JPH0370613A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To cause reduction of the number of parts to be compatible with reduction of the weight of a cross member by a method wherein an engine mount bracket is mounted to the two end parts of the cross member, and the one end part of the upper link of a suspension device is mounted thereto. CONSTITUTION:A wheel 1 is vertically rockably supported to a car body B and a cross member 9 through a suspension device A. The suspension device A is formed with a plurality each of upper arms 12 and 16 and lower arms 19 and 22 and a shock absorber serving as a cushioning device. In this case, an engine mount bracket 15 the wheel side of which is opened and which is formed approximately in a U-shape in a plane is secured to the two end parts of the cross member 9. A rubber bush 14 located at the rocking fulcrum on the car body side of the second upper arm 16 is mounted to the engine mount bracket 15 by means of an arm bolt 33. An engine, not shown, is mounted in a similar manner described above through an engine mount 36.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a vehicle suspension device such as a double wishbone suspension device in which a wheel is supported vertically swingably by an upper link and a lower link. Regarding.

(Prior Art) Conventionally, as a suspension device for a vehicle of the above-mentioned example, there is a device described in Japanese Patent Publication No. 40202/1983, for example.

That is, the cross member has an upper arm and a lower arm that support a knuckle arm as a wheel support member so as to be vertically swingable with respect to the vehicle body, and the above-mentioned upper arm and lower arm are disposed in the lateral direction (vehicle width direction) of the vehicle body. This is a double wishbone type front suspension system that supports the front suspension.

However, such conventional devices have the following problems.

In other words, both left and right ends of the above-mentioned cross member are extended upward, and a bracket is placed on this extended part to mount the upper arm. Separate engine mount brackets are provided on the left and right designated parts of the cross member, and the engine is mounted on these left and right engine mount brackets. Due to this structure, the upper arm installation described above requires two brackets on each side: a bracket and an engine mount bracket. This not only increases the number of work hours and the number of parts, but also increases the weight of the Talos member due to the extensions provided at both left and right ends of the cross member.

(Purpose of the Invention) This invention focuses on the fact that the requirement for rigidity against lateral force input from the upper link matches the requirement for rigidity against engine vibration, and the engine mount bracket is also used as a part for attaching the upper link. Thus, an object of the present invention is to provide a suspension device for a vehicle that can reduce the number of work hours and the number of parts, and reduce the weight of a cross member.

(Structure of the Invention) The present invention has an upper link and a lower link that support a wheel support member so as to be vertically swingable with respect to the vehicle body, and the upper link and the lower link are connected to a cross section disposed in the lateral direction of the vehicle body. A suspension device for a vehicle supported by a member, wherein an engine mount bracket is provided at both ends of the cross member, and a swing fulcrum on the vehicle body side of the upper link is attached to the engine mount bracket. It is characterized by

(Effects of the Invention) According to the present invention, since the vehicle body side swing fulcrum of the upper link is directly attached to the engine mount bracket provided at both ends of the cross member, There is no need to extend it upward as in
Therefore, it is possible to reduce the weight of the cross member.

In addition, since the above-mentioned engine mount bracket is also used as the part for attaching the upper link, there is an effect that the number of man-hours and the number of parts can be reduced.

(Example) An embodiment of the present invention will be described in detail below based on the drawings.

The drawings show a double wishbone suspension system for a vehicle, and in FIGS. 1 and 2, a wheel 1 has a disc plate 4 and a wheel disc 5 integrally attached to a wheel hub 2 using bolts and nuts 3. At the same time, a tire 7 is attached to a rim 6 on the outer periphery of the wheel disc 5.

Note that the drawing shows the front right wheel 1.

A wheel support 8 is provided as a wheel support member that rotatably supports the wheel 1 described above, and this wheel support 8
An extension portion 8a is integrally formed along the inside of the wheel 1 and extends above the uppermost end of the rim 6 of the wheel 1.

The wheel 1 and the wheel support 8 described above are vertically swingably supported by the vehicle body B and a cross member 9 extending in the lateral direction (vehicle width direction) via a suspension device A, so-called module suspension.

Engine mount brackets 15, which are U-shaped in plan view with the wheel side open, are welded to both ends of the cross member 9 (however, only the right end is shown for convenience of illustration).

Further, the above-mentioned suspension device A is arranged in the longitudinal direction of the vehicle body, and the wheel side support point is pivotally connected to the upper end of the extension portion 8a of the above-mentioned wheel support 8 via the rubber bush 10.
A first upper arm 12 whose swing fulcrum on the vehicle body side is pivotally connected to the vehicle body B via a rubber bush 11 is vertically spaced apart from the above-mentioned first upper arm 12 and is oriented in the vehicle width direction (vehicle lateral direction). The wheel side support point is pivotally connected to the approximate center of the wheel support 8 via the rubber bush 13, and the vehicle body side swing fulcrum is attached to the above-mentioned engine mount bracket 1 via the rubber bush 14.
5, and a second upper arm 16 which is pivotally connected to
a tenth arm 19 which is pivotally connected to the lower end of the wheel support 8 via a rubber bushing 18 and whose swing fulcrum on the vehicle body side is pivotally coupled to the lower surface of the cross member 9 via a rubber bushing 18; The link side support point is attached to the tenth arm 19 via the bolt 20.20,
A 20th arm 22 whose swing fulcrum on the vehicle body side is pivotally connected to the lower front surface of the cross member 9 via a rubber bush 21, and a shock serving as a shock absorber provided between the 10th arm 19 and the vehicle body B described above. It is equipped with an absorber 23.

The above-mentioned shock absorber 23 includes a coil spring 26 stretched between an upper seat 24 and a lower seat 25, and a damper 27, and the lower link side support point 23L of this shock absorber 23 is connected to the above-mentioned tenth arm 1.
It is set at a position above the horizontal plane HOR passing through the vehicle body side rocking fulcrum 19A of No. 9.

That is, a protrusion 19a that protrudes upward is integrally formed in a predetermined portion of the tenth arm 19, and this protrusion 1
By attaching the lower link side support point 23L of the above-mentioned shock absorber 23 to 9a, the support point 23L is set at a position above the horizontal plane HOR.

In addition, a front stabilizer 28 is installed between the left and right 10th arms 19 and 19, which is a solid type or hollow type in cross section and suppresses the roll angle during bumps and rebounds of only one wheel due to the resistance of torsional rigidity. A pinion shaft 29 is provided which is linked to the steering wheel via a shaft, and a front wheel steering rod is disposed so as to be movable in the left-right direction via a rack and pinion mechanism as a steering gear attached to the lower end of the pinion shaft 29. A tie rod 31 is interposed between the tip of this front wheel steering rod and the above-mentioned wheel support 8 via a rubber bushing 30.

By the way, the above-mentioned engine mount brackets 15 fixed to both left and right ends of the cross member 9 have sufficient rigidity against the lateral force inputted from the above-mentioned second upper arm 16 and sufficient rigidity against the vibrations of the engine 32. There is.

That is, as shown in FIG. 1, the structure has sufficient rigidity against forces in the left and right directions.

As described above, the rubber bush 14 of the second upper arm 16 on the vehicle body side is directly attached to the engine mount bracket 15 using the arm bolt 33. The above-described engine 32 is mounted via an engine mount 36 that includes a mount rubber 34 and an engine-side bracket 35.

In this way, the lower second upper arm 1 of the two upper and lower upper arms 12.16 is attached to the engine mount bracket 15 provided at both ends of the cross member 9.
Since the cross member 6 is directly attached, there is no need to extend both ends of the cross member 9 upward as in conventional suspension devices, and as a result, the weight of the cross member 9 can be reduced.

In addition, the above-mentioned engine mount bracket 15 is attached to the second
Since the attachment of the upper arm 16 is also used as a part, there is an effect that the number of man-hours and the number of parts can be reduced.

Further, as shown in the above embodiment, if the lower link side support point 23L of the shock absorber 23 is located above the horizontal plane HOR, the wheel 1
and the tenth arm 19 via the wheel support 8
When the shock absorber 23 is displaced upward, the above-mentioned shock absorber 23 is displaced inward from the start of the bump along a virtual arc locus C centered on the vehicle body side rocking fulcrum 19A of the tenth arm 19.

As a result, it is possible to reliably prevent interference between the shock absorber 23 and the wheel 11, specifically, the coil spring 26, the extension portion 8a of the wheel support 8, and the first upper arm 12 during a bump.

In addition, the upper arm is divided into two upper and lower upper arms 12.
16, and the first upper arm 12 on the upper side restricts the displacement of the wheel support 8 in the longitudinal direction of the vehicle body, and the second upper arm 16 on the lower side restricts the displacement of the wheel support 8 in the vehicle width direction, The above-mentioned first upper arm 12 can be arranged at a large distance from the rotation axis of the wheel 1, and as a result, a soft elastic bush can be used as the rubber bushing 11 provided at the swing fulcrum on the vehicle body side of the above-mentioned first upper arm 12. This has the effect of both eliminating brake shudder and improving riding comfort.

Furthermore, since the lower second upper arm 16 restricts the displacement of the wheel support 8 in the vehicle width direction, by selecting the arrangement relationship with the lower arm etc.
The disadvantage of the conventional device described in Japanese Patent No. 2, that is, the camber change is large during bumps and rebounds, can be overcome, and the camber changes during bumps and rebounds can be optimized.

In the correspondence between the structure of the present invention and the above-described embodiments, the upper link of the present invention corresponds to the first upper arm 12 and the second upper arm 16 of the embodiment, and similarly, the wheel support member is the wheel support 8. The upper link attached to the cross member corresponds to the second upper arm 1.
6, and the lower link corresponds to the 10th arm 19 and the 20th arm 22. However, the present invention is not limited to the configuration of the above-described embodiment.

For example, in the embodiment described above, the first upper arm 12 extending from the upper end of the wheel support 8 toward the rear of the vehicle body is used, but a first upper arm extending from the upper end of the wheel support 8 toward the front of the vehicle body may also be used.

Furthermore, the above configuration may be applied to a rear suspension in a rear engine vehicle (so-called rear engine vehicle).

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is an elevational view of a double wishbone suspension system for a vehicle as seen from the rear of the vehicle; FIG. 2 is a plan view of the suspension system. 8... Wheel support 9... Cross member 12... First upper arm 15... Engine mount bracket 16... Second
Atsupah arm 19...10th arm 22...20th arm A...Suspension device B...Car body 15...Engine 7 mount bracket

Claims (1)

[Claims] (1) A vehicle having an upper link and a lower link that support a wheel support member in a vertically swingable manner with respect to the vehicle body, and in which the upper link and the lower link are supported on a cross member disposed in the lateral direction of the vehicle body. A suspension device for a vehicle, wherein engine mount brackets are provided at both ends of the cross member, and a swing fulcrum on the vehicle body side of the upper link is attached to the engine mount brackets.