KR20120019958A

KR20120019958A - Sub-frame for suspension of vehicle

Info

Publication number: KR20120019958A
Application number: KR1020100083599A
Authority: KR
Inventors: 정진호
Original assignee: 현대자동차주식회사
Priority date: 2010-08-27
Filing date: 2010-08-27
Publication date: 2012-03-07

Abstract

A suspension subframe of a vehicle according to an exemplary embodiment of the present invention includes a first section through which a load of a power train is input, and a second section through which a load of a suspension system is input from both sides thereof with the first section interposed therebetween. It comprises a main frame consisting of, characterized in that for forming the ribs of different arrangement shape on the first section and the second section of the main frame.

Description

Subframe for vehicle suspension {SUB-FRAME FOR SUSPENSION OF VEHICLE}

An exemplary embodiment of the present invention relates to a suspension of a vehicle, and more particularly, to a subframe for a suspension of a vehicle to secure NVH performance and durability performance by loads input from a power train and a suspension system simultaneously. will be.

In general, the suspension of the vehicle is a device that connects the axle and the vehicle body to prevent the axle from being transmitted directly from the road surface while transmitting vibrations, shocks and external forces to the vehicle body to prevent damage to the vehicle body and cargo and improve ride comfort.

In particular, in the suspension mainly applied to small passenger vehicles, as shown in FIG. 1, the strut bar 1 is installed by connecting an upper side of the knuckle arm 3 to a vehicle body (not shown), and the strut bar 1 On the spring is provided a spring (5).

In addition, an H-type subframe 200 formed by welding the upper plate 7 and the lower plate 9 to each other is applied, and the subframe 200 is mounted on the upper plate 7 in the direction of vehicle width in the steering gear box (not shown). C) and a stabilizer bar 11 and the like, and a lower arm 13 is installed at both front and rear ends thereof and connected to the lower side of the knuckle arm 3.

Here, the subframe 200 supports components such as a steering system, a transmission, an engine, insulates vibration, noise, and the like, and serves to increase rigidity of the vehicle body.

In this case, the sub-frame 200 is connected to the power train PT through a mounting unit 120 for attenuating the vibration, noise and impact force of the power train PT, as shown in FIG. 120 consists of a roll rod comprised in the front edge part of the sub-frame 200. As shown in FIG.

Meanwhile, in the related art, in order to reduce noise and vibration caused by a load input to a subframe through a suspension system such as a power train and a lower arm 13, a rigid reinforcement is added to the load input unit or a dynamic damper is mounted. It reduces vibration and noise.

However, in the related art, when a rigid stiffener is locally added to the load input unit or a dynamic damper is mounted, the weight of the vehicle is increased, the parts price is increased, and the fundamental stiffness / durability of the entire frame and the noise and vibration are fundamental. The situation is not solved.

Exemplary embodiments of the present invention have been created to improve the problems as described above, the suspension of the vehicle to ensure the NVH performance and durability performance by the load input from the powertrain and suspension system as a simple structure at the same time Provides a subframe for

To this end, a suspension subframe of a vehicle according to an exemplary embodiment of the present invention includes a first section into which a load of a power train is input, and a load of a suspension system from both sides thereof with the first section interposed therebetween. It includes a main frame consisting of two sections, characterized in that to form a rib of different arrangement shape on the first section and the second section of the main frame.

In the subframe for suspension of the vehicle, the main frame may form a first rib having an orthogonal shape with respect to the front-rear direction on the first section.

In the subframe for suspension of the vehicle, the main frame may form a second radial rib on the front and rear directions on the second section.

According to the subframe for suspension of the vehicle according to the exemplary embodiment of the present invention as described above, the noise and vibration caused by the load input in different directions with respect to the first and second sections of the main frame are different from each other By reducing through the ribs, the NVH performance can be secured, the rigidity and durability of the main frame can be ensured, and the weight can be reduced.

These drawings are for the purpose of describing an exemplary embodiment of the present invention, and therefore the technical idea of the present invention should not be construed as being limited to the accompanying drawings.
1 is a perspective view schematically showing a typical McPherson type suspension.
2 is a plan view schematically illustrating a subframe for suspension of a vehicle according to the prior art.
3 is a diagram schematically illustrating a subframe for suspension of a vehicle according to an exemplary embodiment of the present invention.
4A and 4B are views for explaining the operation of a subframe for suspension of a vehicle according to an exemplary embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In order to clearly describe the present invention, parts irrelevant to the description are omitted, and like reference numerals designate like elements throughout the specification.

In addition, since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to those shown in the drawings, and is shown by enlarging the thickness in order to clearly express various parts and regions. It was.

3 is a diagram schematically illustrating a subframe for suspension of a vehicle according to an exemplary embodiment of the present invention.

However, in describing the configuration of the exemplary embodiment of the present invention, the same components as those of the prior art will be described with the same drawings and reference numerals.

Referring to the drawings, the sub-frame 100 for a suspension of a vehicle according to an exemplary embodiment of the present invention is basically provided with an H-type main frame 10 of aluminum material formed by welding the upper plate and the lower plate.

Here, a steering gear box (not shown) and a stabilizer bar 11 (see FIG. 1) and the like are installed on the upper plate of the main frame 10 in the vehicle width direction.

Lower arms 13 (refer to FIG. 1) as suspension systems are installed at both front and rear ends of the main frame 10 and are connected to knuckle arms 3 (refer to FIG. 1).

The main frame 10 as described above is interconnected with the power train PT (see FIG. 2 below) through a mounting unit 120 of the front center side edge (see FIG. 2 below).

The mounting unit 120 is to attenuate the vibration, noise and impact force of the power train PT, and is connected to the front insulator connected to the power train PT and the front edge of the vehicle body of the main frame 10. It consists of a roll rod that includes a rear insulator.

Since the mounting unit 120 is made as a roll rod device of a known technique widely used in the art, a more detailed description of the configuration will be omitted herein.

The subframe 100 for suspension of the vehicle according to the exemplary embodiment of the present invention as described above comprises a first section S1 through which the load of the power train PT is input to the main frame 10, and a first section. It can be divided into the 2nd section S2 into which the load of a suspension system is input in both sides of (S1).

In the present embodiment, the sub-frame 100 is due to the load of the power train PT input to the first section (S1) of the main frame 10 and the load of the suspension system input to the second section (S2). It is made of a rib reinforcement structure that can reduce noise and vibration and at the same time ensure the rigidity and durability of the main frame 10.

To this end, the subframe 100 forms ribs 21 and 31 having different arrangements in the first and second sections S1 and S2 of the main frame 10.

In the above, on the first section (S1) of the main frame 10 orthogonal shape around the front and rear direction of the main frame 10 in order to ensure NVH performance for the load input in the front and rear direction from the power train PT. First rib 21 is formed.

In addition, on the second section S2, NVH performance with respect to a load input from the suspension system in the front-rear, left-right direction (vertical and horizontal directions) can be ensured, and the front-rear left-right direction is centered to satisfy the durability performance of the main frame 10. Thus, the radial second ribs 31 are formed.

Accordingly, the subframe 100 for suspension of the vehicle according to the exemplary embodiment of the present invention configured as described above is in front and rear directions with respect to the first section S1 of the main frame 10, as shown in FIG. 4A. NVH performance can be ensured by reducing the noise and vibration by the load of the power train PT input in the direction of the arrow through the first rib 21.

In the present embodiment, as shown in FIG. 4B, the noise and vibration caused by the load of the suspension system input to the second section S2 in the front, rear, left, and right directions (arrow directions in the drawing) are applied to the second rib 31. By reducing the dispersion through the NVH performance, it is possible to secure the rigidity and durability of the main frame 10.

That is, in the present exemplary embodiment, the ribs 21 and 31 having different arrangement shapes are used to prevent noise and vibration caused by loads input in different directions with respect to the first and second sections S1 and S2 of the main frame 10. By reducing through this, it is advantageous for NVH performance, and can improve the rigidity and durability of the main frame 10, and can reduce weight.

As a result, in the present embodiment, consumer dissatisfaction with vibration and noise can be solved, thereby increasing customer satisfaction with the vehicle.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited thereto, and various modifications and changes can be made within the scope of the claims and the detailed description of the invention and the accompanying drawings. Naturally, it belongs to the scope of the invention.

10 ... main frame 21 ... first rib
31 ... Second Rib

Claims

A main frame comprising a first section into which a load of a power train is input and a second section into which a load of a suspension system is input from both sides thereof with the first section therebetween;
Including;
Sub-frames for suspension of a vehicle, characterized in that forming ribs of different arrangement shape on the first section and the second section of the main frame.

The method according to claim 1,
The main frame,
And a first rib having an orthogonal shape with respect to the front-rear direction on the first section.

The method of claim 2,
The main frame,
The subframe for suspension of the vehicle, characterized in that to form a second radial rib on the front and rear left and right directions on the second section.