JP6348815B2 - Elastic support and subframe mounting structure - Google Patents

Description

The present invention relates to an elastic support, and more particularly, to an elastic support whose elastic main shaft can be changed by small-scale component changes.
The present invention also relates to a subframe mounting structure, and more particularly to a structure in which the elastic center can be changed by small-scale component changes.

In vehicles such as automobiles, for the purpose of improving vibration, noise, riding comfort, etc., elastic bushings (rubber bushings / rubbers) are installed at the fastening points between the subframe to which the vehicle side fulcrum of the suspension arm is attached and the vehicle body. It is known that a so-called floating subframe structure is provided.
In order to enable automatic mounting of the subframe in the assembly line of the vehicle, such an elastic bush often uses a cylindrical bush arranged so that the central axis is substantially along the vertical direction.
For example, in Patent Document 1, cylindrical rubber bushes arranged along the vertical direction are provided on the front, rear, left, and right sides of a rear subframe that is formed in a cross beam shape and to which each link of a rear suspension device is attached. The structure which carries out a floating mount with respect to a vehicle body is described.

Further, as a conventional technique related to a cylindrical rubber bush, for example, in Patent Document 2, an elastic body disposed between an inner cylinder and an outer cylinder is configured by a plurality of members, and spring characteristics that differ depending on the input direction of the load are disclosed. Is described so that can be obtained.
Patent Document 3 describes a vibration-proof bushing in which a rubber-like elastic body is divided in the axial direction to improve the assemblability.

By the way, in the sub-frame mounting structure as described in Patent Document 1, the elastic center of the sub-frame is usually positioned above the roll center of the vehicle (the instantaneous center axis of the body roll behavior during turning). Therefore, when a lateral force is input to the tire, the inner cylinder and the outer cylinder of the left and right cylindrical rubber bushes are displaced relative to each other in the axial direction and in opposite phases, so that the subframe swings in the roll direction with respect to the vehicle body. However, there is a problem that the lateral rigidity of the suspension is lowered and the steering stability is lowered.
On the other hand, as described in Patent Document 4, for example, by inclining the elastic main shaft of the rubber bush with respect to the vertical direction, the elastic center of the subframe is displaced and brought closer to the roll center, so that the tire lateral force It has been proposed to suppress the swing of the sub-frame caused by this, improve the steering stability, and achieve a balance with riding comfort and the like.

JP 2010-221965 A Japanese Patent Laid-Open No. 04-272527 JP 2009-085260 A JP 2007-203833 A

When manufacturing a derivative model such as an SUV vehicle having a vehicle height higher than that of a standard vehicle by using a substantially common vehicle body, subframe, suspension link, etc., a roll center for the subframe as the vehicle height changes. The height also changes.
For this reason, as in Patent Document 4, in order to change the elastic main shaft of the rubber bush and adapt the elastic center of the subframe to the roll center, it is necessary to design and prepare different rubber bushes according to changes in vehicle height. Therefore, bush production and inventory management, parts storage and assembly work in the body assembly line become complicated.
In view of the above-described problems, an object of the present invention is to provide an elastic support that can change the elastic main shaft by small-scale component change, and a subframe mounting structure that can change the elastic center by small-scale component change. It is.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is an outer cylinder, an inner cylinder inserted on an inner diameter side of the outer cylinder, an elastic body filled between an inner peripheral surface of the outer cylinder and an outer peripheral surface of the inner cylinder, And the first bush and the second bush so that the inner cylinder of the first bush and the inner cylinder of the second bush are substantially concentric. Are arranged between the first bushing and the second bushing between the opposing end surfaces of the elastic body of the first bushing and the elastic body of the second bushing. In addition, the elastic support includes a spacer having a sandwiched surface portion formed so that a centroid viewed from the central axis direction of the inner cylinder is eccentric with respect to the central axis.
According to this, the inclination angle of the elastic main shaft with respect to the inner cylinder as the whole elastic support without changing the specifications of the first bush and the second bush by changing the eccentric amount and area of the sandwiched surface portion Can be changed.
For this reason, the first bush and the second bush can obtain desired characteristics by using common parts and using only spacers even when the vehicle height and roll center of the vehicle are different. Become.

The invention according to claim 2 is characterized in that at least one of the first bush and the second bush has elastic main shaft tilting means for tilting the elastic main shaft with respect to the central axis of the inner cylinder. The elastic support according to claim 1.
According to this, the elastic main shaft as the whole elastic support can be set with a higher degree of freedom by the synergistic effect of the inclination effect of the elastic main shaft by the spacer and the effect by the elastic main shaft inclination means of the bush itself.
Here, as an example of the elastic main shaft tilting means, for example, a protruding portion or a concave portion (straight) or the like is provided in a part of the elastic body, or a member made of a hard material such as an intermediate plate is embedded in the elastic body. Is mentioned.

In the invention according to claim 3, the sandwiched surface portion of the spacer is formed in a fan shape in which a planar shape viewed from the central axis direction of the inner cylinder is formed over a part of an angular range around the central axis. The elastic support according to claim 1, wherein the elastic support has a sector portion.
According to this, the above-described effect can be reliably obtained with a relatively simple configuration.

According to a fourth aspect of the present invention, there is provided a subframe to which at least a part of a suspension arm of a vehicle is swingably attached, and provided at a plurality of locations spaced apart in the vehicle width direction in the subframe, via an elastic support. A vehicle body fastening portion fastened to the vehicle body, wherein the vehicle body fastening portion is disposed at a position higher than a roll center at the start of turning of the vehicle. A subframe mounting structure characterized in that the elastic support body according to any one of Items 3 to 3 is provided, and the elastic center of the subframe is set at a position lower than the elastic support body.
According to this, the elastic main shaft of the elastic support body is inclined to lower the elastic center of the subframe, thereby bringing the elastic center closer to the roll center of the vehicle, and the roll behavior of the subframe relative to the vehicle body when a tire lateral force is generated. Can be suppressed, and the lateral rigidity of the suspension can be improved to improve the handling stability.

The invention according to claim 5 is the subframe mounting structure according to claim 4, wherein the elastic center of the subframe is set at substantially the same height as the roll center at the start of turning of the vehicle. is there.
According to this, the roll behavior of the sub-frame with respect to the vehicle body caused by the tire lateral force can be substantially eliminated.

As described above, according to the present invention, it is possible to provide an elastic support capable of changing the elastic main shaft by small-scale component changes.
In addition, it is possible to provide a subframe mounting structure in which the elastic center can be changed by a small part change.

It is an external appearance perspective view of the Example of the sub-frame mounting structure to which this invention is applied. It is sectional drawing which cut the elastic support body (Example of the elastic support body which applied this invention) provided in the sub-frame attachment structure of FIG. 1 by the plane containing a central axis. It is a typical external appearance perspective view of the bush in the elastic support body of FIG. It is the figure which looked at the spacer in the elastic support body of FIG. 2 from the axial direction. It is a schematic diagram which shows the example of the behavior of a sub frame by the relative position of the elastic center of a sub frame, and a roll center.

The present invention provides a problem of providing an elastic support that can change an elastic main shaft by small-scale component change. A cylindrical rubber bush is divided into two in the axial direction, and is sandwiched between the end surfaces of the elastic body of each bush and is axial. The problem is solved by providing a spacer whose centroid viewed from the center is eccentric with respect to the central axis, and changing the free surface area of the elastic body and its position on the bushing dividing surface.
In addition, the present invention has solved the problem of providing a subframe mounting structure in which the elastic center can be changed by small-scale component changes by providing the elastic support of the present invention at the fastening position between the subframe and the vehicle body.

Embodiments of a subframe mounting structure to which the present invention is applied will be described below.
In the embodiment, for example, the vehicle is an automobile such as a passenger car, and the subframe is a rear subframe that is attached to a lower portion of the rear portion of the vehicle body and is provided with a rear suspension device.
The sub-frame mounting structure of this embodiment uses the embodiment of the elastic support body to which the present invention is applied at the fastening position between the sub-frame and the vehicle body.
FIG. 1 is an external perspective view of a peripheral portion of a subframe in the embodiment.
The subframe 10 supports end portions on the vehicle body side such as each link of the suspension 30 that supports the housing 20, and the differential 40.

The subframe 10 includes a front member 11, a rear member 12, and a side member 13, and the planar shape viewed from above the vehicle is formed in a substantially rectangular or cross-beam shape.
The front member 11 is a beam-like member provided at the front portion of the subframe 10 and extending substantially along the vehicle width direction.
The rear member 12 is a beam-like member provided at the rear portion of the subframe 10 and extending substantially along the vehicle width direction.
The side members 13 are beam-like members that are provided from the vicinity of the left and right end portions of the front member 11 to the vicinity of the left and right end portions of the rear member 12 and extend substantially along the front-rear direction.
Each of these members 11 to 13 is formed as a hollow body having a closed cross section by, for example, joining a member obtained by pressing a steel plate in a monaca shape or hydroforming a steel tubular body.

The housing 20 is a member that houses a hub bearing that supports a hub 21 that supports a wheel (not shown) so as to be rotatable around an axle.
The suspension 30 supports the housing 20 with respect to the subframe 10 so as to be able to stroke in a substantially vertical direction. The suspension 30 includes a front lateral link 31, a rear lateral link (not shown), an upper arm 32, a trailing link 33, and the like.

The front lateral link 31 and the rear lateral link are members that extend substantially along the vehicle width direction and are spaced apart in the front-rear direction, and connect the lower portion of the side member 13 and the lower portion of the housing 20.
The upper arm 32 is a member that extends substantially along the vehicle width direction and connects the upper portion of the side member 13 and the upper portion of the housing 20.
The trailing link 33 is a member that extends substantially along the front-rear direction and connects the end of the front member 11 and the lower portion of the housing 20.
The end portions of each link and arm on the subframe 10 side are swingably connected to the subframe 10 via a cylindrical bush or the like.

  The differential 40 includes a final reduction mechanism that decelerates the rotation of a propeller shaft (not shown) and transmits it to the left and right drive shafts 41, a differential mechanism that absorbs the difference in the number of rotations of the left and right wheels, and the like.

The subframe 10 is floating mounted on the vehicle body via left and right rear mounts 50 and left and right front mounts 60. Each of the mounts 50 and 60 includes an elastic support body 100 that is disposed so that the central axis direction is substantially along the vertical direction. The elastic support body 100 is press-fitted and fixed to the cylindrical portions 110 provided at the four front, rear, left and right corners of the subframe 10.
The positions of the rear mount 50 and the front mount 60 in the height direction are set higher than the roll center at the start of turning of the vehicle.

Hereinafter, the elastic support body 100 used for the rear mount 50 and the front mount 60 will be described in more detail.
This elastic support 100 is an embodiment of an elastic support to which the present invention is applied.
FIG. 2 is a cross-sectional view of the elastic support taken along a plane including the central axis of the inner cylinder.
As shown in FIG. 2, the elastic support body 100 includes a pair of bushes 200 inserted from both ends (upper and lower ends) of a cylindrical tubular portion 110, and a spacer 300 (shown depending on the vehicle type) between the bushes 200. The spacers 300A and 300B shown in FIG.
FIG. 3 is a schematic external perspective view of the bush.

The bush 200 includes an inner cylinder 210, an outer cylinder 220, an elastic body 230, an intermediate plate 240, and the like.
The inner cylinder 210 is formed in a cylindrical shape by a hard material having a hardness higher than that of the elastic body 230 such as steel.
The inner cylinder 210 is a member into which a bolt for fastening the subframe 10 to the vehicle body is inserted.

The outer cylinder 220 is a cylindrical member that is formed substantially concentrically with the inner cylinder 210 and into which the inner cylinder 210 is inserted.
The outer cylinder 220 is configured by integrally forming a cylindrical portion 221, an end surface portion 222, a flange portion 223, and the like with a hard material such as steel.
The outer cylinder 220 is formed of a thin plate that is relatively thin with respect to the inner cylinder 210.
The outer cylinder 220 is formed with such a rigidity that it can be deformed following the elastic deformation of the elastic body 230 by reducing the plate thickness in this way.

The cylindrical part 221 is formed in a cylindrical shape substantially concentric with the inner cylinder 210.
A space portion filled with the elastic body 230 is formed between the inner peripheral surface of the cylindrical portion 221 and the outer peripheral surface of the inner tube 210.
The outer peripheral surface of the cylindrical part 221 is press-fitted and fixed to the cylindrical part 110 on the subframe 10 side.

The end surface portion 222 is a flat surface portion formed so as to protrude from one end portion of the cylindrical portion 221 toward the inner diameter side.
An opening is formed in the center of the end surface portion 222, and the inner diameter of the opening is formed larger than the outer diameter of the inner cylinder 210 so as not to prevent relative displacement of the inner cylinder 210 due to elastic deformation of the elastic body 230. Yes.

  The flange portion 223 is formed to project from the end of the tubular portion 221 opposite to the end surface portion 222 side toward the outer diameter side.

An end portion of the inner cylinder 210 on the flange portion 223 side is disposed so as to protrude to the outer side (the side opposite to the end surface portion 222 side) than the flange portion 223.
The end portion on the end surface portion 222 side of the inner cylinder 210 is disposed at substantially the same position as the end surface portion 222 in the axial direction.

The elastic body 230 is formed of an elastic material such as rubber (rubber), for example, and is joined to the inner cylinder 210 and the outer cylinder 220 by vulcanization adhesion.
The elastic body 230 is filled between the outer peripheral surface of the inner cylinder 210 and the inner surface of the cylindrical portion 221 and the end surface 222 of the outer cylinder 220.

In a region where the inner cylinder 210 protrudes from the flange portion 223 of the outer cylinder 220, the elastic body 230 is configured to cover the periphery of the inner cylinder 210.
As shown in FIG. 3, the elastic body 230 has an overhang portion 231.
The overhang portion 231 is a portion formed so that a part of the elastic body 230 projects from the inner tube 210 in a predetermined radial direction in a region where the inner tube 210 protrudes from the flange portion 223.
The projecting portion 231 is formed in an oval shape in which the planar shape viewed from the axial direction of the inner cylinder 210 is eccentric with respect to the inner cylinder 210, for example.

The intermediate plate 240 is a plate-like member that is formed of a hard material such as steel, for example, and is embedded in a region of the elastic body 230 opposite to the end surface portion 222.
The intermediate plate 240 is provided for the purpose of inclining the elastic main shaft of the bush 200 with respect to the central axis of the inner cylinder 210 in cooperation with the overhang portion 231.
The intermediate plate 240 is embedded in a region around the overhang portion 231 in the elastic body 230 and is joined to the elastic body 230 by, for example, vulcanization adhesion.
As shown in FIG. 2, the intermediate plate 240 is inclined with respect to the inner cylinder 210 so as to move away from the outer peripheral surface of the inner cylinder 210 on the projecting portion 231 side and approach the outer peripheral surface of the inner cylinder 210 on the end surface portion 222 side. Are arranged.
For example, the intermediate plate 240 is formed in a curved surface substantially along a part of a conical surface concentric with the inner cylinder 210, and is provided in a partial region around the central axis of the inner cylinder 210.
An end portion on the inner diameter side of the intermediate plate 240 is disposed so as to face the outer peripheral surface of the inner cylinder 210 via the elastic body 230.

The elastic support 100 uses the two bushes 200 described above, and is arranged so that the inner cylinders 210 of the bushes 200 are concentrically arranged and the end surfaces 222 are opposed to each other with a gap therebetween, and between the end surfaces 222. The spacer 300 to be described below is inserted.
At this time, as shown in FIG. 2, each bush 200 has a staggered direction on the side where the overhanging portion 231 and the intermediate plate 240 are provided (the angular position around the central axis of the inner cylinder 210 is 180 °). To be spaced apart).
FIG. 4 is a view of the spacer in the elastic support according to the embodiment as seen from the axial direction.
FIG. 4A shows a spacer 300A used for an SUV vehicle (high vehicle height vehicle) having a vehicle height higher than that of a standard vehicle height vehicle.
FIG. 4B shows a spacer 300B used for a standard high vehicle (low vehicle high vehicle).

As shown in FIG. 4, the spacer 300 (300 </ b> A, 300 </ b> B) includes a collar portion 310 and a sandwiched portion 320.
The collar portion 310 and the sandwiched portion 320 are formed of a hard material having a sufficiently high rigidity with respect to the elastic body 230 such as steel.
The collar portion 310 is a cylindrical portion that is disposed between the opposing ends of the inner cylinder 210 of each bush 200.
The collar portion 310 is sandwiched with both end surfaces in the axial direction coming into contact with the end surfaces of the inner cylinders 210.

The sandwiched portion 320 is formed so as to project from the outer peripheral surface of the collar portion 310 to the outer diameter side in a bowl shape.
Here, in the spacer 300A shown in FIG. 4A, the sandwiched portion 320 is formed in a fan shape only within a predetermined range in which the angular range around the central axis of the collar portion 310 is smaller than 180 °, for example. Yes.
On the other hand, in the spacer 300 </ b> B shown in FIG. 4B, the sandwiched portion 320 is formed with substantially the same cross section over the entire circumference around the collar portion 310.
That is, the spacer 300A and the spacer 300B have different free surface areas and positions of the elastic bodies at the end surfaces of the opposing upper and lower bushes 200.

When the spacer 300B is used, the end face portions 222 of the upper and lower bushes 200 are in contact with each other via the sandwiched surface portion 320 over the entire circumference, whereas when the spacer 300A is used, the sandwiched portion is held. In the region where the surface portion 320 is not formed, the free surface area where the bushes 200 do not contact each other increases, and the rigidity locally decreases in this portion.
Further, this free surface is eccentric with respect to the central axis of the inner cylinder 210.
The present embodiment is characterized in that only the spacer 300 (300A, 300B) is selectively used to change the inclination angle of the elastic main shaft as the entire elastic support 100 while sharing the bush 200.

Hereinafter, effects of the above-described embodiment will be described.
FIG. 5 is a schematic diagram illustrating an example of the subframe behavior depending on the relative position between the elastic center of the subframe and the roll center.
FIG. 5 shows a state in which the left and right elastic supports 100 of the sub-frame 10, the rear wheel RW, the roll center RC of the vehicle, and the elastic center O of the sub-frame 10 with respect to the tire lateral force are viewed from the vehicle front-rear direction. Yes.
FIG. 5A shows an example in which the elastic main axes A of the left and right elastic supports 100 are arranged along the vertical direction as an example.
For example, such a state is obtained when a simple cylindrical rubber bush is used as the elastic support 100.

In this case, the elastic center O of the subframe 10 is located at the center of the left and right elastic supports 100.
On the other hand, the roll center, which is the instantaneous center of the roll behavior of the vehicle body, is usually located below the elastic center O when the vehicle starts to turn (substantially the same as when traveling straight). When the lateral force SW is input by turning, a moment for rotating the subframe 10 in the roll direction is generated.
Here, in order to improve the ride comfort and the like, the elastic support body 100 normally sets the spring constant in the vertical direction (cylinder axis direction) lower than the spring constant in the horizontal direction (radial direction). When such a moment occurs, the inner cylinder and the outer cylinder of the left and right elastic support body 100 are displaced relative to each other in the axial direction and in the opposite phase, and the subframe 10 swings in the roll direction with respect to the vehicle body, thereby reducing the lateral rigidity of the suspension. The steering stability will be reduced.

On the other hand, as shown in FIG. 5 (b), the elastic main axis A of the elastic support body 100 is arranged so as to be inclined downward so that the elastic center O of the subframe 10 is lowered, and the roll It is possible to make it close to the center RC or to substantially match it.
As a result, the behavior of the sub-frame 10 when the tire lateral force SF acts can be a translational motion substantially along the vehicle width direction, and the lateral rigidity of the suspension is improved and the steering stability is improved. be able to.

However, when manufacturing a plurality of derived vehicle types having different vehicle heights (that is, different roll center RC heights) using substantially the same body, subframe, and suspension links, the position of the roll center RC Accordingly, the inclination angle of the elastic main shaft required for the elastic support 100 is different.
Therefore, in this embodiment, the upper and lower bushes 200 are shared, and only the spacer 300 is used properly to change the inclination angle of the elastic main shaft corresponding to such a difference in vehicle height.

FIG. 2 shows the elastic principal axis inclination angles α1 and α2 of the respective elastic supports 100 when the spacer 300A shown in FIG. 4A and the spacer 300B shown in FIG. 4B are used.
For example, in the case of a standard vehicle having a relatively low vehicle height, the spacer 300 shown in FIG. 4B is used, and in the case of an SUV type vehicle having a higher vehicle height and a higher roll center RC position with respect to the subframe 10. In this case, by using the spacer 300 shown in FIG. 4A, the elastic support body 100 as a whole is made to have a different inclination angle of the elastic main shaft while optimizing the elastic center of the subframe 10 while sharing the bush 200 itself. Thus, comfort such as vibration, noise, and riding comfort and handling stability can be achieved at a higher level.
In addition, the elastic support body 100 can be configured such that the end face portions 222 of the upper limit bush 200 are in direct contact with each other without using the spacer 300.
In this case, the inclination angle of the elastic main shaft is substantially the same as that when the spacer 300B is used, but the rigidity of the elastic support 100 can be relatively lowered.
However, in this case, since the entire length of the elastic support 100 is reduced by omitting the spacer 300, it is necessary to take another measure such as inserting a collar.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The shape, structure, material, manufacturing method, arrangement, quantity, and the like of each component constituting the elastic support and the subframe mounting structure are not limited to the above-described embodiments, and can be changed as appropriate.
(2) The elastic support body of the embodiment is configured to have an intermediate plate and an overhang portion of the elastic body as an elastic main shaft tilting means for tilting the elastic main shaft of each bush with respect to the central axis. The elastic main axis may be inclined with respect to the central axis.
In addition, the present invention may be configured such that spacers are arranged at intervals between cylindrical bushes that do not have such elastic main shaft tilting means. Even in this case, it is possible to incline the elastic main shaft to some extent depending on the shape of the sandwiched surface of the spacer.
(3) The sub-frame mounting structure of the embodiment is provided on the rear sub-frame as an example, but the sub-frame mounting structure of the present invention is also applied to support the front sub-frame to which the front suspension is mounted. be able to.
(4) The elastic support body of the embodiment is provided in the subframe mounting structure as an example, but the present invention is not limited to this, for example, comparison of an engine, a transmission, a differential, a motor generator, a battery pack, etc. It can also be applied to a mounting structure for various parts that have a large target weight and are floating mounted on the vehicle body.
(5) In the elastic support body of the embodiment, the sandwiched surface portion of the spacer is formed in, for example, a circular shape and an arc shape, but the shape of the sandwiched surface portion is not limited to this, and can be changed as appropriate.
In this case, in order to change the inclination angle of the elastic main shaft, the centroid viewed from the axial direction may be offset with respect to the central axis.
(6) In the embodiment, a common bush is used as a pair of bushes for sandwiching the spacer. However, the spacer may be sandwiched by different types of bushes.
For example, it is good also as a structure using a pair of bush from which the axial direction length and structure differed.

DESCRIPTION OF SYMBOLS 10 Sub-frame 11 Front member 12 Rear member 13 Side member 20 Housing 21 Hub 30 Suspension 31 Front lateral link 32 Upper arm 33 Trailing link 40 Differential 41 Drive shaft 50 Rear mount 60 Front mount 100 Elastic support body 110 Cylindrical part 200 Bush 210 Inside Cylinder 220 Outer cylinder 221 Cylindrical part 222 End face part 223 Flange part 230 Elastic body 231 Overhang part 240 Intermediate plate 300 (300A, 300B) Spacer 310 Collar part 320 Nipped surface part O Subframe elastic center RC Roll center A Elastic main shaft RW Rear wheel SW Lateral force

Claims (5)

A first bush having an outer cylinder, an inner cylinder inserted on the inner diameter side of the outer cylinder, and an elastic body filled between an inner peripheral surface of the outer cylinder and an outer peripheral surface of the inner cylinder; A second bush,
Arranging the first bush and the second bush in the axial direction so that the inner cylinder of the first bush and the inner cylinder of the second bush are substantially concentric;
Between the first bush and the second bush, it is sandwiched between the opposing end surfaces of the elastic body of the first bush and the elastic body of the second bush, and from the central axis direction of the inner cylinder An elastic support comprising a spacer having a sandwiched surface portion formed so that a viewed centroid is eccentric with respect to the central axis. 2. The elastic support according to claim 1, wherein at least one of the first bush and the second bush has an elastic main shaft inclination means for inclining an elastic main shaft with respect to a central axis of the inner cylinder. body. The sandwiched surface portion of the spacer has a sector shape formed in a sector shape in which a planar shape viewed from the central axis direction of the inner cylinder is formed over a partial angular range around the central axis. The elastic support body according to claim 1 or 2. A subframe to which at least a part of a suspension arm of the vehicle is swingably attached;
A vehicle body fastening portion provided at a plurality of locations separated in the vehicle width direction in the vehicle subframe and fastened to the vehicle body via an elastic support,
The vehicle body fastening portion is disposed at a position higher than the roll center at the start of turning of the vehicle,
The elastic support body of any one of Claim 1 to Claim 3 is provided in the said vehicle body fastening part, The elastic center of the said sub-frame was set to the position lower than the said elastic support body. Subframe mounting structure. The sub-frame mounting structure according to claim 4, wherein the elastic center of the sub-frame is set at substantially the same height as the roll center at the start of turning of the vehicle.

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