JP2010030532A - Suspension sub frame for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance reliability for strength of a suspension sub frame while providing light weight of the suspension sub frame of a vehicle. <P>SOLUTION: The suspension sub frame 1 supports upper and lower arms 17, 19, 21 extending from respective wheel support member 13 to an inner side in a vehicle width direction. The suspension sub frame 1 includes front side and rear side vehicle width direction members 25, 27; left side and right side longitudinal direction members 29, 31; upper side support parts 37, 39 and lower side support parts 41, 43 provided on both right and left end parts of the front side vehicle width direction member 25; and left side and right side inclination members 33, 35 for connecting the upper side and lower side support parts 37, 39, 41, 43 to a central part of the rear side vehicle width direction member 27 respectively. The left side and right side inclination members 33, 35 connect the upper side support parts 37, 39 and the lower side support parts 41, 43 respectively. The whole of the upper side support parts 37, 39 is integrally formed with the respective inclination members 33, 35. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle suspension subframe, and more particularly to a vehicle suspension subframe that supports a suspension arm of a multilink suspension.

  Conventionally, a multi-link suspension called a so-called E-type suspension is known, and Patent Document 1 discloses a structure of a suspension subframe that supports a suspension arm of the multi-link suspension.

In a conventional suspension subframe in which left and right front and rear direction members extending in the vehicle front-rear direction and front and rear vehicle width direction members extending in the vehicle width direction are assembled in a cross-beam shape in plan view, as in the suspension subframe of Patent Document 1. In many cases, the support portions of the suspension arms are welded to the front and rear members located near the wheels.
JP 2005-193893 A

  By the way, the suspension subframe is adapted to receive, for example, a tensile load or a compressive load input from each suspension arm when the vehicle is turning. The conventional suspension subframe provided on the direction member has the following problems.

  That is, when the support portion is welded to the front-rear direction member, the input load from the support portion on one side in the vehicle width direction is the welded portion between the support portion and the front-rear direction member, the front-rear direction member, and the front-rear direction member. It is transmitted in the order of the welded portion between the vehicle width direction member and the vehicle width direction member, and the input load from the support portion on the other side in the vehicle width direction transmitted in the same manner cancels out. When the input load is transmitted through a plurality of members and welds, the input load from each arm is not effectively dispersed, and the suspension subframe (particularly the welded portion) is likely to be distorted and stress concentrated, and the suspension There is a risk that the reliability with respect to the strength of the subframe may be reduced.

  Further, if the welded portion is reinforced to suppress distortion and bending deformation, there is a problem that the weight of the suspension subframe increases.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a technique for improving the reliability of the strength of the suspension subframe while reducing the weight of the suspension subframe of the vehicle. is there.

  A first aspect of the present invention is a vehicle suspension sub-frame for supporting each arm in a suspension having left and right upper and lower arms extending inward in the vehicle width direction from the left and right wheel support members, and Front and rear vehicle width direction members extending in the vehicle width direction at intervals, and left and right sides extending in the vehicle front-rear direction and connecting the left and right ends of the front and rear vehicle width direction members, respectively. Upper and lower support portions for supporting the arms, and left and right upper and lower support portions respectively provided at the left and right end portions of either the front-rear direction member or the front and rear vehicle width direction members. And the vehicle width direction central portion of the other vehicle width direction member, respectively, and inclines inward in the vehicle width direction from one vehicle width direction member side to the other vehicle width direction member side. Left and right inclined members, and the left and right inclined members connect the upper support portion and the lower support portion, respectively, and at least one of the upper and lower support portions is The entirety is integrally formed with each of the inclined members.

  According to the first aspect of the present invention, the upper and lower support portions for supporting the upper arm and the lower support portion for supporting the lower arm are respectively provided at the left and right end portions of one of the front and rear vehicle width direction members. Because it is provided, the number of welding points on the load transmission path through which the input load from each support is transmitted can be reduced as compared with the conventional suspension subframe in which the support of each arm is welded to the longitudinal member. Can do. As a result, the number of reinforcement points can be reduced to reduce the weight of the suspension subframe, and the input load can be dispersed to prevent distortion and stress concentration in the suspension subframe.

  In addition, since at least one of the upper and lower support portions is formed integrally with each inclined member, the dimensional accuracy of the support portion can be improved and the input load can be effectively dispersed. It is possible to further suppress the occurrence of distortion and stress concentration in the suspension subframe.

  Therefore, it is possible to improve the reliability of the suspension subframe while reducing the weight of the suspension subframe.

  In a second aspect based on the first aspect, any one of the upper and lower support portions is integrally formed with each of the inclined members, and the other of the upper and lower support portions is A part thereof is formed integrally with the vehicle width direction member.

  According to the second invention, since either one of the upper support portion and the lower support portion is formed integrally with each inclined member, the load on the load transmission path through which the input load from each support portion is transmitted. By reducing the number of welds, the input load can be effectively dispersed. In addition, since the other of the other of the upper and lower support portions is formed integrally with the vehicle width direction member, the input load can be reliably distributed to each inclined member and the vehicle width direction member. .

  The third invention is characterized in that, in the first invention, the upper and lower support portions are both formed integrally with the inclined members.

  According to the third invention, the upper and lower support portions are formed integrally with each inclined member, so the number of welding points on the load transmission path through which the input load from each support portion is transmitted. Can be further reduced. As a result, the number of reinforcement points can be further reduced to reduce the weight of the suspension subframe, and the input load can be more reliably dispersed.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, each of the inclined members has a cross section in which a portion other than the integrally formed support portion is open to the outside or the inside in the vehicle width direction. It is formed in a U-shape.

  According to the fourth aspect of the invention, each inclined member is formed in a U-shaped cross section that is open to the outside or the inside in the vehicle width direction, except for the integrally formed support portion. Makes it easier to manufacture. In addition, by optimizing the shape of the part that is less likely to twist and twist than the support part of the arm and does not require high rigidity (open cross section without a closed cross section or solid body), the inclined member can be The weight can be reduced.

  According to a fifth invention, in any one of the first to fourth inventions, each of the inclined members includes an upper connection portion that connects the upper support portion and a central portion of the other vehicle width direction member, A lower connecting portion that connects the lower support portion and the central portion of the other vehicle width direction member, and the end of the left and right inclined members on the other vehicle width direction member side is: It is characterized by being connected to the central portion in the vehicle width direction close to each other.

  According to the fifth invention, each inclined member includes an upper connecting portion that connects the upper support portion and the central portion of the other vehicle width direction member, a lower support portion, and a central portion of the other vehicle width direction member. And the other vehicle width direction member side end portions are connected to the center portion in the vehicle width direction so as to be close to each other, so that the left inclined member upper connection portion And the lower connecting portion of the right inclined member constitute a load transmission path for transmitting a load between the left upper supporting portion and the right lower supporting portion, and the lower connecting portion and the right side of the left inclined member. The upper connecting portion of the inclined member constitutes a load transmission path for transmitting a load between the left lower support portion and the right upper support portion. As a result, it is possible to effectively cancel the input load from the left support portion and the input load from the right support portion to suppress the occurrence of distortion and stress concentration in the suspension subframe. Therefore, the reliability with respect to the strength of the suspension subframe can be further improved.

  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the one vehicle width direction member includes a first connecting portion that connects the lower support portion on the left side and the upper support portion on the right side, The left upper support part and the right lower support part are connected to each other, and a second connection part intersecting the first connection part is provided.

  According to the sixth aspect of the invention, the one vehicle width direction member includes the first connecting portion that connects the left lower support portion and the right upper support portion, the left upper support portion, and the right lower support portion. And a second connecting portion that intersects with the first connecting portion, in addition to a load transmitting path constituted by left and right inclined members, a load transmission comprising one vehicle width direction member. The input load can be effectively dispersed also in the path. Thereby, the input load from the left side support part and the input load from the right side support part can be canceled efficiently.

  According to a seventh invention, in any one of the first to sixth inventions, the one of the right and left front-rear members on the one vehicle width direction member side is in the inclination direction of the right and left inclined members, respectively. The vehicle body extends in the vehicle width direction so as to be along, and is supported by the vehicle body.

  According to the seventh aspect, one vehicle width direction member side portion of the right and left front / rear direction members extends outward in the vehicle width direction along the inclination direction of the right and left inclination members, and is supported by the vehicle body. Therefore, the input load from the support portion of each arm can be effectively distributed to the vehicle body.

  In an eighth invention according to any one of the first to seventh inventions, the wheel support members support a rear wheel, and the suspension extends in the front-rear direction from the wheel support members to the front of the vehicle. An arm and at least three vehicle width direction arms including the upper and lower arms and extending inward in the vehicle width direction from the wheel support members, wherein the upper and lower support portions are connected to the front vehicle width direction member. The upper and lower arms located in the front portion of each wheel support member among the vehicle width direction arms are supported.

  According to the eighth aspect of the invention, the suspension sub-frame includes a front-rear arm extending from the wheel support members to the front of the vehicle and at least three vehicle width direction arms extending from the wheel support members in the vehicle width direction. In the so-called E-type suspension, even when a large load is input to the suspension arm from the vehicle width direction, the suspension arm can be effectively supported.

  In a ninth aspect based on the eighth aspect, the left and right sides for supporting the lower arms positioned at the rear portions of the wheel support members of the vehicle width direction arms are provided in the center of the rear vehicle width direction members. A rear support portion is provided, and rear end portions of the left and right inclined members are respectively connected to a central portion of the rear vehicle width direction member in the vicinity of the left and right rear support portions. It is characterized by that.

  According to the ninth invention, the rear end portions of the left and right inclined members are connected to the central portion of the rear vehicle width direction member in the vicinity of the left and right rear support portions, respectively. The upper connecting portion of the member constitutes a load transmission path for transmitting a load between the left upper supporting portion and the right rear supporting portion, and the upper connecting portion of the right inclined member is connected to the right upper supporting portion. A load transmission path for transmitting a load to the left rear support portion is configured. As a result, in the E-type suspension, the load input from the left and right lower arms positioned at the rear of the vehicle and the load input from the left and right upper arms positioned at the front of the vehicle are effectively cancelled, and these input loads are transmitted. The number of welding points on the load transmission path to be reduced can be reduced, and the suspension subframe can be made lighter and more rigid.

  According to the present invention, the upper and lower support portions are provided at the left and right end portions of the vehicle width direction member, respectively, so that the number of welding points on the load transmission path is reduced and the number of reinforcement points is reduced. Suspension reduces the weight and effectively disperses the input load while improving the dimensional accuracy of the support part by forming at least one support part of the upper and lower support parts integrally with each inclined member. The reliability with respect to the strength of the suspension subframe can be improved while reducing the weight of the subframe.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 is a perspective view of a rear suspension of a vehicle to which a suspension subframe according to the present embodiment is applied as seen from diagonally left front, and FIG. 2 shows a left rear wheel suspension device attached to the suspension subframe. FIG. 3 is a perspective view of the rear suspension as viewed from the front, FIG. 3 is a front view of the rear suspension as viewed from the front, and FIG. 4 is a bottom view of the rear suspension as viewed from below. 1 to 4, the left rear wheel suspension device is not shown, but the left rear wheel suspension device has substantially the same configuration as the suspension device 5 of the right rear wheel 7.

  As shown in FIG. 1, the rear suspension 3 includes a suspension subframe 1, a suspension device 5, and a wheel (right rear wheel) 7.

  As shown in FIGS. 1 and 2, the wheel 7 includes a tire 9, a wheel 11, and a wheel support member 13 that supports the wheel.

  The suspension device 5 includes a trailing arm (front / rear direction arm) 15 that extends forward from the wheel support member 13 and three vehicle width direction arms (rear lower arm 17, front side) that extend inward in the vehicle width direction from each wheel support member. A lower arm 19 and a front upper arm 21). That is, the form of the rear suspension 3 is a so-called E-type suspension.

  The trailing arm 15 has a rear end 15a attached to the wheel support member 13 and a front end 15b attached to a vehicle body (not shown).

  The rear lower arm 17 extends inward in the vehicle width direction from the rear portion of the suspension device 5, and an end portion 17 a on the outer side in the vehicle width direction is attached (connected) to the wheel support member 13. The inner end 17b is attached to and supported by the suspension subframe 1. A shock absorber 23 including a spring 23a and a damper 23b is attached to the rear lower arm 17. The lower end of the spring 23a is received by the spring receiving portion 17c of the rear lower arm 17, while the upper end is attached to the vehicle body. The damper 23b has a lower end attached to the rear lower arm 17 and an upper end attached to the vehicle body.

  The front lower arm 19 extends inward in the vehicle width direction from the lower side of the front portion of the suspension device 5, and an outer end 19 a is attached (connected) to the wheel support member 13. The inner end 19b is attached to and supported by the suspension subframe 1.

  The front upper arm 21 extends inward in the vehicle width direction from the upper side of the front portion of the suspension device 5, and the outer end 21 a is attached (connected) to the wheel support member 13, while the inner side thereof The end 21b is attached to and supported by the suspension subframe 1.

  These arms 15, 17, 19, 21 control the movement of the wheel 11 and support external forces that the wheel receives during traveling (vertical force, lateral force during cornering, longitudinal force during braking acceleration, etc.). ing.

  Next, the structure of the suspension subframe 1 will be described. FIG. 5 is a perspective view of the front vehicle width direction member as viewed from the diagonally left rear side, and FIG. 6 is a perspective view of the front vehicle width direction member and the pair of left and right tilt members as viewed from the diagonally left rear side. 7 is a rear view of the front vehicle width direction member and the pair of left and right inclined members as viewed from the rear, and FIG. 8 shows the left side of the front vehicle width direction member, the pair of left and right inclined members, and the rear vehicle width direction member. FIG. 9 is a perspective view of the suspension subframe viewed from the left diagonal rear, FIG. 10 is a perspective view of the suspension subframe viewed from below, and FIG. It is the side view which looked at the suspension sub-frame from the left side.

  The suspension sub-frame 1 includes front and rear vehicle width direction members 25 and 27 that are spaced apart from each other in the vehicle front-rear direction, and extends in the vehicle front-rear direction, respectively. 25 and 27 are provided (built) between the left and right front / rear direction members 29 and 31 connecting the left and right ends, and the front vehicle width direction member 25 and the rear vehicle width direction member 27, respectively. It has a pair of left and right inclined members 33, 35 connecting them.

  The front vehicle width direction member (one vehicle width direction member) 25 extends in the vehicle width direction on the front side of the wheel support member 13 and has a shape that connects the tops of the two triangular frame bodies when the vehicle is viewed from the front. Is formed. As shown in FIGS. 1 and 3, the front vehicle width direction member 25 has an upper support portion 39 that supports the front upper arm 21 at an upper end portion 25 b on the right side in the vehicle width direction, and a lower end portion on the right side in the vehicle width direction. The lower support portions 43 that support the front lower arm 19 are provided at 25d. Similarly, an upper support portion 37 is provided at the left upper end portion 25a of the front vehicle width direction member 25, and a lower support portion 41 is provided at the lower end portion 25c on the left side in the vehicle width direction. The left and right lower support portions 41 and 43 are partly formed integrally with the front vehicle width direction member 25, while the left and right upper support portions 37 and 39 are entirely inclined as described above. The members 33 and 35 are formed integrally.

  More specifically, as shown in FIG. 6, the left and right lower support portions 41 and 43 have left and right lower end portions 25c of the front vehicle width direction member 25 having a U-shaped cross section with the rear side opened. 25d and a closed cross section formed by combining front end portions 33a and 35a on the lower side of inclined members 33 and 35 having a U-shaped cross section with the front side open. The lower end portions 25c and 25d of the front vehicle width direction member 25 and the lower front end portions 33a and 35a of the inclined members 33 and 35 are joined not by butt welding but by wrapping them and performing fillet welding. ing.

  On the other hand, the upper support portion 37 on the left side has the front upper end portion 33b of the left inclined member 33 bent into a U-shaped cross section with the lower side opened, and the left upper end portion 25a of the front vehicle width direction member 25. It is formed by being attached to the front vehicle width direction member 25 by welding in a state of being placed so as to cover (see FIG. 11). Similarly, the upper support portion 39 on the right side covers the upper end portion 25b on the right side of the front vehicle width direction member 25 with the front upper end portion 35b of the right inclined member 35 bent into a U-shaped cross-section with the lower open side. In the state arrange | positioned in this way, it forms by attaching to the front side vehicle width direction member 25 by welding. For this reason, as shown in FIGS. 1 and 3, the left and right upper support portions 37, 39 are partly (front and upper) of the left and right upper end portions 25 a, 25 b of the front vehicle width direction member 25. In the overlapped (wrapped) state, the front side vehicle width direction member 25 is provided. Thus, since the upper side support parts 37 and 39 are formed by bending a single member (front vehicle width direction member 25), two members (the front vehicle width direction member 25 and the inclined member 33) are formed. , 35) is improved in dimensional accuracy and rigidity as compared with the lower support portions 41 and 43 which are combined by welding.

  As shown in FIG. 3, the left and right upper end portions 25a and 25b of the front vehicle width direction member 25 extend outward in the vehicle width direction as it goes downward, and wrap with the upper support portions 37 and 39 toward the lower side. The bill is getting bigger. As described above, the upper end portions 25a and 25b of the front vehicle width direction member 25 are extended outward in the vehicle width direction when the front and rear direction members 29 and 31 are fitted to fitting portions described later. This is to ensure the welding length between the member 25 and the longitudinal members 29 and 31.

  Rubber bush portions 19c, 21c (see FIG. 10) provided at the inner ends in the vehicle width direction of the front lower arm 19 and the front upper arm 21 are attached to the left and right upper and lower support portions 37, 39, 41, 43. For this purpose, through holes 37a, 39a, 41a, 43a extending in the longitudinal direction of the vehicle are formed. As shown in FIG. 10, the front lower arm 19 and the front upper arm 21 are attached to the upper and lower support portions 37, 41 via rubber bush portions 19c, 21c.

  As shown in FIG. 5, the front vehicle width direction member 25 is formed in a U-shaped cross section that is open to the rear side, and the upper and lower flange portions 45 and 47 extend rearward in the vehicle front-rear direction. . As a result, the front vehicle width direction member 25 can be easily manufactured by press molding or the like. As described above, the front vehicle width direction member 25 is formed in a U-shaped cross section so that the front vehicle width direction member 25 is twisted or twisted as compared with the support portions 37, 39, 41, 43. This is because local rigidity and strength are not required because it is difficult, and basically only overall rigidity is required.

  Further, the front vehicle width direction member 25 includes a first connecting portion 49 that connects a right side (one side) upper support portion 39 and a left side (other side) lower support portion 41, and a right side (one side) lower support portion 41. The side support part 43 and the left side (the other side) upper support part 37 are connected to each other, and a second connection part 51 intersecting the first connection part 49 is provided.

  More specifically, the front vehicle width direction member 25 connects the right upper end portion 25b provided with the right upper support portion 39 and the left lower end portion 25c provided with the left lower support portion 41. In this way, the frame (the first connecting portion 49) extending substantially straight, the right lower end portion 25d provided with the lower support portion 43 on the right side, and the left side provided with the upper support portion 37 on the left side (the other side). It has a frame (second connecting portion 51) extending almost straight so as to connect the upper end portion 25a. In other words, as shown in FIG. 3, the front vehicle width direction member 25 is formed such that its vertical length decreases from the outside in the vehicle width direction toward the inside, and the front vehicle width. The direction member 25 is formed with openings 53 and 53 whose length in the vertical direction becomes smaller toward the inside in the vehicle width direction. Thus, the front vehicle width direction member 25 is formed such that the first connecting portion 49 and the second connecting portion 51 form a substantially X shape when the vehicle is viewed from the front.

  The support portions 37, 39, 41 are provided on the left and right upper end portions 25a, 25b and lower end portions 25c, 25d of the front vehicle width direction member 25 having the first connection portion 49 and the second connection portion 51 formed as described above. , 43, a load transmission path composed of the right upper support portion 39, the first connecting portion 49 and the left lower support portion 41, the right lower support portion 43, the second connecting portion 51 and the left side supporting portion 41. A load transmission path including the upper support portion 37 is formed.

  The left inclined member 33 connects the upper and lower support portions 37, 41 on the left side and the vehicle width direction central portion 67 of the rear vehicle width direction member 27, while the right inclined member 35 is connected to the right upper side. The lower support portions 39 and 43 are connected to the vehicle width direction central portion 67 of the rear vehicle width direction member 27, and the inclined members 33 and 35 extend inwardly as they go rearward. The front side vehicle width direction member 25 forms a substantially triangular shape in plan view. Further, the left and right inclined members 33 and 35 are formed in a U-shaped cross section in which the portions other than the upper support portions 37 and 39 formed integrally are open on the opposite side (inner side). Thus, the upper flange portions 55 and 59 and the lower flange portions 57 and 61 extend to the opposite sides, respectively.

  The left and right inclined members 33 and 35 include upper connecting portions 79 and 81 that connect the upper support portions 37 and 39 and the center portion 67 of the rear vehicle width direction member 27 in the vehicle width direction, and the lower support. The lower side connection parts 83 and 85 which connect the part 41 and 43 and the center part 67 of the vehicle width direction of the rear side vehicle width direction member 27 are each provided. In other words, as shown in FIG. 8, the left and right inclined members 33 and 35 approach the vehicle width direction center of the rear vehicle width direction member 27 from the end of the front vehicle width direction member 25, that is, The inclined members 33 and 35 are formed with openings 65 and 65 whose lengths in the vertical direction are reduced toward the rear. .

  As shown in FIG. 6, the left and right inclined members 33 and 35 and the front vehicle width direction member 25 are arranged so that the opened sides face each other. As described above, the front vehicle width direction member 25 and the left and right inclined members 33 and 35 are attached and arranged, so that the upper and lower flange portions 45 and 47 of the front vehicle width direction member 25 and the left inclined member 33 are arranged. The upper and lower flange portions 55 and 57 and the upper and lower flange portions 59 and 61 of the right inclined member 35 are reinforced to enhance the cross-sectional performance of these members as a whole.

  The left inclined member 33 connects the left upper support portion 37 and the left lower support portion 41, while the right inclined member 35 connects the right upper support portion 39 and the right lower support portion 43. It is connected. In this manner, the inclined members 33 and 35 connect the upper support portions 37 and 39 and the lower support portions 41 and 43 so that the left support portions 37 and 41 and the right support portions 39 and 43 are moved in the vertical direction. Can be reinforced.

  Further, in the vicinity of the joint portion between the front vehicle width direction member 25 and the inclined members 33 and 35 (between the upper support portions 37 and 39 and the lower support portions 41 and 43), a fitting recessed inward in a vehicle plan view. A portion 40 is formed. As will be described later, the front and rear direction members 29 and 31 are attached to the fitting portion 40. However, the fitting portion 40 may be closed to further increase the rigidity.

  The rear vehicle width direction member (the other vehicle width direction member) 27 extends in the vehicle width direction on the rear side of the wheel support member 13, and a center portion 67 in the vehicle width direction is formed in a rectangular cross section. On the other hand, portions other than the central portion 67 are formed in a U-shaped cross-section with the lower side opened. Further, the rear side vehicle width direction member 27 is formed such that the central portion 67 extends substantially horizontally, and the portion other than the central portion 67 is inclined upward as it goes outward in the vehicle width direction (see FIG. 13 and FIG. 14). The rear end portions 33c and 35c of the inclined members 33 and 35 are adjacent to each other and attached (connected) to the central portion 67 by welding. More specifically, the lower surfaces of the upper flange portions 55 and 59 at the rear end portions 33 c and 35 c of the inclined members 33 and 35 are welded in a state where they are placed on the upper surface of the central portion 67 of the rear vehicle width direction member 27. The rear ends of the upper and lower connecting portions 79, 81, 83, 85 and the lower flange portions 57, 61 are on the front surface (front flange portion 73) of the central portion 67 of the rear vehicle width direction member 27. Welded in contact.

  Further, the rear side vehicle width direction member 27 is formed with through holes 69a and 71a extending in the vehicle front-rear direction at a central portion 67 (slightly outside the central portion). The portions where the through holes 69a and 71a are formed constitute rear side support portions 69 and 71 for supporting the rear lower arm 17 in the rear vehicle width direction member 27. As shown in FIG. A rubber bush portion 17d provided at the inner end in the vehicle width direction of the rear lower arm 17 is attached to 69a and 71a. The rear end portions 33c and 35c of the inclined members 33 and 35 are attached in the vicinity of the rear support portions 69 and 71 so as to increase the rigidity of the rear support portions 69 and 71. In addition, you may attach the rear-end parts 33c and 35c of each inclination member 33 and 35 to the same position as these rear side support parts 69 and 71. FIG.

  Further, the rear vehicle width direction member 27 is curved so that the left and right end portions 77a and 77b of the main body 77 are along the front and rear direction members 29 and 31, and the front and rear flange portions 73 and 75 are the main body 77. Further, the front-rear direction member 27 is placed on receiving portions 73a, 73b, 75a, 75b formed to extend further outward in the vehicle width direction.

  The front and rear direction members 29 and 31 are curved inward in the vehicle width direction toward the center of the vehicle in the front and rear direction, and the front portions (portions on one vehicle width direction member side) of the right and left inclined members 33 and 35, respectively. It extends outward in the vehicle width direction along the inclination direction. The left front-rear direction member 29 has its front side portion fitted to the left side fitting portion 40 and the rear side portion thereof is in contact with the left end 77a of the rear vehicle width direction member 27 so that the left side receiving portions 73a, 75a. Is placed. On the other hand, the right front-rear direction member 31 has its front side portion fitted into the right side fitting portion 40 and its right side receiving portion 73b so that its rear side portion is brought into contact with the right end 77b of the rear vehicle width direction member 27. , 75b. The left and right front and rear direction members 29 and 31 are connected to the fitting portions 40 and 40, the left and right end portions 77a and 77b of the main body 77 of the rear vehicle width direction member 27, and the left and right receiving portions 73a, 73b, 75a and 75b. The suspension subframe 1 as shown in FIG. 1 and FIG. 9 is formed by welding.

  Mount portions 87 and 89 are formed at the left and right front ends of the front and rear members 29 and 31, respectively, and mount portions 91 and 93 are formed at the left and right rear ends, respectively. Suspension subframe 1 is attached (supported) to the vehicle body via rubber bushes (not shown) attached to.

  Next, the operation of the suspension subframe 1 will be described. FIG. 12 is a schematic front view of the suspension subframe 1 for explaining an example of the operation of the suspension subframe 1.

  In the suspension subframe 1 shown in FIG. 12, the lower support portions 41 and 43 of the front lower arm 19 are provided at the left and right lower end portions 25c and 25d of the front vehicle width direction member 25, while the inclined members 33 and 35, The upper support portions 37 and 39 of the front upper arm 21 that are integrally formed are provided on the upper end portions 25 a and 25 b on both the left and right sides of the front vehicle width direction member 25. Further, the first connecting portion 49 and the second connecting portion 51 of the front vehicle width direction member 25 are formed so as to form a substantially X shape when viewed from the front of the vehicle, as indicated by a two-dot chain line 63 in FIG. .

  For example, if the loads F1 and F2 are applied to the wheels in the direction of the black arrow in FIG. 12 at the ground contact point of the tire 9 when the vehicle is turning, the front lower arm 19 and the front upper arm 21 are respectively in the direction of the white arrow in FIG. A load F is transmitted to. Specifically, for example, when turning to the left in the same phase as the ground contact point, a load that compresses the front vehicle width direction member 25 is applied to the right front lower arm 19, while the front vehicle width direction member 25 is also compressed to the left front upper arm 21. In addition, a load for pulling the front vehicle width direction member 25 is applied to the right front upper arm, while a load for pulling the front vehicle width direction member 25 is also applied to the left front lower arm 19.

  Here, since the lower support portions 41 and 43 and the upper support portions 37 and 39 are provided on the front vehicle width direction member 25, the load applied to the arms 14 and 16 is efficiently transmitted to the front vehicle width direction arm 25. At the same time, the left and right loads effectively cancel each other through the first and second connecting portions 49 and 51 formed so as to form an approximately X shape when viewed from the front of the vehicle.

  Furthermore, the suspension subframe 1 has a pair of left and right inclined members 33, 35 that are installed between the front vehicle width direction member 25 and the rear vehicle width direction member 27 and connect them. In the subframe 1, in addition to the load transmission path formed in the front vehicle width direction member 25, as shown by a two-dot chain line 66 in FIG. 13, the left upper support portion 37, the upper connection portion 79, the rear vehicle The load transmission path through which the load is transmitted in the order of the width direction member 27, the lower side connection portion 85, and the right side lower support portion 43, the left side lower support portion 41, the lower side connection portion 83, and the rear vehicle width direction. The member 27, the upper connection part 81, and the upper support part 39 are configured in this order as a load transmission path through which a load is transmitted.

  Thereby, in addition to the load transmission path formed in the front vehicle width direction member 25, the input load is also transmitted to the load transmission path consisting of the left and right inclined members 33, 35 and the rear vehicle width direction member 27. The left and right loads will cancel each other more reliably.

  In addition, the rear end portions 33c, 35c of the left and right inclined members 33, 35 have upper flange portions 55, 59 in the vicinity of the left and right rear support portions 69, 71, and the center of the rear vehicle width direction member 27. The upper connecting portion 79 of the left inclined member 33 is connected to the left upper support portion 37 and the right rear support portion 71 as indicated by a two-dot chain line 68 in FIG. A load transmission path that is substantially linear in a front view of the vehicle that transmits the load therebetween is formed, and the upper connecting portion 81 of the right inclined member 35 is between the right upper support portion 39 and the left rear support portion 69. Thus, a substantially straight load transmission path is configured in front view of the vehicle for transmitting the load.

  As a result, the loads input from the left and right rear lower arms 17 and 17 positioned in the rear of the vehicle and the loads input from the left and right front upper arms 21 and 21 positioned in the front of the vehicle cancel each other.

  Further, as indicated by a two-dot chain line 70 in FIG. 15, a load input from the rear portion of the right wheel support member 13 and a load input from the front portion of the left wheel support member (not shown). Therefore, the planar twist of the suspension subframe 1 can also be suppressed.

-Effect-
According to the present embodiment, the left and right end portions of the front vehicle width direction member 25 are upper support portions 37 and 39 that support the front upper arms 21 and 21 and lower support portions 41 and 43 that support the front lower arms 19 and 19. Is provided, so that the load transmission path through which the input load from each of the support portions 37, 39, 41, 43 is transmitted as compared with the conventional suspension subframe in which the support portion of each arm is welded to the longitudinal member. The number of upper welds can be reduced. As a result, the number of reinforcement points can be reduced to reduce the weight of the suspension subframe 1, and the input load can be dispersed to prevent distortion and stress concentration in the suspension subframe 1.

  Further, since the upper support portions 37 and 39 are formed integrally with the inclined members 33 and 35, the dimensional accuracy of the upper support portions 37 and 39 can be improved and the input load can be effectively dispersed. Thus, the occurrence of strain and stress concentration in the suspension subframe 1 can be further suppressed.

  Therefore, it is possible to improve the reliability of the suspension subframe 1 while reducing the weight of the suspension subframe 1.

  Further, since the upper support portions 37 and 39 are formed integrally with the inclined members 33 and 35, the input load can be effectively reduced by reducing the number of welding points on the load transmission path. Can be dispersed. In addition, since the lower support portions 41 and 43 are partly formed integrally with the front vehicle width direction member 25, the input load is surely applied to each of the inclined members 33 and 35 and the front vehicle width direction member 25. Can be dispersed.

  Further, each of the inclined members 33 and 35 is formed integrally with the upper support portion, except for the portions 37 and 39, and is formed in a U-shaped cross section opened to the inner side in the vehicle width direction. Makes it easier to manufacture. In addition, it is possible to reduce the weight of the inclined members 33 and 35 by optimizing the shape of a portion that does not easily twist or twist and does not require high rigidity compared to the arm support portions 37, 39, 41, and 43. it can.

  In addition, the inclined members 33 and 35 include upper connection portions 79 and 81 that connect the upper support portions 37 and 39 and the central portion 67 of the rear vehicle width direction member 27, and the lower support portions 41 and 43 and the rear side, respectively. Lower connecting portions 83 and 85 that connect the central portion 67 of the vehicle width direction member 27 are provided, and the rear end portions 33c and 35c of the left and right inclined members 33 and 35 are close to each other in the vehicle width direction. The upper connecting portion 79 of the left inclined member 33 and the lower connecting portion 85 of the right inclined member 35 are connected to the left upper support portion 37 and the right lower support portion 43. A load transmission path for transmitting a load is formed between the lower connecting portion 83 of the left inclined member 33 and the upper connecting portion 81 of the right inclined member 35, and the left lower support portion 41 and the right upper support portion. Load transmission path for transmitting load to 39 It is adapted to growth. Thus, it is possible to effectively cancel the input load from the left support portions 37 and 41 and the input load from the right support portions 39 and 43 to suppress the occurrence of distortion and stress concentration in the suspension subframe 1. it can. Therefore, the reliability with respect to the strength of the suspension subframe 1 can be further improved.

  Further, the front vehicle width direction member 25 includes a first connecting portion 49 that connects the left lower support portion 41 and the right upper support portion 39, a left upper support portion 37, and a right lower support portion 43. And the second connecting portion 51 that intersects with the first connecting portion 49, in addition to the load transmission path formed by the left and right inclined members 33, 35, the front vehicle width direction member 25 The input load can be effectively dispersed also in the load transmission path consisting of Thereby, the input load from the left support parts 37 and 41 and the input load from the right support parts 39 and 43 can be canceled efficiently.

  Further, the front side portions of the right and left front / rear direction members 29, 31 extend outward in the vehicle width direction along the inclination direction of the right and left inclination members 33, 35 and are supported by the vehicle body. Input loads from the support portions 37, 39, 41, and 43 can be effectively distributed to the vehicle body.

  Furthermore, the suspension subframe 1 includes a trailing arm 15 that extends forward from the wheel support members 13 and at least three vehicle width direction arms 17, 19, and 21 that extend from the wheel support members 13 in the vehicle width direction. In the so-called E-type suspension including the suspension arms 17, 19, and 21, even when a large load is input to the suspension arms 17, 19, and 21 from the vehicle width direction, the suspension arms 17, 19, and 21 can be effectively supported.

  Further, the rear end portions 33c, 35c of the left and right inclined members 33, 35 are connected to the central portion 67 of the rear vehicle width direction member 27 in the vicinity of the left and right rear support portions 69, 71, respectively. The upper connecting portion 79 of the left inclined member 33 constitutes a load transmission path for transmitting a load between the left upper support portion 37 and the right rear support portion 71, and the upper connecting portion of the right inclined member 35. 81 constitutes a load transmission path for transmitting a load between the upper support 39 on the right side and the rear support 69 on the left side. As a result, in the E-type suspension, the load input from the left and right rear lower arms 17 and 17 positioned at the rear of the vehicle and the load input from the left and right front upper arms 21 and 21 positioned at the front of the vehicle are effectively canceled out. In addition, the suspension sub-frame 1 can be made lighter and more rigid by reducing the number of welding points on the load transmission path through which these input loads are transmitted.

(Embodiment 2)
In the present embodiment, the configuration of the support portions 41 and 43 of the front lower arm 19 is different from that of the first embodiment. Hereinafter, differences from the first embodiment will be described.

  16 is FIG. 1 of the first embodiment, FIG. 17 is FIG. 3 of the first embodiment, FIGS. 18 and 19 are FIGS. 5 and 6 of the first embodiment, and FIGS. 20 and 21 are diagrams of the first embodiment. 8 and FIG. 9, FIG. 22 corresponds to FIG. 4 of the first embodiment.

  As shown in FIGS. 16 to 22, not only the upper support portions 37 and 39 that support the front upper arm 21 but also the lower support portions 41 and 43 that support the front lower arm 19 as a whole are inclined members 33 on the left and right sides. , 35 are formed integrally.

  More specifically, the lower support portion 41 on the left side has a front lower end portion 33a of the left inclined member 33 bent into a U-shaped cross section with the upper side open, and a lower end portion 25c on the left side of the front vehicle width direction member 25. It is formed by attaching to the front side vehicle width direction member 25 in the state arrange | positioned so that it may cover. Similarly, the lower support portion 43 on the right side has the front lower end portion 35a of the right inclined member 35 bent into a U-shaped cross-section with the upper side open, and the right lower end portion 25d of the front vehicle width direction member 25. It is formed by being attached to the front vehicle width direction member 25 by welding in a state of being placed so as to be covered. Thus, since the upper support portions 37 and 39 and the lower support portions 41 and 43 are formed by bending a single member (left and right inclined members 33 and 35), two members are formed. Compared to the combination of the front vehicle width direction member 25 and the inclined members 33 and 35 by welding, the dimensional accuracy and rigidity are further improved, and the number of welding points on the load transmission path is further reduced. Become.

  Further, the lower support portions 41 and 43 are fitted to the fitting portions 40 between the upper support portions 37 and 39 and the lower support portions 41 and 43 along the upper edges of the lower support portions 41 and 43. It welds with the lower surface of the front-back direction members 29 and 31 which were fitted. For this reason, the lower support portions 41 and 43 (front vehicle width direction members 25) follow the front and rear direction members 29 and 31 attached to the vehicle body via springs even at the time of bumping. , 43 can be prevented from coming into contact with the front and rear members 29, 31, and the distortion and bending deformation of the lower support portions 41, 43 can be reliably suppressed.

-Effect-
According to the present embodiment, the upper and lower support portions 37, 39, 41, 43 are all formed integrally with the inclined members 33, 35. The number of welding points on the load transmission path through which the input load from 43 is transmitted can be further reduced. As a result, the number of reinforcement points can be further reduced to reduce the weight of the suspension subframe 1, and the input load can be more reliably dispersed.

(Other embodiments)
In each of the above-described embodiments, the suspension subframe 1 is applied to the E-type suspension. However, the suspension subframe 1 is not limited thereto, and may be applied to other types of suspensions.

  In each of the above embodiments, the suspension subframe 1 is applied to the rear suspension of the vehicle. However, the present invention is not limited to this, and may be applied to the front suspension of the vehicle.

  Further, in each of the above embodiments, the lower arm 19 and the upper arm 21 are supported by the support portions 37, 39, 41, and 43 provided in the front vehicle width direction member 25. The width direction member 27 is formed in the same shape as the front vehicle width direction member 25, and the lower arm 19, the upper arm 21, and the inclined reinforcement member 28 are also arranged so as to be reversed in the front-rear direction of the present embodiment. You may make it receive the load from a suspension arm effectively.

  Further, in each of the above embodiments, the upper support portions 37 and 39 that support the front upper arm 21 and the lower support portions 41 and 43 that support the front lower arm 19 are connected to the ends of the front vehicle width direction member 25 on both sides in the vehicle width direction. For example, these upper and lower support portions 37, 39, 41, 43 are provided at the ends of the front and rear vehicle width direction members 25, 27 at both ends in the vehicle width direction. Also good. In this way, the suspension subframe 1 of the present invention can be applied to a so-called A-type suspension provided with a rear arm in addition to a front arm.

  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the present invention is useful for a suspension subframe or the like of a vehicle that supports a suspension arm of a multilink suspension.

It is the perspective view which looked at the rear suspension of the vehicle to which the suspension sub-frame which concerns on Embodiment 1 was applied from diagonally left front. It is the perspective view which looked at the suspension apparatus of the right rear wheel attached to a suspension sub-frame from the diagonally left front. It is the front view which looked at the rear suspension from the front. It is the bottom view which looked at the rear suspension from the lower part. It is the perspective view which looked at the front side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member and the pair of left and right inclined members from the diagonally left rear. It is the rear view which looked at the front side vehicle width direction member and the pair of right and left inclined members from the rear. It is the perspective view which looked at the front side vehicle width direction member, the left-right pair of inclined members, and the rear side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from the lower part. It is the side view which looked at the suspension sub-frame from the left side. It is a schematic front view of a suspension subframe for explaining an example of the operation of the suspension subframe. It is a schematic rear view of the suspension subframe for explaining an example of the operation of the suspension subframe. It is a schematic rear view of the suspension subframe for explaining an example of the operation of the suspension subframe. It is a bottom view of a suspension subframe for demonstrating an example of an effect | action of a suspension subframe. It is the perspective view which looked at the rear suspension of the vehicle to which the suspension sub-frame which concerns on Embodiment 2 was applied from diagonally left front. It is the front view which looked at the rear suspension from the front. It is the perspective view which looked at the front side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member and the pair of left and right inclined members from the diagonally left rear. It is the perspective view which looked at the front side vehicle width direction member, the left-right pair of inclined members, and the rear side vehicle width direction member from diagonally left rear. It is the perspective view which looked at the suspension sub-frame from the upper part. It is the bottom view which looked at the rear suspension from the lower part.

Explanation of symbols

1 Suspension subframe 3 Rear suspension
7 Rear wheel 13 Wheel support member 15 Trailing arm (front-rear arm)
17 Rear lower arm (arm width direction arm)
19 Front lower arm (lower arm) (arm width direction arm)
21 Front upper arm (vehicle width direction arm)
25 Front vehicle width direction member (one vehicle width direction member)
27 Rear vehicle width direction member (the other vehicle width direction member)
29 Left-side longitudinal member 31 Right-side longitudinal member 33 Left-side inclined member 35 Right-side inclined member 37 Left-side upper support portion 39 Right-side upper support portion 41 Left-side lower support portion 43 Right-side lower-side support portion 49 First connection portion 51 Second connecting portion 67 Center portion 69 of rear vehicle width direction member Left rear support portion 71 Right rear support portion

Claims (9)

A suspension subframe of a vehicle that supports each arm in a suspension including left and right upper and lower arms extending inward in the vehicle width direction from the left and right wheel support members,
Front and rear vehicle width direction members respectively extending in the vehicle width direction at intervals from each other in the vehicle longitudinal direction;
Left and right front-rear direction members extending in the vehicle front-rear direction and connecting the left and right ends of the front and rear vehicle width direction members,
An upper side support portion and a lower side support portion that are provided at both left and right ends of either one of the front and rear vehicle width direction members;
The left and right upper and lower support portions are connected to the vehicle width direction central portion of the other vehicle width direction member, and the vehicle width direction is increased from one vehicle width direction member side to the other vehicle width direction member side. With left and right inclined members inclined inward,
The left and right inclined members connect the upper support portion and the lower support portion, respectively.
The vehicle suspension sub-frame, wherein at least one of the upper support portion and the lower support portion is integrally formed with each of the inclined members. In the suspension subframe of the vehicle according to claim 1,
Any one of the upper and lower support portions is formed integrally with each of the inclined members,
A suspension subframe for a vehicle, wherein a part of the other of the upper and lower support portions is formed integrally with the vehicle width direction member. In the suspension subframe of the vehicle according to claim 1,
A suspension subframe for a vehicle, wherein both the upper and lower support portions are integrally formed with each of the inclined members. In the suspension subframe of the vehicle according to any one of claims 1 to 3,
Each of the inclined members is formed in a U-shaped cross section in which a portion other than the integrally formed support portion is formed in a U-shaped cross section that is open to the outside or the inside in the vehicle width direction. In the suspension subframe of the vehicle according to any one of claims 1 to 4,
Each of the inclined members connects the upper support portion that connects the upper support portion and the central portion of the other vehicle width direction member, and the lower support portion and the central portion of the other vehicle width direction member. A lower connecting portion,
A suspension subframe for a vehicle, wherein ends of the left and right inclined members on the other vehicle width direction member side are adjacent to each other in the vehicle width direction and connected to the central portion. In the suspension subframe of the vehicle according to any one of claims 1 to 5,
The one vehicle width direction member includes a first connecting portion that connects the left lower support portion and the right upper support portion, and a left upper support portion and a right lower support portion that are connected to each other. A suspension subframe for a vehicle, comprising: a second connecting portion that intersects with the first connecting portion. In the suspension subframe of the vehicle according to any one of claims 1 to 6,
The one vehicle width direction member side portion of the right and left front / rear direction members extends outward in the vehicle width direction along the inclination direction of the right and left inclination members, and is supported by the vehicle body. Vehicle suspension subframe. In the suspension subframe of the vehicle according to any one of claims 1 to 7,
Each wheel support member supports a rear wheel,
The suspension includes a front-rear arm extending from the wheel support members toward the front of the vehicle, and at least three vehicle width direction arms including the upper and lower arms and extending inward in the vehicle width direction from the wheel support members,
The upper and lower support portions are provided on the front-side vehicle width direction member, and support upper and lower arms located at the front side portions of the wheel support members among the vehicle-width direction arms. Vehicle suspension subframe. The vehicle suspension subframe according to claim 8,
Left and right rear support portions that support the lower arm located at the rear portion of each wheel support member of the vehicle width direction arm are provided in the center portion of the rear vehicle width direction member,
The rear end of the left and right inclined members are connected to the center of the rear vehicle width direction member in the vicinity of the left and right rear support portions, respectively. flame.

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