WO2019163534A1 - Structure de suspension pour dispositif d'entraînement de moteur-roue - Google Patents

Structure de suspension pour dispositif d'entraînement de moteur-roue Download PDF

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Publication number
WO2019163534A1
WO2019163534A1 PCT/JP2019/004448 JP2019004448W WO2019163534A1 WO 2019163534 A1 WO2019163534 A1 WO 2019163534A1 JP 2019004448 W JP2019004448 W JP 2019004448W WO 2019163534 A1 WO2019163534 A1 WO 2019163534A1
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WIPO (PCT)
Prior art keywords
vehicle
elastic member
width direction
vehicle width
suspension
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PCT/JP2019/004448
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English (en)
Japanese (ja)
Inventor
早織 杉浦
四郎 田村
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Ntn株式会社
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Publication date
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Publication of WO2019163534A1 publication Critical patent/WO2019163534A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel

Definitions

  • the present invention relates to a suspension device for connecting an in-wheel motor drive device to a vehicle body side member.
  • Patent Document 1 As a suspension device for attaching an in-wheel motor to a vehicle body, for example, a structure described in Japanese Patent No. 5325653 (Patent Document 1) is known.
  • the vehicle body and the subframe are connected by a subframe mount having vibration isolation characteristics, and the subframe and the in-wheel motor are connected by an upper arm and a lower arm.
  • a suspension bushing as a vibration isolator is attached to a connecting portion between the upper arm and the subframe.
  • a suspension bushing as a vibration isolator is also mounted at a connection portion between the lower arm and the subframe.
  • the sub-frame mount and the suspension bush provide a double vibration-proof structure.
  • the anti-vibration structure is applied to the vehicle body to reduce the vibration transmission of the motor as in the prior art, and the anti-vibration device with low spring rigidity is applied to obtain the anti-vibration effect, the wheel positioning Stiffness is reduced, affecting running stability and steering stability.
  • an object of the present invention is to provide a suspension structure that can achieve both a vibration-proofing effect and running stability.
  • the suspension structure according to the present invention includes a suspension member extending in the vehicle width direction and having an outer end in the vehicle width direction connected to the in-wheel motor drive device and an inner end in the vehicle width direction connected to the vehicle body side member, And an elastic member interposed between the vehicle body side members, and first damping means for attenuating relative displacement in the vehicle width direction or the vehicle longitudinal direction between the suspension member and the vehicle body side member.
  • the first damping means is disposed in the vicinity of the softer one of the front elastic member and the rear elastic member.
  • the present invention it is possible to secure the positioning rigidity of the wheels with the harder elastic member and obtain traveling stability. Furthermore, a vibration-proofing effect and a vibration-damping effect can be obtained by the cooperative action of the softer elastic member and the first damping means.
  • the arrangement of the front elastic member and the rear elastic member is not particularly limited. However, with respect to a straight line that passes through the vehicle width direction outer side end of the suspension member and extends in parallel with the vehicle width direction, a hard elastic member may be disposed near the straight line, and a soft elastic member may be disposed far from the straight line.
  • an elastic member is not specifically limited, For example, it is a cylindrical-shaped elastic bush.
  • the front elastic member is harder than the rear elastic member, and the first damping means is disposed in the vicinity of the soft rear elastic member in the vehicle width direction. Attenuate the displacement.
  • the front elastic member is hard and the rear elastic member is soft. Accordingly, with respect to the resonance mode in which the rear side of the inner end in the vehicle width direction of the suspension member vibrates in the vehicle width direction, it is possible to suppress the vibration of the suspension member and improve the riding comfort performance of the occupant riding the vehicle body.
  • the front elastic member may be disposed near the straight line, and the rear elastic member may be disposed far from the straight line.
  • the rear elastic member is harder than the front elastic member, and the first damping means is disposed in the vicinity of the soft front elastic member to attenuate the relative displacement in the vehicle width direction. May be.
  • the rear elastic member may be disposed near the straight line, and the front elastic member may be disposed far from the straight line.
  • the rear elastic member is harder than the front elastic member, and is disposed in the vicinity of the soft front elastic member in the vehicle longitudinal direction to attenuate relative displacement in the vehicle longitudinal direction. 2 further includes damping means.
  • the rear elastic member is hard and the front elastic member is soft with respect to the vehicle longitudinal hardness.
  • the front elastic member is harder than the rear elastic member, and is disposed in the vicinity of the soft rear elastic member, and second damping means for attenuating the relative displacement in the vehicle front-rear direction. Further, it may be provided.
  • the elastic member and the damping means may be separate members or an integral member.
  • an elastic member is not specifically limited, For example, it is a solid bush.
  • the solid bush has a cylindrical shape, for example, and exhibits isotropic elastic deformation in all directions perpendicular to the axis.
  • the rear elastic member and the first damping means constitute a liquid seal bush for connecting the vehicle width direction inner end of the suspension member to the vehicle body side member.
  • the front elastic member and the second damping means constitute a liquid seal bush that connects the vehicle width direction inner end of the suspension member to the vehicle body side member. According to this aspect, resonance and vibration transmission can be effectively suppressed as compared with the solid bush.
  • the liquid seal bush can also serve as an elastic member and a damping member.
  • the structure of the first attenuation means and the second attenuation means is not particularly limited.
  • at least one of the first damping means and the second damping means is a damper that can expand and contract in one direction, such as a telescopic damper having a cylinder and a piston.
  • the elastic member and the damping means can be separate members.
  • the in-wheel motor drive device is connected to the outer end of the suspension member in the vehicle width direction so as to be steerable.
  • both the steering stability and the vibration isolation performance can be achieved.
  • An example of such connecting means is a ball joint.
  • the in-wheel motor drive device may not steer and the axis of the hub wheel may always be parallel to the vehicle width direction.
  • running stability and steering stability are improved while suppressing vibration transmitted from the in-wheel motor drive device to the vehicle body side member.
  • FIG. 1 is a bottom view showing a suspension structure for an in-wheel motor drive device according to a first embodiment of the present invention together with wheels.
  • FIG. 2 is a rear view showing the embodiment, and shows a state seen in the vehicle front-rear direction.
  • the wheel 101 is obtained by fitting a tire T on the outer periphery of the road wheel W.
  • An in-wheel motor drive device 10 is disposed in the inner space area of the road wheel W.
  • the in-wheel motor drive device 10 includes a wheel hub bearing portion 11 that rotatably supports the hub wheel 12 and a motor portion 14 that drives the hub wheel 12.
  • the in-wheel motor drive device 10 further includes a speed reduction unit 13 that decelerates the output rotation of the motor unit 14 and transmits it to the hub wheel 12.
  • the speed reducer 13 is a parallel shaft gear reducer.
  • the hub wheel 12 of the in-wheel motor drive device 10 is coupled to the road wheel W by coupling means such as bolts.
  • the motor unit 14 is a rotating electrical machine and is arranged offset from the axis O of the hub wheel 12, that is, the hub wheel 12 corresponding to the axle.
  • the motor unit 14 of the present embodiment is disposed closer to the front of the vehicle as viewed from the axis O.
  • the upper part of the in-wheel motor drive device 10 is coupled to the lower end of the shock absorber 21.
  • the shock absorber 21 is a combination of a damper 22 and a coil spring 23 substantially coaxially.
  • the damper 22 is telescopic and has a cylinder, a piston, and a piston rod.
  • the damper 22 can be expanded and contracted in the vertical direction, and the coil spring 23 is the same.
  • the upper end of the shock absorber 21 is connected to a vehicle body side member (not shown).
  • the lower part of the in-wheel motor drive device 10 is rotatably connected to the vehicle width direction outer end 32 of the lower arm 31 extending in the vehicle width direction.
  • the connecting portion between the in-wheel motor driving device 10 and the lower arm 31 is a ball joint 30.
  • the oil tank 16 of the in-wheel motor drive device 10 is arranged so as to be shifted from the outer end 32 in the vehicle front-rear direction.
  • a tie rod arm 15 extending in the vehicle front-rear direction is provided at the center in the vertical direction of the in-wheel motor drive device 10.
  • the tie rod arm 15 projects from the axis O toward the rear of the vehicle.
  • the tip of the tie rod arm 15 is rotatably connected to a steering steering device (not shown).
  • the in-wheel motor drive device 10 steers around the turning axis K (FIG. 2) together with the wheels 101.
  • the turning axis K is a straight line connecting the upper end of the shock absorber 21 and the ball joint 30. That is, the wheel 101 is a steered wheel.
  • the wheel 101 is a front wheel.
  • the ball joint 30 is disposed directly below the axis O.
  • the oil tank 16 is disposed at the lowermost portion of the in-wheel motor drive device 10 and is disposed offset from the ball joint 30 toward the front of the vehicle. As a modification not shown, the oil tank 16 may be disposed behind the ball joint 30 in the vehicle.
  • the lower arm 31 is a one-piece suspension arm that extends from the vehicle width direction outer side to the inner side and has two vehicle width direction inner ends 33 and 34.
  • the vehicle width direction inner side ends 33 and 34 of the lower arm 31 are connected to the subframe 41 so as to be swingable. As a result, the lower arm 31 can swing in the vertical direction.
  • the vehicle front inner end 33 of the lower arm 31 is connected to the subframe 41 via an elastic bush 35.
  • the vehicle rear inner end 34 of the lower arm 31 is connected to the subframe 41 via an elastic bush 36.
  • the elastic bushes 35 and 36 have a cylindrical shape extending in the vertical direction.
  • the elastic bushes 35 and 36 are made of elastically deformable rubber, and inner cylinders 37 and 38 that are passed through the central holes of the elastic bushings 35 and 36 and are coupled to the bushes are formed on the outer peripheral surfaces of the elastic bushings 35 and 36. It is allowed to move relative to the outer cylinders 39 and 40 to be fitted.
  • the elastic bush 35, the inner cylinder 37, and the outer cylinder 39 may extend in the vehicle front-rear direction.
  • the elastic bushes 35 and 36 have the same structure, but have different mounting postures, and therefore may be distinguished from the front elastic bush 35 and the rear elastic bush 36 in the following description.
  • the shock absorber 21 and the lower arm 31 constitute a strut type suspension device. That is, each of the shock absorber 21 and the lower arm 31 corresponds to a suspension member of the suspension device.
  • the in-wheel motor drive device 10 and the subframe 41 may be connected by a plurality of suspension arms, and the lower end of the shock absorber 21 may be connected to one of the suspension arms.
  • An example of such a suspension device is a double wishbone suspension device.
  • the subframe 41 is attached to a vehicle body (not shown).
  • the subframe 41 is also referred to as a vehicle body side member.
  • the vehicle body side member refers to a member to be described, for example, a member attached to the vehicle body side as viewed from the suspension device or the in-wheel motor drive device.
  • FIG. 3 is a longitudinal sectional view showing the elastic bush.
  • FIG. 4 is a cross-sectional view showing the front elastic bushing.
  • FIG. 5 is a cross-sectional view showing the rear elastic bushing.
  • the front elastic bush 35 of the present embodiment is a cylindrical liquid-sealed bush further including an elastic member 51 such as rubber and a liquid 52 such as water / oil between an inner cylinder 37 and an outer cylinder 39. The same applies to the rear elastic bush 36.
  • the elastic member 51 of the front elastic bush 35 is also referred to as a front elastic member.
  • the elastic member 51 of the rear elastic bush 36 is also referred to as a rear elastic member.
  • the front elastic bush 35 will be mainly described.
  • a plurality of liquid chambers 54 are formed in the front elastic bush 35 at intervals in the circumferential direction.
  • the liquid chambers 54 filled with the liquid 52 are arranged at equal intervals in four places in the circumferential direction. Both ends and the inner diameter side of each liquid chamber 54 are covered with an elastic member 51, and the outer diameter side of each liquid chamber 54 is covered with an outer cylinder 39.
  • the cross section of the elastic member 51 in the axial center part of the front elastic bush 35 becomes a cross shape as shown in FIGS.
  • the cross section of the elastic member 51 at the end in the axial direction of the front elastic bush 35 is circular although not shown in the drawing.
  • the inner peripheral surface of the elastic member 51 is coupled to the inner cylinders 37 and 38.
  • the outer peripheral surface of the elastic member 51 is coupled to the outer cylinders 39 and 40.
  • the liquid 52 is sealed in the front elastic bush 35 and the rear elastic bush 36.
  • the outer cylinders 39 and 40 are coupled to the lower arm 31. Specifically, through holes are formed in the inner ends 33 and 34, and outer cylinders 39 and 40 are passed through the through holes and fixed.
  • the axial dimensions of the inner cylinders 37 and 38 are longer than the elastic bushes 35 and 36 and the outer cylinders 39 and 40. Therefore, both end portions of the inner cylinders 37 and 38 protrude from the elastic bushes 35 and 36.
  • the plate-like portions of the subframe 41 are abutted against both ends.
  • a through-hole corresponding to the central hole of the inner cylinder 37 (38) is formed in the plate-like portion of the subframe 41.
  • Bolts 42 are passed through the through holes of the subframe 41 and the inner cylinder 37 (38), and nuts 43 are fastened to the tip ends of the bolts 42.
  • the inner cylinder 37 (38) is attached and fixed to the subframe 41.
  • the plate-like portion of the subframe 41 is separated from the outer cylinders 39 and 40 and the lower arm 31.
  • the elastic bushes 35 and 36 are elastically deformed, so that the lower arm 31 can move relative to the subframe 41.
  • the lower arm 31 can swing in the vertical direction with a straight line that passes through the elastic bushes 35 and 36 and extends in the vehicle front-rear direction as a rotation axis. 1 and 2, the bolt 42 and the nut 43 described above are omitted.
  • orifices 56 and 58 are provided in the elastic member 51 that separates the liquid chambers 54 and 54 adjacent in the circumferential direction.
  • the orifices 56, 58 extend in the circumferential direction and communicate with the liquid chambers 54, 54.
  • the sectional area of the orifice 56 is larger than the sectional area of the orifice 58. For this reason, the flow rate of the liquid 52 flowing through the orifice 56 is made larger than the flow rate of the liquid 52 flowing through the orifice 58.
  • the orifices 56 and the orifices 58 are alternately arranged in the circumferential direction.
  • the orifices 56 are arranged at two positions with an interval of 180 °
  • the orifices 58 are arranged at two locations with an interval of 180 °
  • the orifices 56 and 58 are arranged at equal intervals of 90 °.
  • the thicker orifices 56 are arranged at intervals in the vehicle front-rear direction, and the thinner orifices 58 are arranged at intervals in the vehicle width direction. Is done.
  • the narrower orifices 58 are arranged at intervals in the vehicle longitudinal direction, and the thicker orifices 56 are arranged at intervals in the vehicle width direction.
  • the elastic bushes 35 and 36 have the same structure, but the damping characteristics can be varied by arranging them with different phases.
  • the liquid 52 easily flows in the vehicle width direction through the orifice 56 and hardly flows in the vehicle front-rear direction through the orifice 58. Therefore, the front elastic bush 35 has a small damping characteristic in the vehicle width direction and a large damping characteristic in the vehicle front-rear direction.
  • the front elastic bushing 35 is hardly elastically deformed (hard) in the vehicle width direction across the narrow orifice 58 and is easily elastically deformed (soft) in the vehicle longitudinal direction across the thick orifice 56.
  • the front elastic bushing 35 is not elastically deformed with the same amount of deformation for the same force in all directions perpendicular to the axis of 0 to 180 ° with respect to the cylindrical axis of the front elastic bushing 35, but in a predetermined direction perpendicular to the predetermined axis different from each other by 90 °. Elastically deforms with the same force but with different deformation amounts. This is understood from the fact that the radial thickness of the elastic member 51 differs in the circumferential direction as shown in the cross-sectional view of FIG.
  • the liquid 52 hardly flows in the vehicle width direction through the orifice 58, and easily flows in the vehicle front-rear direction through the orifice 56. For this reason, the rear elastic bushing 36 has a large damping characteristic in the vehicle width direction and a small damping characteristic in the vehicle front-rear direction. Further, the rear elastic bush 36 is easily deformed (soft) easily in the vehicle width direction, and is difficult to be elastically deformed (hard) in the vehicle front-rear direction.
  • the function of the liquid seal bush used for the elastic bushes 35 and 36 of the present embodiment is indicated by broken lines in the graphs of FIGS.
  • the function of the solid bush in which the radial thickness of the elastic member is uniform in the circumferential direction is also shown by solid lines in the graphs of FIGS.
  • the attenuation coefficient of the liquid seal bush is larger than the attenuation coefficient of the solid bush in all frequency regions. For this reason, the liquid seal bush is superior to the effect of suppressing resonance.
  • the attenuation coefficient of the liquid seal bush reaches a peak in a predetermined frequency region. For this reason, an effective anti-vibration effect can be obtained by setting the peak of the damping coefficient of the liquid seal bush in the frequency region of a predetermined resonance mode.
  • the vibration transmissibility of the liquid-sealed bush and the vibration transmissibility of the solid bush peak in the same frequency region, but the peak of the transmissibility of the liquid-sealed bush is higher than the peak of the vibration transmissibility of the solid bush. small.
  • the liquid seal bush is superior to the effect of suppressing vibration transmission.
  • a straight line M extending in parallel with the vehicle width direction and passing through the outer end 32 of the lower arm 31 and the connecting portion of the in-wheel motor drive device 10, that is, the center of the ball joint, is indicated by a one-dot chain line. .
  • the front elastic bush 35 is arranged near the straight line M, and the rear elastic bush 36 is arranged far from the straight line M.
  • Lb the distance from the straight line M to the center of the front elastic bush 35
  • Lc the distance from the straight line M to the center of the rear elastic bush 36
  • an external force (turning load) parallel to the vehicle width direction indicated by a thick arrow in FIG. 6 acts on the outer end 32 of the lower arm 31 from the in-wheel motor drive device 10. Most of this turning load acts on the front elastic bush 35 closer to the straight line M. Since the front elastic bush 35 is hard to elastically deform (hard) in the vehicle width direction, the present embodiment has little influence on the running stability.
  • an external force (impact load) parallel to the vehicle front-rear direction indicated by a thick arrow in FIG. 7 is applied from the in-wheel motor drive device 10 to the outer end of the lower arm 31 32.
  • This impact load acts as an outward force in the vehicle width direction of the subframe 41 from the inner end 33 and acts as an outward force in the vehicle width direction of the subframe 41 from the inner end 34.
  • the front elastic bush 35 is hard to elastically deform (hard) in the vehicle width direction
  • the rear elastic bush 36 attenuates the impact load with the front elastic bush 35 as a fulcrum.
  • FIG. 8 is a rear view showing the longitudinal resonance mode of the wheel, where the solid line represents the intermediate position, and the two-dot chain line represents the vehicle front and rear positions.
  • the resonance mode shown in FIG. 8 is one of several resonance modes.
  • the wheel 101 and the in-wheel motor drive device 10 are one vibrating object, and the lower arm 31 is the other vibrating object.
  • the wheel 101 and the in-wheel motor drive device 10 vibrate in the vehicle front-rear direction as viewed from the subframe 41, the front elastic bush 35 is elastically hard, and the rear elastic bush 36 is
  • the lower arm 31 oscillates around the inner end 33 (front elastic bush 35) as a rotation center when viewed from the subframe 41. At this time, the inner end 34 vibrates in the vehicle width direction.
  • the rear elastic bushing 36 has a large damping characteristic in the vehicle width direction, so that it is difficult to transmit the vibration of the lower arm 31 to the subframe 41 in the longitudinal resonance mode of the wheel shown in FIG. 8. For this reason, the ride comfort performance of the passenger
  • FIG. 9 is a rear view showing the lower arm rigid body resonance mode.
  • the lower arm 31 rotates about the outer end 32 as a fulcrum.
  • a solid line represents an intermediate position of the lower arm 31, and a two-dot chain line represents a front position and a rear position of the lower arm 31.
  • the resonance mode shown in FIG. 9 is one of several resonance modes, and the inner ends 33 and 34 of the lower arm 31 vibrate in the vehicle front-rear direction when viewed from the subframe 41.
  • the front elastic bush 35 provided at the inner end 33 has a large damping characteristic in the vehicle front-rear direction, and therefore attenuates vibration transmission in the lower arm rigid body resonance mode shown in FIG. For this reason, the vibration of the sub-frame 41 is suppressed, and the riding comfort performance of the occupant who gets on the vehicle body can be enhanced.
  • the suspension structure of the present embodiment includes a front elastic bush 35 disposed at the front of the vehicle and a rear elastic bush 36 disposed at the rear of the vehicle.
  • the rear elastic bush is more elastically deformed in the vehicle width direction than the front elastic bush. It is easy to do and has a large vehicle width direction damping capability that attenuates vibration transmission in the vehicle width direction.
  • the rear elastic bush 36 is disposed far from the straight line M, and the front elastic bush 35 is disposed near the straight line M. Is done.
  • the elastic bushes 35 and 36 include an elastic member 51, a plurality of liquid chambers 54 formed in the elastic member 51 and spaced apart in the vehicle width direction and the vehicle front-rear direction, and orifices 56 and 58 that connect the liquid chambers 54 and 54 to each other. It is a liquid seal bush.
  • the front elastic bush 35 is hard in the vehicle width direction, even if the turning load shown on the left side of FIG. 6 acts on the lower arm 31, the lower arm 31 is prevented from being displaced in the vehicle width direction. This improves the running stability during turning.
  • the rear elastic bush 36 is soft in the vehicle width direction, even if the impact load shown on the left side in FIG. 7 acts on the lower arm 31, the impact load is transmitted to the subframe 41 by the rear elastic bush 36. It is made difficult. This improves riding comfort performance.
  • the damping performance of the rear elastic bush 36 is large in the vehicle width direction. Therefore, in the longitudinal resonance mode of the wheel shown in FIG. 8, vibration is transmitted from the lower arm 31 to the subframe 41 by the rear elastic bush 36. It is made difficult. As a result, the vibration-proof performance is not sacrificed.
  • the damping performance of the front elastic bush 35 is large in the vehicle front-rear direction, vibration is hardly transmitted to the subframe 41 by the front elastic bush 35 in the lower arm rigid body resonance mode shown in FIG. As a result, the vibration-proof performance is not sacrificed.
  • FIG. 10 is a rear view showing a second embodiment of the present invention
  • FIG. 11 is a perspective view showing the second embodiment.
  • the extendable damper 61 is attached to the lower arm 31 and the subframe 41.
  • the damper 61 is a telescopic type, and includes a cylindrical portion 62 and a rod 63 that enters and exits the cylindrical portion 62 in the axial direction, and extends in the vehicle width direction.
  • a rotating shaft 64 is passed through the end portion of the cylindrical portion 62 opposite to the rod 63, that is, one end of the damper 61.
  • a rotation shaft 65 is passed through the tip of the rod 63, that is, the other end of the damper 61.
  • the rotation shafts 64 and 65 are orthogonal to the expansion / contraction direction of the damper 61.
  • a base 66 is formed on the rear portion of the lower arm 31.
  • the base 66 protrudes outward from the inner end 34 in the vehicle width direction.
  • a bracket 68 is erected on the base 66.
  • the bracket 68 is, for example, a pair of wall portions.
  • One end of the damper 61 is disposed between the pair of wall portions of the bracket 68.
  • the rotation shaft 64 passes through one end of the damper 61 and is fixed through the pair of wall portions of the bracket 68. Thereby, the damper 61 is rotatably connected to the lower arm 31 at one end.
  • a bracket 67 is erected on the subframe 41.
  • the bracket 67 is, for example, a pair of wall portions.
  • the other end of the damper 61 is disposed between a pair of wall portions of the bracket 67.
  • the rotation shaft 65 passes through the other end of the damper 61 and is fixed through the pair of wall portions of the bracket 67. Thereby, the damper 61 is rotatably connected to the subframe 41 at the other end.
  • the inner end 33 of the lower arm 31 is connected to the subframe 41 via an elastic bush 44.
  • the inner end 33 is formed with an outer cylinder extending in the vehicle front-rear direction, and an elastic bush 44 is fixed to the inner peripheral surface of the outer cylinder.
  • the elastic bush 44 is a cylindrical solid bush, and an inner cylinder 45 (see FIG. 13) is fixed to the inner peripheral surface of the elastic bush 44.
  • the inner cylinder 45 is fixed to the subframe 41 by fixing means such as bolts.
  • the inner end 34 of the lower arm 31 is also connected to the subframe 41 via a solid bush (not shown).
  • the solid bush provided at the inner end 34 is a cylindrical body extending in the vertical direction. Or the cylindrical body extended in a vehicle front-back direction may be sufficient.
  • the lower arm 31 can swing in the vertical direction with a straight line passing through the inner ends 33 and 34 and extending in the vehicle front-rear direction as a rotation axis.
  • the softness (elastic deformation) in the direction perpendicular to the cylinder is uniform in any perpendicular direction.
  • the rear elastic bushing of the second embodiment may have a uniform softness in any direction perpendicular to the cylinder of the elastic bushing.
  • the front elastic bush 44 at the inner end 33 is hardened and the rear elastic bush at the inner end 34 is softened.
  • the damper 61 is disposed so as to overlap the inner end 34 when viewed in the vertical direction. Further, the damper 61 is disposed so as to overlap with the inner end 34 that becomes a connecting portion between the lower arm 31 and the subframe 41, and extends inward and outward in the vehicle width direction when viewed from these members.
  • the suspension structure of the second embodiment includes a damper 61 that is extendable between one end and the other end, one end is connected to the lower arm 31, and the other end is connected to the subframe 41 (vehicle body side member).
  • the damper 61 attenuates the swing of the lower arm 31.
  • the damper 61 can be expanded and contracted in the vehicle width direction, and attenuates vibration transmission in the vehicle width direction in the same manner as the rear elastic bush 36 shown in FIG. Where the lower arm 31 and the subframe 41 are connected at the front and rear of the vehicle, the damper 61 according to the second embodiment is separated from the connection at the front of the vehicle and is arranged near the connection at the rear of the vehicle. Damping the vibration in the width direction. Thereby, the vibration applied to the longitudinal resonance mode of the wheel shown in FIG. 8 is attenuated.
  • FIG. 12 is a rear view showing a third embodiment of the present invention
  • FIG. 13 is a perspective view showing the third embodiment.
  • the same components as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations are described below.
  • the extendable damper 71 is attached to the lower arm 31 and the subframe 41.
  • the damper 71 is a telescopic type, and has a cylindrical portion 72 and a rod 73 that goes in and out of the cylindrical portion 72 in the axial direction, and extends in the vehicle front-rear direction.
  • a rotating shaft 74 is passed through the end of the cylindrical portion 72 opposite to the rod 73, that is, one end of the damper 71.
  • a rotating shaft 75 is passed through the tip of the rod 73, that is, the other end of the damper 71.
  • the rotation shafts 74 and 75 are orthogonal to the expansion / contraction direction of the damper 71.
  • a bracket 76 is erected on the lower arm 31.
  • the bracket 76 is disposed between the inner end 33 and the inner end 34 and protrudes downward.
  • the bracket 76 is, for example, a pair of wall portions.
  • One end of the damper 71 is disposed between the pair of wall portions of the bracket 76.
  • the rotation shaft 74 passes through one end of the damper 71 and is fixed through the pair of wall portions of the bracket 76. Thereby, the damper 71 is rotatably connected to the lower arm 31 at one end.
  • a base 77 is formed in the front portion of the subframe 41.
  • the base 77 is disposed in front of the vehicle with respect to the inner end 33.
  • a bracket 79 is erected on the base 77.
  • the bracket 79 is, for example, a wall portion that protrudes downward to make a pair.
  • the other end of the damper 71 is disposed between the pair of wall portions of the bracket 79.
  • the rotation shaft 75 passes through the other end of the damper 71 and is fixed through the pair of wall portions of the bracket 79. Thereby, the damper 71 is rotatably connected to the subframe 41 at the other end.
  • the suspension structure of the third embodiment includes a damper 71 that is extendable between one end and the other end, one end is connected to the lower arm 31, and the other end is connected to the subframe 41 (vehicle body side member).
  • the damper 71 is spaced apart from the inner end 34, is disposed near the inner end 33, and expands and contracts in the vehicle longitudinal direction. The damper 71 attenuates the swing of the lower arm 31.
  • the damper 71 is extendable in the vehicle longitudinal direction, and attenuates the vibration transmission in the vehicle longitudinal direction as in the case of the front elastic bush 35 shown in FIG.
  • the damper 71 according to the third embodiment is separated from the connection at the rear of the vehicle and is disposed in the vicinity of the connection at the front of the vehicle. Damping vibration in the front-rear direction. This attenuates the vibration applied to the lower arm rigid body resonance mode shown in FIG.
  • FIG. 14 is a rear view showing a fourth embodiment of the present invention
  • FIG. 15 is a perspective view showing the fourth embodiment.
  • the suspension structure of the fourth embodiment has both the dampers 61 and 71 described above.
  • the suspension structure of the fourth embodiment includes the dampers 61 and 71, the effects of the second and third embodiments described above are achieved.
  • the suspension structure according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne une structure de suspension comprenant : un élément de suspension (31) s'étendant dans une direction de largeur de véhicule, l'extrémité externe de direction de largeur de véhicule (32) de l'élément de suspension (31) étant raccordée à un dispositif d'entraînement de moteur-roue (10), les extrémités internes de direction de largeur de véhicule (33, 34) de l'élément de suspension (31) étant raccordées à un élément côté carrosserie de véhicule (41) ; un élément élastique (33, 34) disposé entre l'élément côté carrosserie de véhicule (41) et les extrémités internes de direction de largeur de véhicule (33, 34) ; et un premier moyen d'amortissement (61) pour amortir le déplacement relatif dans la direction de la largeur du véhicule ou dans la direction avant-arrière du véhicule entre l'élément de suspension (31) et l'élément côté carrosserie de véhicule (41). L'élément élastique comprend un élément élastique avant (33) et un élément élastique arrière (34), qui sont disposés sur le côté avant et le côté arrière, respectivement, par rapport au véhicule, et qui ont des valeurs de dureté différentes. Le premier moyen d'amortissement (61) est disposé à proximité du plus mou parmi l'élément élastique avant (33) et l'élément élastique arrière (34).
PCT/JP2019/004448 2018-02-22 2019-02-07 Structure de suspension pour dispositif d'entraînement de moteur-roue WO2019163534A1 (fr)

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JP2018029326A JP2019142383A (ja) 2018-02-22 2018-02-22 インホイールモータ駆動装置用サスペンション構造
JP2018-029326 2018-02-22

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111873783A (zh) * 2019-10-24 2020-11-03 中国北方车辆研究所 一种加强散热型轮毂电机纵臂悬架

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61172807U (fr) * 1985-04-18 1986-10-27
JPS61190705U (fr) * 1985-05-22 1986-11-27
JPH0230707U (fr) * 1988-08-20 1990-02-27
JPH08113019A (ja) * 1994-10-18 1996-05-07 Nissan Motor Co Ltd サスペンション装置
JP2006335154A (ja) * 2005-05-31 2006-12-14 Nissan Motor Co Ltd サスペンション装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61172807U (fr) * 1985-04-18 1986-10-27
JPS61190705U (fr) * 1985-05-22 1986-11-27
JPH0230707U (fr) * 1988-08-20 1990-02-27
JPH08113019A (ja) * 1994-10-18 1996-05-07 Nissan Motor Co Ltd サスペンション装置
JP2006335154A (ja) * 2005-05-31 2006-12-14 Nissan Motor Co Ltd サスペンション装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111873783A (zh) * 2019-10-24 2020-11-03 中国北方车辆研究所 一种加强散热型轮毂电机纵臂悬架

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