WO2023188105A1 - 車体フレーム構造 - Google Patents

車体フレーム構造 Download PDF

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Publication number
WO2023188105A1
WO2023188105A1 PCT/JP2022/015981 JP2022015981W WO2023188105A1 WO 2023188105 A1 WO2023188105 A1 WO 2023188105A1 JP 2022015981 W JP2022015981 W JP 2022015981W WO 2023188105 A1 WO2023188105 A1 WO 2023188105A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
width direction
suspension tower
bracket
vehicle width
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/015981
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
康雄 秋本
浩則 中
弘基 片村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to PCT/JP2022/015981 priority Critical patent/WO2023188105A1/ja
Priority to JP2024510888A priority patent/JP7824585B2/ja
Publication of WO2023188105A1 publication Critical patent/WO2023188105A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units

Definitions

  • the present invention relates to a vehicle body frame structure, and particularly to a vehicle body frame structure equipped with a suspension device.
  • the present invention has been made in view of these problems, and its purpose is to provide a vehicle body frame structure that can appropriately protect the suspension tower.
  • the vehicle body frame structure of the present invention includes a pair of left and right side members extending in the longitudinal direction of the vehicle, and a cross member extending in the vehicle width direction and spanning between the pair of left and right side members. and a pair of left and right suspension towers that are provided on the side member and support the tops of shock absorbers of the suspension device, and a pair of left and right upper arm brackets that support the upper arms of the suspension device, the suspension towers:
  • the cross member is disposed on the outer side in the vehicle width direction of the side member and is connected to an outer surface of the side member facing outward in the vehicle width direction, and the cross member has both end sides in the vehicle width direction facing the suspension tower and the vehicle when viewed from above the vehicle.
  • the upper arm bracket is connected to the side member at the same position in the longitudinal direction and is provided to connect the suspension towers, and the upper arm bracket is adjacent to the inner side of the suspension tower in the vehicle width direction and stands on the upper surface of the side member.
  • the suspension tower, the upper arm bracket, and the cross member are arranged side by side in the vehicle width direction.
  • the suspension tower can be supported from the inside in the vehicle width direction by the upper arm bracket, and the collapse of the suspension tower can be suppressed. can. Further, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side members and the cross member via the upper arm bracket. Moreover, by arranging the suspension towers, upper arm brackets, and cross members side by side in the vehicle width direction, highly rigid members are placed continuously between the suspension towers, which reliably improves the rigidity around the suspension towers. be able to. Thereby, the rigidity around the suspension tower can be efficiently improved, so that it is possible to improve the durability of the suspension tower and the support rigidity of the suspension device. Therefore, according to the vehicle body frame structure of the present invention, the suspension tower can be appropriately protected.
  • the suspension tower, upper arm bracket, and cross member are aligned in a row in the vehicle width direction, thereby reducing the area where the side member is crushed when a frontal collision occurs (crash stroke). Since it can be made large, it is advantageous in terms of shock absorption performance.
  • the upper arm bracket extends to an inner side surface of the side member facing inward in the vehicle width direction, and is connected to the cross member.
  • the upper arm bracket includes an outer bracket interposed between the side member and the upper part of the suspension tower, connected to the upper surface and the outer surface of the side member, and connected to the suspension tower; an inner bracket connected to the upper surface of the side member while covering the outer bracket from the inside and above in the vehicle width direction, and a support shaft of the upper arm is disposed between the outer bracket and the inner bracket.
  • a rotatably supporting support is attached.
  • the upper part of the suspension tower can be supported by the inner bracket of the upper arm bracket, so it is possible to more reliably prevent the suspension tower from falling. Further, since the relatively rigid support portion of the upper arm bracket can receive the load input from the suspension device to the suspension tower, the load can be transmitted to the side members and the cross member more efficiently.
  • the cross member extends outward in the vehicle width direction along the lower surface of the side member and is connected to a lower end portion of the suspension tower.
  • connection portion between the suspension tower contact portion of the cross member and the vertical wall surface is formed so as to extend upward toward the outside in the vehicle width direction.
  • connection between the cross member and the suspension tower extends in the direction of the load, allowing the connection to It is possible to reduce the concentration of the load on one end of the connection part.
  • the cross member and suspension tower can be firmly fixed.
  • the cross member and the side members can be firmly fixed. As a result, even if twisting occurs in the cross member or side member, deformation of only one of them is suppressed, which in turn suppresses deformation of the suspension tower connected to the cross member and side member. This makes it possible and improves durability.
  • the vehicle further includes a mount bracket that is provided on the side member and supports a power plant of the vehicle, and the mount bracket is located inside the upper arm bracket in the vehicle width direction and is connected to the suspension tower when viewed from above the vehicle. It is preferable that they be provided at positions lined up in the width direction and connected to straddle the upper arm bracket and the cross member.
  • the highly rigid mount bracket is provided across the upper arm bracket and the cross member, making it possible to further strengthen the connection from the suspension tower to the cross member.
  • the load input to the suspension tower can be transmitted to the cross member more reliably, and the rigidity around the suspension tower can be further improved.
  • the mount bracket, suspension tower, upper arm bracket, and cross member in a line in the vehicle width direction, it is possible to increase the area in which the side member is crushed (crash stroke) when a frontal collision occurs in the vehicle. Therefore, it is advantageous in terms of shock absorption performance.
  • the shock absorber contracts significantly, the lower arm and the bump stopper of the suspension tower come into contact with each other, thereby preventing collisions between the members included in the suspension device and the side members.
  • the upper arm bracket transmits the load to the side members and the cross member, and the suspension tower This prevents the tower from collapsing and reliably improves the rigidity around the suspension tower. Therefore, the suspension tower can be properly protected.
  • the suspension tower can be supported from the inside in the vehicle width direction by the upper arm bracket, and the collapse of the suspension tower can be suppressed. Further, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side members and the cross member via the upper arm bracket. Moreover, by arranging the suspension towers, upper arm brackets, and cross members side by side in the vehicle width direction, highly rigid members are placed continuously between the suspension towers, which reliably improves the rigidity around the suspension towers. be able to. Therefore, according to the vehicle body frame structure of the present invention, the suspension tower can be appropriately protected.
  • FIG. 2 is a perspective view of the vehicle body frame structure according to the embodiment, viewed from above and from the outside in the vehicle width direction.
  • FIG. 2 is a top view showing the vehicle body frame structure according to the embodiment.
  • FIG. 3 is a perspective view of the attachment portion of the suspension cross member to the side member, viewed from below and from the inside in the vehicle width direction.
  • FIG. 2 is a perspective view of the suspension device viewed from above and from the outside in the vehicle width direction.
  • FIG. 2 is a perspective view of the suspension device viewed from above and from the front side in the longitudinal direction of the vehicle.
  • FIG. 2 is a perspective view of the suspension device viewed from below and from the outside in the vehicle width direction.
  • FIG. 2 is a perspective view of a main part of the upper arm bracket viewed from above and from inside in the vehicle width direction.
  • the vehicle body frame 10 includes a pair of side members 12, a plurality of cross members 14, and a bumper beam 16.
  • the pair of side members 12 are vehicle body frames that extend in the longitudinal direction of the vehicle, and are provided in pairs on the left and right with an interval in the vehicle width direction.
  • the side member 12 is a cylindrical frame with a rectangular cross section that connects an inner frame and an outer frame.
  • the side member 12 includes an upper surface 12a facing upward in the vertical direction, a lower surface 12b facing downward in the vertical direction, an outer surface 12c facing outward in the vehicle width direction, and an inner surface 12d facing inward in the vehicle width direction.
  • the plurality of cross members 14 are frames connected to both of the pair of side members 12 and extending in the vehicle width direction, and are arranged at intervals in the vehicle longitudinal direction.
  • Cross member 14 includes a suspension cross member 141 disposed below suspension device 20.
  • the bumper beam 16 is a frame connected to the front end of the side member 12 and extending in the vehicle width direction.
  • FIG. 3 is a perspective view of the attachment portion of the suspension cross member 141 to the side member 12, viewed from below and from inside in the vehicle width direction.
  • the suspension cross member 141 (hereinafter simply referred to as “cross member 141”) includes a main body portion 141a extending in the vehicle width direction, and an attachment piece 141b for attaching the main body portion 141a to the side member 12. As shown in FIG. 3, the main body portion 141a is below the lower surface 12b of the side member 12 and extends outward in the vehicle width direction along the lower surface 12b.
  • the attachment piece 141b is arranged to cover the main body part 141a from above, and is connected to the main body part 141a by welding. The attachment piece 141b is then fixed to the lower surface 12b and inner surface 12d of the side member 12 by welding.
  • the cross member 141 has a side member contact portion 142 that extends so as to wrap around the lower surface 12b and outer surface 12c of the side member 12 (see FIG. 6).
  • a welding hole 142a is formed in the side member contact portion 142, and the cross member 141 is connected to the side member 12 by welding at the edge of the hole 142a of the side member contact portion 142. .
  • the mount brackets 15 are members that support a power plant (not shown) of the vehicle, and are attached to each of the pair of side members 12 .
  • the power plant (not shown) includes a power source (not shown) such as a vehicle engine or a motor, and a drive system (not shown) such as a transmission or a clutch (not shown).
  • the mount bracket 15 is arranged at the same position as the cross member 141 in the longitudinal direction of the vehicle. In other words, the mount bracket 15 is arranged at a position aligned with the cross member 141 along the vehicle width direction when viewed from above the vehicle.
  • the mount bracket 15 is provided inside an upper arm bracket 40 (described later) in the vehicle width direction, at a position aligned with a suspension tower 30 (described later) along the vehicle width direction when viewed from above the vehicle. As shown in FIG. 3, the mount bracket 15 is connected across the inner surface 12d of the side member 12, the mounting piece 141b of the cross member 141, and the inner bracket 43 of the upper arm bracket 40 (see FIG. 4). be done.
  • the suspension devices 20 are provided as a pair on the left and right in the vehicle width direction, corresponding to front wheels (not shown).
  • the suspension device 20 includes a lower arm 22, a knuckle 24, an upper arm 26, a shock absorber 28, a suspension tower 30, and an upper arm bracket 40. That is, the above-mentioned components of the suspension device 20 are provided as a left and right pair.
  • the lower arm 22 is rotatably connected to both ends of the cross member 141 in the vehicle width direction about an axis extending in the longitudinal direction of the vehicle. That is, the lower arm 22 is attached to the cross member 141 so as to be swingable in the vertical direction. Furthermore, as shown by the broken line in FIG. 1, the lower arm 22 is formed with a convex portion 22a that extends upward. The convex portion 22a is formed so as to come into contact with a bump stopper 321, which will be described later, when a relatively large upward load is input from a wheel (not shown) and the shock absorber 28 contracts significantly. Note that a stabilizer (not shown) is connected between the left and right lower arms 22 to suppress rolling of the vehicle body, and a coil spring (not shown) is mounted on the upper surface of the lower arm 22.
  • the knuckle 24 is rotatably connected to the outer tip of the lower arm 22 in the vehicle width direction about an axis extending in the vertical direction.
  • a hub 6 that supports a front wheel (not shown) and is connected to a drive shaft (not shown) is rotatably attached to the knuckle 24 .
  • a steering rod 8 is connected between the left and right knuckles 24 via a steering gear box 7 that operates in conjunction with a steering wheel (not shown) operated by the driver.
  • the steering gear box 7 is fixed to the vehicle body frame 10 via a pipe that is provided so as to pass through the cross member 141 and has an axis extending in the longitudinal direction of the vehicle.
  • the shock absorber 28 is a mechanism that absorbs vibrations in the vertical direction from the front wheels, and is connected at its lower end to the lower arm 22 so as to be rotatable around an axis extending in the longitudinal direction of the vehicle. Further, the top portion 28a of the shock absorber 28 is fixed to the suspension tower 30 by fitting.
  • FIG. 4 is a perspective view of the suspension device 20 viewed from above and outside in the vehicle width direction.
  • FIG. 5 is a perspective view of the suspension device 20 viewed from above and from the front side in the longitudinal direction of the vehicle.
  • FIG. 6 is a perspective view of the suspension device 20 viewed from below and outside in the vehicle width direction.
  • FIG. 7 is a perspective view of a main part of the upper arm bracket 40 viewed from above and inside in the vehicle width direction.
  • the suspension tower 30 has a spring house 32 and an absorber support part 34.
  • the spring house 32 is connected to the outer surface 12c of the side member 12 by welding.
  • the spring house 32 is a generally curved member that opens downward, and accommodates a coil spring (not shown) wound around the shock absorber 28 in its internal space. Note that, as shown in FIG. 6, the inner side of the spring house 32 in the vehicle width direction is open. Further, the spring house 32 is provided with a through hole (not shown) in the ceiling thereof, into which the shock absorber 28 (see FIG. 1) is inserted.
  • a bump stopper 321 is formed at the lower end of the spring house 32 located at the outermost side in the vehicle width direction, and extends in a plate shape toward the outer side in the vehicle width direction.
  • the bump stopper 321 is formed such that a portion projecting outward in the vehicle width direction overlaps the convex portion 22a formed on the lower arm 22 when viewed from above and below.
  • the absorber support part 34 has a pedestal part 341 and a mating part 342.
  • the pedestal 341 is placed on the ceiling of the spring house 32 and connected to the ceiling by welding.
  • the mating portion 342 is provided at the upper end of the base portion 341, and has a mating hole 342a into which the top portion 28a (see FIG. 1) of the shock absorber 28 is mated.
  • the mating hole 342a is formed coaxially with a through hole (not shown) formed in the spring house 32. Note that the pedestal portion 341 and the mating portion 342 are also connected by welding to an outer bracket 41 of an upper arm bracket 40, which will be described later.
  • the suspension tower 30 is connected to the side member 12 at the same position in the vehicle longitudinal direction as the cross member 141, as shown in FIG. In other words, the suspension tower 30 is arranged at a position aligned with the cross member 141 in the vehicle width direction. In other words, the suspension tower 30 is arranged on an extension of the cross member 141 in the vehicle width direction.
  • the cross member 141 is connected to the lower end of the suspension tower 30. That is, the cross member 141 is connected to the side member 12 at both end sides in the vehicle width direction at the same position in the vehicle longitudinal direction as the suspension tower 30 when viewed from above the vehicle (at a position aligned along the vehicle width direction), and is connected to the side member 12 in a pair of left and right sides.
  • the suspension towers 30 are connected to each other. More specifically, as shown in FIGS. 5 and 6, the cross member 141 abuts a pair of suspension towers that protrude further outward in the vehicle width direction than the outer surface 12c of the side member 12 on the lower side of the side member 12. It has a section 143.
  • the pair of suspension tower contact portions 143 are formed at intervals in the vehicle longitudinal direction and extend along the vehicle width direction. As shown in FIG. 6, each suspension tower contact portion 143 extends inside the spring house 32 of the suspension tower 30, and comes into contact with the vertical wall surface 32a of the spring house 32 in the longitudinal direction of the vehicle. Each suspension tower contact portion 143 and each vertical wall surface 32a are connected to each other by welding at connection portions 60 shown by thick solid lines in FIGS. 3 to 6. The connecting portion 60 is formed to extend upwardly toward the outside in the vehicle width direction.
  • the upper arm bracket 40 is a member that rotatably supports the upper arm 26, and is erected on the upper surface 12a of the side member adjacent to the inner side of the suspension tower 30 in the vehicle width direction, and is connected to the suspension tower 30. . More specifically, the upper arm bracket 40 includes an outer bracket 41, a support bracket 42, and an inner bracket 43. Note that in FIG. 7, illustration of the inner bracket 43 is omitted for the sake of explanation.
  • the outer bracket 41 is interposed between the side member 12 and the absorber support part 34 which is the upper part of the suspension tower 30, and is connected to the upper surface 12a and outer surface 12c of the side member 12, as well as to the suspension tower 30. .
  • the outer bracket 41 is a U-shaped member that has a convex shape outward in the vehicle width direction. More specifically, the outer bracket 41 includes a base plate portion 411 extending along the vehicle longitudinal direction, a pair of side wall portions 412 extending inward in the vehicle width direction from both ends of the base plate portion 411 in the vehicle longitudinal direction, and each side wall. A pair of leg portions 413 are formed at the portion 412.
  • the base plate portion 411 contacts the ceiling portion of the spring house 32 at its lower end, and its upper end extends above the upper surface 12a of the side member 12. Further, the base portion 341 and the mating portion 342 of the absorber support portion 34 are connected to the substrate portion 411 by welding. As shown in FIG. 7, the side wall portions 412 are formed at intervals in the vehicle longitudinal direction and extend above the upper surface 12a of the side member 12. An arcuate groove 412a (see FIG. 6) for supporting the support bracket 42 is formed at the upper end of each side wall 412. The pair of leg portions 413 extend from each side wall portion 412 toward the side opposite to the base plate portion 411 in the longitudinal direction of the vehicle and toward the lower side. As shown in FIGS.
  • each leg portion 413 abuts on the upper surface 12a and the outer surface 12c of the side member 12, and is connected to the upper surface 12a and the outer surface 12c by welding. Further, the pair of leg portions 413 extend so as to sandwich the spring house 32 from both sides in the longitudinal direction of the vehicle, and are also connected to the spring house 32 by welding.
  • the support bracket 42 includes two arcuate portions 421 that are spaced apart from each other in the longitudinal direction of the vehicle, and an enlarged diameter portion 422 that extends between the two arcuate portions 421.
  • the two arcuate portions 421 have an arcuate cross section, extend in the longitudinal direction of the vehicle, and are open at the top.
  • Each arcuate portion 421 is fitted into the groove 412a (see FIG. 6) of the above-mentioned outer bracket 41, and connected to the edge of the groove 412a by welding.
  • a support pipe 50 (support part) through which a support bolt 26a (support shaft) of the upper arm 26 shown by a broken line in FIG.
  • the enlarged diameter portion 422 has a substantially arcuate cross section, extends in the vehicle longitudinal direction between the arcuate portions 421, and is open at the top like the arcuate portions 421.
  • the enlarged diameter portion 422 is formed to have a larger diameter than each arcuate portion 421 .
  • one nut holder 52 is attached to the enlarged diameter portion 422 in proximity to the end 50a of each support pipe 50. A nut (not shown) into which the support bolt 26a of the upper arm 26 is screwed is fixed to each nut holder 52.
  • the inner bracket 43 is connected to the side member 12 while covering the outer bracket 41 from the inside and above in the vehicle width direction. More specifically, as shown in FIG. 5, the inner bracket 43 is connected to the upper end of the base plate 411 of the outer bracket 41 by welding, and extends inward in the vehicle width direction from the upper end along the upper surface of the support pipe 50. It further extends downward and is connected to the upper surface 12a of the side member 12 by welding. Further, as shown in FIGS. 4 and 5, the inner bracket 43 extends to the inner surface 12d of the side member 12, and is also connected to the inner surface 12d by welding. Further, as described above, the mount bracket 15 is connected to the inner bracket 43. As a result, the inner bracket 43 of the upper arm bracket 40 is connected to the cross member 141 via the mount bracket 15.
  • the inner bracket 43 and the outer bracket 41 sandwich the support bracket 42 and the support pipe 50.
  • the support bracket 42 and the support pipe 50 are attached between the outer bracket 41 and the inner bracket 43.
  • a welding hole 43a is formed in the inner bracket 43 at a portion that contacts the upper surface of the support pipe 50, and the support pipe 50, including the edge of the hole 43a, is formed in the inner bracket 43. Also connected by welding.
  • the inner bracket 43 has an opening 43b formed at a position corresponding to the enlarged diameter portion 422 of the support bracket 42. Thereby, the nut can be attached to the nut holder 52 through the opening 43b.
  • the upper arm 26 is fixed by inserting the two support bolts 26a into each support pipe 50 along the vehicle longitudinal direction and screwing into each nut (not shown). Thereby, the upper arm 26 is attached to the upper arm bracket 40 so as to be rotatable around an axis extending in the longitudinal direction of the vehicle.
  • the suspension tower 30 is disposed on the outside of the side member 12 in the vehicle width direction and is connected to the outer surface 12c of the side member 12 facing outside in the vehicle width direction, and the cross member 141 has both ends thereof in the vehicle width direction
  • the upper arm bracket 40 is connected to the side member 12 at the same position in the longitudinal direction of the vehicle as the suspension tower 30 when viewed from above, and is provided to connect the suspension towers 30, and the upper arm bracket 40 is adjacent to the inner side of the suspension tower 30 in the vehicle width direction.
  • the suspension tower 30, the upper arm bracket 40, and the cross member 141 are arranged side by side in the vehicle width direction.
  • the suspension tower 30 can be supported from the inner side in the vehicle width direction by the upper arm bracket 40, thereby preventing the suspension tower 30 from falling. can be suppressed. Further, the load input from the suspension device 20 to the suspension tower 30 can be efficiently transmitted to the side member 12 and the cross member 141 via the upper arm bracket 40. Moreover, by arranging the suspension tower 30, upper arm bracket 40, and cross member 141 side by side in the vehicle width direction, highly rigid members are continuously arranged between the suspension towers 30, so that the rigidity around the suspension tower 30 is increased. can definitely be improved. Thereby, the rigidity around the suspension tower 30 can be efficiently improved, so that the durability of the suspension tower 30 and the support rigidity of the suspension device 20 can be improved. Therefore, according to the vehicle body frame structure 1 according to the embodiment, the suspension tower 30 can be appropriately protected.
  • the upper arm bracket 40 extends to the inner side surface 12d of the side member 12 facing inward in the vehicle width direction, and is connected to the cross member 141 via the mount bracket 15.
  • the load input from the suspension device 20 to the suspension tower 30 can be more efficiently transmitted to the cross member via the upper arm bracket 40.
  • the upper arm bracket 40 is interposed between the side member 12 and the upper part (absorber support part 34) of the suspension tower 30, and is connected to the upper surface 12a and the outer surface 12c of the side member 12 and to the suspension tower 30. and an inner bracket 43 that is connected to the upper surface 12a of the side member 12 while covering the outer bracket 41 from the inside and above in the vehicle width direction, and there is a space between the outer bracket 41 and the inner bracket 43.
  • a support pipe 50 (support portion) that rotatably supports the support bolt 26a (support shaft) of the upper arm 26 is attached.
  • the upper part of the suspension tower 30 can be supported by the inner bracket 43 of the upper arm bracket 40, so that the suspension tower 30 can be more reliably prevented from falling.
  • the relatively rigid support pipe 50 of the upper arm bracket 40 can receive the load input from the suspension device 20 to the suspension tower 30, so the load is transmitted to the side members 12 and cross member 141 more efficiently. be able to.
  • each support bolt 26a inserted into each support pipe 50 can be increased.
  • the length can be shortened.
  • the space required for inserting and removing the support bolt 26a can be reduced, and restrictions regarding the arrangement of other parts around the upper arm bracket 40 can be reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
PCT/JP2022/015981 2022-03-30 2022-03-30 車体フレーム構造 Ceased WO2023188105A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/JP2022/015981 WO2023188105A1 (ja) 2022-03-30 2022-03-30 車体フレーム構造
JP2024510888A JP7824585B2 (ja) 2022-03-30 2022-03-30 車体フレーム構造

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/015981 WO2023188105A1 (ja) 2022-03-30 2022-03-30 車体フレーム構造

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WO2023188105A1 true WO2023188105A1 (ja) 2023-10-05

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02136777U (https=) * 1989-04-20 1990-11-14
JPH0665167U (ja) * 1993-02-25 1994-09-13 トヨタ車体株式会社 車両のサスペンションタワー取付け部構造
JPH11129937A (ja) * 1997-10-30 1999-05-18 Honda Motor Co Ltd 車両の後部車体構造
US6113144A (en) * 1999-10-21 2000-09-05 Dana Corporation Two-piece upper control arm and spring mounting bracket

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0848122A (ja) * 1994-08-04 1996-02-20 Toyota Motor Corp 車輌用サスペンション
JP4356506B2 (ja) * 2004-04-23 2009-11-04 三菱自動車工業株式会社 車両用サスペンション支持部構造

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02136777U (https=) * 1989-04-20 1990-11-14
JPH0665167U (ja) * 1993-02-25 1994-09-13 トヨタ車体株式会社 車両のサスペンションタワー取付け部構造
JPH11129937A (ja) * 1997-10-30 1999-05-18 Honda Motor Co Ltd 車両の後部車体構造
US6113144A (en) * 1999-10-21 2000-09-05 Dana Corporation Two-piece upper control arm and spring mounting bracket

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JP7824585B2 (ja) 2026-03-05

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