JP3192059B2 - Automotive suspension reinforcement structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile suspension reinforcement structure.

[0002]

2. Description of the Related Art A conventional suspension for an automobile is disclosed in Japanese Utility Model Laid-Open No. 6-39663.

According to this, a vehicle body frame is
The vehicle includes a pair of left and right side members extending in the front-rear direction, and a cross member extending in the vehicle width direction and having each end coupled to the side member. Behind the cross member, one end is pivotally supported by the body frame by a pivot shaft, and the other end extends outwardly of the body frame, and is vertically swingable about the pivot shaft. Wheel suspension arm is provided.

[0004] A bracket is supported at a joint between the side member and the cross member, and a strut bar is provided, one end of which is connected to the other end of the suspension arm and the other end of which is connected to the bracket. ,
That is, by the strut bar, the swing end side of the suspension arm is connected to the connecting portion of the vehicle body frame via the bracket.

When the above-mentioned automobile runs on a road surface,
An external force is applied to the wheels supported on the other end of the suspension arm from the road surface toward the rear. At this time, the other end of the suspension arm tends to rotate rearward due to the external force, but the rotation is prevented by the strut bar.

[0006]

However, according to the above-mentioned conventional construction, a large load is applied to the connecting portion of the vehicle body frame from the strut bar via the bracket due to the external force applied to the wheels.

[0007] For this reason, it is conceivable to provide a reinforcing material to reinforce the connecting portion. However, if the reinforcing material is increased or the plate thickness is increased in order to make this reinforcement sufficient, the suspension is required. May be heavy.

[0008]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances. In a suspension, a joint between a side member and a cross member, which receives a load from a strut bar, can be made more effective while maintaining a light weight. It is intended to be reinforced in a practical way.

[0009]

In order to achieve the above-mentioned object, a vehicle suspension reinforcing structure according to the present invention comprises a side member 3 and a cross member 5 constituting a body frame 2.
A bracket 28 is supported by the connecting portion 16 of the suspension arm 21, and one end 32 is connected to the other end 24 of the suspension arm 21 having one end 22 pivotally supported by the vehicle body frame 2, and the other end is connected to the bracket 28. 34 are connected to each other, and the strut bar 31 is
It is oblique as viewed from one end 32 to the other end 34.
In a vehicle suspension that extends straight forward, in the vicinity of the bracket 28, the connecting portion 16
A bead 45 swelling upward or downward is formed, and the bead 45 is disposed so that its longitudinal direction is substantially parallel to the strut bar 31 in plan view.

In the above case, the strut bar 3 is viewed in plan.
1, each end 39, 3 of the bracket 28 in the longitudinal direction
9 are respectively fixed to the connecting portion 16, the bracket 28 is supported at both ends by the connecting portion 16, and the intermediate portion 40 of the bracket 28 in the longitudinal direction of the strut bar 31 is pulled downward from the connecting portion 16 in the space 42.
In the case where the universal joint shaft 58 of the steering operation device 48 is provided to penetrate the space 42 and the other end 34 of the strut bar 31 is connected to the halfway portion 40, both ends 39 of the bracket 28 are formed. , 39 between the joining portions 1
6, a bead 45 may be formed.

[0011]

[Operation] The operation of the above configuration is as follows.

In FIG. 1, when an automobile runs on a road surface, an external force is applied to the wheels 19 supported on the other end 24 of the suspension arm 21 rearward from the road surface. At this time, the other end portion 24 of the suspension arm 21 is about to be rotated rearward by the external force. This rotation is performed by connecting the suspension arm 21 to the connecting portion of the vehicle body frame 2 via the bracket 28. It is blocked by a strut bar 31 connected to 16.

In this case, a large load is applied to the connecting portion 16 from the strut bar 31 via the bracket 28. Since the connecting portion 16 is formed with a bead 45, the bead 45 forms the connecting portion. 16
Is sufficiently reinforced, the coupling portion 16 strongly supports the load.

Further, since the bead 45 is disposed so that the longitudinal direction thereof is substantially parallel to the strut bar 31 extending linearly obliquely forward, the bead 45 is connected to the connecting portion 16 from the strut bar 31. The longitudinal direction of the bead 45 coincides with the direction of action of the applied load, and the load is applied to the joint 1 reinforced by the bead 45.
6 provides more effective and firm support.

In the above case, as shown in plan view of FIG.
Bracket 28 in longitudinal direction of strut bar 31
Are fixed to the connecting portion 16, and the connecting portion 16 supports the bracket 28 at both ends.
As shown in FIG. 4, the middle part 40 of the bracket 28 in the longitudinal direction of the strut bar 31 is pulled downward from the coupling part 16 to connect the other end part 34 of the strut bar 31 to the middle part 40. In such a case, a bead 45 may be formed in the connecting portion 16 between both ends 39 of the bracket 28.

As described above, if the space 42 is formed by separating the middle portion 40 of the bracket 28 from the coupling portion 16, the degree of freedom in providing the universal joint shaft 58 is improved by utilizing this space 42. The arrangement of the universal joint shaft 58 is facilitated. However, in this case, the connecting portion 1
When a load is applied to the strut bar 6 from the strut bar 31 via the bracket 28, the connecting portion 16 and the strut bar 3
In particular, according to the dimension (offset dimension L shown in FIG. 4) in which the other end 34 of the first bracket 1 is separated in the vertical direction,
A large load is applied, for example, the joint 16 between the two end portions 39, 39 tends to be bent by compressive stress or the like.

Therefore, as described above, the bracket 28
The bead 45 is connected to the connecting portion 16 between the two end portions 39, 39.
Therefore, the strut bar 3
When a load from No. 1 is applied to the connecting portion 16 via the bracket 28, the connecting portion 16 is reinforced by the bead 45 and sufficiently opposes the load, so that the load is more firmly supported.

[0018]

Embodiments of the present invention will be described below with reference to the drawings.

Reference numeral 1 in the figure denotes a body of a cab-over type automobile, and an arrow Fr in the figure indicates the front of the automobile.

The vehicle body 1 has a vehicle body frame 2 made of sheet metal. The vehicle body frame 2 includes a pair of left and right side members 3 and 3 extending in the front-rear direction, a front cross member 5 extending in the vehicle width direction and spanning the front ends of the left and right side members 3 and 3, A rear cross member (not shown) provided at each rear end of each of the members 3, 3 and each intermediate portion in the front-rear direction of the side members 3, 3 located between the front cross member 5 and the rear cross member. The first intermediate cross member 6 and the second intermediate cross member 7 are installed on

Each end of each of the cross members 5 to 7 in the vehicle width direction is firmly connected to a side member 3 corresponding to each of the ends. 3, 3 are firmly connected to each other.

Each of the side members 3 has a flat plate 9 extending substantially in the front-rear direction in a substantially horizontal direction, and left and right integrally extending upward from respective outer edges in the width direction (vehicle width direction) of the flat plate 9. The upper plate 10 is composed of a pair of outer plates, and an outward flange 11 is formed on the upper edge of each of the upper plates 10.

The front cross member 5 includes a flat plate 13 extending substantially horizontally in the vehicle width direction and a flat plate 13 extending in the vehicle width direction.
Upward plates 14, 14 which are a pair of front and rear outer plates integrally extending upward from respective outer edges in the width direction (front-back direction)
And an outward flange 15 formed on the upper edge of each of the upward plates 14.

A connecting portion 16 between each front end of the side member 3 and the cross member 5 has a flat plate 16a extending substantially in the horizontal direction, and an outer portion integrally extending upward from the outer edge of the flat plate 16a. It is composed of an upward plate 16b, which is a plate, and an outward flange 16c formed on the upper edge of the upward plate 16b.

The flat plate 16a is composed of the flat plates 9, 13 connected to each other, and the upward plate 16b
Is composed of the two upwardly facing plates 10 and 14 coupled to each other, the outward flange 16c is composed of the two outwardly flanges 11 and 15 coupled to each other, and the coupling is performed by welding or the like. I have.

A pair of left and right front wheels 19 are supported by suspensions 20 at the front of the body frame 2. A pair of right and left rear wheels (not shown) is supported at a rear portion of the vehicle body frame 2. The front wheels 19 are non-driven wheels (driven wheels) that do not receive power from an engine mounted on the vehicle, and the rear wheels are drive wheels that receive power from the engine. .

The suspension 20 has a pair of left and right suspension arms 21 provided near the rear of the front cross member 5. One end 22 of each of these suspension arms 21 is the first end of the body frame 2.
The other end 24 of the suspension arm 21 extends outward from the front end of the vehicle body frame 2 to the outer end of the intermediate cross member 6 in the vehicle width direction. The part 24 is swingable in the vertical direction around the pivot shaft 23.

The wheel 19 is supported on the other end 24, which is the swinging end of the suspension arm 21, via a steering knuckle 26. Further, a shock absorber (not shown) whose axis is substantially vertical is provided between the suspension arm 21 and the vehicle body 1.

A bracket 28 made of sheet metal is fixed to the lower surface of the connecting portion 16 by a fastener 29 and is supported by the connecting portion 16. A strut bar 31 is provided for connecting the other end 24 of the suspension arm 21 to the bracket 28 corresponding to the suspension arm 21. More specifically, the strut bar 31
Is connected to the other end 24 of the suspension arm 21 via a buffer 33, and the other end 34 of the strut bar 31 is connected to the bracket 28 via a buffer 35. The strut bar 31
Is linearly extended obliquely forward toward the center in the vehicle width direction as it proceeds forward from one end 32 to the other end 34 in plan view.

Each of the brackets 28 is made of sheet metal, and is integrally formed with a substrate 37 extending substantially parallel to the longitudinal direction of the strut bar 31 in plan view and downward from each outer edge of the substrate 37 in the width direction. It is composed of a pair of outer plates extending downward, ie, downward plates 38.

In plan view, the ends 39 of the bracket 28 in the longitudinal direction of the strut bar 31 are fixed to the flat plate 16a of the connecting portion 16 by the fasteners 29, respectively. The bracket 28 is firmly supported at both ends. The middle part 4 of the bracket 28 in the longitudinal direction of the strut bar 31
No. 0 is separated downward from the flat plate 16a of the connecting portion 16 by bending the bracket 28, and a space 42 is formed between the connecting portion 16 and the intermediate portion 40 of the bracket 28. . The other end 34 of the strut bar 31 is connected to an intermediate portion 40 of the bracket 28.

A reinforcing plate 43 is provided on the upper surface of the flat plate 16a at a position corresponding to each end 39 of the bracket 28 in the vertical direction. These reinforcing plates 43 are fastened together with the flat plate 16a by fasteners 29, and the support of the bracket 28 on the flat plate 16a of the connecting portion 16 is reinforced to be stronger.

In the vicinity of the bracket 28, the flat plate 16a of the connecting portion 16 has a bead 4 bulging upward.
5 is formed integrally with the flat plate 16a, and the bead 45 is formed by press working or the like. In plan view,
The bead 45 has a substantially elliptical shape, and the bead 45 is provided so that its longitudinal direction is substantially parallel to the strut bar 31. The bead 45 is disposed between both end portions 39 of the bracket 28.

Further, in a plan view, one side in the width direction of the middle portion 40 of the bracket 28 is located near a part of the upward plate 16b of the connecting portion 16, and the bead 45 is 28 is located near the other side in the width direction of the halfway portion 40.

In FIG. 1, when the automobile runs on a road surface and a wheel 19 supported on the other end 24 of the suspension arm 21 receives an impact from the road surface,
The shock is absorbed by the suspension arm 21 swinging up and down around the pivot shaft 23 and the shock absorber being expanded and contracted accordingly, and the shock is transmitted to the vehicle body 1 side. Is prevented.

As described above, when the vehicle travels on a road surface, the wheels 19 move rearward from the road surface.
Is given an external force. At this time, the other end portion 24 of the suspension arm 21 is to be rotated rearward by the external force. This rotation is performed by moving the suspension arm 21 through the bracket 28 to the vehicle body frame 2.
Is blocked by a strut bar 31 which is connected to the connecting portion 16 of.

In this case, a large load is applied to the connecting portion 16 from the strut bar 31 via the bracket 28. However, since the bead 45 is formed on the flat plate 16a of the connecting portion 16, this bead 45 is formed. As a result, the joint 16 is sufficiently reinforced, so that the load is firmly supported by the joint 16.

Further, since the bead 45 is disposed so that its longitudinal direction is substantially parallel to the strut bar 31 extending linearly obliquely forward, the bead 45 is connected to the connecting portion 16 from the strut bar 31. The longitudinal direction of the bead 45 coincides with the direction of action of the applied load, and the load is applied to the joint 16 reinforced by the bead 45.
By this, it is more effectively and firmly supported.

In the above case, as shown in plan view of FIG.
Bracket 28 in longitudinal direction of strut bar 31
Are fixed to the connecting portion 16, and the bracket 28 is supported at both ends by the connecting portion 16. As shown in FIG. 4, the middle portion 40 of the bracket 28 in the longitudinal direction of the strut bar 31 is pulled downward from the connecting portion 16 and the other end 34 of the strut bar 31 is attached to the middle portion 40.
Are linked.

Therefore, when a load is applied to the connecting portion 16 from the strut bar 31 via the bracket 28,
The flat plate 16a of the connecting portion 16 and the strut bar 31
In particular, depending on the dimension (offset dimension L shown in FIG. 4) in which the other end 34 of the
A large load is applied, for example, such that the flat plate 16a of the joint portion 16 between the two end portions 39, 39 is bent by compressive stress or the like.

Therefore, as described above, the bracket 28
Between the two end portions 39, 39 of the flat plate 16
a, and when a load from the strut bar 31 is applied to the connecting portion 16 via the bracket 28, the connecting portion 16 is reinforced by the bead 45 and is sufficiently supported by the load. In opposition, the load is more strongly supported.

Further, as described above, the connecting portion 16 is constituted by the flat plate 16a extending substantially in the horizontal direction, and the outward flange 16c integrally extending upward from the outer edge of the flat plate 16a. When the bracket 28 is fixed to the lower surface of the flat plate 16a, one side portion of the middle portion 40 of the bracket 28 in plan view is
6b, and the bead 45 is located near the other side of the middle portion 40 of the bracket 28.

For this reason, both ends 3 of the bracket 28
The flat plate 16a of the connecting portion 16 between the upper and lower ends 9 and 39 is more strongly reinforced by a part of the upward plate 16b and the beads 45, and the flat plate 1 between the upper and lower ends 39 and 39 is also strengthened.
6a is formed by a part of the upward plate 16b and the bead 45 in the width direction of the bracket 28 (the strut bar 31).
(In the left-right direction with respect to the extending direction), so that the load from the strut bar 31 is more firmly and more reliably supported.

In FIGS. 1 to 4, a steering operation device 48 for enabling the left and right wheels 19 to be steered is provided.

The steering operation device 48 has a cylindrical first gear box 49 whose axis extends in the vehicle width direction. The first gear box 49 is composed of the first intermediate cross member 6 and the second intermediate cross member. 7 is fixed to a support base 50 erected on the base 7. A sliding shaft 52 is fitted into the first gear box 49 so as to be slidable in the axial direction on the axis of the first gear box 49. On the other hand, knuckle arms 53 are protruded from the steering knuckles 26, and the knuckle arms 53 are connected to the ends of the sliding shaft 52 by tie rods 54, respectively.

A second gear box 56 is mounted on the lower surface of the connecting portion 16. A steering handle 57 is provided above the second gear box 56 and in the vehicle interior above the body frame 2. The universal joint shaft 58 is connected to the first gear box 49 and the second gear box 56.
Has been erected. One end of the universal joint shaft 58 is linked to the steering handle 57 by a bevel gear (not shown) provided in the second gear box 56. The other end of the universal joint shaft 58 is linked to the sliding shaft 52 by a gear set of a rack gear (not shown) provided in the first gear box 49.

When the steering operation is performed by rotating the steering handle 57, the universal joint shaft 58 is interlocked therewith via a gear set in the second gear box 56, and
The sliding shaft 52 is interlocked with the universal joint shaft 58 via a gear set in the first gear box 49. Then, in conjunction with the sliding shaft 52, each wheel 1 together with the steering knuckle 26 via the tie rod 54 and the knuckle arm 53.
9 is steered.

The universal joint shaft 58 is provided so as to penetrate the space 42, and is connected to the wheel 19 and the steering handle 5.
7 are linked to each other. In other words, the bracket 28 is bent to form the space 42 in order to improve the degree of freedom in the arrangement of the universal joint shaft 58, whereby the universal joint shaft 58 can be easily arranged. .

The bead 45 is moved vertically (in an upward direction) away from the space 42 so that
Is formed by expanding the flat plate 16a.

Therefore, even when the bead 45 is formed, the bead 45 prevents the space 42 from being narrowed. Therefore, workability in assembling the universal joint shaft 58 through the space 42 is improved.

Although the above description is based on the illustrated example, the connecting portion 1
6 may be constituted by a flat plate 16a and a downward plate which is an outer plate integrally extending downward from an outer edge of the flat plate 16a. The bracket 28 may be supported. The bead 45 may be formed by swelling the flat plate 16a downward. Further, the other end 34 of the strut bar 31 may be connected to the rear end of the middle portion 40 of the bracket 28 so that the offset dimension L may be made smaller. The load on the unit 16 is reduced.

[0052]

According to the present invention, the bracket is supported on the joint between the side member and the cross member constituting the body frame, and the bracket is supported on the other end of the suspension arm having one end pivotally supported by the body frame. A strut bar having one end connected to the bracket and the other end connected to the bracket is provided .
Straight from the end to the other end diagonally forward
In the extended vehicle suspension, a bead that bulges upward or downward is formed at the joint near the bracket, and the longitudinal direction of the bead is substantially parallel to the strut bar in plan view. This arrangement has the following effects.

That is, when the vehicle travels on the road surface, an external force is applied to the wheels supported on the other end of the suspension arm from the road surface toward the rear. At this time, the other end of the suspension arm is about to be rotated rearward by the external force, but this rotation connects the suspension arm to the joint of the vehicle body frame via the bracket. Blocked by strut bars.

In this case, a large load is applied to the connecting portion from the strut bar through the bracket, but since the connecting portion is formed with a bead, the connecting portion is sufficiently reinforced by the bead. Accordingly, the load is firmly supported by the joint.

Further, the longitudinal direction of the bead is oblique.
The strut bar is disposed so as to be substantially parallel to the strut bar extending straight forward, so that the longitudinal direction of the bead matches the direction of the load acting from the strut bar to the joint. Thus, the load is more effectively and firmly supported by the connection reinforced by the beads.

The reinforcement of the joint is obtained by forming a bead on the joint.
An increase in weight due to this reinforcement is avoided. Therefore, in the suspension, the joint between the side member and the cross member that receives a large load from the strut bar is effectively reinforced as described above while keeping the weight low.

In the above case, in plan view, each end of the bracket in the longitudinal direction of the strut bar is fixed to the joint, and the bracket is supported at both ends by the joint, and the bracket is halfway in the longitudinal direction of the strut bar. When the other part of the strut bar is connected to the middle part by pulling the part downward from the connection part, a bead may be formed in the connection part between both ends of the bracket.

As described above, if a space is formed by separating the middle part of the bracket from the joint, the degree of freedom in providing the universal joint shaft is improved by utilizing this space, and the arrangement of the universal joint shaft is improved. It will be easier. However, in such a case, when a load is applied to the connecting portion from the strut bar via the bracket, the connecting portion and the other end of the strut bar are separated in the vertical direction, in particular,
A large load is applied, for example, the joint between the two ends of the bracket is bent by a compressive stress or the like.

Therefore, as described above, a bead is formed at the connecting portion between both ends of the bracket. Therefore, when a load from the strut bar is applied to the connecting portion via the bracket, this connecting portion is formed. The part is reinforced by the bead and sufficiently opposes the load, and the load is more firmly supported.

[0060] Therefore, the reinforcement of the connecting portion for resisting the load from the strut bar can be more effectively performed while keeping the weight low.

[Brief description of the drawings]

FIG. 1 is a plan view of a right front portion of a vehicle body.

FIG. 2 is a sectional view taken along line 2-2 of FIG.

FIG. 3 is a partially enlarged view of FIG. 1;

FIG. 4 is a partially enlarged partial sectional view of FIG. 2;

FIG. 5 is a sectional view taken along line 5-5 in FIG. 3;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Body 2 Body frame 3 Side member 5 Cross member 16 Coupling part 19 Wheel 20 Suspension 21 Suspension arm 22 One end 23 Pivot shaft 24 Other end 28 Bracket 29 Fastener 31 Strut bar 32 One end 34 Other end 39 End 40 Midway 42 Space 45 Bead 48 Steering operation device 58 Universal joint shaft

──────────────────────────────────────────────────続 き Continuation of the front page (56) References Japanese Utility Model 63-17911 (JP, U) Japanese Utility Model 60-44809 (JP, U) Japanese Utility Model 6-39663 (JP, U) Japanese Utility Model 5- 29805 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60G 7/00 B62D 21/02

Claims (2)

(57) [Claims] 1. A vehicle body frame comprising: a pair of left and right side members extending in a front-rear direction; and a cross member extending in a vehicle width direction and having each end coupled to the side member. A suspension arm for a wheel, one end of which is pivotally supported on the body frame by a pivot shaft and the other end of which extends outwardly of the body frame, and which is swingable up and down around the pivot shaft. provided to support the bracket coupling portion between the side members and the cross member is provided with a strut bar the other end to the bracket is connected with one end to the other end of the suspension arm is connected, the Strut
As the tover moves from one end to the other end in plan view,
In a vehicle suspension that extends linearly diagonally forward, a bead that bulges upward or downward is formed at the joint near the bracket, and the bead is extended in plan view in the longitudinal direction. A suspension reinforcement structure for an automobile arranged in a direction substantially parallel to the strut bar. 2. In plan view, each end of the bracket in the longitudinal direction of the strut bar is fixed to a joint, and the bracket is supported at both ends by the joint. Separated downward from the joint to form a space,
In a vehicle suspension in which a universal joint shaft of a steering operation device is provided to penetrate in this space and the other end of the strut bar is connected to the middle part, a bead is formed in the connecting part between both ends of the bracket. The vehicle suspension reinforcement structure according to claim 1.