JP2022114964A - Suspension arm of vehicle - Google Patents

Abstract

To provide a suspension arm of a vehicle which can suppress the rigidity to torsional deformation on a low level.SOLUTION: In a suspension arm 5 provided between a vehicle body and wheels, the suspension arm 5 comprises: a pair of eye parts 51a, 52a which is pivotally supported via a bush 12 to the vehicle body or the wheels; and a body part 53 with a U-shaped cross section which connects the pair of eye parts 51a, 52a. The body part 53 comprises: first portions D1, D2 in which a flange part 53c is provided on an end forming a U-shaped opening; and a second portion D3 in which the flange part 53c is not provided between the eye parts 51a, 52a and the first portion D1.SELECTED DRAWING: Figure 2

Description

The present invention relates to vehicle suspension arms.

Vehicle suspension arms control the behavior of the wheels and the vehicle body, which change according to the vehicle's driving conditions (acceleration, deceleration, turning, unevenness of the road surface, etc.). It is a member for connecting and suspending.

In Patent Document 1, a beam portion 31 between eyeball portions 32 provided at both ends of a suspension arm (torque rod 30) has a U-shaped cross section, and a flange 24 is provided at the tip of the beam portion 31 to increase rigidity and strength. is disclosed to increase the

Japanese Utility Model Publication No. 4-14246

Depending on the behavior of the wheels and the vehicle body, the suspension arms can be deformed in various modes (tensile/compressive deformation in the width direction of the vehicle, longitudinal and vertical deformation of the vehicle, torsional deformation in opposite directions at both ends, and local deformation). etc.). In Patent Literature 1, since the ribs are provided continuously between the eyeballs, the rigidity is increased in all of various deformation modes, and the rigidity against torsional deformation is also increased.

However, if the rigidity against all modes of deformation is increased as in Patent Document 1, for example, the high rigidity against torsional deformation reduces the vibration absorbing function of the bushing interposed at the connecting portion of the arm, and the vehicle runs. Improves stability and ride comfort may decrease.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object thereof is to realize a suspension arm for a vehicle capable of keeping the rigidity against torsional deformation low.

In order to solve the above problems and achieve the object, the present invention provides a suspension arm provided between a vehicle body and a wheel, wherein the suspension arm comprises a pair of eyeballs pivotally supported by the vehicle body or the wheel via a bush. and a main body having a U-shaped cross section connecting the pair of eyeballs, the main body having a first portion having a flange at an end forming an open end of the U-shape; and a second portion where the flange portion is not provided between the eyeball portion and the first portion.

According to the present invention, by keeping the rigidity against torsional deformation low, it becomes possible to effectively utilize the vibration absorbing function of the bushing accompanying torsional deformation of the suspension arm, thereby improving the running stability and ride comfort of the vehicle. can be made

FIG. 2 is a perspective view of the rear suspension structure on the left side of the vehicle according to the present embodiment, viewed from the center side of the vehicle body behind the axle of the rear wheel. Cross-sectional views (b) to (f) of the front view (a) and (a) of the suspension arm of the vehicle of the present embodiment, and cross-sectional view (g) in which a rubber bush is interposed in (a) and (f) ).

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the features described in the embodiments may be combined arbitrarily. Also, the same or similar configurations are denoted by the same reference numerals, and redundant explanations are omitted.

An embodiment in which the vehicle suspension arm of the present invention is mounted on a multi-ring suspension of an automobile will be described below. In the following description, directions such as front-rear, left-right, and up-down are the same as the directions with respect to the vehicle body unless otherwise specified, and the inside and outside indicate the directions with respect to the width direction of the vehicle.

<Rear Suspension Structure> First, the structure of the rear suspension according to the present embodiment will be described with reference to FIG.

FIG. 1 is a perspective view of the rear suspension structure on the left side of a vehicle according to the present embodiment, viewed from the center of the vehicle behind the axle of the rear wheel.

In the following, the rear suspension structure on the left side of the vehicle will be described, but the rear suspension of this embodiment is arranged symmetrically on the left and right rear wheels of the vehicle with respect to the longitudinal direction of the vehicle passing through the center in the width direction of the vehicle. there is

The vehicle rear suspension 1 of the present embodiment is of a suspension type called a multi-link type rear suspension or a trailing arm type rear suspension mounted on, for example, an automobile.

One end of the suspension arms 5 to 7 is rotatably connected to a wheel-side member, and the other end is rotatably connected to a vehicle-body-side member (not shown) for positioning the hub unit 2 and controlling the hub. It is also called a control arm that limits the movement of the unit (wheel) 2. The wheel-side member here means not only the wheel but also all unsprung members such as the hub unit 2 and the knuckle. The suspension arms 5 to 7 are formed by pressing steel or alloy. Suspension arms 5 to 7 of this embodiment have one upper arm 5 and two lower arms 6 and 7 (three arms in total) extending in the vehicle width direction from the hub unit 2, and extend vertically when viewed from the front-rear direction of the vehicle body. It is a suspension arm that constitutes an E-type suspension arranged in.

A rear suspension 1 of this embodiment includes a hub unit 2 , a damper 3 , a spring 4 , an upper arm 5 , a first lower arm 6 , a second lower arm 7 , a trailing arm 8 and a stabilizer link 9 .

A damper 3 , an upper arm 5 , a first lower arm 6 , a second lower arm 7 and a trailing arm 8 are connected to the hub unit 2 via support members 10 . A lower end portion 31 of the damper 3, outer ends 51, 61 and 71 of the upper arm 5, the first lower arm 6 and the second lower arm 7 are rotatably connected to the hub unit 2, and the trailing arm 8 The rear end portion 82 of is rigidly connected to the hub unit 2 so as not to rotate.

The upper end (not shown) of the damper 3, the inner ends 52, 62 and 72 of the upper arm 5, the first lower arm 6 and the second lower arm 7, and the front end 81 of the trailing arm 8 are connected to the support member 10. It is rotatably connected to a vehicle-body-side member (body, frame, etc.) not shown. Also, the outer end portion 91 of the stabilizer link 9 is connected to the anchor member 75 provided on the second lower arm 7 via the support member 10 . Support member 10 includes support shaft 11 and rubber bush 12 . The support shaft 11 rotatably supports the outer end and the inner end of each part via a rubber bush 12, and is attached to the hub unit 2 or the vehicle body side member. The rubber bushing 12 is a hollow cylindrical member made of an elastic material such as rubber, and has a function of absorbing displacement and vibration of the connecting portion by elastic deformation.

The hub unit 2 is a wheel support member that rotatably supports the rear wheel. The hub unit 2 has a disk-shaped hub 21 to which a rear wheel is attached, an axle 22 extending in the normal direction from the hub 21, and a carrier case 23 that supports the axle 22 so as to be rotatable.

The damper 3 is a vertically extending member that has a function of damping vibration between the hub unit 2 and the vehicle body. The damper 3 is composed of a cylinder 32 and a piston (not shown) capable of vertically stroking with a predetermined width. The spring 4 has a function of absorbing vibration with the vehicle body.

The upper arm 5 is a link member arranged above the first lower arm 6 and extending in the vehicle width direction to connect the hub unit 2 to a vehicle body side member. The upper arm 5 has a predetermined width in the vertical direction and a predetermined thickness in the front-rear direction. It has a V-shaped outline.

The first lower arm 6 is a link member arranged below the upper arm 5 and linearly extending in the vehicle width direction to connect the hub unit 2 to a vehicle body side member.

The second lower arm 7 is a link member arranged below the first lower arm 6, has a concave outer shape extending in the vehicle width direction, and connects the hub unit 2 to the vehicle body side member. The second lower arm 7 has a spring receiving portion 73 that supports the lower end portion 41 of the spring 4 that is arranged between the second lower arm 7 and the vehicle body side member. The spring receiving portion 73 has an upwardly open recessed shape with a central portion that is larger in the longitudinal direction of the vehicle body than both end portions thereof. The upper end portion 42 of the spring 4 is supported by the vehicle body side member via the sheet material 76 .

The trailing arm 8 is a link member that extends in the longitudinal direction of the vehicle body and connects the hub unit 2 to a member on the vehicle body side. The trailing arm 8 has a predetermined width in the vertical direction and a predetermined thickness in the vehicle width direction. It has a bent outer shape.

The stabilizer link 9 has a U-shaped outer shape in which an outer end portion 91 and an inner end portion (not shown) are bent in the same direction, and is connected to the anchor members 75 of the left and right second lower arms 7 to be twisted. The link member has a function of returning the stroke amounts of the left and right suspensions to the same direction by a restoring force against deformation.

<Suspension Arm Structure> Next, the structure of the suspension arm of this embodiment will be described with reference to FIG.

An example in which the suspension arm of this embodiment is applied to the upper arm 5 will be described below.

FIG. 2 is a front view (a) and cross-sectional views (b) to (f) of (a) and (a) of the suspension arm of the vehicle according to the present embodiment, showing a state in which a rubber bush is interposed. It is sectional drawing (g).

As shown in FIG. 1, the first lower arm 6 and the second lower arm 7 have a linear shape extending in the vehicle width direction when viewed from the front-rear direction of the vehicle body. The arm 5 has a V-shaped outer shape that is curved so as to form unevenness in the vertical direction when viewed from the front-rear direction of the vehicle body. The upper arm 5 is formed by bending a sheet of metal plate along the longitudinal direction.

As shown in FIG. 2, the upper arm 5 has a first end 51 connected to the hub unit 2, a second end 52 supported on the vehicle body side, and the first end 51 and the second end 52. and a main body portion 53 that is bent in a V shape and connects the ends 52 of the .

The first end portion 51 has a pair of annular portions (hereinafter, eyeball portions) 51a formed with circular openings for connection to the hub unit 2, as shown in the ii section of FIG. 2(b). are arranged to face each other with a predetermined gap t1. The second end portion 52, as shown in the vv cross section of FIG. are arranged to face each other with a predetermined gap t1.

As shown in the iii-iii cross section of FIGS. 2(a) and 2(d), the body portion 53 is viewed from the axial center direction P (vehicle front-rear direction) of the eyeball portion 51a of the first end portion 51. , and a straight portion D2 extending linearly between the center portion D1 and the first end portion 51 and between the second end portion 52 and the center portion D1. The central portion D1 and the straight portion D2 have a connecting wall portion 53a provided at one edge portion in the vertical direction, and a pair of side wall portions 53b extending vertically from the connecting wall portion 53a and arranged in parallel and facing each other. , and a U-shaped cross section with an open end at the top or bottom. Each end of the pair of side wall portions 53b forming the open ends in the central portion D1 and the straight portion D2 is provided with a dogleg-shaped inner side so as to form an acute angle (for example, θ=45°) with respect to the side wall portion 53b. A flange portion 53c is provided which is bent inward. Accordingly, by providing the side wall portions 53b as a pair, the cross section of the main body portion 53 can be increased, and the rigidity of the arm can be increased. Moreover, since the flange portion 53c can be formed simply by bending the end portion of the side wall portion 53b, productivity is improved.

Further, as shown in the ii-ii cross section of FIG. It has a curved portion D3 that curves between the end portion 51 and the straight portion D2. The curved portion D3 has a connection wall portion 53a provided at one edge portion in the vertical direction, and a pair of side wall portions 53b extending in the vertical direction from the connection wall portion 53a and arranged to face each other in parallel. is formed to have a U-shaped cross section with an open end. It is formed linearly at each end of a pair of side wall portions 53b forming the open ends of the curved portion D3, and the flange portion 53c is not provided.

By configuring as described above, the rigidity against torsional deformation can be kept low. Therefore, when a load that causes torsional deformation is input, the upper arm 5 is twisted to deform the rubber bush 12, that is, the rubber bush 12 can suppress the deterioration of the vibration absorption function of If the rubber bushing 12 is deformed from the beginning, the vibration absorption function of the rubber bushing 12 cannot be exhibited normally. In contrast, the rubber bush 12 can function normally.

The body portion 53 has flange portions 53c at the central portion D1 and the linear portion D2, which are the first portion, and no flange portion 53c is provided at the curved portion D3, which is the second portion. By configuring in this way, the flange portion 53c is provided in the central portion D1 and the straight portion D2 where rigidity against torsional deformation is desired to be increased, and the rigidity against torsional deformation is desired to be reduced at the curved portion D3. Rigidity can be lowered by not providing the portion 53c. In addition, even if the suspension arm must be provided with the curved portion D3 due to the layout with other members, the rigidity against torsional deformation of the curved portion D3 can be lowered, and the suspension arm can withstand torsional deformation other than necessary. A decrease in rigidity can be suppressed.

Further, as shown in FIG. 2(g), the eyeballs 51a and 52a include openings 53d provided in the pair of side wall portions 53b, respectively, and supporting portions 53e bent inward from the openings 53d. The rubber bush 12 is supported by the support portion 53e. With this configuration, the rubber bushing 12 is supported on both sides of the pair of side wall portions 53b, so that the inclination of the rubber bushing 12 can be effectively prevented. Moreover, since the supporting portion 53e can be formed only by bending each side wall portion 53b, processing is facilitated.

Axes P of the eyeballs 51a and 52a are oriented in the longitudinal direction of the vehicle, and the main body 53 extends in the width direction of the vehicle. As a result, the body portion 53 extends in the direction of the lateral force received from the wheel, so that the lateral force can be supported by the rigidity against tensile deformation and compression deformation of the upper arm 5, and the rigidity against torsional deformation is the lateral force. Therefore, even if the rigidity against torsional deformation is reduced, stability during turning can be ensured.

In this embodiment, an example in which the suspension arm is applied to the upper arm of the E-type suspension has been described. Not applicable because the arm extends to

As described above, according to the vehicle suspension arm of the present embodiment, the rigidity against torsional deformation is kept low, so that the vibration absorbing function of the rubber bush accompanying torsional deformation of the suspension arm can be effectively utilized. As a result, the running stability and ride comfort of the vehicle can be improved.

The above-described embodiment is an example of means for realizing the present invention, and the present invention can be applied to modified or modified versions of the following embodiments without departing from the scope of the present invention.

The vehicle suspension arm of this embodiment can be used not only for the rear wheels but also for the front wheels. It goes without saying that the suspension arm of this embodiment can also be applied to vehicles other than automobiles.

[Summary of embodiment]
<First form>
In the suspension arm 5 provided between the vehicle body and the wheel,
The suspension arm 5 includes a pair of eyeballs 51a and 52a pivotally supported by the vehicle body or wheels via bushes 12;
A main body portion 53 having a U-shaped cross section connecting the pair of eyeball portions 51a and 52a,
The body portion 53 includes first portions D1 and D2 having flange portions 53c at ends forming a U-shaped open end, and between the eyeball portions 51a and 52a and the first portion D1. and a second portion D3 in which the flange portion 53c is not provided.

According to the first embodiment, the rigidity against torsional deformation can be kept low. Therefore, when a load that causes torsional deformation is input, the upper arm 5 is twisted to deform the rubber bushing 12, that is, the rubber bushing 12 is deformed. It is possible to suppress deterioration of the vibration absorption function. If the rubber bushing 12 is deformed from the beginning, the vibration absorption function of the rubber bushing 12 cannot be exhibited normally. In contrast, the rubber bush 12 can function normally.

<Second form>
In the first embodiment, the main body portion 53 includes a linear portion D2 extending linearly when viewed from the axial direction P of the eyeball portions 51a and 52a, and a linear portion D2 extending between the linear portion D2 and the eyeball portions 51a and 52a. and a curved portion D3,
The first portion D2 is provided on the straight portion D2, and the second portion D3 is provided on the curved portion D3.

According to the second embodiment, the flange portion 53c is provided in the central portion D1 and the straight portion D2 where rigidity against torsional deformation is desired to be increased, and the bending portion D3 is provided with a flange portion 53c where rigidity against torsional deformation is desired to be reduced. Rigidity can be lowered by not providing the portion 53c. In addition, even if the suspension arm must be provided with the curved portion D3 due to the layout with other members, the rigidity against torsional deformation of the curved portion D3 can be lowered, and the suspension arm can withstand torsional deformation other than necessary. A decrease in rigidity can be suppressed.

<Third form>
In the first or second embodiment, the body portion 53 is formed in a U shape by a bottom wall portion 53a provided on one side in the vertical direction and a pair of side wall portions 53b extending vertically from the bottom wall portion 53a,
The flange portion 53c is formed by bending the end portion of the side wall portion 53b.

According to the third embodiment, by providing a set of two side wall portions 53b, the cross section of the main body portion 53 can be increased, and the rigidity of the arm can be increased. Moreover, since the flange portion 53c can be formed simply by bending the end portion of the side wall portion 53b, productivity is improved.

<Fourth Mode>
In the third embodiment, the eyeballs 51a and 52a include openings 53d provided in the pair of side wall portions 53b, respectively, and support portions 53e bent inward from the openings 53d,
The bush 12 is supported by the support portion 53e.

According to the fourth embodiment, since the rubber bushing 12 is supported on both sides of the pair of side wall portions 53b, tilting of the rubber bushing 12 can be effectively prevented. Moreover, since the supporting portion 53e can be formed only by bending each side wall portion 53b, processing is facilitated.

<Fifth form>
In any one of the first to fourth embodiments, the axis P of the eyeballs 51a and 52a is oriented in the longitudinal direction of the vehicle body, and the main body 53 extends in the vehicle width direction.

According to the fifth embodiment, since the body portion 53 extends in the direction of the lateral force received from the wheel, the lateral force can be supported by the rigidity of the upper arm 5 against tensile deformation and compressive deformation, and torsional deformation can be achieved. Since the rigidity against torsional deformation has less effect on the support of the lateral force, it is possible to ensure stability during turning even if the rigidity against torsional deformation is reduced.

Reference Signs List 1 Rear suspension 2 Hub unit 21 Hub 22 Axle 23 Carrier case 3 Damper 31 Lower end 32 Cylinder 4 Spring 41 Lower end 42 Upper end 5 Upper arm 51 Outer end 1 end)
51a... Annular portion (eyeball portion)
52... inner end (second end)
52a... Annular portion (eyeball portion)
53 Main body portion 53a Connection wall portion 53b Side wall portion 53c Flange portion 53d Opening portion 53e Support portion 6 First lower arm 61 Outside end portion 62 Inside end portion 7 Second lower arm 71 Outside End 72 Inner end 73 Spring receiving portion 74 Shaft 75 Anchor member 76 Sheet member 8 Trailing arm 81 Front end 82 Rear end 9 Stabilizer link 91 Outer end 10 Support Member 11 Support shaft 12 Rubber bush t1 Gap θ Flange angle P Axial direction D1 Central portion (first portion)
D2... straight part (first part)
D3... Curved part (second part)

Claims (5)

In the suspension arm provided between the vehicle body and the wheel,
The suspension arm includes a pair of eyeballs pivotally supported by a vehicle body or a wheel via a bush,
a main body having a U-shaped cross section that connects the pair of eyeballs,
The body portion includes a first portion having a flange portion at an end forming a U-shaped open end, and a second portion having no flange portion between the eyeball portion and the first portion. and a suspension arm. The main body portion includes a linear portion extending linearly when viewed from the axial direction of the eyeball portion, and a curved portion curved between the linear portion and the eyeball portion,
2. The suspension arm according to claim 1, wherein said first portion is provided on said straight portion and said second portion is provided on said curved portion. The body portion is formed in a U shape by a bottom wall portion provided on one side in a vertical direction and a pair of side wall portions extending vertically from the bottom wall portion,
3. The suspension arm according to claim 1, wherein the flange portion is formed by bending an end portion of the side wall portion. The eyeball portion includes an opening provided in each of the pair of side wall portions and a support portion bent inward from the opening,
4. The suspension arm according to claim 3, wherein said bush is supported by said support. 5. The suspension arm according to any one of claims 1 to 4, wherein the axis of the eyeball portion is oriented in the longitudinal direction of the vehicle body, and the main body portion extends in the vehicle width direction.

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