JPH0825372B2 - Vehicle suspension mounting structure - Google Patents

Description

TECHNICAL FIELD The present invention relates to a suspension attachment structure for a vehicle in a portion where a suspension device for suspending the vehicle body is attached to the vehicle body.

[Prior Art] As a suspension device for an automobile as described above, for example, as disclosed in Japanese Utility Model Laid-Open No. 62-187904, an A-shaped upper arm arranged above and an upper arm arranged below. With the lower arm that is installed and is, for example, A-shaped,
There is a so-called double wishbone suspension device that supports the wheels. In this double wishbone suspension device, since the posture of the wheel is basically regulated by the upper arm and the lower arm, the position, arrangement and length of these arms are selected. This has the advantage that it is possible to minimize changes in the Scott at the start of the automobile and changes in the camber and scuff when the wheels move vertically with respect to the vehicle body.

On the other hand, while the vehicle is running, an impact load in the front-rear direction is input to the wheels due to the undulation of the road surface. However, in the above-mentioned double-wishbone suspension device, the upper arm (and the lower arm) has two points at the front and rear. Due to the fact that the vehicle is pivotally attached to the vehicle body, the rigidity in the direction of the impact load is high, and there is a drawback in riding comfort that a shock is easily transmitted to the vehicle body.

In order to alleviate the riding comfort drawbacks of the double-wishbone suspension system, the elastic bushes at the two-point pivotal joints of the arms should be softened to reduce the support rigidity in the front-rear direction of the wheels. If so, the support rigidity around the rotation axis of the wheel will also decrease, the natural frequency of the support structure will decrease, and it will resonate with the vibration of the disk or the like in the brake device provided on the wheel, so-called brake j There is a drawback that is caused.

That is, in the double-wishbone-type suspension device having the normal structure as disclosed in the above-mentioned Japanese Utility Model Application Laid-Open No. 62-187904, either the ride comfort or the brake girders are sacrificed due to its structure. Or both were satisfied to some extent.

Therefore, for example, as disclosed in Japanese Utility Model Publication No. 62-1762, the wheel support member is extended above the rim of the wheel, and the upper arm is attached to the extended portion, so that this attachment point and the rotation axis of the wheel are As a structure with a wider interval (so-called high mount double wishbone suspension device), it is possible to prevent the above-mentioned brake yarder with a small force, so that the upper arm is provided at two pivot points to the vehicle body. It has been proposed to improve the riding comfort by making the elastic bush soft and improve the riding comfort and prevent the brake yarder.

In the so-called high mount double wishbone suspension device described above, it is possible to improve both the riding comfort and the prevention of the brake judder, as described above, but a new problem arises.

That is, the upper arm of the double wishbone suspension device is composed of an A-shaped arm having two pivot points on the vehicle body which are separated from each other in the front-rear direction.
A wide space is required to allow such an upper arm to swing along with the vertical movement of the wheels, but above the rim inside the wheel, it is sufficient due to the arrangement of various parts. It is difficult to secure a sufficient space, and as a result, as shown in the drawing of Japanese Utility Model Publication No. 62-1762, it is inevitable to shorten the length of the upper arm and arrange it diagonally. Be done. As described above, when the length of the upper arm is shortened, there is a new defect that the chamber change becomes too large during the vertical stroke of the wheel.

Therefore, in order to solve such a drawback, the same applicant as the applicant of the present application filed "Automotive Suspension Device" as Japanese Patent Application No. 1-4873 dated January 13, 1991. There is. According to this vehicle suspension device, in a vehicle suspension device in which a wheel supporting member that rotatably supports a wheel is swingably supported with respect to a vehicle body via an upper arm and a lower arm, at least the upper arm is The wheel support member is composed of two link members arranged at a predetermined distance in the vertical direction of the vehicle body, and the link member arranged above controls mainly the displacement of the wheel support member in the vehicle front-back direction. The feature is that the displacement of the wheel support member in the vehicle width direction is mainly regulated by the link member arranged below.

[Problems to be Solved by the Invention] With the vehicle suspension device disclosed in this prior application, it is possible to achieve both improvement in riding comfort and prevention of brake yarders, and to make the above-mentioned change in a desirable tendency. It will be possible.

However, in such a suspension device, a large load acts on the mounting portion of the upper link of the two links forming the upper arm to the vehicle body, and if the mounting rigidity here is weak. In the mounting portion, a vibration is generated which gives a driver and a passenger an uncomfortable feeling, which is a problem.

The present invention has been made in view of the above-described problems, and an object of the present invention is to configure at least the above-described upper arm with two link members which are arranged at a predetermined distance in the vehicle body vertical direction with respect to a wheel support member. When a suspension device for a front wheel of an automobile is mounted on a vehicle body, a sufficient suspension rigidity is achieved in the mounting portion, and the transmission of vibration that makes the passenger uncomfortable in the mounting portion can be effectively suppressed. It is to provide a mounting structure.

[Means for Solving the Problems] In order to solve the above problems and achieve the object, a vehicle suspension mounting structure according to the present invention has at least an upper arm in a vehicle body vertical direction with respect to a wheel support member (18). A suspension mounting structure of a vehicle for mounting a suspension device for a front wheel of a vehicle, which is composed of two link members (22, 24) arranged at a predetermined distance, to a vehicle body, the front end of which is the wheel supporting member (18). ), The rear end of which extends rearward in the front-rear direction of the wheel.
2) and a dash panel 64 for partitioning the engine compartment and the vehicle compartment, the dash panel 64 having a lower portion (64a) and an upper portion (64b) joined to the upper end of the lower portion.
And cowl panel (68) and dash panel upper (64b)
And a support member for supporting the window glass (66) whose cross section is substantially closed, and the rear end of the upper link member (22) is connected to the dash panel upper (64b) and the dash panel lower. It is characterized in that it is attached to a mounting bracket provided at the joint with (64a).

The suspension mounting structure for a vehicle according to the present invention is characterized in that a suspension tower upper is joined to a mounting portion at a rear end of the upper link member.

[Operation] According to the suspension mounting structure of the vehicle configured as described above, the mounting portion at the rear end of the upper link member is set at the joint portion between the dash panel upper and the dash panel lower. Since it is attached to the support member of "Structure", the attachment rigidity at this joint has a sufficient value, and as a result, sufficient attachment rigidity is achieved at the attachment portion to ensure the upper link member having high rigidity. As a result, it is possible to receive the vibration, and it is possible to effectively suppress the transmission of the vibration that makes the passenger uncomfortable at the attachment portion.

In addition, the suspension tower upper is further joined to the joint between the dash panel upper and the dash panel lower, so that the mounting rigidity at this mounting portion becomes even stronger, and the above-mentioned vibration transmission is reliably suppressed. Will be done.

[Embodiment] A first embodiment of a vehicle suspension attachment structure according to the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an automobile 14 to which a suspension device 12 is attached by the suspension attachment structure 10 of the first embodiment, with a portion of a bonnet 16 cut away. That is, the suspension device 12 attached to the vehicle body B by the suspension attachment structure 10 is
In the first embodiment, the suspension device 12 for the front wheel is shown, and in the state shown in the figure, the suspension device 12 for the right front wheel FR is shown.

First, the configuration of the suspension device 12 attached to the vehicle body B by the suspension attachment structure 10 will be described with reference to FIGS. 2 to 5.

Here, FIG. 2 to FIG. 5 are respectively a perspective view, a plan view, an elevation view seen from the rear, and a vehicle body from inside to outside showing the suspension device 12 for the right front wheel of the automobile. It shows a side view seen from above.

Here, the right front wheel FR is rotatably supported by the wheel support member 18 and is connected to the vehicle body B via the suspension device 12. In other words, the vehicle body B is attached to the wheel support member 18.
The right front part of the is suspended via the suspension device 12. As is clear from FIGS. 2 and 5, the wheel support member 18 extends along the inner side of the right front wheel FR and extends to the rim of the right front wheel FR.
As is apparent from FIGS. 2 and 4, a first extension portion 18a extending upward from the uppermost end of 20 extends toward the rear inside, and the tie rod T of the steering system is rotatable about a vertical axis. The second extension portion 18b to be attached is integrally provided.

As shown in FIG. 2, the suspension device 12 has an upper arm 26 composed of a first upper arm 22 and a second upper arm 24, which are link members, at a place connected to the wheel supporting member 18, and has a substantially A shape. Lower arm 28 formed
And a shock absorber 30.

The A-shaped lower arm 28 is composed of an I-shaped arm body 28a extending substantially in the vehicle width direction, and a tension link 28b firmly fixed to the tip portion of the arm body 28a so as to form a predetermined acute angle. It is configured. As shown in FIG. 4, one end of the arm body 28a forming the A-shaped top is attached to the lower end of the wheel support member 18 via a rubber bush 32 so as to be rotatable about a vertical axis.

Further, the other end of the arm main body 28a and the other end of the tension link 28b, which form the bottom of the A-type, are both attached to the cross member 34 of the vehicle body B through the rubber bushes 36, 38, respectively, and the horizontal axis approximately in the vehicle longitudinal direction. Is rotatably mounted around. Here, as shown in FIG. 3, the two rubber bushes 36, 38 are arranged so as to be located on an axis line 1 parallel to the center line of the vehicle body B.

The A-shaped structure composed of the arm main body 28a of the lower arm 28 and the tension link 28b is suitable for driving the front wheels because it can secure a space for arranging the drive shaft. In this case, since it is not necessary to arrange such a drive shaft,
It will be integrated into the A type without being divided into books.

Here, the first upper arm 22 constituting the upper portion of the upper arm 26 is configured to restrict the displacement of the wheel support member 18 in the vehicle body front-rear direction. That is, one end of the first upper arm 22 is rotatably attached to the upper end of the first extension portion 18a of the wheel supporting member 18 via a rubber bush 40 about a vertical axis.

Further, the other end of the first upper arm 22 is attached to the vehicle body B via the suspension attachment structure 10 which is a feature of the present invention, and the details thereof will be described later. A rubber bush 42 is attached to a specific portion of the vehicle so as to be rotatable about a horizontal axis extending along the vehicle width direction. That is, the first upper arm 22 is located above the uppermost end of the rim 20 of the right front wheel FR,
It extends rearward from the wheel support member 18 substantially along the longitudinal direction of the vehicle body.

Further, as is clear from FIG. 5, the first upper arm 22 is arranged so that the rear side of the vehicle body is inclined toward the lower side of the vehicle body. With this tilted arrangement, the right front wheel FR is determined by the axis that regulates the displacement of the wheel support member 18 of the lower arm 28 in the vehicle front-rear direction, that is, the axis that connects the rubber bushes 36, 38.
The center of rotation of is set to the rear side of the right front wheel FR to achieve anti-dive when braking the right front wheel FR.

A turn bag 44 is arranged in the middle of the first upper arm 22 configured as described above. By adjusting the length of the first upper arm 22 via the turn bag 44, the caster adjustment of the right front wheel FR can be performed.

On the other hand, the second upper arm 24 extends substantially in the vehicle width direction and has a function of restricting the displacement of the wheel support member 18 in the vehicle width direction. One end of the second upper arm 24 is attached to a portion of the right front wheel FR of the wheel supporting member 18 below the uppermost end of the rim 20 via a rubber bush 46 so as to be rotatable about a substantially vertical axis.

The other end of the second upper arm 24 is attached to the cross member 34 of the vehicle body via a rubber bush 48 so as to be rotatable about a horizontal axis in the vehicle longitudinal direction. The length of the second upper arm 24 is substantially equal to the length of the upper arm in a normal double link wishbone type suspension device of an unequal length link type.
It is said to be longer than the 62-1762 upper arm.

A turn bag 50 is disposed in the middle of the second upper arm 24 configured as described above. By adjusting the length of the second upper arm 24 via the turn bag 50, the right front wheel FR can be adjusted for adjustment.

Here, the shock absorber 30 described above includes a coil spring 52 and a damper 54, and extends in the vertical direction. The lower end of the damper 54 is attached to the lower arm 28 so as to be rotatable about a horizontal axis in the longitudinal direction of the vehicle body, and the upper end thereof is a suspension tower upper 56 which forms a part of the vehicle body B.
(It is also shown in FIG. 1. Hereinafter, it is simply referred to as a suspension tower upper.) It is attached so that it can be rotationally displaced.
Further, the coil spring 52 is fitted around the damper 54, and the upper end of the coil spring 52 has the above-mentioned suspension tower upper 56.
It is fixed to the lower surface of a and the lower end is fixed to a substantially middle portion of the damper 54.

Since the suspension device 12 is thus configured, the suspension device 12 itself has the following effects.

(1) Since the first upper arm 22 is arranged above the uppermost end of the rim of the right front wheel FR, the length between the support point of the wheel support member 18 of the first upper arm 22 and the rotation center of the right front wheel FR is increased. Therefore, the rubber bush 40 for pivotally attaching the first upper arm 22 to the vehicle body 4 can be made soft, and as a result, as described above, the riding comfort is improved and the brake jeader is prevented. It is possible to achieve both.

(2) The first upper arm 22 that is a member that restricts the displacement of the wheel support member 18 in the vehicle front-rear direction extends substantially in the vehicle front-rear direction, while it is a member that restricts the displacement of the wheel support member 18 in the vehicle width direction. Since a certain second upper arm 24 extends substantially in the vehicle width direction, the turn backpacks 44 provided in the respective second upper arms 24,
By adjusting 50, the caster adjustment and the chamber adjustment can be performed independently without interfering with each other.

(3) In addition, the first upper arm 22 and the second upper arm 24
Since they are separated as described above, they can be arranged by effectively utilizing the space, and the layout property is improved.

(4) Since the second upper arm 24, which is a member for restricting the displacement of the wheel supporting member 18 in the vehicle width direction, is arranged below the uppermost end of the rim of the wheel, there is a space in the lateral direction relatively in this portion. Therefore, the second upper arm 24 can be made relatively long, and accordingly, the change in the chamber can be optimized.

Next, the configuration of the first embodiment of the suspension attachment structure 10 for attaching the first upper arm 22 of the suspension device 12 configured as described above, which is the feature of the present invention, to the following: A detailed description will be given with reference to FIGS. 1 and 6 to 8 of the accompanying drawings.

First, with reference to FIGS. 1 and 6, the structure of the vehicle body B in the vicinity of the mounting bracket constituting the suspension mounting structure 10 will be schematically described.

That is, in this vehicle body B, as shown in FIG.
The suspension tower upper 56 described above is formed at the upper end of the wheel apron 58 that constitutes the tire house in which the left front wheel FR is housed, and is fixed so as to close the opening located just above the shock absorber 30. The wheel apron 58 is fixed to a front side frame 60 extending along the front-rear direction on the lower right side of the vehicle body.

Also, this wheel apron 58 and suspension tower upper 56
Are fixed together with a wheel apron reinforcement member 62 extending along the front-rear direction on the upper right side of the vehicle body. Here, the wheel apron reinforcement member 62 includes a wheel apron reinforcement outer member 62a and a wheel apron reinforcement member fixed to form a closed cross section extending inward and rearward of the wheel apron reinforcement outer 62a. The wheel apron 58 and the suspension tower upper 56, which are composed of the inner 62b,
Specifically, the wheel apron is fixed to the reinforcement inner 62b.

On the other hand, in order to separate the engine room and the driver's seat, a dashboard panel 64 extending in the vehicle width direction is fixed to the front side frame 60 and the wheel apron 58 in a standing state. The duty panel 64 is fixed to the duty panel lower 64a extending from the lower side to substantially the height at which the wheel apron 58 is disposed, and the upper end of the duty panel lower 64a, and extends below the lower edge of the windshield 66. It consists of a dash panel panel 64b.

Here, the upper end of the above-mentioned duty panel lower 64a is
It is bent forward, and the lower end (that is, the front end) of the dash panel panel 64b is fixed to the upper surface of this bent portion in an overlapped state. On the other hand, the rear end of the wheel apron 58 described above is fixed to the lower surface of the bent portion in an overlapped state. Further, the tip of the cowl panel 68 is fixed to the upper surface of the front end of the dummy panel upper 64b in a state of being overlapped.

In addition, this cowl panel 68 is a dump panel panel 64
b and form a closed cross section extending along the vehicle width direction, and the rear end of the closed cross section is fixed to the rear end of the dummy panel upper 64b in a state of being overlapped. In addition, the lower end of the windshield 66 described above is a cowl panel.
It ends just above the rear end of the 68.

On the other hand, as shown in FIG. 8, in the right side portion inside the vehicle body, the right end portion of the cowl panel 68 stands up along the left side surface of the wheel apron reinforcement inner 62b, and then on the upper surface thereof. It is bent outward so that it follows it. And this cowl panel 68
The wheel apron reinforcement inner 62b and the wheel apron reinforcement inner 62b are fixed to each other.

Further, the mutual joint portion between the dashboard panel lower 64a and the dashboard panel upper 64b extends below the wheel apron reinforcement inner 62b, and the lower surface of the wheel apron reinforcement inner 62b and the dashboard panel. The upper surface of the upper 64b is fixed to each other. In this way, the disposition strength of the dust panel 64 is kept high.

In addition, wheel apron reinforcement inner 62
An inner end portion of a front finder panel 70 that defines the outer shape of the vehicle body B is fixed to the upper surface of b so as to smoothly continue from the bonnet 16.

In the vehicle body B configured as described above, the fixing state of the attachment bracket for attaching the rear end of the first upper arm 22 in the suspension device 12 to the vehicle body B will be described with reference to FIGS. 6 to 8. The details will be described.

That is, the mounting structure 10 includes a mounting bracket 74 that rotatably supports the rear end of the first upper arm 22 about a horizontal rotating shaft 72 extending in the vehicle width direction. As is clear from FIG. 8, the mounting bracket 74 is formed in a front U-shape with an open lower surface.
74a and 74b, and a ceiling plate 74c that connects the upper ends of both side plates 74a and 74b to each other. Here, FIG. 6 and FIG.
As is clear from the drawing, the folding-back pieces 74d and 74e for fixing are integrally formed at the rear end portions of both side plates 74a and 74b in a state of being folded back (folded) by 90 degrees, respectively.

The mounting bracket 74 is fixed immediately below the joint between the dash panel lower 62a and the dash panel upper 64b, and its rear end is in contact with the front face of the dash panel lower 64a. ing. In detail, this mounting bracket 74 has an upper surface of its ceiling plate 74c and a lower surface of a wheel apron 58 fixed to a lower surface of a forward bent portion at the upper end of the dash-shut panel lower 64a fixed to each other,
Further, the rear surfaces of the two folding pieces 74d and 74e and the front surface of the dash panel lower 64a are fixed to each other.

Here, as will be apparent from FIGS. 7 and 8, the portion of the mounting bracket 74 to which the ceiling plate 74c is fixed is a wheel apron 58 and a dash panel lower 64a.
And a cowl panel 68 are sequentially formed from a portion in which a total of four sheets are stacked and fixed. As a result, the attachment rigidity of the attachment bracket 74, in other words, the attachment rigidity of the attachment portion of the first upper arm 22, is set to be extremely high.

Thus, in this first embodiment, the first
By setting the mounting rigidity of the mounting portion of the upper arm 22 to be sufficiently high, it is possible to sufficiently withstand the excessive suspension force acting on the first upper arm 22, and at this mounting portion, it is possible for a driver or a passenger to ride. It's offensive,
The generation of vibration due to insufficient rigidity is effectively suppressed.

It goes without saying that the present invention is not limited to the configuration of the first embodiment described above, and can be variously modified without departing from the scope of the present invention.

For example, in the above-described first embodiment, the mounting portion to which the rear end of the first upper arm 22 is mounted, that is, the portion to which the mounting bracket 74 is fixed is the wheel apron 58.
, Dashyu Panel Lower 64a, Dashyu Panel Upper 6
Although it has been described that the 4b and the cowl panel 68 are sequentially composed of a total of four superposed and fixed parts, the present invention is not limited to such a structure, and is not limited to such a structure. It may be configured as shown in FIG. 11 as a second embodiment. The configuration of the second embodiment of the suspension mounting structure will be described below.

In the following description, the same parts as those in the first embodiment described above will be designated by the same reference numerals and detailed description thereof will be omitted.

That is, the second embodiment differs from the above-described first embodiment in the structure of the mounting portion to which the rear end of the first upper arm 22 is mounted.

In detail, in this second embodiment, as is apparent from FIG. 9, the wheel apron 58 is not fixed to the wheel apron reinforcement inner 62b in the rear portion of the suspension tower upper 56. , Its upper end ends in a state of simply standing upright from a portion fixed to the front side frame 60. On the other hand, as shown in FIG. 10, the characteristic feature of the second embodiment is that the rear end portion of the suspension tower upper 56 extends rearward,
The upper end of the duty panel lower 64a ends in a state of being joined to the lower surface of the portion that is bent forward.

The upper surface at the rear end of the rear extension portion 56a of the suspension tower upper 56 and the lower surface of the bent portion of the dash panel lower 64a are fixed to each other, and the rear extension portion 56a of the suspension tower upper 56 is secured. The upper surface of the ceiling plate 74c of the mounting bracket 74 described above is fixed to the lower surface of the rear end.

Here, the suspension tower upper 56 is generally formed to be thick in order to reliably withstand the thrust force from the suspension device 12, and its bending rigidity is set high. . Therefore, in the second embodiment, the rearward extending portion 56a and the dash panel lower 64a of such a thick suspension tower upper 56 are fixed to each other (of course, the dash panel upper 64b and the cowl). Panel 68
And are stuck. ) Is defined as the mounting portion of the mounting bracket 74, a mounting rigidity higher than that of the above-described first embodiment can be achieved.

As is clear from FIG. 11, behind the suspension tower upper 56, the upper end of the wheel apron 58 is fixed to the downward bent portion at the side edge of the rearward extending portion 56a of the suspension tower upper 56. ing. In this way, the rigidity of the wheel apron 58 is reliably ensured.

Further, the present invention is not limited to the configuration of the first embodiment described above, and may be configured as shown as a third embodiment in FIGS. 12 to 15.

The configuration of the third embodiment of the suspension attachment structure will be described below. That is, in the suspension mounting structure of the third embodiment, the mounting bracket 74 includes the wheel apron 58, the dash panel lower 64a, the dash panel upper 64b, and the cowl panel 68 in order. Rather than being fixed to the overlapped parts, compared to the mounting position of the first embodiment, as is apparent from FIG. 15, it is displaced laterally outward, and it is just the wheel apron reinforce. It is arranged so as to be located immediately below the cement member 62.

In other words, in the third embodiment, the mounting bracket 74 includes the duty panel lower 64a, the duty panel upper 64b, the duty panel lower 64a, and the wheel apron reinforcement which forms a closed cross section. The member 62 and the member 62 are sequentially fixed to the joined portions. Specifically, the upper surface of the ceiling plate 74c of the mounting bracket 74 is a wheel apron reinforcement inner 62b.
Is fixed to the bottom surface of.

In this way, in the third embodiment, the mounting strength at the mounting position of the rear end portion of the first upper arm 22 of the suspension device 12, that is, the mounting rigidity of the mounting bracket 74, is the same as the above-mentioned first and the second. Than in the second embodiment
It will be set higher, and the desired effect will be reliably achieved.

12 to 15, reference numeral 76 indicates a cowl plate upper, reference numeral 78 indicates a front pillar, reference numeral 80 indicates a cowl side panel, reference numeral 82 indicates a baffle plate, respectively. There is.

[Effects of the Invention] As described in detail above, in the vehicle suspension mounting structure according to the present invention, the link member mounting position is formed by the cowl panel and the dash panel upper, and the rigidity of the section is substantially closed. Since it is attached to the high portion, it is possible to reliably prevent the vibration generated in the front wheels from being transmitted to the occupant.

[Brief description of drawings]

1 is a perspective view showing a partially broken state of the structure of an automobile to which a vehicle suspension mounting structure according to the present invention is applied; FIG. 2 is a structure of a suspension device mounted on a vehicle body by the suspension mounting structure. FIGS. 3 to 5 are plan views specifically showing the constitution of the suspension device shown in FIG. 2, respectively, and elevation views seen from the rear.
FIG. 6 is a side view of the vehicle body seen from the inside to the outside; FIG. 6 is a perspective view showing the configuration of the first embodiment of the vehicle suspension attachment structure according to the present invention; B- of the suspension mounting structure shown
FIG. 8 is a vertical cross-sectional view showing a state of being cut along the line B; FIG. 8 is C- of the suspension attachment structure shown in FIG.
FIG. 9 is a perspective view showing a configuration of a second embodiment of the suspension attachment structure for a vehicle according to the present invention; FIG. 10 is a sectional view taken along line C of FIG. Suspension mounting structure, D-
FIG. 11 is a vertical cross-sectional view taken along line D; FIG. 11 shows an E- of the suspension mounting structure shown in FIG.
FIG. 12 is a longitudinal sectional view showing a state of being cut along the line E; FIG. 12 is a perspective view showing a configuration of a suspension suspension mounting structure for a vehicle according to a third embodiment of the present invention; and FIG. 13 is shown in FIG. Suspension mounting structure, F-
FIG. 14 is a vertical cross-sectional view showing a state of being cut along the line F; FIG. 14 is a G- of the suspension mounting structure shown in FIG.
FIG. 15 is a horizontal cross-sectional view taken along line G; and FIG. 15 is an H-section of the suspension mounting structure shown in FIG.
It is a longitudinal cross-sectional view cut along the line -H. In the figure, FR ... front wheel, T ... Tyrod, 10 ... Suspension mounting structure, 12 ... Suspension device, 14 ... Car, 16 ... Bonnet, 18 ... Wheel support member, 18a ...
… First extension, 18b …… Second extension, 20 …… Rim, 2
2 …… First upper arm, 24 …… Second upper arm, 26
...... Upper arm, 28 ...... Lower arm, 28a …… Arm body, 28b …… Tension arm, 30 …… Shock absorber, 32 …… Rubber bush, 34 …… Cross member, 3
6; 38; 40; 42 …… Rubber bush, 44 …… Turn backpack,
46; 48 …… Rubber bush, 50 …… Turn backpack, 52…
… Coil spring, 54 …… Damper, 56 …… Suspension tower, 58 …… Wheel apron, 58a …… Rear extension, 60 …… Front side frame, 62 …… Wheel apron Reinforcement member, 62a …… Wheel apron rainouter outer, 62b …… Wheel apron rainouter inner, 64 …… Dashyu panel, 64a …… Dashyu panel lower, 64b …… Dashyu panel upper, 66 …… Front windshield, 68 ……
Cowl panel, 70 ... Front finder panel, 72 ...
… Rotation axis, 74 …… Mounting bracket, 74a; 74b …… Side plate, 7
4c …… Ceiling board, 74d; 74e …… Folding piece for fixing, 76 ……
Cowl plate, 78 ... front pillar, 80 ... cowl side panel, 82 ... baffle plate.

Claims (2)

[Claims] 1. A suspension device for a front wheel of an automobile, wherein at least an upper arm is composed of two link members (22, 24) arranged at a predetermined distance in a vertical direction of a vehicle body from a wheel support member (18). A suspension attachment structure for a vehicle for attaching a vehicle body to a vehicle body, the upper link member (22) having a front end supported by the wheel support member (18) and a rear end extending rearward in the front-rear direction of the wheel.
And a dash panel that separates the engine compartment from the passenger compartment
A dash panel 64 having a lower portion (64a) and an upper portion (64b) joined to the upper end of the lower portion.
And a support member for supporting the windshield (66), which is formed by the cowl panel (68) and the dash panel upper (64b) and has a substantially closed cross section, and the upper link member (22) Suspension mounting structure for vehicles, characterized in that the rear end is mounted to a mounting bracket provided at the joint between the dash panel upper (64b) and the dash panel lower (64a). 2. The vehicle according to claim 1, wherein a suspension tower upper (56) is joined to a mounting portion at a rear end of the upper link member (22). Suspension mounting structure.