JP2008024176A - Shock absorption structure for vehicles - Google Patents

Abstract

An object of the present invention is to suppress deformation and vibration of a vehicle body when an impact is input, and to secure a large space in the vehicle width direction of the vehicle body.
Sub-frames 10b in which front and rear dampers 20 and 21 absorbing shocks by reciprocating motion are horizontally arranged in a state of extending in the front-rear direction, and one end in the front-rear direction is attached to the vehicle body via a joint. Connected to The wheel support member 13 is supported by the vehicle body so as to be swingable in the vertical direction by the suspension arms 14 and 15. This vertical movement of the wheel support member 13 is transmitted via the connecting rod 51 and the swing lever 50 to the other ends of the dampers 20 and 21 that are horizontally disposed in the state of extending in the front-rear direction. The dampers 20 and 21 have a fuse valve that is broken by an excessive impact at the time of a vehicle collision and opens an oil passage to increase the shock absorbing capacity.
[Selection] Figure 2

Description

  The present invention relates to an impact absorbing structure for a vehicle that absorbs an impact input to a vehicle body by a damper.

In a vehicle, particularly an automobile, a wheel support member to which a wheel is attached is supported by a vehicle body via a suspension arm so as to be movable up and down. And a damper is used in order to absorb the impact of the up-and-down direction inputted with running. This damper is called a suspension damper. As shown in Patent Document 1, the lower end of the damper is connected to a wheel support member or a suspension arm in a state of extending substantially vertically, and the upper end of the damper is connected to the vehicle body. It is connected to the formed suspension tower. The damper is biased in the extending direction by a suspension spring disposed so as to surround the periphery of the damper.
JP 2004-340264 A

  By the way, although the vehicle body has a resonance mode, the suspension tower portion serving as the attachment portion of the damper is located at the belly portion (the portion that is easily deformed) of the vehicle body to be resonated. Therefore, when an impact is input through the wheel support member, the vehicle body is easily bent or torsionally deformed, which hinders steering stability or causes vibration. In addition, the suspension tower occupies a considerably large volume and has a structure that protrudes to the inner side in the vehicle width direction, so it is a space for narrowing the passenger compartment and installing various equipment such as engines. Has become a great sacrifice.

  The present invention has been made in view of the circumstances as described above, and its object is to devise the arrangement of the damper to suppress deformation and vibration of the vehicle body when an impact is input, An object of the present invention is to provide a shock absorbing structure for a vehicle that can secure a large space in the vehicle width direction.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
In the shock absorbing structure for a vehicle that absorbs the shock input to the vehicle body by a shock absorbing damper that is reciprocated,
With the damper extending in the longitudinal direction of the vehicle body, one end in the longitudinal direction is connected to the vehicle body,
A wheel support member supported by the vehicle body so as to be swingable in the vertical direction by the suspension arm is connected to the other end in the front-rear direction of the damper via a connection mechanism,
The coupling mechanism is set to transmit the vertical movement of the wheel support member as a reciprocating movement of the damper.
It is like that.

  According to the above solution, the damper absorbs the impact in the front-rear direction. However, since the vehicle body has high strength (rigidity) in the front-rear direction, when the impact is input to the damper, Vibrations are less likely to occur, improving ride comfort and handling stability. In addition, since the suspension tower that occupies a large volume, which has been necessary in the past, is unnecessary, the space in the vehicle width direction can be expanded.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
One end of the damper in the front-rear direction is connected to a subframe attached to the vehicle body (corresponding to claim 2). In this case, the damper can be attached to the vehicle body by utilizing the attachment of the subframe to the vehicle body, which is preferable for improving productivity. In addition, it is preferable to improve NVH by attaching a damper using a subframe having excellent strength.

  The damper is provided with a fuse valve that is broken when a large impact greater than a predetermined value is input to absorb the large impact (corresponding to claim 3). In this case, when a large impact is input as in the front-rear direction collision, the impact can be absorbed by the damper.

The damper includes a cylinder, a piston slidably fitted in the cylinder, and a piston rod integrated with the piston and extending to the outside of the cylinder. It is set to absorb the impact by reciprocating movement with respect to the cylinder,
The fuse valve is provided in the cylinder or piston;
(Corresponding to claim 4). In this case, a large impact at the time of a collision can be absorbed while using a general-purpose product that has been conventionally used as a suspension damper.

  The connection mechanism is configured by a link mechanism having one end connected to the wheel support member and the other end connected to the damper (corresponding to claim 5). In this case, the vertical movement of the wheel support member can be transmitted as a movement of reciprocating the damper directly and reliably by the link mechanism.

  The connection mechanism is configured by a link mechanism having one end connected to the suspension arm and the other end connected to the damper (corresponding to claim 6). In this case, the vertical movement of the wheel support member can be transmitted through the suspension arm as a movement for reciprocating the damper with a simple structure called a link mechanism.

The sub-frame has a pair of front and rear horizontal frame portions extending in the vehicle width direction;
One end portion of the damper is connected to one of the pair of horizontal frame portions,
The other end of the damper faces the other of the pair of horizontal frame portions,
(Corresponding to claim 7). In this case, at the time of the collision in the front-rear direction, the damper can be brought into contact with the lateral frame portion excellent in strength from the front-rear direction to effectively absorb a large impact at the time of the collision.

One end portion in the front-rear direction of the damper is connected to a subframe attached to a vehicle body, and an inner end portion in the vehicle width direction of the suspension arm is connected to the subframe,
A suspension spring for urging the damper in the extending direction is disposed so as to surround the damper,
The coupling mechanism is swingably attached to the subframe and has one end connected to the other end of the damper, and the other end of the swing lever is connected to the wheel support member or the suspension. A connecting rod connected to the arm,
This is done (corresponding to claim 8). In this case, a suspension arm, a set body of a damper and a suspension spring, and a subframe in which a coupling mechanism is incorporated in advance can be assembled to the vehicle body, which is extremely preferable in terms of productivity improvement.

  The swing lever is set such that the length from the swing center to the connecting portion with the other end of the damper is longer than the length from the swing center to the connecting portion with the connecting rod. (Corresponding to claim 9). In this case, it is preferable to increase the reciprocating stroke of the damper as much as possible to effectively absorb the impact.

  According to the present invention, it is possible to suppress deformation and vibration of the vehicle body when an impact is input, and to secure a large space in the vehicle width direction of the vehicle body.

  In FIG. 1, the body of the automobile 1 has a so-called monocoque structure, and a side sill 3 as a strength member extending in the front-rear direction at the left and right bottoms of the passenger compartment 2 and a pair of left and right fronts extending forward from the front end of each side sill 3 It has a frame 4 and a pair of left and right rear frames 5 extending rearward from the rear end of each side sill 3.

  A front subframe 10 is attached to the front frame 4, and a rear subframe 11 is attached to the rear frame 5. As is known, each of the sub-frames 10 and 11 is fixed to the frame 4 or 5 via a rubber bush or the like.

  A pair of left and right front dampers 20 are attached to the front subframe 10, and a pair of left and right rear dampers 21 are attached to the rear subframe 11. Since each of the dampers 20 and 21 is configured in the same manner, an example thereof will be described with reference to FIG. In FIG. 4, reference numeral 30 denotes a cylinder, and a piston 31 is slidably fitted in the cylinder 30. A piston rod 32 integrated with the piston 31 penetrates one end of the cylinder 30 in a liquid-tight manner and extends to the outside of the cylinder 30. A free piston 33 is slidably fitted in the cylinder 30 on the side opposite to the piston rod 32.

  The inside of the cylinder 30 is a gas chamber 34 filled with a gas having a predetermined pressure between the free piston 33 and the bottom of the cylinder 30, and a portion other than the gas chamber 34 in the cylinder 30 is filled with oil. An oil chamber 35 is provided. The piston 31 is formed with an orifice 36 through which oil flows back and forth in response to sliding of the piston 31 with respect to the cylinder 30 to absorb impact. As will be described later, the orifice 36 is set to be suitable for absorbing the impact caused by the vertical movement of the wheel during traveling. A fuse valve 37 is provided on the side wall of the cylinder 30. The fuse valve 37 is broken when a very large impact is input, such as in the case of a collision in the front-rear direction, so that the oil in the oil chamber 35 is released to the outside, thereby performing an impact absorbing function.

  A spring receiver 39 is fixed to the outer wall of the cylinder 30, while a spring receiver 40 is fixed near the tip of the piston rod 32. A suspension spring 41 made up of a coil spring disposed so as to surround the front damper 20 is stretched between the spring receivers 39 and 40. By this suspension spring 41, the front damper 20 is always urged in the extending direction.

  FIG. 5 shows a modification of FIG. 4, in which a fuse valve 37 is provided on the piston 31. That is, when an extremely large impact is input, such as during a longitudinal collision, the fuse valve 37 is broken and the two oil chambers 35 defined by the piston 31 communicate with each other with a large effective opening area. Thus, a large impact is absorbed. 4 and 4, the orifice 36 is set so as to absorb the same impact in the extension direction and the contraction direction of the damper 20 (21). An orifice and an orifice dedicated to the contraction direction may be provided. 4 and 5 show a so-called single cylinder type, but various types of dampers conventionally used as suspension dampers such as a double cylinder type can be used (however, in the front-rear direction). In order to absorb a large impact at the time of a collision, a fuse valve 37 may be separately provided for a general-purpose suspension damper).

  Next, with reference to FIGS. 2, 6, and 7, focusing on the front subframe 10, an arrangement mode of the front damper 20 and a connection mode between the front wheel 6 and the front damper 20 will be described. In FIG. 1, the subframes 10 and 11 are omitted for simplification. The rear subframe 11 is configured substantially in the same manner.

  First, the front sub-frame 10 has a pair of left and right laterally extending in the front-rear direction that connects the front frame part 10a, the rear frame part 10b, and the front and rear frame parts 10a and 10b extending in the vehicle width direction. It has frame portions 10c and 10d to form a frame shape whose periphery is closed in plan view. Such a front sub-frame 10 is made of metal and has a sufficiently large rigidity.

  FIG. 2 shows the entire connection mode of the pair of left and right front dampers 20 assembled to the front subframe 10 and the left and right front wheels 6. In FIG. 2, a wheel support member 13 to which a front wheel 6 is attached is attached to the front subframe 10 so as to be swingable in the vertical direction by a pair of front and rear lower arms 14 and 15 extending in the vehicle width direction. The wheel support member 13 is connected to the vehicle body 1 by one upper arm 16 extending in the vehicle width direction, and further connected to the vehicle body 1 by a link 17 extending in the front-rear direction. As is known, the arms 14 to 16 and the link 17 are connected to the wheel support member 13, the front subframe 10, and the vehicle body 1 via elastic bushes or ball joints.

  The pair of left and right front dampers 20 are disposed to extend in the front-rear direction so that the piston rod 32 is in a forward-facing state. The front damper 20 is configured so that an excessive (unreasonable) bending input is not applied to the front damper 20 at the end of the cylinder 30 via the ball joint 22 during the normal suspension stroke. Are connected. The front damper 20 has its piston rod 32 facing forward, but the front end surface of the piston rod 32 faces the front frame portion 10a. That is, when the front and rear frame portions 10a and 10b are subjected to a deformation action such that the front and rear frame sections 10a and 10b approach each other at the time of a collision in the front-rear direction, the front damper 20 is configured to receive a compression action.

  The front damper 20 positioned on the right side is for the right front wheel 6, and the front damper 20 positioned on the left side is for the left front wheel 6. And the wheel support member 13 and the piston rod 32 of the front damper 20 are connected via the connection mechanism R which consists of a link mechanism. When the front wheel 6, that is, the wheel support member 13 is moved up and down by the coupling mechanism R, the front damper 20 is reciprocated to absorb the shock.

  An example of the coupling mechanism R will be described with reference to FIGS. 6 and 7, the suspension spring 41 is omitted. In addition, since the structure is symmetrical, the connection mechanism R will be described focusing on the right front wheel 6.

  First, the connecting mechanism R includes a swing lever 50 and a connecting rod 51. The swing lever 50 is attached to the horizontal frame portion 10c of the front sub-frame 10 through a joint 52 so as to be swingable in the horizontal direction. One end 50 a of the swing lever 50 is connected to the vicinity of the tip of the piston rod 32 through a ball joint 53.

  The connecting rod 51 connects the wheel support member 13 and the swing lever 50 and extends in the vehicle width direction, but is inclined so as to gradually be positioned downward toward the outer side in the vehicle width direction. Yes. The outer end of the connecting rod 51 in the vehicle width direction is connected to the lower arm 14 via a ball joint 54. Further, the inner end of the connecting rod 51 in the vehicle width direction is connected to the other end 50 b of the swing lever 50 via a ball joint 55. The lever ratio of the swing lever 50, that is, the distance between the joint 52 serving as the swing center and the ball joint 53 serving as the connecting portion to the piston rod 32 becomes the connecting portion connecting the joint 52 and the connecting rod 51. The distance between the ball joint 55 and the ball joint 55 is set to be larger. That is, a small displacement due to the connecting rod 51 is set to be enlarged and transmitted to the piston rod 32.

  FIGS. 8 and 9 show modified examples of FIGS. 6 and 7, in which the outer end portion of the connecting rod 51 in the vehicle width direction is connected to the wheel support member 134 instead of the lower arm 14. Also in the case of this modification, the vertical movement of the front wheel 6 is transmitted as a movement of reciprocating the piston rod 32 via the connecting rod 51 and the swing lever 50.

  The above is a case where attention is paid to the structure related to the front wheel 6, but the rear wheel 7 is similarly configured. That is, as shown in FIG. 3, the pair of left and right rear dampers 21 are connected to the rear subframe 11 in a state of extending in the front-rear direction. However, contrary to the case of the front damper 20, the piston rod 32 is disposed in a state of facing backward. The rear sub-frame 11 includes a pair of left and right front frame portions 11a and 11b extending in the vehicle width direction, and a pair of left and right horizontal frame portions 11c extending in the front-rear direction connecting the front and rear frame portions 11a and 11b. 11d, and constitutes a frame shape whose periphery is closed in plan view. Such a rear subframe 11 is made of metal and has a sufficiently large rigidity.

  The pair of left and right rear dampers 21 are arranged at the end of the cylinder 30 via a ball joint 22R (corresponding to the ball joint 22 in the front damper 20) with respect to the front frame portion 11a during a normal suspension stroke. Are connected so that an excessive (unreasonable) bending input is not applied. The rear damper 21 has a piston rod 32 facing forward, but the tip end surface of the piston rod 32 faces the rear frame portion 11b. In other words, the rear damper 21 is configured to receive a compressing action when subjected to a deforming action that causes the front and rear frame parts 11a and 11b to approach each other during a longitudinal collision.

  Although not shown, the rear wheel 7 (the wheel support member) is also supported by the rear subframe 11 by a suspension arm such as a lower arm so as to be movable up and down, as in the case of the front wheel 6, and is the same as in the case of the front wheel 6. With the connecting mechanism R configured as described above, the wheel support member or the lower arm for the rear wheel 7 is connected to the vicinity of the tip of the piston rod 32 in the rear damper 21.

  The front subframe 10 is assembled to the vehicle body 1 from below with the wheel support member 13, the suspension arms 14 to 17, the front damper 20, the suspension spring 41, and the coupling mechanism R being incorporated in advance. Similarly, the rear sub-frame 11 is assembled to the vehicle body 1 from below in a state where the wheel support member, the suspension arms, the rear damper 21, the suspension spring 41, and the coupling mechanism are incorporated in advance. Thus, productivity is significantly improved by assembling a plurality of members to the subframes 10 and 11 in advance and then assembling the subframes 10 and 11 to the vehicle body. In particular, the piston rod 32 that is not connected to the subframe 10 or 11 is held in a state of being positioned on the subframe 10 or 11 via the connecting mechanism R (the swing lever 50 thereof). This is extremely preferable in terms of improving the assembly property to the vehicle body 1.

  Next, the operation of the above configuration will be described. First, the front and rear dampers 20 and 21 are in a state in which the front wheel 6 and the rear wheel 7 are pressed against the road surface by the piston rod 32 being urged in the extending direction by the suspension spring 41, and a predetermined vehicle height is secured. Is done. The vertical movement of the front wheel 6 and the rear wheel 7 (that is, the vertical movement of the wheel support member 13) generated while the vehicle is traveling is converted into a swinging motion of the swinging lever 50 through the connecting rod 51, and the piston rod 32 is moved. It is reciprocated back and forth. Thereby, the impact input from the front wheel 6 during traveling is absorbed by the front damper 20, and the impact input from the rear wheel 7 generated during traveling is absorbed by the rear damper 21. By the above-described lever ratio setting of the swing lever 50, the displacement of the connecting rod 51 is expanded and the piston rod 32 is reciprocated. As a result, a large stroke is ensured for each of the front and rear dampers 20 and 21, and an impact is applied. Will be effectively absorbed.

  When a very large load in the front-rear direction acts on the vehicle body and the front and rear frame portions 10a and 10b or 11a and 11b approach each other as in a front-rear collision, the damper 20 or 21 It will be compressed with a very large load. When such an extremely large load is received, the fuse valve 37 is broken and the shock absorbers 20 and 21 absorb the shock. Depending on the collision mode, only the front damper 20 may absorb the shock, and conversely, only the rear damper 21 may absorb the shock.

  In the present invention, a large-capacity suspension tower that protrudes inward in the vehicle width direction with respect to the vehicle body 1 is unnecessary. FIG. 12 shows an example of a conventional vehicle body structure in which a suspension tower ST for front wheels is present. FIG. 10 shows an example of a state where the suspension tower portion ST does not exist in a portion corresponding to FIG. 12, and FIG. 11 shows another example of a state where the suspension tower portion ST does not exist. In the example of FIG. 10, the dimension in the vehicle width direction of the engine room is greatly enlarged (however, the height of the sidewall 60 of the engine room is set to be substantially the same as that of the conventional structure having the suspension tower part ST). ) Further, in the example of FIG. 11, in addition to the enlargement of the dimension of the engine room in the vehicle width direction in FIG. it can). On the other hand, since the suspension tower for the rear wheel 7 is unnecessary at the rear part of the vehicle body, for example, the vehicle width direction dimension of the passenger compartment and the vehicle width direction dimension of the cargo compartment can be increased.

  Here, in order to more effectively and reliably absorb the impact in the front-rear direction by the dampers 20, 21 during the front-rear collision, the dampers 20, 21 exceed the inclination angle range caused by the normal suspension stroke. It is preferable to set so as not to be greatly inclined. For example, in FIG. 6, for example, a cylindrical inclination regulating member (stopper) 45 having excellent rigidity is fixed so as to surround the damper 20 (same for 21) with respect to the subframe 10 (same for 11). (The inclination regulating member 45 is not shown in FIG. 7). The inclination regulating member 45 shown in FIG. 6 is set so that the inner hole 45a extending in the axial direction of the cylinder 20 gradually increases toward the tip of the piston rod 32, and the damper 20 is inclined to a predetermined angle. Sometimes, the damper 20 is brought into contact with the inner hole 45a (the inner surface thereof), and the damper 20 is restricted from being further inclined. When the damper 20 is set to swing only about the vertical axis, the damper 20 is configured so as to sandwich the damper 20 from the left and right directions without forming the inclination regulating member 45 in a cylindrical shape. It is also possible to prevent 20 from tilting greatly to the left beyond a predetermined angle. In addition, the inclination regulating member 45 can be provided not on the cylinder 30 side but on the tip end side of the piston rod 32. However, the swing displacement amount of the damper 20 is relatively small on the cylinder 30 side (sub It is preferably provided on the side of the attachment end to the frame 10).

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . There may be a case where the collision in the front-rear direction is not performed. In this case, the fuse valve 37 is unnecessary. Each ball joint portion can be appropriately replaced with an elastic bush or the like. The present invention may be applied only to the front wheel 6 or only to the rear wheel 7. The dampers 20 and 21 may be directly connected to the vehicle body 1 without passing through the subframes 10 and 11. As the connection mechanism R, a structure having an appropriate structure can be adopted as long as the vertical movement of the wheel support member 13 can be converted into the forward / backward movement. The dampers 20 and 21 can appropriately select whether the piston rod 32 is directed forward or backward (can be opposite to the embodiment). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is a simplified side view of a vehicle to which the present invention is applied. The perspective view which shows the state with which the damper, the suspension arm, etc. were assembled | attached with respect to the front sub-frame. The perspective view which shows a mode that a sub-frame is assembled | attached to a vehicle body after a damper is integrated. Sectional drawing which shows an example of the damper which has a fuse valve. Sectional drawing which shows another example of the damper which has a fuse valve. The top view which shows an example of the connection mechanism which connects the wheel support member for front wheels, and a front damper. The front view of FIG. The top view which shows another example of the connection mechanism which connects the wheel support member for front wheels, and a front damper. The front view of FIG. The perspective view when an example of the vehicle body front part in a state where the suspension tower is omitted is viewed from the engine room. The perspective view when another example of the vehicle body front part in a state where the suspension tower is omitted is viewed from the engine room. The perspective view when the state of the conventional vehicle body front part which has a suspension tower part is seen from the engine room.

Explanation of symbols

1: Car body 3: Side sill 4: Front frame 5: Rear frame 6: Front wheel 7: Rear wheel 10: Front subframe 10a: Front frame 10b: Rear frame 10c: Horizontal frame 10d: Horizontal frame 11: Rear sub Frame 11a: Front frame portion 11b: Rear frame portion 11c: Horizontal frame portion 11d: Horizontal frame portion 13: Wheel support members 14, 15: Lower arm 16: Upper arm 20: Front damper 21: Rear damper 22: Ball joint (of front damper) (Link to the previous subframe)
22R: Ball joint (rear damper connecting part to rear subframe)
30: Cylinder 31: Piston 32: Piston rod 35: Oil chamber 36: Orifice (for generating damping force)
37: fuse valve 41: suspension spring 50: swing lever 51: connecting rod 52: joint (swing center of swing lever)
53: Ball joint (connecting part of swing lever and piston rod)
54: Ball joint (connecting portion between connecting rod and wheel support member)
55: Ball joint (connecting portion between connecting rod and swing lever)
R; coupling mechanism

Claims (9)

In the shock absorbing structure for a vehicle that absorbs the shock input to the vehicle body by a shock absorbing damper that is reciprocated,
With the damper extending in the longitudinal direction of the vehicle body, one end in the longitudinal direction is connected to the vehicle body,
A wheel support member supported by the vehicle body so as to be swingable in the vertical direction by the suspension arm is connected to the other end in the front-rear direction of the damper via a connection mechanism,
The coupling mechanism is set to transmit the vertical movement of the wheel support member as a reciprocating movement of the damper.
A shock absorbing structure for a vehicle characterized by that. In claim 1,
One end of the damper in the front-rear direction is connected to a subframe attached to the vehicle body. In claim 1 or claim 2,
A shock absorbing structure for a vehicle, wherein the damper includes a fuse valve that is broken when a large shock of a predetermined level or more is input and absorbs the large shock. In claim 3,
The damper includes a cylinder, a piston slidably fitted in the cylinder, and a piston rod integrated with the piston and extending to the outside of the cylinder. It is set to absorb the impact by reciprocating movement with respect to the cylinder,
The fuse valve is provided in the cylinder or piston;
A shock absorbing structure for a vehicle characterized by that. In any one of Claims 1 thru | or 4,
A shock absorbing structure for a vehicle, wherein the connecting mechanism is constituted by a link mechanism having one end connected to the wheel support member and the other end connected to the damper. In any one of Claims 1 thru | or 4,
A shock absorbing structure for a vehicle, wherein the connection mechanism is constituted by a link mechanism having one end connected to the suspension arm and the other end connected to the damper. In claim 2,
The sub-frame has a pair of front and rear horizontal frame portions extending in the vehicle width direction;
One end portion of the damper is connected to one of the pair of horizontal frame portions,
The other end of the damper faces the other of the pair of horizontal frame portions,
A shock absorbing structure for a vehicle characterized by that. In claim 1,
One end portion in the front-rear direction of the damper is connected to a subframe attached to a vehicle body, and an inner end portion in the vehicle width direction of the suspension arm is connected to the subframe,
A suspension spring for urging the damper in the extending direction is disposed so as to surround the damper,
The coupling mechanism is swingably attached to the subframe and has one end connected to the other end of the damper, and the other end of the swing lever is connected to the wheel support member or the suspension. A connecting rod connected to the arm,
A shock absorbing structure for a vehicle characterized by that. In claim 8,
The swing lever is set such that the length from the swing center to the connecting portion with the other end of the damper is longer than the length from the swing center to the connecting portion with the connecting rod. A shock absorbing structure for a vehicle characterized by that.

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