CN114953889A

CN114953889A - Suspension frame

Info

Publication number: CN114953889A
Application number: CN202210077702.4A
Authority: CN
Inventors: 宗拓道
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2021-02-18
Filing date: 2022-01-24
Publication date: 2022-08-30
Also published as: JP7186812B2; JP2022126190A

Abstract

The invention provides a suspension which disperses a load input from a spring seat to a torsion beam. A spring seat (13) provided in a suspension (10) is provided with a second longitudinal flange (35A) arranged in parallel with the first longitudinal flange (32A) with a gap (S) therebetween, and is joined to a torsion beam (12) via the first longitudinal flange (32A) and the second longitudinal flange (35A).

Description

Suspension frame

Technical Field

The present invention relates to a suspension.

Background

In a four-wheeled vehicle, there is a torsion beam type suspension including a torsion beam that connects left and right trailing arms provided in a vehicle body.

Regarding the torsion beam type suspension, the following structure is disclosed: a spring seat is provided at a corner portion formed by the trailing arm and the torsion beam, a side wall is provided at a peripheral edge of the spring seat, and the side wall is joined to the torsion beam (for example, see patent document 1).

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2005-014833

Disclosure of Invention

Problems to be solved by the invention

However, when the end portion of the side wall of the spring seat is brought into contact with and joined to the torsion beam, there is a possibility that the load input from the side wall to the torsion beam is concentrated.

The present invention has been made in view of the above-described background, and an object thereof is to disperse a load input from a spring seat to a torsion beam.

Means for solving the problems

In order to achieve the above object, there is provided a suspension including: a torsion beam that connects left and right trailing arms provided to a vehicle body; and a spring seat that is joined to the torsion beam and supports a suspension spring, wherein the spring seat includes: a first longitudinal flange extending in the front-rear direction of the vehicle body; and a second longitudinal flange disposed in parallel with the first longitudinal flange with a gap therebetween, wherein the spring seat is joined to the torsion beam via the first longitudinal flange and the second longitudinal flange.

In the above configuration, the gap between the first vertical flange and the second vertical flange may be opened upward.

In the above configuration, only the first longitudinal flange and the second longitudinal flange may be welded to the torsion beam at locations on opposite sides of the gap.

In the above configuration, the second longitudinal flange may be provided closer to the trailing arm than the first longitudinal flange.

In the above configuration, at least a portion of the second vertical flange may be curved in the vehicle width direction.

Effects of the invention

According to the present invention, the load input from the spring seat to the torsion beam can be dispersed.

Drawings

Fig. 1 is a diagram showing a suspension according to an embodiment of the present invention.

Fig. 2 is a perspective view of the suspension shown in fig. 1.

Fig. 3 is an enlarged view showing the front wall portion of the spring seat together with the peripheral structure.

Fig. 4 is a view of the engagement portion of the spring seat and the torsion beam as viewed from substantially above.

Fig. 5 is a view of a joint portion of the spring seat and the torsion beam as viewed from substantially the left side (the vehicle width direction inner side).

Fig. 6 is a view of a joint portion of the spring seat and the torsion beam as viewed from substantially the front.

Description of the reference symbols

10: a suspension;

11: a trailing arm;

12: a torsion beam;

13: a spring seat;

32A: a longitudinal flange (first longitudinal flange);

33A: a longitudinal flange;

35A: a longitudinal flange (second longitudinal flange);

35B: a portion on the base end side of the vertical flange 35A;

s: a gap;

x: a bead portion.

Detailed Description

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the description, the directions of the front, rear, left, right, and up and down are directions based on the vehicle body, unless otherwise specified. In the drawings, reference symbol FR denotes the front of the vehicle body, UP denotes the upper of the vehicle body, and LH denotes the left of the vehicle body.

The suspension 10 is a torsion beam type suspension provided in a vehicle body of a four-wheeled vehicle such as an automobile, and may be referred to as a vehicle suspension device.

The suspension 10 includes: left and right trailing arms 11 extending in the front-rear direction of the vehicle body; a torsion beam 12 connecting the left and right trailing arms 11; and left and right spring seats 13 engaged with the torsion beam 12. Fig. 1 shows a suspension structure around the right rear wheel, and the suspension structure around the left rear wheel is bilaterally symmetric to the suspension structure around the right rear wheel.

Fig. 1 shows an axis L1 of the torsion beam 12 and an axis L2 of an axle supported by the trailing arm 11 via an axle bracket, not shown. The axis L1 and the axis L2 extend in the vehicle width direction, and the axis L2 of the axle is located rearward of the axis L1 of the torsion beam 12 in a plan view of the vehicle body. In fig. 1, reference numeral 14 is a reinforcing member engaged with the torsion beam 12 and the trailing arm 11.

Fig. 2 is a right upper view of the suspension 10 shown in fig. 1.

The trailing arm 11 is formed of a metallic tubular member that is curved so as to project inward in the vehicle width direction and extends in the vehicle body longitudinal direction. A cylindrical joint bracket 11A is welded to the tip of the trailing arm 11. The joint bracket 11A is supported by the vehicle body via a rubber bush joint so as to be rotatable about a horizontal axis. A mounting portion 11B to which the axle bracket is mounted is provided at the rear end of the trailing arm 11. In addition, the shape of the trailing arm 11 may be appropriately changed. The trailing arm 11 may be formed of a press-formed metal plate.

The torsion beam 12 is formed of a metallic tubular member extending in the vehicle width direction with a predetermined hollow cross section. The predetermined hollow cross section is an inverted V-shape with the V-shaped end facing upward. The torsion beam 12 is manufactured by, for example, flattening a portion of the cylindrical tube except for both ends thereof into an inverted V shape.

By forming the cross section in an inverted V shape, the rigidity of the torsion beam 12 can be appropriately increased, and desired performance can be easily obtained. Further, the rigidity and the like of the torsion beam 12 may be appropriately adjusted by finely adjusting the sectional shape or adjusting the sectional perimeter of the inverted V shape. The cross-sectional shape of the torsion beam 12 may be other than an inverted V shape.

The spring seat 13 is a plate-like member that supports the lower end of the suspension spring. The spring seat 13 is disposed at a corner portion formed by the trailing arm 11 and the torsion beam 12 so as to be located on the vehicle width direction inner side of the trailing arm 11 and behind the torsion beam 12. The spring seat 13 has a bottom plate portion 21 formed of a press-formed metal plate. The bottom plate portion 21 is joined to the bottom surface of the trailing arm 11 at a portion on the vehicle width direction outer side by welding.

As shown in fig. 1 and 2, the floor portion 21 has a floor body portion 22 exposed rearward of the torsion beam 12 on the vehicle width direction inner side of the trailing arm 11 in a plan view of the vehicle body. The base plate main body portion 22 is a portion that supports the lower end of the suspension spring, and has a convex portion 22A that is convex upward, a through hole 22B that penetrates the center of the convex portion 22A in the vertical direction, and a plurality of mounting holes 22C provided around the through hole 22B.

The bottom plate portion 21 integrally includes: a front wall portion 31 that rises upward after extending from the floor main body portion 22 to the front side, which is the torsion beam 12 side; a side wall portion 32 that rises upward on the vehicle width direction inner side that is the opposite side of the trailing arm 11; and a rear wall portion 33 standing upward on a rear side opposite to the torsion beam 12.

Here, fig. 3 is an enlarged view showing the front wall portion 31 together with the peripheral structure. In fig. 3, a weld bead portion X showing a welding portion is schematically shown for convenience of explanation. As shown in fig. 3, the front wall portion 31 is joined to the back surface of the torsion beam 12 by welding. More specifically, the end upper surface 31A of the front wall portion 31 is engaged with the back surface of the torsion beam 12.

Fig. 4 to 6 are views of the engaging portion of the spring seat 13 and the torsion beam 12, respectively, as viewed from different directions. Fig. 4 is a view of the joint portion as viewed from substantially above, fig. 5 is a view of the joint portion as viewed from substantially the left side (the inside in the vehicle width direction), and fig. 6 is a view of the joint portion as viewed from substantially the front. In fig. 6, the trailing arm 11 and the torsion beam 12 are not shown.

As shown in fig. 4 and 6, the end upper surface 31A of the front wall 31 is formed as a surface curved along an arc LA (see fig. 6) recessed downward. Therefore, as compared with the case where the end upper surface 31A of the front wall portion 31 is formed as a linearly extending surface, the welding length (the length of the weld bead portion X shown in fig. 3) can be increased, and the joint strength between the front wall portion 31 and the torsion beam 12 can be easily increased.

As shown in fig. 4 and the like, the side wall portion 32 is a vertical wall extending in the front-rear direction along the vehicle width direction inner side edge of the floor main body portion 22. The rear wall portion 33 is a vertical wall extending in the vehicle width direction along the rear edge of the floor main body portion 22. As shown in fig. 2, an end portion of the rear wall portion 33 extending outward in the vehicle width direction constitutes a vertical flange 33A that abuts the trailing arm 11. The vertical flange 33A is joined to the vehicle width direction inner surface of the trailing arm 11 by welding. The vertical flange 33A improves the strength of connection between the rear portion of the spring seat 13 and the trailing arm 11, and facilitates reinforcement of the rear portion of the spring seat 13.

The side wall portion 32 and the rear wall portion 33 are connected to each other and extend around the bottom plate portion 21. Thus, as compared with the case where the side wall portion 32 and the rear wall portion 33 are not connected, deformation of the bottom plate portion 21 can be suppressed, and the rigidity of the spring seat 13 can be easily improved.

As shown in fig. 4, the side wall portion 32 integrally has a vertical flange 32A projecting forward from a front end of the vehicle-widthwise inner edge of the floor main body portion 22. The longitudinal flange 32A projects forward to a position abutting against the rear surface of the torsion beam 12, and is joined to the rear surface of the torsion beam 12 by welding.

As shown in fig. 5, the vertical flange 32A is located above the front wall 31 when viewed from the vehicle body side. Therefore, the longitudinal flange 32A is engaged with the torsion beam 12 at a position higher than the front wall portion 31. That is, the longitudinal flange 32A and the front wall portion 31 are joined to the torsion beam 12 at positions shifted vertically and horizontally. This improves the coupling strength between the spring seat 13 and the torsion beam 12, and also facilitates improvement in the rigidity of the front portion of the spring seat 13.

However, when the end portion of the side wall portion 32 of the spring seat 13 (the portion of the vertical flange 32A) is brought into contact with and joined to the torsion beam 12, a load input from the side wall portion 32 to the torsion beam 12 is concentrated, and an excessive stress may act on the torsion beam 12.

Therefore, in the present configuration, as shown in fig. 4, the vertical flange 32A is provided with another vertical flange 35A arranged in parallel with a gap S therebetween. A proximal end portion 35B of the other vertical flange 35A is connected to the side wall portion 32 of the spring seat 13, and a distal end portion (corresponding to a distal end portion) of the other vertical flange 35A is joined to the rear surface of the torsion beam 12. Thus, the load input from the side wall portion 32 of the spring seat 13 to the torsion beam 12 can be dispersed and transmitted to the torsion beam 12 by the plurality of

vertical flanges

32A, 35A.

Hereinafter, when the

vertical flanges

32A and 35A are described separately, the vertical flange 32A is described as a "first vertical flange 32A", and the vertical flange 35A is described as a "second vertical flange 35A".

As shown in fig. 3 and 4, the second vertical flange 35A is formed by bending a single metal plate to be integral with the base end portion 35B. More specifically, the base end portion 35B is formed in a plate shape along the side wall portion 32, and is joined to the side wall portion 32 by welding. A plate portion 35T extending outward in the vehicle width direction is provided from the front edge of the base end portion 35B, and the second vertical flange 35A is connected to the base end portion 35B via the plate portion 35T.

As shown in fig. 3, the surface of the second longitudinal flange 35A on the opposite side of the gap S is joined to the torsion beam 12 by welding. The first vertical flange 32A is also joined to the torsion beam 12 by welding only on the surface opposite to the gap S. That is, only the portions of the first and second

vertical flanges

32A, 35A on the opposite side of the gap S are welded to the torsion beam 12.

The second vertical flange 35A is disposed on the vehicle width direction outer side of the first vertical flange 32A with a gap S therebetween. Therefore, the first and second

vertical flanges

32A, 35A are arranged laterally at intervals in the vehicle width direction, and the gap S opens upward. Therefore, when the torsion beam 12 is torsionally deformed due to the difference in the vertical position of the left and right trailing arms 11 during the traveling of the vehicle, the left and right

vertical flanges

32A and 35A are easily displaced relative to each other in the vertical direction, and the respective

vertical flanges

32A and 35A do not hinder the torsional deformation of the torsion beam 12.

If a cover member for closing the gap S is provided, the left and right

vertical flanges

32A and 35A are unlikely to be displaced relative to each other in the vertical direction. Therefore, the torsion deformation of the torsion beam 12 may be inhibited by the left and right

vertical flanges

32A, 35A. Further, since the first and second

vertical flanges

32A, 35A are disposed with a gap in the vehicle width direction, even when the left and right trailing arms 11 move up and down in substantially the same phase during vehicle traveling, the left and right

vertical flanges

32A, 35A can be prevented from interfering with the operation of the torsion beam 12.

The second vertical flange 35A is provided on the vehicle width direction outer side of the first vertical flange 32A constituting a part of the side wall portion 32 of the spring seat 13. This prevents the spring seat 13 from becoming large in the vehicle width direction.

As shown in fig. 3 and 4, the first vertical flange 32A extends linearly in the front-rear direction along the vehicle width direction inner side edge of the floor main body 22. Fig. 6 shows a straight line LB extending along the joining surface of the first longitudinal flange 32A when viewed from the front of the vehicle body.

On the other hand, as shown in fig. 3, the second vertical flange 35A is curved inward in the vehicle width direction in a plan view of the vehicle body. Fig. 6 shows an arc LC that curves along the joint surface of the first longitudinal flange 32A when viewed from the front of the vehicle body. Therefore, as compared with the case where the second vertical flange 35A is formed in a straight line shape, the welding length (corresponding to the length of the weld bead portion X) for welding the second vertical flange 35A to the torsion beam 12 can be increased, and the joint strength of the welding portion can be easily increased.

Further, since the second vertical flange 35A has a curved shape, the second vertical flange 35A is easily deformed in accordance with the movement of the torsion beam 12 and the like. Further, when a load acts between the second longitudinal flange 35A and the torsion beam 12, the second longitudinal flange 35A is appropriately deformed, and stress concentration on the torsion beam 12 is more easily relaxed.

As shown in fig. 6, the lower portion of the joint surface of the second vertical flange 35A is located near the upper end of the end upper surface 31A of the front wall portion 31 as viewed from the front of the vehicle body. This allows the joining region of the second longitudinal flange 35A and the torsion beam 12 and the joining region of the front wall portion 31 and the torsion beam 12 to be close to each other. Therefore, the joining strength between the spring seat 13 and the torsion beam 12 is easily further increased, and excessive deformation of the front portion of the spring seat 13 and the like are easily suppressed.

As described above, the spring seat 13 of the suspension 10 according to the present embodiment includes the first vertical flange 32A extending in the vehicle body longitudinal direction and the second vertical flange 35A disposed in parallel with the first vertical flange 32A with the gap S therebetween. The spring seat 13 is joined to the torsion beam 12 via the first longitudinal flange 32A and the second longitudinal flange 35A.

According to this structure, the load input from the spring seat 13 to the torsion beam 12 can be dispersed by the plurality of

longitudinal flanges

32A, 35A and input to the torsion beam 12. Further, since the gap S is provided between the first vertical flange 32A and the second vertical flange 35A, it is easy to prevent the intrusion of the scattered objects from below and the like, and the

vertical flanges

32A and 35A follow the movement of the torsion beam 12, and thus the movement of the torsion beam 12 is not easily hindered.

Further, the gap S between the first vertical flange 32A and the second vertical flange 35A opens upward. According to this configuration, when the torsion beam 12 is torsionally deformed due to the difference in the vertical position of the left and right trailing arms 11 during the traveling of the vehicle, the left and right

vertical flanges

32A and 35A are displaced relative to each other vertically, and the torsional deformation of the torsion beam 12 is less likely to be inhibited.

Further, only the portions of the first longitudinal flange 32A and the second longitudinal flange 35A located on the opposite side of the gap S are welded to the torsion beam 12. According to this configuration, as compared with the case where both sides of the

flanges

32A and 35A are welded, the gap S can be easily narrowed while reducing the thermal influence at the time of welding. Therefore, the degree of freedom in the arrangement of the second vertical flange 35A is improved, and the degree of freedom in the adjustment of the gap S is improved.

The second vertical flange 35A is provided closer to the trailing arm 11 than the first vertical flange 32A. With this configuration, the spring seat 13 can be prevented from being enlarged in the vehicle width direction. The second vertical flange 35A can be disposed by utilizing the empty space around the first vertical flange 32A.

Further, since the second vertical flange 35A is bent in the vehicle width direction, the second vertical flange 35A is appropriately bent in the vehicle width direction, and stress at the joint portion between the second vertical flange 35A and the torsion beam 12 is easily relaxed. Further, by changing the bent shape, thickness, and the like of the second vertical flange 35A, the rigidity and deformation characteristics of the second vertical flange 35A can be adjusted. This makes it easy to take measures to avoid adverse effects on the portion affected by the second vertical flange 35A, for example, the torsion beam 12.

In the present embodiment, the case where the entire second vertical flange 35A is bent inward in the vehicle width direction is exemplified, but the second vertical flange may be bent outward in the vehicle width direction, or at least a part of the second vertical flange 35A may be bent in the vehicle width direction. In addition, when sufficient performance can be obtained without bending the second vertical flange 35A, the second vertical flange 35A may not be bent.

The spring seat 13 has a front wall portion 31 extending toward the torsion beam 12 and joined to the torsion beam 12, and the first longitudinal flange 32A and the second longitudinal flange 35A are joined to the torsion beam 12 at positions shifted vertically and horizontally with respect to the front wall portion 31. According to this structure, the connection strength between the spring seat 13 and the torsion beam 12 is improved, which is also advantageous for improving the rigidity of the spring seat 13.

In the above-described embodiment, the case where the present invention is applied to the suspension 10 shown in fig. 1 and the like has been described, but the structure and shape of each part of the suspension 10 may be appropriately changed. The suspension 10 of the present invention can be applied to known suspensions for various vehicles.

Claims

1. A suspension is provided with: a torsion beam that connects left and right trailing arms provided to a vehicle body; and a spring seat engaged with the torsion beam and supporting a suspension spring, wherein,

the spring seat is provided with: a first longitudinal flange extending in the front-rear direction of the vehicle body; and a second longitudinal flange arranged in parallel with the first longitudinal flange with a gap therebetween,

the spring seat is engaged with the torsion beam via the first and second longitudinal flanges.

2. The suspension according to claim 1, wherein the gap between the first longitudinal flange and the second longitudinal flange opens upward.

3. The suspension according to claim 2, wherein only respective portions of the first longitudinal flange and the second longitudinal flange on opposite sides of the gap are welded to the torsion beam.

4. The suspension according to claim 1, wherein the second longitudinal flange is provided on the trailing arm side of the first longitudinal flange.

5. The suspension according to claim 2, wherein the second longitudinal flange is provided on the trailing arm side of the first longitudinal flange.

6. The suspension according to claim 3, wherein the second longitudinal flange is provided on the trailing arm side of the first longitudinal flange.

7. The suspension according to any one of claims 1 to 6, wherein at least a portion of the second longitudinal flange is curved in a vehicle width direction.