JP2000177347A - Lateral rod - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly prevent such a phenomenon that gear meshing noises of a final speed reducer in an axle housing are loudened in a room during using a lateral rod connected to the axle housing and a body without causing the increasing weight of the lateral rod, an increase in manufacturing cost and poor strength. SOLUTION: A rod portion 1 is provided with a first bent portion 10a and a second bent portion 10b spaced from each other in the longitudinal direction of the rod portion 1. The bending directions Na, Nb of the first bent portion 10a and the second bent portion 10b in the axial view of the rod portion 1 cross each other.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lateral rod used for receiving a force acting on a vehicle suspension in a vehicle width direction.

[0002]

2. Description of the Related Art As shown in FIG.
One end 8a is connected to an axle housing 90 of an automobile via a suitable bracket 91, and the other end 8b is connected to a vehicle body (not shown). A final reduction gear (not shown) configured with a differential is incorporated inside the axle housing 90, and the final reduction gear generates a vibrating force and a meshing sound caused by meshing of a plurality of gears. I do. The vibration caused by the vibrating force is transmitted to the lateral rod 8, and its frequency changes with the running speed of the vehicle. For this reason,
When the natural frequency (resonance point) of the lateral rod 8 is close to the natural frequency of the vehicle body, the running speed of the vehicle becomes a constant speed, and the frequency of the vibration generated from the final reduction gear changes to the lateral frequency of the lateral rod 8. When the vehicle approaches the natural frequency of the vehicle body, a resonance (resonance) phenomenon occurs in which the meshing sound is amplified, and the meshing sound may sound loud as annoying noise for passengers in the vehicle compartment.

Therefore, conventionally, as means for preventing the above noise, there are means for increasing the diameter of the rod portion of the lateral rod and attaching a mass damper to the lateral rod. Further, as another conventional means, there is a means described in, for example, Japanese Utility Model Publication No. 7-42818. This means is to reduce the natural frequency of the lateral rod 8 by providing two bent portions 82a and 82b on the rod portion 81 of the lateral rod 8A as shown in FIG. 3 of the present application.

[0004]

However, the above-mentioned conventional means has the following disadvantages.

That is, in the former method, the weight of the entire lateral rod is increased by an increase in the diameter of the rod portion or an increase in the amount of the mass damper attached. Therefore, it is disadvantageous in reducing the weight of the entire vehicle. In addition, if the diameter of the lateral rod is increased or the mass damper is used, the material cost or the component cost increases, which is disadvantageous in the manufacturing cost of the lateral rod.

On the other hand, in the latter means, since only the bending process is performed on the rod portion 81 of the lateral rod 8A, an increase in vehicle weight can be suppressed unlike the former case, and the lateral rod 8A can be restrained. Can be manufactured at a relatively low cost. However, in the latter means, since the rod portion 81 is provided with the bent portions 82a and 82b to reduce the strength of the rod portion 81 and lower its natural frequency, the rod portion 81 originally fulfills. It is not preferable in view of the power function, that is, the function of increasing the strength of the suspension by receiving the force in the vehicle width direction of the suspension. In the latter means, the rod 81
Are provided with two bent portions 82a and 82b, but these bent portions 82a and 82b are bent so as to be located on the same plane (in FIG. 3, on the same plane as the paper). The bending direction (bending portion 82a,
The directions in which the center points P1 and P2 of 82b are offset from the center line Ca connecting both ends of the lateral rod 8) are merely directions different from each other by 180 °. In the lateral rod 8A having such a structure, its bending rigidity, tensile strength, and the like are reduced as compared with the case where the rod portion is formed in a straight shape.

[0007] The present invention has been made under such circumstances, and the weight of the lateral rod is increased.
When the lateral rod is connected to the axle housing and the vehicle body, the gear meshing sound of the final reduction gear in the axle housing can be heard loudly in the vehicle compartment without increasing the manufacturing cost and reducing the strength. The task is to be able to appropriately prevent the phenomenon.

[0008]

DISCLOSURE OF THE INVENTION In order to solve the above problems, the present invention employs the following technical means.

In the lateral rod provided by the present invention, the rod portion is provided with a first bent portion and a second bent portion which are located at an interval in the longitudinal direction of the rod portion. The bending direction of the first bent portion and the second bent portion as viewed in the axial direction of the rod portion is characterized in that they are directions that intersect each other.

[0010] In the present invention, the first bent portion and the second bent portion provided at an interval in the rod portion of the lateral rod are such that their bending directions intersect each other when viewed in the axial direction of the rod portion. To be a relationship
Compared to the case where the rod portion of the lateral rod is formed straight, the bending rigidity and tensile strength of the lateral rod can be increased, and the value of the natural frequency can be increased. That is, when a plurality of bent portions are provided in the rod portion, the rigidity of the lateral rod is reduced in the case of the structure shown in Japanese Utility Model Publication No. 7-42818 described above. Conversely, the rigidity of the lateral rod can be increased by the presence of the bent portion.
In the lateral rod according to the present invention, for example, when a tensile force is applied to both ends of the rod portion, the first bent portion and the second bent portion have a relationship in which their bending directions cross each other when viewed in the axial direction of the rod portion. In the region between the above, a part of the tensile force can be converted into a torsional force, and the strength of the rod portion with respect to the tensile force can be increased accordingly.

As described above, according to the present invention, the value of the natural frequency of the lateral rod can be changed without lowering the tensile strength of the lateral rod. The natural frequency of the lateral rod can be different from the natural frequency of the vehicle body without impairing the function of increasing the strength of the axle housing, and the gear meshing sound of the final reduction gear incorporated in the axle housing is caused by the resonance phenomenon. It is possible to appropriately prevent a loud noise from coming into the vehicle interior. of course,
In the present invention, it is only necessary to bend the rod portion of the lateral rod, so that an increase in the weight of the entire lateral rod and an increase in manufacturing cost can be minimized.

Preferably, an intersection angle of a bending direction between the first bent portion and the second bent portion in the axial direction of the rod portion is approximately 90 °.

According to such a configuration, it is possible to maximize the angular phase difference between the first bending portion and the second bending portion in the bending direction as viewed in the axial direction of the rod portion. The strength can be efficiently increased. In addition, it is possible to increase the change width of the value of the natural frequency of the lateral rod.

Preferably, the first bent portion and the second bent portion
The bent portions are provided at both ends in the longitudinal direction of the rod portion.

According to such a configuration, the distance between the first bent portion and the second bent portion can be increased, so that, for example, when a tensile force is generated in the rod portion, the first bent portion is formed.
It is possible to generate a torsional force in a region where the dimension between the bent portion and the second bent portion is long, which is more convenient for increasing the strength of the lateral rod.

Other features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be specifically described below with reference to the drawings.

FIG. 1 shows an example of a lateral rod according to the present invention, wherein (a) is a plan view, (b) is a front view, and (c).
FIG. 2 is a sectional view taken along the line II in FIG.

The lateral rod A of this embodiment has rubber bushes 2a, 2a at both ends of a rod portion 1 having a fixed length.
b has a fixed structure. Each of the rubber bushes 2a and 2b has a rubber 22 interposed between an inner cylinder 20 and an outer cylinder 21 made of metal.

The rod portion 1 is formed of, for example, a solid metal bar having a circular cross section. However, the rod portion 1 is provided with a first bent portion 10a, a second bent portion 10b, and a third bent portion 10c each of which has been subjected to bending by press working. The first bent portion 10a is a portion in which one end 1a of the rod portion 1 is formed in a substantially rectangular shape in plan view of the lateral rod A, and the center point Pa is defined by the two rubber bushes 2a and 2b. From the center line C of the rod part 1 passing through the center, an appropriate dimension L
a is offset in the direction of the arrow Na by a. The one end of the rod portion in the present invention means not only a minute region at one end in the longitudinal direction of the rod portion but also a region having a certain dimensional width in the longitudinal direction of the rod portion including that region. This is the same for the other end of the rod.

The second bent portion 10b is a portion in which the other end portion 1b of the rod portion 1 is formed in a substantially rectangular shape in a front view of the lateral rod A, and the center point Pb is the center line C Is offset in the direction of the arrow Nb by an appropriate dimension Lb. The third bent portion 10c is a portion in which a portion closer to the center in the longitudinal direction than one end 1a of the rod portion 1 is formed in a substantially rectangular shape in a front view of the lateral rod A, and the center point Pc Is offset from the center line C by an appropriate dimension Lc in the direction of the arrow Nc. However, the offset directions of the second bent portion 10b and the third bent portion 10c are opposite to each other. In this lateral rod A, the bending direction Na of the first bending portion 10a as viewed in the axial direction of the rod portion 1 is equal to the bending direction Na of the second bending portion 10b and the third bending portion, as clearly shown in FIG. For each bending direction Nb, Nc of the portion 10c, 90
The angle relationship intersects at or near °.

Next, the operation of the lateral rod A will be described.

Like the conventional lateral rod shown in FIG. 2, the lateral rod A has one end connected to a bracket of an axle housing constituting a suspension of an automobile and the other end connected to a vehicle body. . Rubber bushes 2a and 2b are used for their connection. In such a usage state of the lateral rod A, a force acting in the vehicle width direction of the suspension acts as a pulling force on the rod portion 1. Here, FIG.
Considering the case where a tensile force F acts on the rod portion 1 in (a) and (b), the first bent portion 10a and the second bent portion 10b are formed by bending the rod portion 1 when viewed in the axial direction. Since the directions Na and Nb cross each other, a part of the tensile force F is converted to a torsional force T in the region between the first bent portion 10a and the second bent portion 10b. can do. In particular, the bending directions Na, Nb
Is at or near a crossing angle of 90 °, so that its conversion efficiency can be maximized. On the other hand, rod part 1
Is inherently excellent in strength against such torsional force T. Since the first bent portion 10a and the second bent portion 10b are provided at both ends 1a and 1b in the longitudinal direction of the rod portion 1, the size of the region where the torsional force T acts is increased. Therefore, the strength of the rod portion 1 with respect to the torsional force T can be further increased. Therefore, in the lateral rod A, since a part of the tensile force F can be converted into the torsional force T, the strength of the rod portion 1 against the tensile force can be increased, and the strength of the suspension in the vehicle width direction can be increased. It can be used suitably.

On the other hand, when the lateral rod A vibrates while generating a bending deformation in a state where both ends are supported, the bending deformation is accompanied by a tensile deformation of the rod portion 1. Therefore, as described above, as the tensile strength of the lateral rod A increases, the bending rigidity also increases, and the value of the natural frequency can be increased. Therefore, when the rod portion is formed straight, even if the natural frequency of the lateral rod has a value very close to the natural frequency of the vehicle body, according to the lateral rod A, The natural frequency can be set to a value considerably different from the natural frequency of the vehicle body. Therefore, even when the frequency of the gear meshing sound generated from the final reduction gear incorporated in the axle housing becomes the vehicle speed approaching the natural frequency of the vehicle body, the resonance phenomenon of the gear meshing sound is suppressed. This does not occur, and the interior of the vehicle can be quiet.

The specific configuration of each part of the lateral rod according to the present invention is not limited to the above embodiment.

For example, in the above-described embodiment, the rod portion is provided with the third bent portion, but the third bent portion may not be provided. Conversely, in the present invention,
Not only the third bent portion but also one or more other bent portions may be additionally provided. Further, in the present invention, it is preferable that the bending direction between the first bent portion and the second bent portion is set to an intersection angle of 90 ° or close to it, but the present invention is not limited to this, and the other intersection angles are not limited to this. It may be an angle. In addition, in the present invention, the specific bending amount, the bending shape, the forming position, the specific cross-sectional shape and the material of the rod portion, and the like of the first bending portion and the second bending portion are not limited. .

[Brief description of the drawings]

FIG. 1 shows an example of a lateral rod according to the present invention,
(A) is a plan view, (b) is a front view, (c) is the same figure (b)
FIG. 2 is a sectional view taken along line II of FIG.

FIG. 2 is a perspective view showing an example of a conventional lateral rod mounting structure.

FIG. 3 is a front view showing an example of a conventional lateral rod.

[Explanation of symbols]

 A lateral rod 1 rod part 2a, 2b rubber bush 10a first bent part 10b second bent part 10c third bent part

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yasuyoshi Tanaka 2-1-1 Taoyuan, Ikeda-shi, Osaka Daihatsu Kogyo Co., Ltd. F-term (reference) 3D001 AA00 AA17 AA19 BA07 DA04

Claims (3)

[Claims] A first bent portion and a second bent portion which are located at a distance from each other in a longitudinal direction of the rod portion, and wherein the rod portion is viewed from an axial direction of the rod portion. A lateral rod, wherein a bending direction of the first bending portion and a bending direction of the second bending portion cross each other. 2. The lateral according to claim 1, wherein an intersection angle of a bending direction between the first bending portion and the second bending portion in the axial direction of the rod portion is approximately 90 °. rod. 3. The first bent portion and the second bent portion are provided at both ends in the longitudinal direction of the rod portion.
The lateral rod according to claim 1.