JP2018161989A - Car rear suspension structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the support rigidity of a trailing arm 12 with respect to a rear wheel as much as possible while suppressing an increase in weight of a rear portion of a vehicle. SOLUTION: A pair of left and right trailing arms 12 are joined in a state where the U-shaped openings face each other in the vehicle width direction so that the cross-sectional shape of the trailing arm 12 is U-shaped and the cross-sectional shape of the trailing arm 12 is a closed cross-sectional shape. It has an inner panel 20 and an outer panel 30. Each rear wheel is supported by the rear portion of the outer panel 30, and the thickness of the outer panel 30 is larger than the thickness of the inner panel 20. [Selection diagram] Fig. 3

Description

  The present invention includes a torsion beam suspension having a pair of left and right trailing arms that extend in the longitudinal direction of the vehicle and support the left and right rear wheels, and a torsion beam that extends in the vehicle width direction and connects the trailing arms. The present invention relates to a rear suspension structure of an automobile.

  2. Description of the Related Art Conventionally, a rear suspension structure for an automobile includes a torsion beam type suspension having a pair of left and right trailing arms and a torsion beam for connecting the trailing arms.

  For example, Patent Document 1 includes a pair of left and right trailing arms that extend in the vehicle front-rear direction and are configured by pipes, and a torsion beam that connects the two trailing arms. Discloses a rear suspension structure of an automobile in which each rear wheel is supported.

JP2015-2224016A

  By the way, in the rear suspension structure of an automobile, a wheel support part that supports a rear wheel is provided at the rear part of the trailing arm, and the rear wheel may be supported by the trailing arm through the wheel support part. Since the rear wheel is disposed on the outer side in the vehicle width direction than the trailing arm, as described above, in the case where the rear wheel is supported by the rear portion of the trailing arm, in particular, the peripheral surface portion of the trailing arm. Among them, it is necessary to increase the support rigidity for the rear wheel as much as possible in the portion constituting the outer surface portion in the vehicle width direction (hereinafter referred to as the outer portion).

  As a method of increasing the support rigidity for the rear wheel of the outer portion, it is conceivable to increase the thickness of the outer portion. However, when the trailing arm is formed of a pipe as in Patent Document 1, the entire thickness of the peripheral surface portion of the trailing arm must be increased, which increases the weight of the rear portion of the vehicle.

  Further, it is conceivable to increase the supporting rigidity for the rear wheel by increasing the thickness of the trailing arm. However, as in Patent Document 1, when the trailing arm is constituted by a pipe, the trailing arm is partially thickened. Since it is difficult to do this, the entire trailing arm must be made thicker, and even in this case, there is a problem of an increase in the weight of the rear part of the vehicle.

  The present invention has been made in view of such a point, and an object of the present invention is to increase the supporting rigidity of the rear wheel of the trailing arm as much as possible while suppressing an increase in the weight of the rear portion of the vehicle.

  In order to solve the above problems, the present invention provides a pair of left and right trailing arms that extend in the vehicle longitudinal direction and support the left and right rear wheels, respectively, and a torsion beam that extends in the vehicle width direction and connects the two trailing arms. Targeting a rear suspension structure of an automobile with a torsion beam suspension having a U-shaped opening, each trailing arm has a U-shaped cross section, and the trailing arm has a closed cross-sectional shape. Has an inner panel and an outer panel joined in a state of facing each other in the vehicle width direction, each rear wheel is supported by a rear portion of the outer panel, and the thickness of the outer panel is equal to that of the inner panel. It was set as the structure larger than thickness.

  According to this configuration, since the trailing arm is composed of the inner panel and the outer panel, only the outer panel on which the rear wheel is supported can be made thicker among the inner and outer panels. The increase can be suppressed. Further, since the thickness of the outer panel on which the rear wheel is supported is larger than the thickness of the inner panel, the support rigidity of the outer panel with respect to the rear wheel can be increased.

  Therefore, it is possible to increase the support rigidity of the trailing arm to the rear wheel as much as possible while suppressing an increase in the weight of the rear portion of the vehicle.

  In the rear suspension structure of the automobile, the width in the vehicle width direction at the rear portion of the trailing arm is larger than the width in the vehicle width direction at the front portion of the trailing arm, and the inner panel is formed at the rear portion of the trailing arm. The width in the vehicle width direction is preferably larger than the width in the vehicle width direction of the outer panel.

  According to this configuration, since the width in the vehicle width direction at the rear portion of the trailing arm is larger than the width in the vehicle width direction at the front portion of the trailing arm, the rigidity of the rear wheel as a whole is improved. be able to. Also, by making the width of the inner panel in the vehicle width direction at the rear portion of the trailing arm larger than the width of the outer panel in the vehicle width direction, the proportion of the outer panel in the rear arm of the trailing arm is increased. Since it becomes larger than the occupied ratio, an increase in the weight of the rear portion of the vehicle can be further suppressed.

  In one embodiment of the rear suspension structure of the automobile, in the state where the inner panel and the outer panel are joined, an end portion on the outer side in the vehicle width direction at the upper part of the inner panel is in the vehicle width direction at the upper part of the outer panel. An end portion on the outer side in the vehicle width direction at the lower portion of the inner panel is located on the upper side of the inner end portion, and is located on the lower side of the end portion in the vehicle width direction on the lower portion of the outer panel.

  According to this configuration, the inner panel and the outer panel are joined in such a state that the inner ends in the vehicle width direction of the upper and lower portions of the outer panel are fitted in the inner panel. Thereby, even if a load in the vertical direction is input to one of the inner panel and the outer panel, it is difficult to release the bonding between the inner panel and the outer panel.

  Moreover, since the width | variety of an up-down direction becomes larger than the outer side panel by the said structure, the weight increase of a vehicle rear part can be suppressed more.

  In the rear suspension structure of the automobile, the width in the vehicle width direction at the rear portion of the trailing arm is larger than the width in the vehicle width direction at the front portion of the trailing arm, and the width in the vehicle width direction at the rear portion of the inner panel. Is preferably larger than the width in the vehicle width direction at the front portion of the inner panel.

  According to this configuration, by increasing the width of the inner panel in the vehicle width direction without significantly increasing the width of the outer panel in the vehicle width direction, the width in the vehicle width direction at the rear portion of the trailing arm is reduced. Since it can be made larger than the width in the vehicle width direction at the front portion of the arm, an increase in the weight of the rear portion of the vehicle can be further suppressed.

  As described above, according to the rear suspension structure of an automobile according to the present invention, the thickness of the outer panel on which the rear wheel is supported is larger than the thickness of the inner panel, so that the support rigidity for the rear wheel on the outer panel is increased. Can be high. Moreover, since only an outer side panel is thickened among an inner side and an outer side panel, the weight increase of a vehicle rear part can be suppressed. As a result, it is possible to increase the support rigidity for the rear wheel of the trailing arm as much as possible while suppressing an increase in the weight of the rear portion of the vehicle.

It is a top view which shows the torsion beam type suspension arrange | positioned at the vehicle body rear part of the motor vehicle to which the rear part suspension structure which concerns on embodiment of this invention was applied. It is sectional drawing which shows the right side part of the vehicle body rear part of the said motor vehicle. It is the perspective view which looked at the right side part of the said torsion beam type suspension from diagonally upper side. It is the left side view which looked at the right side part of the said torsion beam type suspension from the left side. It is sectional drawing equivalent to the VV line of FIG. It is sectional drawing equivalent to the VI-VI line of FIG. It is sectional drawing equivalent to the VII-VII line of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the front, rear, left, right, top and bottom of the automobile are simply referred to as front, rear, left, right, top and bottom, respectively.

  FIG. 1 shows a torsion beam suspension 10 (hereinafter simply referred to as a suspension 10) disposed at the rear of a vehicle body (hereinafter referred to as a vehicle) to which a rear suspension structure according to an embodiment of the present invention is applied. Indicates the right part of the rear of the vehicle body. The vehicle is a front engine front drive type (FF type) vehicle, in which the front wheels are drive wheels and the rear wheels 50 (see FIG. 2) are driven wheels.

  The suspension 10 disposed at the rear of the vehicle body includes a pair of left and right trailing arms 12 extending in the front-rear direction and a torsion beam 13 extending in the vehicle width direction and connecting the trailing arms 12.

  A suspension bush 14 for connecting the trailing arm 12 so as to be swingable in the vertical direction with respect to the vehicle body is fixed to the front end portion of each trailing arm 12.

  Spring seats 16 are respectively provided at the corners between the ends of the torsion beam 13 on the rear side and on both sides in the longitudinal direction of the torsion beam 13 and the pair of left and right trailing arms 12. A coil spring for suspension (not shown) is attached to the spring seat 16.

  A damper 80 for absorbing a repulsive load transmitted from the road surface via the rear wheel 50 is attached to a portion of each trailing arm 12 behind the spring seat 16 via a damper bracket 70. .

  An axle unit 51 as a rear wheel support unit for supporting the rear wheel 50 faces outward in the vehicle width direction at substantially the same front and rear position as the spring seat 16 in the middle portion in the front and rear direction of each trailing arm 12. Are provided so as to protrude.

  Hereinafter, a detailed configuration of the trailing arm 12 and components (spring seat 16 and the like) attached to the trailing arm 12 will be described. In addition, since the rear suspension structure according to this embodiment is configured symmetrically, in the following description, the configuration of the components attached to the right trailing arm 12 and the right trailing arm 12 will be mainly described. Detailed description of the left trailing arm 12 and the like will be omitted.

  First, the trailing arm 12 will be described.

  As shown in FIG. 2, the front portion 12 a of the trailing arm 12 has a curved shape that is convex toward the left side (that is, the inside in the vehicle width direction) in plan view so as to avoid the rear wheel 50. Specifically, the front part 12a of the trailing arm 12 has its front-rear direction middle part located on the leftmost side (that is, the vehicle width direction inner side), and from there, the front end of the front part 12a and the front part 12a As it approaches the rear side end, it is curved so as to be located on the right side. Further, as shown in FIG. 2, the rear portion of the front portion 12a is located on the right side of the front end portion of the front portion 12a. As shown in FIG. 2, the rear portion 12b of the trailing arm 12 has a shape inclined rightward toward the rear side.

  As shown in FIG. 2, the front portion 12a of the trailing arm 12 has a shape in which the width in the vehicle width direction gradually increases from the front end of the front portion 12a toward the rear end of the front portion 12a. have. On the other hand, the rear portion 12b of the trailing arm 12 extends from the front end of the rear portion 12b toward the rear side of the rear portion 12b with a substantially uniform width in the vehicle width direction, and then in the vicinity of the rear end of the rear portion 12b. The portion (the portion to which the damper bracket 70 is attached) has a shape such that the width in the vehicle width direction is larger than the other portions of the rear portion 12b.

  As shown in FIGS. 1 to 4, no other member is provided at the rear end of the trailing arm 12.

  In this embodiment, as shown in FIGS. 5 to 7, the trailing arm 12 is divided into left and right at the middle portion in the vehicle width direction, and the members divided into the left and right are joined together. It is comprised so that a closed cross-sectional shape may be made over the whole front-back direction. Specifically, the trailing arm 12 has an inner panel 20 and an outer panel 30 that have a U-shaped cross section and are joined with the U-shaped openings facing each other in the vehicle width direction. Each of the inner panel 20 and the outer panel 30 is an integrally molded product formed by, for example, pressing a steel plate. In addition, from the viewpoint of preventing electrolytic corrosion due to welding between the inner panel 20 and the outer panel 30, the inner panel 20 and the outer panel 30 are preferably made of the same material.

  As shown in FIGS. 3 and 5 to 7, the inner panel 20 includes an upper wall portion (an upper portion of the inner panel 20, hereinafter referred to as an inner upper wall portion 21) extending in the front-rear direction, and the inner upper wall portion 21. A lower wall portion (a lower portion of the inner panel 20, hereinafter referred to as an inner lower wall portion 22) facing the vertical direction and extending in the front-rear direction, a left end portion of the inner upper wall portion 21, and a left end portion of the inner lower wall portion 22. And a side wall portion (hereinafter referred to as an inner side wall portion 23). The inner side wall portion 23 is curved and inclined in the left-right direction so as to correspond to the curved shape and the inclined shape of the trailing arm 12.

  As shown in FIGS. 2 to 4, the inner upper wall portion 21 and the inner lower wall portion 22 are also bent in the left-right direction so as to correspond to the curved shape and the inclined shape of the trailing arm 12, similarly to the inner side wall portion 23. Inclined. As shown in FIGS. 2 and 5 to 7, the width of the inner upper wall portion 21 in the vehicle width direction is such that the front portion 12 a of the trailing arm 12 moves from the front end of the front portion 12 a toward the rear end. It is getting bigger. Further, the width of the inner upper wall portion 21 in the vehicle width direction is such that, in the rear portion 12b of the trailing arm 12, in the range from the front end of the rear portion 12b to the middle portion in the front-rear direction, the rear end of the front portion 12a. The width of the inner upper wall portion 21 is substantially the same as the width in the vehicle width direction, and further increases toward the left side in the vicinity of the rear end of the rear portion 12b. On the other hand, the width of the inner lower wall portion 22 in the vehicle width direction increases in the front portion 12a of the trailing arm 12 from the front end of the front portion 12a toward the rear end. Further, the width of the inner lower wall portion 22 in the vehicle width direction is such that, in the rear portion 12b of the trailing arm 12, in the range from the front end of the rear portion 12b to the middle portion in the front-rear direction, the rear end of the front portion 12a. The width of the inner lower wall portion 23 is substantially the same as the width in the vehicle width direction, and further increases toward the left side in the vicinity of the rear end of the rear portion 12b. Further, as shown in FIGS. 5 to 7, the width in the vehicle width direction of the inner upper wall portion 21 and the inner lower wall portion 22 is substantially the same size at the front end portion, and the inner lower portion at the rear portion 12b. The wall portion 22 is larger than the inner upper wall portion 21.

  As shown in FIGS. 3 and 5 to 7, the outer panel 30 includes an upper wall portion (an upper portion of the outer panel 30, hereinafter referred to as an outer upper wall portion 31) extending in the front-rear direction, and the outer upper wall portion 31. A lower wall portion (a lower portion of the outer panel 30; hereinafter referred to as an outer lower wall portion 32) that extends in the front-rear direction facing the vertical direction, a right end portion of the outer upper wall portion 31, and a right end portion of the outer lower wall portion 32 And a side wall part (hereinafter referred to as an outer side wall part 33). The outer side wall 33 is curved and inclined in the left-right direction so as to correspond to the curved shape and the inclined shape of the trailing arm 12.

  As shown in FIGS. 2 and 3, the outer upper wall portion 31 and the outer lower wall portion 32 are also bent in the left-right direction so as to correspond to the curved shape and the inclined shape of the trailing arm 12 in the same manner as the outer side wall portion 33. Inclined. As shown in FIGS. 2 and 5 to 7, the width of the outer upper wall portion 31 in the vehicle width direction increases toward the left side toward the rear side at the front portion 12 a of the trailing arm 12. Yes. The width of the outer upper wall 31 in the vehicle width direction is such that, in the rear portion 12b of the trailing arm 12, in the range from the front end of the rear portion 12b to the middle portion in the front-rear direction. The width of the upper wall portion 31 is substantially the same as the width in the vehicle width direction, and further increases toward the left side in the vicinity of the rear end of the rear portion 12b. On the other hand, the width of the outer lower wall portion 32 in the vehicle width direction is substantially the same over the entire front and rear direction of the trailing arm 12 as shown in FIGS.

  Further, as shown in FIGS. 5 to 7, the thickness of the outer panel 30 is made larger than the thickness of the inner panel 20 over the entire trailing arm 12.

  The width of the inner panel 20 in the vehicle width direction and the width of the outer panel 30 in the vehicle width direction, more specifically, the width in the vehicle width direction of the inner upper wall portion 21 and the vehicle in the inner lower wall portion 22 in the cross section of the trailing arm 12. When the average value of the width in the width direction is compared with the average value of the width in the vehicle width direction of the outer upper wall portion 31 and the width in the vehicle width direction of the outer lower wall portion 32, the front end portion of the trailing arm 12 Then, the width of the inner panel 20 in the vehicle width direction and the width of the outer panel 30 in the vehicle width direction are approximately the same size, but the rear arm 12b of the trailing arm 12 has a width in the vehicle width direction. Is larger than the width of the outer panel 30 in the vehicle width direction.

  Moreover, as shown in FIGS. 5-7, it is the ratio of the width | variety of the width direction of the front-back direction intermediate part of the rear part 12b of the trailing arm 12 with respect to the width | variety of the vehicle width direction in the front side edge part of the trailing arm 12. Regarding the enlargement rate in the vehicle width direction, the enlargement rate in the vehicle width direction of the inner panel 20 is larger than the enlargement rate of the outer panel 30. That is, the width of the trailing arm 12 in the vehicle width direction is basically larger on the rear side than on the front side as the width of the inner panel 20 in the vehicle width direction increases.

  The inner panel 20 and the outer panel 30 are welded to the inner upper wall portion 21 and the outer upper wall portion 31 so that the trailing arm 12 has a closed sectional shape. The outer lower wall portion 32 is joined by welding. Specifically, as shown in FIGS. 5 to 7, the right end portion (that is, the outer end portion in the vehicle width direction) of the inner upper wall portion 21 is the left end portion (that is, the vehicle width) of the outer upper wall portion 31. The right side end of the inner upper wall 21 and the left side end of the outer upper wall 31 are joined together by welding while being superimposed on the upper side of the inner inner wall). With the right end overlapped with the lower side of the left end of the outer lower wall 32, the right end of the inner lower wall 22 and the left end of the outer lower wall 32 are joined by welding. . Thereby, the closed cross-sectional shape of the trailing arm 12 is formed by the inner and outer upper wall portions 21 and 31, the inner and outer lower wall portions 22 and 32, and the inner and outer sidewall portions 23 and 33. Moreover, in the state where the inner panel 20 and the outer panel 30 are joined by joining the inner panel 20 and the outer panel 30 as described above, the right end of the inner upper wall portion 21 of the inner panel 20 is The right end of the inner lower wall 22 of the inner panel 20 is located below the left end of the outer lower wall 32 of the outer panel 30. Come to be located. The inner panel 20 and the outer panel 30 are the right end of the inner upper wall 21 and the left end of the outer upper wall 31, and the right end of the inner lower wall 22 and the outer lower wall 32. It may be joined by butt joining with the left end.

  Next, members attached to the trailing arm 12 will be described.

  The torsion beam 13 is shaped so that the cross-sectional shape forms a closed cross-section and an irregular cross-section by pressing a middle portion in the longitudinal direction of the lower portion of the hollow round pipe from the lower side to the upper side. In the present embodiment, the torsion beam 13 has a circular cross section at the end on both sides in the longitudinal direction, which is the original shape of the hollow round pipe, and an irregular cross sectional shape at the middle portion in the longitudinal direction is shown in FIG. In this way, the opening has a U-shape located on the lower side. The irregular cross-sectional shape is such that the U-shaped opening becomes larger from the ends on both sides in the longitudinal direction toward the center in the longitudinal direction.

  Ends on both sides in the longitudinal direction of the torsion beam 13 are welded to the front portion 12a of the trailing arm 12, respectively. Specifically, the end portion on the right side in the longitudinal direction of the torsion beam 13 is welded to the inner panel 20 of the right trailing arm 12 at the front portion 12a of the right trailing arm 12 (see FIGS. 2 and 3). The left end of the torsion beam 13 in the longitudinal direction is welded to the inner panel 20 of the left trailing arm 12 at the front portion 12a of the left trailing arm 12 (see FIG. 1).

  The suspension bush 14 is fixed to the front end portion of the trailing arm 12 as described above.

  As shown in FIGS. 3 and 4, the suspension bush 14 includes an outer cylinder 14a that is fixed to the front end of the trailing arm 12, and an inner cylinder that is disposed coaxially with the outer cylinder 14a inside the outer cylinder 14a. It has the cylinder 14b and the elastic member 40 arrange | positioned between the outer cylinder 14a and the inner cylinder 14b.

  As shown in FIGS. 3 and 4, the front end of the inner side wall 23 and the front end of the outer side wall 33 are U-shaped open toward the front so as to correspond to the shape of the outer cylinder 14a. A notch 12c (see FIG. 4 for the notch 12c of the inner side wall 23 and see FIG. 3 for the notch 12c of the outer side wall 33) is formed in the notch 12c. And the outer cylinder 14a and the inner and outer side wall portions 23 and 33 are welded to each other, whereby the suspension bush 14 is fixed to the front end portion of the trailing arm 12. As shown in FIG. 2, the suspension bush 14 is disposed such that its cylinder shaft (the cylinder shaft of the outer cylinder 14a and the inner cylinder 14b) is slightly inclined in the front-rear direction with respect to the vehicle width direction. Specifically, the suspension bush 14 is disposed such that its cylinder axis is slightly inclined rearward from the left side to the right side.

  As shown in FIG. 2, a shaft member 41 is inserted into the inner cylinder 14 b of the suspension bush 14. The shaft member 41 is attached to the side sill extending portion 6 and the wheel house panel 7 whose right end extends from the side sill 2, and the left end of the shaft member 41 is attached to the bracket 3 provided on the side sill 2. It is attached to the reinforcing member 5 joined to the bracket 3. Specifically, a weld nut 42 is fixed to the left side of the bracket 3 (that is, the inner side in the vehicle width direction), and the tip of the shaft member 41 (the left end in FIG. 2) and the weld nut 42 are connected to each other. By being fastened, the shaft member 41 is connected to the vehicle body of the vehicle. As a result, the trailing arm 12 is connected to the vehicle body of the vehicle via the shaft member 41, and can swing in the vertical direction with its front end as a fulcrum.

  As shown in FIGS. 2 and 3, the spring seat 16 has a flat bottom wall portion 16a having a substantially rectangular shape in plan view, and an upper side from the front edge of the bottom wall portion 16a toward the front side and the right side. An inclined portion 16b that spreads so as to incline, a left side edge of the bottom wall portion 16a and the inclined portion 16b, a first flange portion 16c formed along the rear side edge of the bottom wall portion 16a, and the inclined portion 16b. It has the 2nd flange part 16d formed along the front side edge, and the spring attachment part 16e which is provided in the approximate center of the bottom wall part 16a, and can attach a coil spring (illustration omitted).

  The spring seat 16 is an integrally formed product formed by, for example, press forming a steel plate. The first flange portion 16c rises upward from the left end portions of the bottom wall portion 16a and the inclined portion 16b and rises upward from the rear end portion of the bottom wall portion 16a. The second flange portion 16d rises upward from the front end portion of the inclined portion 16b.

  As shown in FIG. 3, the front end portion of the spring seat 16 (that is, the second flange portion 16 d) is located at substantially the same front-rear position as the rear portion of the end portion on the right side in the longitudinal direction of the torsion beam 13. The rear end of the spring seat 16 (that is, the portion along the rear end of the bottom wall portion 16a in the first flange portion 16c) is the same front-rear position as the intermediate position in the front-rear direction of the rear portion 12b of the trailing arm 12. Is located.

  As shown in FIGS. 2 and 3, the second flange portion 16 d is substantially in contact with the rear side portion of the end portion on the right side in the longitudinal direction of the torsion beam 13. 16 d is welded to the relevant portion of the torsion beam 13.

  Further, the right end portion of the inclined portion 16b is in contact with the portion corresponding to the front portion 12a in the inner side wall portion 23, and the right end portion of the bottom wall portion 16a corresponds to the rear portion 12b in the inner side wall portion 23. It is in contact with the part to be. The right end portion of the inclined portion 16b and the right end portion of the bottom wall portion 16a are welded to the inner side wall portion 23, respectively.

  Further, as shown in FIGS. 2 and 3, the right end of the portion along the rear end of the bottom wall 16a in the first flange 16c is in contact with the inner side wall 23, and the first flange The right end portion of 16 c is welded to the inner side wall portion 23.

  The damper 80 is attached to and supported by a damper bracket 70 provided in a portion of the inner panel 20 on the rear side of the rear end of the spring seat 16.

  2 and 3, the damper bracket 70 includes an inner side surface portion 70a that extends in the front-rear direction and is located on the inner side in the vehicle width direction (left side in FIGS. 2 and 3), and the inner side surface portion 70a and the vehicle width. Before connecting the outer side surface part 70b that is spaced apart outward in the direction (right side in FIGS. 2 and 3) and extends in the front-rear direction, and the front end part of the inner side surface part 70a and the front end part of the outer side surface part 70b The side surface portion 70c and the joint portion 70d extending from the rear side end portion of the inner side surface portion 70a and the rear side end portion of the outer side surface portion 70c toward the vehicle width direction outer side.

  The outer end in the vehicle width direction of the joint portion 70d provided on the inner side surface portion 70a is welded to the inner side wall portion 23 of the inner panel 20, and the lower end of the joint portion 70d provided on the outer side surface portion 70b. The portion is welded to the inner upper wall portion 21 of the inner panel. Thereby, the damper bracket 70 is fixed to the inner panel 20.

  The front side surface portion 70c of the damper bracket 70 is located at substantially the same longitudinal position as the rear side portion of the first flange portion 16c of the spring seat 16, and the lower end portion of the front side surface portion 70c is the first flange portion. 70c is welded. That is, the damper bracket 70 is joined not only to the inner panel 20 but also to the spring seat 16, thereby improving the support rigidity for the damper 80.

  As shown in FIG. 3, the inner side surface portion 70 a of the damper bracket 70 is provided with a hole 70 e through which a shaft member 88 for attaching the damper 80 to the damper bracket 70 is inserted. On the other hand, a weld nut 73 is fixed to the right side portion of the outer side surface portion 70b of the damper bracket 70 as shown in FIG. The weld nut 73 is fixed at a position where the screw hole 73a is coaxial with the hole 70e provided in the inner side surface portion 70a of the damper bracket 70.

  A bracket attachment portion through which a shaft member 88 (see FIG. 4) extending in the vehicle width direction is inserted is provided at the lower end portion of the damper 80. When the damper 80 is attached to the damper bracket 70, the bracket attaching portion of the damper 80 is aligned with the hole 70 e of the inner side surface portion 70 a of the damper bracket 70 and the screw hole 73 a of the weld nut 73. Are arranged between the inner side surface portion 70a and the outer side surface portion 70b so as to line up with each other, and thereafter, the hole 70e of the inner side surface portion 70a of the damper bracket 71, the hole of the bracket mounting portion, and the screw hole 73a of the weld nut 73. Then, the shaft member 88 is inserted, and the tip end portion (right end portion in FIG. 7) of the shaft member 88 is fastened to the weld nut 73. As a result, the damper 80 is attached to and supported by the damper bracket 70.

  The axle unit 51 is supported by the trailing arm 12 via the axle bracket 15 attached to the outer panel 30 at the rear portion 12 b of the trailing arm 12.

  The axle bracket 15 is formed, for example, by bending a metal plate so as to be substantially U-shaped in plan view, and as shown in FIG. 3, the outer upper wall portion 31 from a height position equivalent to the outer lower wall portion 32. A front side surface portion 15a extending in the vertical direction to a higher position, a rear side surface portion 15b spaced apart from the front side surface portion 15a to the rear side and extending in a vertical range similar to the front side surface portion 15a, and the front side surface portion 15 The outer side surface part 15c which connects the right side edge part and the right side edge part of the rear side surface part 15b is provided. As shown in FIG. 3, the front side surface portion 15 b and the rear side surface portion 15 b of the axle bracket 15 are along the outer upper wall portion 31 and the outer side wall portion 33 of the outer panel 30 as shown in FIG. 3. As described above, a notch portion 15f that is notched in an L shape is formed. The axle bracket 15 has the notch portion 15f arranged along the outer upper wall portion 31 and the outer side wall portion 33, and then the front side surface portion 15a and the rear side surface portion 15b are formed on the outer upper wall portion 31 and the outer side wall portion 33, respectively. It is fixed to the outer panel 30 by welding. The front side 15b and the rear side 15b of the axle bracket 15 have a notch 15f formed along the outer upper wall 31, the outer side wall 33 and the outer lower wall 32 of the outer panel 30. It may be missing. When the cutout portion 15f is U-shaped, the lower portions of the front side surface portion 15a and the rear side surface portion 15b are welded to the outer upper wall portion 31, the outer side wall portion 33, and the outer lower wall portion 32, respectively.

  As shown in FIGS. 2 and 3, the axle bracket 15 has a portion surrounded by the front side surface portion 15 a, the rear side surface portion 15 b, the outer side surface portion 15 c, and the outer side wall portion 33 of the outer panel 30. Is provided with a first auxiliary member 15d for preventing deformation due to a load in the front-rear direction. The peripheral edge portion of the first auxiliary member 15d is welded to the front side surface portion 15a, the rear side surface portion 15b, and the outer side surface portion 15c of the axle bracket 15, respectively.

  Further, a second auxiliary member 15 e for improving the attachment rigidity of the axle bracket 15 to the trailing arm 12 is joined to the front side surface portion 15 a of the axle bracket 15. The second auxiliary member 15 e extends in the vehicle width direction so as to straddle the inner upper wall portion 21 and the outer upper wall portion 31, and is disposed in front of the inner upper wall portion 21, the outer upper wall portion 31, and the axle bracket 15. Each side surface 15a is welded.

  As shown in FIGS. 2, 3 and 6, the axle unit 51 includes a hub 52 to which a wheel 50 a (see FIG. 2) of the rear wheel 50 is attached, and a housing 53 that houses a shaft portion 52 b of the hub 52. Have. As shown in FIG. 6, a ball bearing 55 is formed by the shaft portion 52b of the bubb 52, the housing 53, and the ball 54, whereby the bubb 52 is rotatable. A flange portion 53a is provided on the left side portion of the housing 53, and the flange portion 53a is disposed on a portion of the outer side surface portion 15c of the axle bracket 15 above the outer panel 30 in the fastening member 100 (FIGS. 4). As a result, the axle unit 51 is attached to the axle bracket 15. In a state where the axle unit 51 is attached to the axle bracket 15, the axle unit 51 protrudes toward the right side, and the axis of the hub 52 of the axle unit 51 coincides with the vehicle width direction.

  As shown in FIGS. 2, 3, and 6, a hub flange 52 a is formed in the right portion of the hub 52 so as to extend outward in the radial direction of the hub 52. The hub flange 52a is fastened by a fastening member 101 (see particularly FIG. 2). Thus, the rear wheel 50 is supported on the rear portion of the outer panel 30 via the axle unit 51 and the axle bracket 15.

  In the present embodiment, the right trailing arm 12 and the components attached to the right trailing arm 12 are configured as described above. The left trailing arm 12 and the components attached to the left trailing arm 12 are configured to be symmetrical with the configuration of the right trailing arm 12 and the like described above.

  Here, when the rear wheel 50 is supported by the rear portion 12b of the trailing arm 12 as in the suspension 10 according to the present embodiment, the outer surface portion of the trailing arm 12 in the vehicle width direction (that is, the outer side). It is necessary to increase the support rigidity of the rear wheel 50 in the panel 30) as much as possible. On the other hand, it is desirable to prevent an increase in the weight of the rear portion of the vehicle when the support rigidity for the rear wheel 50 is improved.

  According to the present embodiment, the thickness of the outer panel 30 that constitutes the outer circumferential surface portion of the trailing arm 12 and that supports the rear wheel 50 is greater than the thickness of the inner panel 20. Therefore, the support rigidity for the rear wheel 50 of the outer panel 30 can be increased.

  Further, among the inner panel 20 and the outer panel 30, only the outer panel 30, which is a portion where the rear wheel 50 is supported, is thickened, so that an increase in the weight of the rear portion of the vehicle can be suppressed.

  Therefore, in this embodiment, it is possible to increase the support rigidity for the rear wheel 50 of the trailing arm 12 as much as possible while suppressing an increase in the weight of the rear portion of the vehicle.

  Further, the trailing arm 12 according to the present embodiment is configured such that the width in the vehicle width direction of the rear portion 12b, which is the portion where the rear wheel 50 is supported, is larger than the width in the vehicle width direction of the front portion 12a. Therefore, the supporting rigidity with respect to the rear wheel 50 can be improved even for the trailing arm 12 as a whole.

  Further, the front portion 12a is made as short as possible in the vehicle width direction, and in detail so as to avoid the rear wheel 50, the front middle portion of the front portion 12a has a front end and a front portion of the front portion 12a. The rear wheel 50 can be supported by the axle unit 51 at a position as close as possible to the trailing arm 12 because it is curved so as to be located on the inner side in the vehicle width direction from the rear end of 12a. Thereby, the support rigidity with respect to the rear wheel 50 of the trailing arm 12 can be further improved.

  Further, the trailing arm 12 according to the present embodiment has a width in the vehicle width direction of the inner panel 20 in the rear portion 12b (a width in the vehicle width direction of the inner upper wall portion 21 and a width in the vehicle width direction of the inner lower wall portion 22). Is made larger than the width in the vehicle width direction of the inner panel 20 at the front portion 12a, thereby increasing the width in the vehicle width direction of the trailing arm 12 as a whole. Further, in the trailing arm 12 according to the present embodiment, the width in the vehicle width direction of the inner panel 20 is set to the width in the vehicle width direction of the outer panel 30 (the width of the outer upper wall portion 31). The average value of the width in the vehicle width direction and the width in the vehicle width direction of the outer lower wall portion 32) is increased. As a result, the ratio of the inner panel 20 to the trailing arm 12 as a whole can be increased as much as possible, and the increase in the weight of the rear portion of the vehicle when the support rigidity for the rear wheel 50 of the trailing arm 12 is improved can be further suppressed. Can do.

  Further, in the present embodiment, in the state in which the inner panel 20 and the outer panel 30 are joined, the end portion on the inner upper wall portion 21 of the inner panel 20 on the outer side in the vehicle width direction is on the outer upper wall portion 31 of the outer panel 30. Located on the upper side of the vehicle width direction inner end, the vehicle width direction outer end of the inner lower wall portion 22 of the inner panel 20 is the vehicle width direction inner end of the outer lower wall portion 32 of the outer panel 30. Located on the lower side. As a result, the end portions on the inner side in the vehicle width direction of the outer upper wall portion 31 and the outer lower surface portion 32 of the outer panel 30 are fitted into the inner side of the inner panel 20 in the vertical direction. Thereby, even if a load in the vertical direction is input to one of the inner panel 20 and the outer panel 30, the bonding between the inner panel 20 and the outer panel 30 is difficult to be released. Moreover, since the vertical width of the inner panel 20 is larger than the vertical width of the outer panel 30, an increase in the weight of the rear portion of the vehicle can be further suppressed.

  Therefore, in the present embodiment, a pair of left and right trailing arms 12 extending in the front-rear direction and supporting the left and right rear wheels 50 and a torsion beam 13 extending in the vehicle width direction and connecting the trailing arms 12 are provided. Each trailing arm 12 has a U-shaped cross section, and an inner panel 20 joined with the U-shaped openings facing each other in the vehicle width direction so that the cross-sectional shape of the trailing arm 12 forms a closed cross-sectional shape, and Since each rear wheel 50 has an outer panel 30 and is supported by the rear part of the outer panel 30, and the thickness of the outer panel 30 is made larger than the thickness of the inner panel 20, an increase in the weight of the rear part of the vehicle is suppressed. On the other hand, the support rigidity for the rear wheel 50 of the trailing arm 12 can be made as high as possible.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the damper bracket 70 is attached only to the inner panel 20 of the inner and outer panels 20, 30. However, the present invention is not limited to this, and the damper bracket 70 is attached to the inner and outer panels 20, 30. It may be attached across.

  In the above embodiment, the vehicle is an FF type vehicle, but the vehicle may be a four-wheel drive type vehicle.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention includes a torsion beam suspension having a pair of left and right trailing arms that extend in the longitudinal direction of the vehicle and support the left and right rear wheels, and a torsion beam that extends in the vehicle width direction and connects the trailing arms. It is useful as a rear suspension structure for automobiles.

10 Torsion beam suspension 12 Trailing arm 12a Front (front of trailing arm)
12b Rear (front of trailing arm)
13 Torsion beam 20 Inner panel 21 Upper wall of inner panel (upper part of inner panel)
22 Lower wall of the inner panel (lower part of the inner panel)
30 Outer panel 31 Upper wall of outer panel (upper part of outer panel)
32 Lower wall of outer panel (lower part of outer panel)
50 rear wheels

Claims (4)

A rear portion of an automobile comprising a torsion beam suspension having a pair of left and right trailing arms extending in the vehicle longitudinal direction and supporting left and right rear wheels, and a torsion beam extending in the vehicle width direction and connecting the trailing arms. Suspension structure,
Each of the trailing arms has a U-shaped cross section, and an inner panel and an outer panel joined with the U-shaped openings facing each other in the vehicle width direction so that the cross-sectional shape of the trailing arm forms a closed cross-sectional shape. Have
Each of the rear wheels is supported by the rear portion of the outer panel,
The rear suspension structure of an automobile, wherein a thickness of the outer panel is larger than a thickness of the inner panel. The rear suspension structure of an automobile according to claim 1,
The width in the vehicle width direction at the rear portion of the trailing arm is larger than the width in the vehicle width direction at the front portion of the trailing arm,
The rear suspension structure of an automobile, wherein a width of the inner panel in the vehicle width direction is larger than a width of the outer panel in the vehicle width direction at a rear portion of the trailing arm. The rear suspension structure of an automobile according to claim 1 or 2,
In a state where the inner panel and the outer panel are joined, an end portion on the outer side in the vehicle width direction on the upper portion of the inner panel is located above an end portion on the inner side in the vehicle width direction on the upper portion of the outer panel. The rear suspension structure of an automobile, wherein an end portion on the outer side in the vehicle width direction at the lower portion of the panel is located below an end portion on the inner side in the vehicle width direction at the lower portion of the outer panel. In the rear suspension structure of an automobile according to any one of claims 1 to 3,
The width in the vehicle width direction at the rear portion of the trailing arm is larger than the width in the vehicle width direction at the front portion of the trailing arm,
A rear suspension structure of an automobile, wherein a width in a vehicle width direction at a rear portion of the inner panel is larger than a width in a vehicle width direction at a front portion of the inner panel.

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