JP2007307968A - Wheel support structure - Google Patents

Abstract

To reduce the weight and cost of a wheel support structure.
A wheel support structure includes a carrier for rotatably supporting a wheel, a vehicle extending in a longitudinal direction of the vehicle, one end connected to a vehicle main body, and the other end connected to a carrier, and the vehicle vertical direction. And a lower arm 3 extending in the vehicle width direction, having one end connected to the vehicle main body, the other end connected to the carrier 1, and swingable in the vehicle vertical direction. ing. Further, a bifurcated portion 2 a that is divided in the vehicle vertical direction is formed at the other end of the trailing arm 2. The connecting portion 8 between the other end of the lower arm 3 a and the carrier 1 is located between the two forks 2 b and 2 c of the trailing arm 2.
[Selection] Figure 1

Description

  The present invention relates to a wheel support structure that includes a carrier that rotatably supports a wheel, and a trailing arm that has one end connected to a vehicle body, the other end connected to a carrier, and can swing in a vehicle vertical direction.

Conventionally, a carrier that rotatably supports a wheel, a trailing arm that extends in the vehicle front-rear direction, has one end connected to the vehicle main body, the other end connected to the carrier, and can swing in the vehicle vertical direction, and the vehicle A vehicle suspension apparatus is known that includes a lateral link (lower arm) that extends in the width direction, one end is connected to the vehicle body, the other end is fastened to the carrier by bolts and nuts, and is swingable in the vehicle vertical direction. (For example, refer to Patent Document 1).
Japanese Patent Publication No. 2693502

  In the conventional vehicle suspension apparatus, for example, when a braking force is applied to the wheels, a force in the vehicle longitudinal direction acts on the carrier. The force acting on the carrier is applied to the fastening portion between the other end of the trailing arm and the carrier. For this reason, the fastening force of the bolt and nut which can endure this applied force is required. In this case, it is conceivable to increase the size or number of bolts and nuts, but this leads to an increase in weight and cost.

  The present invention has been made to solve such problems, and its main object is to reduce the weight and cost of the wheel support structure.

In order to achieve the above object, one embodiment of the present invention provides:
A carrier that rotatably supports the wheel;
A trailing arm extending in the vehicle front-rear direction, one end connected to the vehicle body, the other end connected to the carrier, and swingable in the vehicle vertical direction;
A wheel support structure comprising: a lower arm extending in the vehicle width direction, having one end connected to the vehicle main body, the other end connected to the carrier, and swingable in the vehicle vertical direction,
The other end of the trailing arm is formed with a bifurcated portion that divides in the vehicle vertical direction,
A connecting portion between the other end of the lower arm and the carrier is located between the two forks of the trailing arm.

  In this embodiment, the other end of the trailing arm is formed with a bifurcated portion that divides in the vehicle vertical direction, and the connecting portion between the other end of the lower arm and the carrier is located between the bifurcated portions of the trailing arm.

  Thereby, for example, when braking or driving the wheel, the load acting on the carrier is distributed and supported at the connection portion between the two ends of the bifurcated portion of the trailing arm and the carrier. The load on the part is reduced. Therefore, the number of fastening members such as bolts and nuts connecting the bifurcated portion and the carrier can be reduced or the size can be reduced. That is, the weight and cost of the wheel support structure can be reduced.

In order to achieve the above object, one embodiment of the present invention provides:
A carrier that rotatably supports the wheel;
A trailing arm extending in the vehicle front-rear direction, one end connected to the vehicle body, the other end connected to the carrier, and swingable in the vehicle vertical direction;
A wheel support structure comprising: a lower arm that extends in the vehicle width direction, one end of which is connected to the vehicle main body and swingable in the vehicle vertical direction;
The other end of the trailing arm is formed with a bifurcated portion that divides in the vehicle vertical direction,
The wheel support structure may be characterized in that the other end of the lower arm is connected between the two forks.

  According to this aspect, for example, during braking or driving of the wheel, the load acting on the carrier is distributed and supported at the connection portion between the ends of the bifurcated portion of the trailing arm and the carrier. Therefore, the load applied to the connecting portion is reduced. Therefore, the number of fastening members such as bolts and nuts connecting the bifurcated portion and the carrier can be reduced or the size can be reduced. That is, the weight and cost of the wheel support structure can be reduced.

In these aspects, the bifurcated portion of the trailing arm has an upper end portion extending substantially obliquely upward in the vehicle and a lower end portion extending substantially in the vehicle front-rear direction.
The upper end may be connected to the upper side of the carrier, and the lower end may be connected to the lower side of the carrier.

  Thus, for example, when a rotational moment force in the rotational direction of the wheel acts on the carrier, the upper end of the bifurcated portion supports the upper end of the carrier, and the lower end of the bifurcated portion supports the lower end of the carrier. it can. Therefore, the load due to the rotational moment force acting on the carrier can be dispersed and distributed efficiently at the upper and lower ends of the bifurcated portion of the trailing arm.

In these embodiments, the shock absorber extends in the vehicle vertical direction, one end is connected to the vehicle body, the other end is connected to the lower end of the carrier, and a telescopic shock absorber.
An upper arm that extends in the vehicle width direction, has one end connected to the vehicle main body, the other end connected to the carrier, and swingable in the vehicle vertical direction may be further provided. The shock absorber attenuates and absorbs the swing of the trailing arm, the lower arm, and the upper arm in the vehicle vertical direction.

  According to the present invention, the weight and cost of the wheel support structure can be reduced.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a perspective view of a wheel support structure according to an embodiment of the present invention viewed from the inside of a vehicle and obliquely. FIG. 2 is a view of the wheel support structure according to one embodiment of the present invention as viewed from above the vehicle. FIG. 3 is a side view of the wheel support structure according to one embodiment of the present invention as viewed from the inside of the vehicle. In FIG. 1 and FIG. 2, the tires and wheels of the wheel shown in FIG. 3 are omitted for easy viewing.

  The wheel support structure 10 according to the present embodiment supports, for example, the right rear wheel of the vehicle. The wheel support structure 10 includes a carrier 1 formed in a substantially annular shape, a trailing arm 2 connected to the carrier 1 and swingable, a lower arm 3 and an upper arm 4 connected to the carrier 1 and swingable, and one end. Is connected to the carrier 1 and includes a shock absorber 5 that can be expanded and contracted.

  The carrier 1 supports the wheel 6 rotatably. The wheel 6 includes, for example, a wheel 6a, a tire 6b attached to the outer periphery of the wheel 6a, and a drum brake mechanism 6c that brakes the wheel 6. The wheel 6 is driven to rotate by a drive shaft 7 that is inserted into the annular carrier 1 and connected thereto.

  The trailing arm 2 extends in the vehicle front-rear direction, and a front end (one end) is connected to the vehicle body via a rubber bush 11. The trailing end (other end) of the trailing arm 2 is connected to the front side of the carrier 1. With this configuration, the trailing end of the trailing arm 2 and the carrier 1 can swing in the vehicle vertical direction around the front end of the trailing arm 2.

  Further, the rear end of the trailing arm 2 is formed with a bifurcated portion 2a that is divided in the vehicle vertical direction. The bifurcated portion 2a has, for example, an upper end 2b extending substantially obliquely upward in the vehicle and a lower end 2c extending substantially in the vehicle front-rear direction. The upper end 2b is fastened to the upper side of the carrier 1 by bolts 12 and nuts 13, and the lower end 2c is fastened to the lower side of the carrier by bolts 12 and nuts 13.

  The lower arm 3 extends in the vehicle width direction, and includes a front arm 3a disposed on the vehicle front side and a rear arm 3b disposed on the vehicle rear side. The front arm 3 a and the rear arm 3 b are connected to the vehicle main body by bolts 15 and nuts 16 via rubber bushes 14 at the vehicle inner end (one end). On the other hand, the vehicle outer ends (other ends) of the front arm 3 a and the rear arm 3 b are connected to the lower side of the carrier 1 by a bolt 15 and a nut 16 via a rubber bush 14. With this configuration, the vehicle outer end 3c and the carrier 1 of the front arm 3a and the rear arm 3b can swing in the vehicle vertical direction around the vehicle inner end 3d.

  Further, the vehicle outer end 3 c of the front arm 3 a of the lower arm 3 is loosely inserted into a bifurcated portion 2 b, 2 c between the upper end portion 2 b and the lower end portion 2 c of the bifurcated portion 2 a of the trailing arm 2. Further, the connecting portion 8 between the vehicle outer end 3 c of the front arm 3 a and the lower side of the carrier 1 is located between the two forks 2 b and 2 c of the trailing arm 2.

  That is, the bifurcated portion 2a of the trailing arm 2 has an upper end portion 2b and a lower end portion 2c that are separated in the vehicle vertical direction and separated from each other. Thereby, when the rotational moment force F of the rotation direction (forward or reverse) of the wheel 6 acts on the carrier 1, the upper end portion 2b of the bifurcated portion 2a supports the upper end of the carrier 1, and the lower end of the bifurcated portion 2a. The part 2c supports the lower end of the carrier 1 (FIG. 3). Therefore, the load caused by the rotational moment force F acting on the carrier 1 is distributed and supported by the upper end 2b and the lower end 2c of the bifurcated portion 2a of the trailing arm 2.

  The wheel 6, the carrier 1, the bifurcated portion 2a of the trailing arm 2, and the vehicle outer end 3c of the front arm 3a of the lower arm 3 are integrally moved (stroked) relative to the vehicle body in the vehicle vertical direction. Sometimes, the vehicle outer end 3c of the lower arm 3 and the bifurcated portion 2a of the trailing arm 2 do not interfere with each other.

  The upper arm 4 extends in the vehicle width direction. The vehicle inner end (one end) of the upper arm 4 is connected to the vehicle body by a bolt 18 and a nut 19 via a rubber bush 17. The vehicle outer end (the other end) of the upper arm 4 is connected to the upper end of the carrier 1 by a bolt 21 and a nut 22 via a rubber bush 20.

  The shock absorber 5 extends in the vehicle vertical direction, and the upper end (one end) is connected to the vehicle body by a bolt 24 and a nut 25 via a rubber bush 23. The lower end (the other end) of the shock absorber 5 is connected to a bracket 1 a provided at the lower end of the carrier 1 by a bolt 27 and a nut 28 via a rubber bush 26. The shock absorber 5 attenuates and absorbs the vertical vibration of the wheel 6 transmitted through the carrier 1.

  As described above, in the wheel support structure 10 according to this embodiment, the rear end of the trailing arm 2 is formed with the bifurcated portion 2a that is divided in the vehicle vertical direction, and the vehicle inner end 3c of the lower arm 3 and the lower end of the carrier 1 are connected to each other. The portion 8 is located between the upper end 2b and the lower end 2c.

  For example, when a braking force is applied to the wheel 6, a counterclockwise rotational moment force F acts on the carrier 1 that supports the wheel 6. On the other hand, when a driving force is applied to the wheel 6, a clockwise rotational moment force F acts on the carrier 1 that supports the wheel 6.

  At this time, the load due to the rotational moment force F acting on the carrier 1 is supported at the upper end of the carrier 1 by the upper end 2b of the bifurcated portion 2a of the trailing arm 2, and the lower end of the carrier 1 by the lower end 2c of the bifurcated portion 2a. Is supported.

  Thereby, the load applied to the connecting portion between the trailing end of the trailing arm 2 and the carrier 1 is distributed and reduced. Therefore, the size of the bolts 12 and nuts 13 that connect the rear end of the trailing arm 2 and the carrier 1 can be reduced, or the number of bolts 12 and nuts 13 can be reduced. That is, the weight and cost of the wheel support structure 10 can be reduced.

  For example, with respect to the size and number of bolts 12 that connect the rear end of the trailing arm 2 and the carrier 1, M12 × 3 to 4 or M16 × 2 are used in the conventional configuration. On the other hand, in the wheel support structure 10 according to the present embodiment, M14 × 2 bolts having a small bolt size and a small number of bolts are used as compared with the conventional configuration.

  As described above, the connecting portion 8 between the vehicle inner end 3c of the lower arm 3 and the lower end of the carrier 1 is located between the upper end 2b and the lower end 2c, so that the wheel 6a of the wheel 6 has The structure 10 described above can be realized. Therefore, the wheel support structure 10 can be easily downsized.

  Further, for example, when the wheel 6 moves up and down due to road surface unevenness, the wheel 6, the carrier 1, the bifurcated portion 2a of the trailing arm 2, and the vehicle outer end 3c of the lower arm 3 are integrally moved relative to each other in the vehicle vertical direction. To do. At this time, there is no possibility that the vehicle outer end 3c of the lower arm 3 and the bifurcated portion 2a of the trailing arm 2 interfere with each other.

  As mentioned above, although the best mode for carrying out the present invention has been described using one embodiment, the present invention is not limited to such one embodiment, and within the scope not departing from the gist of the present invention, Various modifications and substitutions can be made to the above-described embodiment.

  In the above embodiment, the connecting portion 8 between the vehicle outer end 3c of the front arm 3a of the lower arm 3 and the lower end of the carrier 1 is located between the bifurcated 2b and 2c of the trailing arm 2, but the bifurcated 2b and 2c. You may exist in the position which shifted | deviated to the vehicle outer side or the vehicle inner side with respect to between. That is, the position of the connecting portion 8 between the front arm 3a and the carrier 1 can be any position shifted to the vehicle outer side or the vehicle inner side with respect to the space between the two forks 2b and 2c as long as the stroke of the trailing arm 2 can be sufficiently secured. Can be set.

  In the bifurcated portion 2a of the trailing arm 2 of the above embodiment, the upper end 2b extends obliquely upward in the vehicle and the lower end 2c extends substantially in the longitudinal direction of the vehicle, but the upper end 2b extends substantially obliquely upward in the vehicle. The lower end 2c may extend substantially obliquely downward in the vehicle. That is, as described above, the shape of the upper end portion 2b and the lower end portion 2c of the bifurcated portion 2a is arbitrary if the stroke of the trailing end of the trailing arm 2 can be sufficiently secured and the load applied to the carrier 1 can be dispersed and supported. It's okay.

  In the above embodiment, the vehicle outer end 3 c of the front arm 3 a of the lower arm 3 is connected to the lower end of the carrier 1, but may be connected to the bifurcated portions 2 b and 2 c of the trailing arm 2. .

  In the above embodiment, the vehicle outer end 3 c of the front arm 3 a of the lower arm 3 is connected to the lower end of the carrier 1, but may be connected to the lower end of the shock absorber 5.

  In the above-described embodiment, the wheel 6 is applied to the configuration driven by the drive shaft 7. However, the present invention can also be applied to a so-called wheel-in motor in which the wheel is driven by an electric motor housed in the vehicle wheel.

  In the above embodiment, the wheel 6 is applied to a configuration that supports the driving wheel driven by the drive shaft 7. However, the present invention can also be applied to a driven wheel in which the vehicle is driven by the front wheel and the rear wheel is driven.

  In the above embodiment, the present invention is applied to the wheel support structure 10 that supports the right rear wheel 6 of the vehicle. However, the present invention is also applicable to a wheel support structure that supports the left rear wheel of the vehicle. The wheel structure for supporting the left rear wheel has substantially the same configuration as the wheel support structure for the right rear wheel described above, and thus detailed description thereof is omitted.

  In the above embodiment, the present invention can be applied to, for example, a so-called double wishbone suspension or an E-type multilink suspension.

  The present invention can be used for a wheel support structure that rotatably supports a wheel. The appearance, weight, size, running performance, etc. of the vehicle to be mounted are not limited.

It is the perspective view which looked at the wheel support structure concerning one example of the present invention from the vehicles inner side and the slanting direction. It is the figure which looked at the wheel support structure concerning one example of the present invention from the vehicles upper part. It is the side view which looked at the wheel support structure concerning one example of the present invention from the vehicle inside.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Carrier 2 Trailing arm 2a Bifurcated part 2b Upper end part 2c Lower end part 3 Lower arm 4 Upper arm 5 Shock absorber 6 Wheel 10 Wheel support structure

Claims (4)

A carrier that rotatably supports the wheel;
A trailing arm extending in the vehicle front-rear direction, one end connected to the vehicle body, the other end connected to the carrier, and swingable in the vehicle vertical direction;
A wheel support structure comprising: a lower arm extending in the vehicle width direction, having one end connected to the vehicle main body, the other end connected to the carrier, and swingable in the vehicle vertical direction,
The other end of the trailing arm is formed with a bifurcated portion that divides in the vehicle vertical direction,
The wheel support structure according to claim 1, wherein a connecting portion between the other end of the lower arm and the carrier is located between the forks of the trailing arm. A carrier that rotatably supports the wheel;
A trailing arm extending in the vehicle front-rear direction, one end connected to the vehicle body, the other end connected to the carrier, and swingable in the vehicle vertical direction;
A wheel support structure comprising: a lower arm that extends in the vehicle width direction, one end of which is connected to the vehicle main body and swingable in the vehicle vertical direction;
The other end of the trailing arm is formed with a bifurcated portion that divides in the vehicle vertical direction,
A wheel support structure, wherein the other end of the lower arm is connected between the two forks. The wheel support structure according to claim 1 or 2,
The bifurcated portion of the trailing arm has an upper end extending substantially obliquely upward of the vehicle and a lower end extending substantially in the vehicle front-rear direction.
The upper end portion is connected to the upper side of the carrier, and the lower end portion is connected to the lower side of the carrier. The wheel support structure according to any one of claims 1 to 3,
A shock absorber extending in the vehicle vertical direction, one end connected to the vehicle main body, the other end connected to the lower end of the carrier, and a telescopic shock absorber;
A wheel support structure, further comprising: an upper arm extending in the vehicle width direction, having one end connected to the vehicle main body, the other end connected to the carrier, and swingable in the vehicle vertical direction.

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