JP2006160084A - Suspension member supporting structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension member supporting structure having a support link capable of compatibly realizing the ride quality and the vehicular sprung control. <P>SOLUTION: In the suspension member supporting structure, a front portion of the suspension member 2 with a wheel supporting member to rotatably support a wheel being rockingly connected via a suspension link is connected to a vehicle body frame via a vertically extending support link 6. A lower end of the support link 6 is connected to a pin 7 extending in the longitudinal direction of a vehicle from the suspension member 2 in a displaceable manner in the longitudinal direction of the vehicle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a support structure for a vehicle body of a suspension member for a vehicle in which a wheel support member is swingably connected.

Conventionally, as a vehicle structure in which a front portion of a suspension member is connected to a vehicle body with a support link extending vertically, there is one described in Patent Document 1, for example.
That is, the suspension member is arranged behind the power unit. The suspension member is supported by the vehicle body frame on the rear side in the vehicle front-rear direction via a mount insulator. Further, the front portion of the suspension member is supported on the vehicle body side via left and right support links whose axes are directed up and down. The support link with the shaft facing up and down is arranged with the vehicle body side attachment point (upper attachment point) offset from the member side attachment point (lower attachment point) to the rear in the vehicle front-rear direction. Is inclined.

As a result of allowing the power unit to move on the suspension member when the vehicle collides front by offsetting the support link side attachment point of the support link relatively rearward, Is not easily transmitted from the power unit to the cabin via the suspension member.
The suspension member is supported by the vehicle body mainly through the rear mount position, and the support link does not contribute much to load transmission in normal times. In the above prior art, the support link is not symmetrical.
JP 2003-26037 A

  As described above, if the axis of the support link is inclined so that the upper end is located rearward with respect to the lower end, the anti-dive angle increases due to the front end of the suspension member being displaced upward during vehicle braking, and the posture is increased. Although the change can be reduced, on the contrary, since the locus of the wheel center (hereinafter also referred to as W / C) is rising forward, a shock is easily applied when riding over the protrusion, which is disadvantageous in terms of riding comfort performance.

In addition, if the support link shaft is inclined in the opposite direction so that the vehicle body side attachment point side is relatively forward offset with respect to the member side attachment point, although deterioration of riding comfort when overhanging the protrusion can be prevented, The anti-dive angle decreases and the dive angle increases during braking.
The present invention has been made paying attention to such points, and it is an object of the present invention to provide a suspension member support structure including a support link capable of achieving both riding comfort and vehicle sprung control.

In order to solve the above-mentioned problems, the invention described in claim 1 of the present invention is characterized in that a front portion of a suspension member to which a wheel support member for rotatably supporting a wheel is swingably connected via a suspension link is provided. In the suspension member support structure connected to the vehicle body frame via a support link extending in the vertical direction,
At least one of the upper and lower attachment points of the support link is connected to the suspension member so as to be displaceable in a desired direction.

  According to the present invention, it is possible to achieve both riding comfort and vehicle sprung control by devising the attachment of the support link that connects the suspension member and the vehicle body.

Next, a first embodiment according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, the suspension member of the present embodiment is disposed behind a horizontally placed power unit 1 (engine and transmission). The suspension member 2 is elastically supported by the left and right side frames 3 constituting the vehicle body frame.

The suspension member 2 includes a member main body 2A extending in the vehicle width direction and left and right side member portions 2B extending forward in the vehicle front-rear direction from both sides of the member main body 2A in plan view. Further, the front end portions of the left and right side member portions 2 </ b> B are located outward of the side frames 3 in the vehicle width direction. With this shape, the suspension member 2 is substantially U-shaped in plan view, and a concave space is formed so that the power unit 1 can enter into the front side, and a predetermined space is secured between the suspension member 2 and the front power unit 1. Yes. The power unit 1 is disposed in the left and right side frames 3 as shown in FIG.
Further, as shown in FIG. 2, wheel support members (not shown) are connected to the left and right side member portions 2 </ b> B through lower links 4, respectively.

Next, a structure for supporting the suspension member 2 on the vehicle body frame will be described.
As shown in FIGS. 1 and 2, the left and right rear portions of the suspension member 2 are elastically supported by the side frames 3 via mount insulators 5. Further, the front end portions of the left and right side member portions 2B are connected to the side frame 3 via support links 6 extending vertically. The suspension member 2 is supported by the side frame 3 mainly via the left and right rear mount insulators 5.

  The attachment structure (lower attachment structure) between the support link 6 and the suspension member 2 will be described. As shown in FIG. 3, a pin 7 protrudes forward from the front end portion of the side member portion 2B. Relatively penetrates the first cylindrical portion 8 provided at the lower end portion of the support link 6. The first cylindrical portion 8 has its axis oriented in the longitudinal direction of the vehicle and a slide bush 9 attached to the inner peripheral surface of the first cylindrical portion 8 or the pin outer peripheral surface facing the first cylindrical portion 8. Are connected to the side member portion 2B while being slidable in the vehicle longitudinal direction while being guided by the pin 7. The first cylindrical portion 8 is warped slightly upward as it goes forward so that the first cylindrical portion 8 can easily swing back and forth around the upper mounting portion of the support link 6.

As shown in FIG. 4, the upper attachment point P1 of the support link 6 is set at an inner position in the vehicle width direction than the lower attachment point P2, and the upper end of the support link 6 is connected to the side frame 3 via a bush. To be able to swing back and forth and left and right. Thus, the two support rods are arranged in a C shape when viewed from the front-rear direction of the vehicle.
The elastic body of the bush is provided with a preload in the torsion direction, and the axis of the support link 6 faces the vertical direction or the substantially vertical direction as shown in FIG. 3 when viewed from the vehicle width direction. Is set to

Next, the operation and effect of the above configuration will be described with reference to the drawings.
In the support link 6, during normal driving, the axis is in the vertical direction or the substantially vertical direction when viewed from the side. Therefore, depending on the support link 6, the vertical W / C locus Z changes. No (see FIG. 5A). Therefore, it is possible to prevent an increase in shock due to an input from the protrusion when the protrusion is overridden during traveling. In other words, it is possible to prevent deterioration in ride comfort performance when riding over the protrusion. Reference numeral 11 denotes a wheel.

  Further, when braking is applied during forward travel, the lower end portion of the support link 6 slides forward by the deceleration acceleration around the upper end portion as shown in FIG. As the cylindrical portion 8 swings forward in the vehicle front-rear direction, the cylinder portion 8 is inclined so as to be displaced forward in the vehicle front-rear direction as it goes downward from above. At the same time, as shown in FIG. 5 (c), when the suspension member 2 moves rearward, the vertical W / C trajectory Z rises forward, the anti-dive angle during braking increases, and the vehicle body during braking increases. Posture change is reduced.

As described above, the contrivance of the mounting structure of the support link 6 makes it possible to achieve both riding comfort when riding over the protrusion and vehicle sprung control during braking.
In the above description, in the normal state, the axis of the support link 6 is set so as to be in the vertical direction. You may make it improve riding comfort performance. However, when the lower end portion of the support link 6 is displaced forward due to inertia due to deceleration acceleration during normal braking, the lower end portion is set so that it can be displaced forward with respect to the upper end portion.

  Further, when the vehicle is turning, as shown in FIG. 4, as the vehicle body moves toward the turning outer wheel, the upper ends of the support links 6 are displaced toward the turning outer wheel. As a result, the upper ends of the support links 6 on the turning inner wheel side are When the upper link of the support link 6 on the turning outer ring side is displaced upward while being displaced downward, as shown in FIG. 4B, the vehicle body is regulated to be displaced so that the inner ring side becomes lower than the outer ring side. That is, as a result of the swinging of the two support links 6 toward the turning outer wheel side, the roll angle of the vehicle body can be suppressed by that much even if the suspension of the outer wheel becomes bound due to the load movement during turning, It becomes possible to suppress a change in the vehicle body posture during turning.

Here, in the said embodiment, although the shaft of the bush of the upper end part of the support link 6 has faced the vehicle width direction, you may face the vehicle front-back direction. In short, it is sufficient that at least the bush 10 at the upper end of the support link 6 has an elastic force such that the lower end can swing in the vehicle longitudinal direction.
In the above-described embodiment, the support link 6 is arranged in a square shape when viewed from the vehicle front-rear direction, but may be arranged so that the left and right support links 6 are parallel when viewed from the vehicle front-rear direction. . Although there is no effect of suppressing the posture change during turning, the ride comfort when riding over the protrusion and the vehicle dive angle reduction during braking are compatible.

  In a frontal collision, the power unit 1 moves rearward and enters the concave space of the suspension member 2. At this time, the left and right support links 6 are inclined so that the front side of the suspension member 2 is relatively lower by the behavior as shown in FIG. Is easier to get on.

Next, a second embodiment will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected and demonstrated about the member similar to the said 1st Embodiment.
As shown in FIG. 6, the support link 6 according to the present embodiment is arranged such that its axis faces the vertical direction or the substantially vertical direction when viewed from the vehicle front-rear direction, and the mounting structure of the upper end portion of the support link 6 is provided. Different. Other than that, the configuration is the same as that of the first embodiment.

Next, the attachment structure of the support link 6 upper end part in this embodiment is demonstrated.
The side frame 3, which is a vehicle body frame, includes a stopper surface 20 that restricts movement of the upper end portion of the support link 6 outward in the vehicle width direction. That is, the stopper surface 20 that faces the upper end portion of the support link 6 from the outside in the vehicle width direction and contacts or approaches the support link 6 from the vehicle width direction in the normal state is set. A pin 21 projects from the stopper surface 20 inward in the vehicle width direction, and passes through a second cylindrical portion 22 provided at the upper end portion of the support link 6 and having an axis in the vehicle width direction. A slider bush (not shown) is provided on the inner diameter surface of the second cylindrical portion 22, and the second cylindrical portion 22 is slidable in the vehicle width direction while being guided by the pin 7. The pin 21 is slightly warped so as to be displaced downward as it goes inward in the vehicle width direction.

  In the above configuration, when the vehicle turns, the upper ends of both support links 6 try to swing so as to fall down toward the turning outer wheel by the centrifugal force. At this time, the upper end portion of the support link 6 (right side in FIG. 6) on the turning outer wheel side is restricted by the stopper surface 20 and cannot swing more than the displacement of the vehicle body to the turning outer wheel. On the other hand, the support link 6 (left side in FIG. 6) on the turning inner ring side is not restricted by the stopper surface 20 and swings outward in the vehicle width direction beyond the displacement of the vehicle body. As a result, the support link 6 on the inner ring side falls more than the turning outer wheel side, so that the upper end portion of the support link 6 on the turning inner ring side is displaced more downward, thereby suppressing the change in the vehicle posture during turning.

Further, in the present embodiment, since the pin 21 is pivotally supported in the vehicle width direction so that the upper end portion of the support link 6 can slide in the vehicle width direction, the lower end portion of the support link 6 correspondingly. Can be easily swung in the longitudinal direction of the vehicle. Conversely, since the pin 7 is pivotally supported toward the front of the vehicle so that the lower end of the support link 6 can slide in the vehicle longitudinal direction, the lower end of the support link 6 is swung in the vehicle width direction accordingly. It has become easier.
Here, the shafts of the two support links 6 may be arranged in a C shape when viewed from the front-rear direction of the vehicle, as in the first embodiment.

It is a top view which shows arrangement | positioning of the suspension member which concerns on 1st Embodiment based on this invention. It is a perspective view which shows the suspension member which concerns on 1st Embodiment based on this invention. It is a side view which shows the lower attachment structure of the support link which concerns on 1st Embodiment based on this invention. It is a front view which shows typically arrangement | positioning of the support link which concerns on 1st Embodiment based on this invention. It is a figure explaining the behavior of the support link and suspension member which concern on 1st Embodiment based on this invention. It is a front view which shows typically the upper attachment structure of the support link which concerns on 2nd Embodiment based on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Power unit 2 Suspension member 2A Member main body 2B Side member part 3 Side frame 4 Lower link 5 Mount insulator 6 Support link 7 Pin 8 First cylindrical part 9 Slide bush 10 Bush 11 Wheel 20 Stopper surface 21 Pin 22 Second cylindrical part

Claims (5)

In a suspension member support structure in which a wheel support member that rotatably supports a wheel is connected to a vehicle body frame via a support link extending in a vertical direction, a front portion of a suspension member that is swingably connected via a suspension link.
A suspension member support structure, wherein a lower end portion of the support link is connected to a suspension member so as to be displaceable in a vehicle longitudinal direction. In a suspension member support structure in which a wheel support member that rotatably supports a wheel is connected to a vehicle body via a support link extending in a vertical direction, a front portion of a suspension member that is swingably connected via a suspension link.
The upper end portion of the support link is connected to the vehicle body so as to be displaceable in the vehicle width direction, and includes a stopper surface that restricts the swing of the upper end portion of the support link in the vehicle width direction outward. Suspension member support structure. Suspension member support in which the left and right sides of the front part of the suspension member, which are rotatably connected via a suspension link, are connected to the vehicle body via support links extending in the vertical direction. In structure
A suspension member support structure, wherein both of the two support links have an upper attachment point located on the inner side in the vehicle width direction with respect to the lower attachment point.   The upper end portion of the support link is connected to the vehicle body so as to be displaceable in the vehicle width direction, and includes a stopper surface that restricts the swing of the upper end portion of the support link in the vehicle width direction outward. The suspension member support structure according to claim 3.   The suspension member support structure according to any one of claims 2 to 4, wherein a lower end portion of the support link is connected to the suspension member so as to be displaceable in a vehicle front-rear direction.

Images