and the outer pipe portion 4c, Strong shear stress is not applied to the elastic body 5 even with respect to the directional stress.

[0025]

2 is a front sectional view showing the construction of an embodiment of an upper support for suspension according to the present invention.

In FIG. 2, reference numeral 10 is a shock absorber 2.
2 shows the upper support of the present embodiment mounted on 0. The shock absorber 20 is composed of an oil damper including a cylinder 21 connected to an axle (not shown) and a piston rod 22 connected to the vehicle body.

The diameter of the tip portion (thin diameter portion 22b) of the piston rod 22 is smaller than the diameter of the root portion (thick diameter portion 22a), and the step difference due to the difference in diameter is formed in the middle of the rod 22. Exists.

A bound side plate 11 forming a part of the upper support 10 is disposed at the step portion. The bound plate 11 has a small-diameter portion 22 at the center.
It is a disk-shaped member having a hole with the same diameter as b. Further, reference numeral 12 indicates a rebound side plate, which, like the bound side plate 11, is provided with a hole for inserting the small diameter portion 22b.

Between the bound side plate 11 and the rebound side plate 12, the upper support 10 of this embodiment is provided.
The upper support body 10a, which is a main part of the above, is disposed. The upper support body 10a includes an inner pipe portion 13 for attaching the upper support body 10a itself to the piston rod 22, a vehicle body attachment plate 14 for attaching the shock absorber 20 to the vehicle body, and a piston rod 22.
Is formed of an elastic body 15 that prevents the vibration of 1 from directly propagating to the vehicle body mounting plate 14.

As shown in FIG. 2, the vehicle body mounting plate 14 includes a bounding side stopper 14a facing the bounding side plate 11, a rebounding side stopper 14b facing the rebounding side plate 12, and each of these stoppers 14a, An outer tube portion 14c that connects 14b is integrally provided.

The elastic body 15 is interposed between the inner pipe portion 13 and the outer pipe portion 14c to connect the inner pipe portion 13 and the outer pipe portion 14c together, and the lower surface of the bound side stopper 14a and the upper surface of the rebound side stopper 14b have a predetermined thickness. Covered with. Therefore, the elastic body 15 having a predetermined thickness exists between the bound side plate 11 and the bound side stopper 14a and between the rebound side plate 12 and the rebound side stopper 14b.

However, in the upper support 10 of this embodiment, between the bound side plate 11 and the elastic body 15,
And between the rebound side plate 12 and the elastic body 15,
There is a slight gap.

In FIG. 2, reference numeral 23 indicates a cushion material, which is the tip of the cylinder 21 when bound (see FIG. 2).
The shock generated between the middle side (the shape indicated by the chain double-dashed line) and the bound plate 11 is reduced. Further, reference numeral 24 indicates a dust cover, which extends from the bound plate 11 to the cylinder 2.
1 covers up to the dust cover holder 25 provided at a predetermined position to prevent water droplets, dust, etc. from entering the cylinder 21. A lower support 26 is further fixed to the cylinder 21, and between the lower support 26 and the upper support 10,
It holds a spring 27 which determines the spring constant of the suspension suspension.

The operation of the upper support 10 of this embodiment will be described below. In the suspension type suspension including the upper support 10, the vibration generated on the axle during traveling of the vehicle is directly transmitted to the shock absorber 20. on the other hand,
The tip of the piston rod 22 is connected to the vehicle body via the upper support 10 as described above, and cannot freely move.

Therefore, when the vibration of the axle is the vibration in the axial direction, the shock absorber 20 expands and contracts so as to absorb its amplitude, and the tip of the piston rod 22 is
Along with the expansion and contraction, the cylinder 2 of the shock absorber 20
The hydraulic reaction force generated within 1 is propagated. Further, when the axle vibrates in the direction perpendicular to the axis of the shock absorber 20 (the direction perpendicular to the axis), the vibration is not absorbed by the shock absorber, and is directly transmitted to the piston rod 22.

As described above, the piston rod 22 includes the bound plate 11 and the rebound plate 1
2. The inner pipe portion 13 connected to the vehicle body mounting plate 14 is fixed via the elastic body 15. On the other hand, the vehicle body mounting plate 14 is fixed to the vehicle body having a very large inertia compared with the unsprung weight. Therefore, the piston rod 22
When a stress is generated in the axial direction or in the direction perpendicular to the axis, most of the generated stress is absorbed by the deformation of the elastic body 15 that connects the vehicle body mounting plate 14 and the piston rod 22.

Of the stresses generated in the piston rod 22, the axial stress is the stress generated by the hydraulic reaction force of the shock absorber. This hydraulic reaction force becomes larger as the stroke of the shock absorber changes abruptly, and becomes extremely large stress, for example, when traveling on a road with severe unevenness or when a gap is exceeded during high-speed traveling. There is.

The upper support of the conventional structure absorbs the stress in the axial direction mainly by the shear deformation of the elastic body. For this reason,
Among the elastic bodies used for absorbing stress, there is a difficulty in the durability of the part that receives the largest shear stress. On the contrary, when a stress exceeding a predetermined value is applied in the axial direction, the upper support 10 of the present embodiment absorbs the stress by the compressive deformation of the elastic body 15.

That is, when the wheel bounces and the shock absorber 20 is suddenly pushed up, the piston rod 22 is pushed upward by the hydraulic reaction force, and the elastic body 15 is pushed.
Give stress to. At this time, when the stress received by the elastic body 15 is small, the elastic body 15 existing between the inner pipe portion 13 and the outer pipe portion 14c undergoes shear deformation to absorb the stress.

However, when the shock absorber 20 is suddenly pushed up and a large stress is generated, the above-mentioned shear deformation is not sufficient and the bound side plate 11 presses the elastic body 15 below the bound side stopper 14a. Become. Therefore, thereafter, the stress is absorbed as a compressive deformation of the elastic body 15 existing between the bound side plate 11 and the bound side stopper 14a, and the above shear deformation does not proceed.

Further, the upper support 10 of this embodiment is
Assuming that a large stress occurs on the rebound side,
Rebound side plate 12 and rebound side stopper 1
4b is provided. Therefore, even when a large stress is generated when the shock absorber 20 extends due to the tension of the spring 27, the stress is the same as in the above case.
Is absorbed by the compressive deformation of.

As described above, the upper support 1 of this embodiment
According to 0, even if a large stress is generated in the axial direction of the piston rod 22, the elastic body 15 is not greatly sheared and the durability is remarkably improved as compared with the conventional upper support. When a stress is generated in the piston rod 22 in the direction perpendicular to the axis, the elastic body 15 existing between the inner pipe portion 13 and the outer pipe portion 14c is compressed and deformed as in the conventional upper support. The stress is absorbed.

Next, the test results for the durability will be described.

FIG. 3 is a front sectional view showing a structure of a main part of a conventional upper support having a different structure. Figure 3 (A)
3B shows a structure in which the stress generated by the push-up of the piston rod 31 at the time of bouncing the wheel is absorbed by the shear deformation and the compression deformation of the elastic body 34, and FIG.
Shows a structure in which the stress due to the push-up of the piston rod 31 is absorbed only by the shear deformation of the elastic body 42.
In FIGS. 3A and 3B, the same components are designated by the same reference numerals.

In the upper supports 30 and 40 shown in FIGS. 3A and 3B, the stopper plates 32 and 41 are fixed to the piston rod 31, and the vehicle body mounting plate 33 is fixed to the vehicle body. Therefore, as described in the above embodiment, the vibration generated in the piston rod 31 due to the traveling vibration or the like is absorbed by the elastic bodies 34 and 42.

When the piston rod 31 is pushed up in the upper support 30 shown in FIG. 3 (A),
First, the elastic body 34 undergoes shear deformation in accordance with the displacement between the stopper plate 32 and the vehicle body mounting plate 33. Then
The axle direction stopper 32a of the stopper plate 32 starts to press the elastic body 32. That is, a small stress of the vibration transmitted to the piston rod 31 is absorbed by the shear deformation of the elastic body 34, and a large stress is absorbed by the compressive stress.

On the other hand, when the upper support 40 shown in FIG. 3B absorbs the stress caused by the push-up of the piston rod 31, the stopper plate 41 has no portion corresponding to the axial stopper 32a. The elastic body 42 absorbs all the applied stress as shear deformation.

Therefore, by comparing the durability using the upper supports 30 and 40 shown in FIGS. 3 (A) and 3 (B), it can be judged whether the stress is absorbed by the compressive deformation of the elastic body. become.

FIG. 4 shows the results of the durability test of the upper supports 30 and 40. For the test, fix the vehicle body mounting plate 33,
The piston rod 31 is pushed up at 13.67 kN, and the upper supports 30, 40 according to the number of times this pushing is repeated
Was measured by measuring the change in the static spring constant.

As a result, as shown in FIG. 4, the upper support 30 using both shear stress and compressive stress (in FIG. 4, ○).
It was found that the change of the spring constant was smaller than that of the upper support 40 (● in FIG. 4). Further, in the upper support 30, the appearance of the elastic body 30 was good after 200,000 repetitions, whereas in the upper support 40, the elastic body 30 was repeated 38,000 times. A crack was generated in 42 (a part indicated by a chain double-dashed line in FIG. 3B).

As described above, when the stress applied to the upper support is absorbed only by the shear deformation of the elastic body, when the stress is large, the upper support is configured to absorb the compression deformation in addition to the shear deformation. In total, the amount of deformation of the elastic body is suppressed, and the durability is dramatically improved.

Next, the upper support 10 of this embodiment shown in FIG. 2 and the upper support 30 shown in FIG.
The result of the endurance test conducted by using is explained. As described above, the upper support 30 shown in FIG. 3A is configured to absorb the stress generated in the piston rod 31 at the time of bouncing by the shear deformation and the compression deformation of the elastic body 34.

On the other hand, the upper support 1 of this embodiment
0 absorbs the stress generated in the piston rod 22 not only at the time of bounding but also at the time of rebounding, by using shear deformation and compression deformation of the elastic body in combination.

5 and 6 show the upper support 1 respectively.
The curve showing the relationship between the load and the bending when the stress (0.98 ± 3.63 kN) in the bound and rebound directions is applied to 0 and 30 is shown. In FIGS. 5 and 6, the curve indicated by the broken line shows the initial characteristic, and the curve indicated by the solid line shows the characteristic after 1,000,000 cycles.

As a result, the upper support 10 of the present embodiment.
In, the initial characteristics and the characteristics after endurance were found to be almost the same (FIG. 5). On the other hand, in the upper support 30 having the above-described conventional structure, it is found by the endurance test that the flexure amount is slightly larger (FIG. 6).

Therefore, each upper support 10,
In order to compare the degree of deterioration of the elastic body for 30,
The static spring constant was measured by carrying out the durability test. As a result, the spring constants with respect to the stress on the bound side were both reduced by 8 to 9% and were equal, but with respect to the stress on the rebound side, the upper support 10 of the present embodiment was 9% like the bound side. On the other hand, it has been found that the upper support 30 having the conventional structure has a decrease of 16% in comparison with the decrease.

As described above, the upper support 1 of this embodiment
No. 0 absorbs the stress applied in the axial direction by the shear deformation and the compression deformation of the elastic body 15 regardless of the bound side and the rebound side, so that the deterioration of the elastic body progresses as compared with the upper support of the conventional configuration. It is difficult and has excellent durability.

FIG. 7 is a front sectional view showing the structure of another embodiment of the suspension upper support according to the present invention. The same components as those in FIG. 2 are designated by the same reference numerals and the description thereof will be omitted.

In the suspension upper support 50 shown in FIG. 7, a part of the elastic body 15 has adjusting protrusions 15a, 15a.
It is characterized by having b. The effect of the adjusting projections 15a and 15b will be described below. Prior to that, the effect of the elastic body on the characteristics of the upper support will be described based on FIGS.

FIG. 8 is a graph showing the relationship between the hardness of the elastic body and the spring constant. In the figure, the vertical axis represents the spring constant,
The horizontal axis represents the frequency at which stress is applied. As shown in FIG. 8, the spring constant of the elastic body changes according to the frequency to which the stress is applied, and as the hardness increases, the rate of change increases.

By the way, the maneuverability of the vehicle is greatly affected by the static spring constant of the elastic body in the upper support (the spring constant when a stress is applied near the frequency of 0 Hz). On the other hand, the vibration noise characteristic (NVH) of the vehicle is greatly affected by the dynamic spring constant of the elastic body in the upper support. Therefore, if the static spring constant of the elastic body is set to a high value with an emphasis on maneuverability, the dynamic spring constant will rapidly increase,
The NVH of the vehicle will be significantly deteriorated.

Further, when the effect of the elastic body of the upper support on the motion characteristics of the vehicle is dissected in more detail, the axial static spring constant of the upper support affects the steerability and riding comfort of the vehicle. It is known that the static spring constant in the vertical direction mainly affects the maneuverability.

However, in the conventional upper support represented by the structure shown in FIG. 3, the axial spring constant and the axial spring constant cannot be independently set due to its structure. Therefore, as shown by the broken line in FIG. 9, when the spring constant in the axial direction or in the direction perpendicular to the axis is set to a desired value for the upper support of a certain structure, the other spring constant maintains a constant relationship. It will fluctuate. It should be noted that FIG. 9 shows the spring constant setting state in the axial direction and the axial direction in the upper support used in the market.

As described above, in the conventional upper support, the static spring constant, the dynamic spring constant, the axial spring constant, the axial perpendicular spring constant, etc. of the elastic bodies that interact with each other are set appropriately. , Desired maneuverability, ride comfort, NVH
However, there are various problems.

On the other hand, in the upper support 10 of the above embodiment, as shown in FIG.
And the pound stopper 14a, and between the rebound-side plate 12 and the rebound-side stopper 14b. Therefore, by setting this distance to a predetermined width, the spring constant in the axial direction can be changed to some extent without affecting the spring constant in the axial direction.

Further, in the upper support 50 of the present embodiment shown in FIG. 7, the convex portions 15a and 15ba for adjustment are provided at the intervals between them. By setting the adjusting protrusions 15a and 15b to have an appropriate size and arranging them in an appropriate number, the spring constant of the upper support 50 in the axial direction is
It can be set to a predetermined value without affecting the spring constant in the axial direction.

As described above, the upper support 5 according to the present embodiment.
According to 0, the spring constant in the axial direction and the spring constant in the perpendicular direction can be set independently. Therefore, the degree of freedom with respect to the hardness of the elastic body is increased, and the realization of the upper support satisfying the steering stability, riding comfort, and NVH becomes significantly easier than ever before.

FIG. 10 is a perspective view showing the structure of another embodiment of the dust cover holder 25 shown in FIG. In each of the dust covers 60, 70, 80 shown in FIGS. 10 (A), (B), and (C), the rear surface in the figure is a joint surface with the cylinder 21, and the front surface in the figure is a holding surface for the dust cover 24. . The effects of these holders 60, 70, 80 will be described below.

As shown in FIG. 2, the dust cover 25 seals the space from the bound side plate 11 to the dust cover holder 25 in order to prevent water droplets and dust from entering the cylinder 21. However, if this space is completely sealed, the pressure inside it cannot be adjusted. For this reason,
It is necessary to take some measures to open the space inside the dust cover 24 to the outside space while preventing the entry of water droplets, dust, and the like.

Dust cover holder 6 shown in each drawing of FIG.
0, 70, 80 are lower vent holes 61, 71, 8 respectively
1, and the upper ventilation holes 62, 72 or the ventilation gap 82. Therefore, these dust cover holders 60,
When 70 and 80 are used, the inside and outside of the dust cover 24 are
They are in communication with each other through the ventilation holes.

On the other hand, as shown in FIGS. 10 (A) and 10 (B), the lower vent holes 61, 71 and the upper vent holes 62, 72 are provided with their phases shifted from each other. Further, since these holders 60 and 70 are arranged right above the lower support 26, it is very rare for water drops and dust to pass through the lower ventilation holes 61 and 71. Therefore, according to the dust cover holders 60 and 70, the water droplets and the dust are prevented from coming into contact with the lower vent hole 6.
Entry into the dust cover 24 through 1, 71 and the upper ventilation holes 62, 72 can be almost prevented.

The dust cover holder 8 shown in FIG.
1 is a configuration that allows ventilation using a ventilation gap 82 formed between the holder body 80a and the ventilation adjusting plate 80b instead of the upper ventilation hole. According to this configuration, the width of the ventilation gap 82 can be set narrower than that of the upper ventilation holes 61, 71, and is excellent in blocking water drops and dust as compared with the dust cover holders 60, 70. .

As described above, according to the dust cover holders 60, 70, 80, the space inside the dust cover 24 is opened to the outside space while effectively blocking the ingress of water droplets and dust from the outside. be able to.

[0074]

As described above, according to the present invention, the stress generated in the piston rod when the wheel bounces or rebounds during traveling of the vehicle is caused by the elastic body existing between the bound side plate and the bound side stopper, or It is absorbed by the compressive deformation of the elastic body existing between the rebound side plate and the rebound side stopper.

Therefore, even when the wheel rebounds, the elastic body interposed in the suspension upper support is not excessively sheared and the durability is remarkably improved as compared with the conventional upper support. It has the feature of

[Brief description of drawings]

FIG. 1 is a principle view of an upper support for suspension according to the present invention.

FIG. 2 is a front sectional view showing the configuration of an embodiment of an upper support for suspension according to the present invention.

FIG. 3 is a front cross-sectional view of a main part of a conventional suspension upper support used for a durability test.

FIG. 4 is a graph showing the rate of change of the static spring constant in the conventional suspension upper support.

FIG. 5 is a diagram showing a result of a durability test of the suspension upper support of the present embodiment.

FIG. 6 is a diagram showing a result of a durability test of a suspension upper support having a conventional configuration.

FIG. 7 is a front sectional view showing the configuration of another embodiment of the suspension upper support according to the present invention.

FIG. 8 is a diagram showing a relationship between hardness of an elastic body and a spring constant.

FIG. 9 is a diagram showing a setting example of an axial spring constant and an axial perpendicular spring constant in a conventional suspension upper support.

FIG. 10 is a perspective view showing an example of a dust cover holder used for the suspension upper support of the present embodiment.

[Explanation of symbols]

 1, 22 Piston rod 2, 11 Bound side plate 3, 12 Rebound side plate 4, 14 Body mounting plate 4a, 14a Bound side stopper 4b, 14b Rebound side stopper 4c, 14c Outer pipe part 5,15 Elastic body 10 Upper support 13 Inner tube 20 Shock absorber

Claims (1)

[Claims] 1. A rod side plate which is provided on an upper end of a piston rod of a shock absorber to which an axle is connected and which is fixed to the piston rod, and a vehicle body mounting plate for mounting the shock absorber to a vehicle body via an elastic body. An upper support for a suspension configured by coupling the rod-side plate, the bound plate and the rebound-side plate fixed to the piston rod vertically spaced apart, the vehicle body mounting plate, Bound-side stoppers spaced apart and opposed to the bound-side plate, rebound-side stoppers spaced apart and opposed to the rebound-side plate, an outer cylinder portion that connects the bound-side stopper and the rebound-side stopper and surrounds the periphery of the piston rod. Together with the rod-side press Upper support for suspension, characterized in that the elastic body is interposed at a portion where the seat and the piston rod and the vehicle body mounting plate are spaced apart and opposed to each other.