JP2005138652A - Reinforcement structure of suspension member for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide reinforcement structure of a suspension member for a vehicle increasing rigidity of a rear support part and surely transmitting the input at the time of collision to the rear of a vehicle body without causing problems such as weight increase and cost rise. <P>SOLUTION: The reinforcement structure of the suspension member for the vehicle is equipped with a reinforcing body 35a where a reinforcing member 35 is disposed in a suspension body 22, the reinforcing member 35 is connected to an upper panel 20 and a lower panel 21, and the both end parts 35a' are disposed so as to be positioned in the vicinity of the right and left rear support parts 22b, 22b, and a flange part 35b which is formed on both edges of the reinforcing body 35a and connected to the right and left side wall parts 21e. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

The present invention relates to a reinforcing structure for a vehicle suspension member configured to swingably support left and right suspension arms on which wheels are mounted.

In general, a suspension member of an automobile is a left and right side wall portion of a hollow suspension body formed of an upper panel and a lower panel. The left and right suspension arms are supported in front of the rear and the rear arm portions so as to be swingable. It has a structure in which a support portion is formed.

In this type of suspension member, for example, from the viewpoint of increasing the rigidity against the load applied from the suspension arm, for example, the lower panel is divided into front and rear, the front panel is made thicker than the rear panel, and the front panel is combined with the rear panel. May be made to function as a bulkhead (see, for example, Patent Document 1). In some cases, a steel plate reinforcing panel having a suspension arm attachment portion, an engine attachment portion, and a vehicle body attachment portion is disposed in the suspension member (see, for example, Patent Document 2).
JP 2000-6833 A JP 2000-118435 A

However, when a structure in which the thickness of the front panel is made larger than that of the rear panel as in the conventional case, there is a concern that the rigidity of the rear support portion of the rear panel cannot be sufficiently obtained. That is, due to input from the front and rear arm portions of the suspension arm, a bending force acting in a direction of separating the upper panel and the lower panel acts on the front and rear support portions of the suspension member. In particular, since the rear arm portion generally has a structure in which the shaft core is supported in the vertical direction, the bending force of the rear support portion is greater in the front support portion. For this reason, it is necessary to reinforce the rear support part with another reinhose or the like, and there is a problem that the weight and cost increase. Further, in the above conventional structure, the rear panel is more easily deformed than the front panel at the time of a collision, which is a disadvantageous structure for transmitting input to the rear of the vehicle body.

On the other hand, the conventional structure in which the reinforcing panel having each mounting portion is disposed is advantageous in increasing the rigidity of the suspension member as a whole, but is disadvantageous in terms of weight and cost, and absorbs energy at the time of collision. There is a problem that the amount is small.

The present invention has been made in view of the above-described conventional situation, and can increase the rigidity of the rear support portion without causing problems of an increase in weight and cost, and further, an input at the time of a collision can be provided on the rear side of the vehicle An object of the present invention is to provide a reinforcing structure for a vehicle suspension member that can be reliably transmitted.

According to the first aspect of the present invention, there is provided a suspension body having a hollow structure formed of an upper panel and a lower panel, and left and right side wall portions of the suspension body. In a vehicle suspension member reinforcing structure comprising a front support portion for supporting the suspension arm and a rear support portion for supporting the rear arm portion of the suspension arm with the axis line directed in the vertical direction of the vehicle, A reinforcing member, and a reinforcing body that is connected to the upper panel and the lower panel and has both ends positioned in the vicinity of the left and right rear support portions; and the reinforcing member. A flange portion formed on both edges of the main body and coupled to the left and right side wall portions is provided.

According to a second aspect of the present invention, in the first aspect, the rear arm portion is fastened together with the rear support portion together with a bolt to the vehicle body frame by bolts, and the reinforcing body is vertically mounted on the upper panel and the lower panel. It has a cross-sectional hat shape that extends in the vehicle width direction and is connected, and is arranged on a line connecting the left and right rear support portions.

According to the reinforcing structure of the first aspect of the present invention, the reinforcing member disposed in the suspension body is coupled to the upper panel and the lower panel, and both ends are positioned in the vicinity of the left and right rear support portions. Since the main body and the flange portions coupled to the left and right side wall portions of the suspension main body are provided, the reinforcing members are used to input the inputs from the front and rear arm portions of the suspension arm via the side wall portion, the upper, and the lower panel. Therefore, the rigidity of the rear support portion can be increased without causing an increase in weight and cost. That is, when a bending force in the vehicle width direction acts on the rear support portion, a peeling direction force is applied to the joint portion of the upper and lower panels. The reinforcing main body and the side wall portion coupled to the upper and lower panels. The flange portion coupled to is burdened. As a result, the rigidity of the rear support portion can be ensured without reinforcing with another rein hose or the like.

Further, according to the present invention, the rigidity of the rear support portion of the suspension body can be increased, so that it becomes possible to transmit the energy at the time of the vehicle collision to the rear portion of the vehicle body while absorbing the energy at the front portion of the suspension body, and to crash. The stroke amount can be secured, and consequently the influence on the passenger compartment can be prevented.

In the invention of claim 2, since the reinforcing main body has a cross-sectional hat shape extending in the vehicle width direction and connected to the upper and lower panels and arranged on the line connecting the left and right rear support portions, the suspension main body It is possible to increase the rigidity of the rear support part compared to the front support part, absorb the energy at the time of collision by buckling the front part of the suspension body, and transmit it to the rear of the vehicle body at the rear part And the energy absorption function can be enhanced.

In addition, since the rear arm portion is fastened together with the rear support portion to the vehicle body frame by bolts, the attachment rigidity of the suspension member can be increased.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 to 8 are views for explaining a reinforcing structure for a suspension member for a vehicle according to an embodiment of the present invention. FIGS. 1 and 2 are plan views of a front body frame in which the suspension member is disposed. , Side view, FIGS. 3 and 4 are front views and plan views of the suspension member, FIG. 5 is a cross-sectional view of the rear support portion of the suspension member (cross-sectional view taken along the line VV in FIG. 4), and FIGS. Sectional views of the reinforcing member (cross-sectional view taken along line VI-VI and VII-VII in FIG. 4) and FIG. 8 are exploded perspective views of the suspension member.

In the figure, reference numeral 1 denotes a front body frame of an automobile, which extends to the left and right of the left and right front side members 2, 2 extending in the vehicle front-rear direction and extends substantially parallel to the front side member 2. The left and right tunnel members 4 and 4 extending substantially parallel to the front side member 2 are disposed on the inner side of the vehicle, and the rear end portions of the left and right front side members 2 are disposed. The cross member 5 extending in the vehicle width direction is joined to the rocker rail 3 and the cross member 5 is coupled to the rocker rail 3 and the tunnel member 4.

The front side member 2 includes a front part 2a extending substantially linearly, a kick part 2b extending obliquely downward from the rear end of the front part 2a, and a substantially straight line extending rearward from the lower end of the kick part 2b. And an extended rear portion 2c.

The front end portion of the rocker rail 3 is coupled to the lower end portion of the kick portion 2 b of the front side member 2 via an outer torque box 6, and the front end portion of the tunnel member 4 is coupled via an inner torque box 7. Has been. Thereby, the input at the time of the vehicle collision is distributed from the front portion 2a of the front side member 2 to the rocker rail 3 and the tunnel member 4 and transmitted to the rear of the vehicle body.

An apron member 8 extending in the front-rear direction is disposed on the outer side of the front side member 2 above the front portion 2a, and a suspension tower 9 extending in the vertical direction is disposed between the apron member 2 and the front portion 2a. Are combined. A dash panel 11 is disposed at the rear of the left and right suspension towers 9, and the front edge of the floor panel 12 is joined to the lower edge of the dash panel 11.

A suspension member 15 is disposed below the kick portion 2b of the left and right front side members 2, and the suspension member 15 is disposed so as to substantially face the left and right tunnel members 4 and 4. ing.

Left and right suspension arms 16 are swingably supported on the left and right side wall portions of the suspension member 15. The suspension arm 16 has a front arm portion 16a extending in the vehicle width direction and a rear arm portion 16b extending rearward from the inner end portion of the front arm portion 16a. A support bush 18 is fixed to the inner end of the front arm portion 16a with its axis oriented in the vehicle longitudinal direction, and a support bush 19 is secured to the rear arm portion 16b with its axis oriented in the vehicle vertical direction. Yes. A front wheel 17 is mounted on the outer end portion of the front arm portion 16a.

The suspension member 15 includes a suspension body 22 having a hollow structure in which a substantially bathtub-like upper panel 20 and a lower panel 21 are joined to each other by spot welding of outer flange portions 20a and 21a formed on the outer peripheral edges of the two. , Formed on the left and right side wall portions of the suspension body 22 and supporting the front and rear arm portions 16a and 16b of the suspension arm 16 and the rear support portions 22a. 22b. The suspension body 22 is formed in a generally convex shape so that the vehicle width direction center portion is positioned slightly higher than both ends in front view, and the left and right front sides protrude forward from the vehicle width direction center portion in plan view. It is formed in a generally concave shape.

A support pipe 25 is inserted through the left and right front end portions of the suspension body 22, and the support pipe 25 is joined to the suspension body 22 by welding. The upper portions of the support pipes 25 are bent outwardly of the vehicle, and the upper ends of the support pipes 25 are bolted to a bracket 26 fixed to the bottom wall of the front side member 2.

Mounting seats 20b and 20b for a steering gear box (not shown) are formed on the left and right sides of the upper panel 20, and a stepped joint 21b is formed on the bottom wall of the lower panel 21 so as to be substantially along the outer periphery. Is formed. Further, front and rear openings 21d and 21e are cut out at portions facing the left and right side wall portions 21c and 21c of the lower panel 21 and the rear support portions 22a and 22b.

A reinforcing plate 27 having a hat-shaped cross section that opens to the outside of the vehicle is disposed in the front support portion 22a. The front and rear flanges 27a and 27a of the reinforcing plate 27 are fixed to the edge portion of the front opening 21d by welding. ing. This ensures the rigidity of the front opening 21d portion.

A support bush 18 of the front arm portion 16a is inserted and disposed in the front support portion 22a in the front opening 21d with the shaft core oriented in the vehicle longitudinal direction, and the support bush 28 is inserted into the shaft core. The bolts 29 are fixed to the suspension body 22 together with the reinforcing plate 27.

A support bush 19 of the rear arm 16b is inserted and arranged in the rear support portion 22b in the rear opening 21e so that the shaft core is oriented in the vertical direction of the vehicle. The support bush 19 is inserted into the shaft core. The bolts 30 are fastened together with the suspension body 22 together with the bracket 31 fixed to the bottom surface of the front side member 2.

As shown in FIG. 5, the support bush 19 has a structure in which an inner cylinder 19a abutting against the upper panel 20 and the lower panel 21 and an outer cylinder 19b to which the rear arm portion 16b is fixed are fixed via a rubber bush 19c. The above-described support bush 18 has a substantially similar structure.

A reinforcing member 35 is disposed in the suspension body 22. The reinforcing member 35 has a reinforcing main body 35a extending in the vehicle width direction, and flange portions 35b and 35b bent at the left and right edges of the reinforcing main body 35a. The reinforcing body 35a is formed by bending front and rear walls 35d and 35d on an upper wall 35c extending along the inner surface of the upper panel 20 and bending joints 35e and 35e at lower ends of the front and rear walls 35d. The flange portion 35b is bent and formed on the left and right front walls 35d.

Each joint 35e of the reinforcing body 35a is joined to the joint 21b of the lower panel 21 by spot welding. A large number of long holes 20c are cut out in the portion of the upper panel 20 facing the upper wall 35c, and the upper wall 35c is joined to the upper panel 20 by CO ₂ welding via the long holes 20c.

Both end portions 35a 'of the reinforcing main body 35a are positioned in the vicinity of the left and right rear support portions 22b and 22b, and the reinforcing main body 35a is disposed on a line connecting the left and right rear support portions 22b. The left and right flange portions 35b and 35b are joined to the front edge portion of the rear opening 21e of the side wall portion 21c of the lower panel 21 by spot welding.

According to the present embodiment, the reinforcing member 35 is disposed in the suspension body 22, the reinforcing member 35 is bridged over the upper panel 20 and the lower panel 21, and both end portions 35 a ′ are rearward on the left and right sides. The reinforcing main body 35a is disposed so as to be positioned in the vicinity of the support portion 22b, and the flange portion 35b is formed on both edges of the reinforcing main body 35a and is coupled to the left and right side wall portions 21c of the lower panel 21. Therefore, the inputs from the front and rear arm portions 16a and 16b of the suspension arm 16 can always be released to the reinforcing member 35 via the upper, lower panels 20 and 21 and the side wall portion 21c. It is possible to increase the rigidity of the rear support portion 22b without incurring a rise in the height.

That is, as shown in FIG. 4, when an inward bending force a acts on the front and rear support portions 22a and 22b of the suspension body 22 by an input in the vehicle width direction from the suspension arm 16, the bending force a is applied to the upper and lower panels. 20 and 21 are transmitted to the reinforcing member 35, so that torsional deformation of the upper panel 20 and the lower panel 21 is suppressed. On the other hand, when a force b that bends outward acts on the front and rear support portions 22a and 22b, a force in a peeling direction acts on the joint between the upper panel 20 and the lower panel 21 due to the bending force b, and this peeling force is used as a reinforcing member 35. As a result, the force that bulges outside the upper panel 20 and the lower panel 21 is suppressed. Thus, in this embodiment, the structure is such that the input from the suspension arm 16 is always transmitted to the reinforcing member 35 and escaped, and as a result, steering stability can be ensured. Further, the rigidity of the suspension member 15 itself can be increased by the reinforcing member 35, and there is an effect of suppressing vibration in the vertical direction, which is also effective against vibration noise.

In the present embodiment, the rigidity of the left and right rear support portions 22b, 22b of the suspension body 22 can be increased, so that the energy at the time of the vehicle collision is absorbed by the front portion of the suspension body 22 and tunneled at the rear portion. It is possible to transmit to the rear of the vehicle body via the member 4, so that the amount of crash stroke can be secured, and consequently the influence on the passenger compartment can be prevented.

In the present embodiment, the reinforcing main body 35a has a cross-sectional hat shape extending in the vehicle width direction and is disposed on a line connecting the left and right rear support portions 22b and 22b. The energy at the time of collision can be absorbed by buckling of the front portion of the suspension body 22 and transmitted to the rear of the vehicle body at the rear portion, further enhancing the energy absorption function. it can.

Further, since the rear arm portion 16b is fastened together with the rear side support member 22 and the front side member 2 with the bolts 30 via the support bushes 19, the vehicle body mounting rigidity of the suspension member 15 can be increased.

Here, in order to assemble the suspension body 22 of the present embodiment, the reinforcing body 35a and the flange portion 35b are joined to the lower panel 21 by spot welding, then the upper panel 20 is joined to the lower panel 21 by spot welding, and then the upper panel 20 And the reinforcing body 35a are welded by CO ₂ welding. Thus, in this embodiment, spot welding and CO ₂ welding can be performed in separate steps, and productivity can be improved. That is, in the conventional structure in which the lower panel is divided into the front and rear panels, the upper panel and the front panel are joined by spot welding and CO ₂ welding, and then the rear panel is joined similarly by spot welding and CO ₂ welding. There is a problem that productivity is low because spot welding and CO ₂ welding are mixed in one process.

It is a top view of the front body frame by which the suspension member by one Embodiment of this invention was arrange | positioned. It is a side view of the said front body frame. It is a front view of the said suspension member. It is a top view of the said suspension member. FIG. 5 is a cross-sectional view (cross-sectional view taken along line V-V in FIG. 4) of the rear support portion of the suspension member. FIG. 5 is a cross-sectional view of the suspension member reinforcing member (a cross-sectional view taken along the line VI-VI in FIG. 4). FIG. 7 is a cross-sectional view of the reinforcing member of the suspension member (a cross-sectional view taken along line VII-VII in FIG. 4). It is a disassembled perspective view of the said suspension member.

Explanation of symbols

2 Front side member (body frame)
15 Suspension member 16 Suspension arm 16a Front arm part 16b Rear arm part 20 Upper panel 21 Lower panel 21c Side wall part 22 Suspension body 22a Front support part 22b Rear support part 30 Bolt 35 Reinforcement member 35a Reinforcement body 35b Flange part

Claims (2)

A suspension body having a hollow structure formed by an upper panel and a lower panel, and formed on the left and right side walls of the suspension body, before supporting the front arms of the left and right suspension arms with the axis line in the longitudinal direction of the vehicle In a vehicle suspension member reinforcement structure comprising a support portion and a rear support portion for supporting the rear arm portion of the suspension arm with its axis line directed in the vehicle vertical direction, a reinforcing member is disposed in the suspension body, The reinforcing member is formed on both edges of the reinforcing body, the reinforcing body being coupled to the upper panel and the lower panel and having both ends positioned near the left and right rear support parts. A reinforcing structure for a suspension member for a vehicle, comprising: a flange portion coupled to the left and right side wall portions. 2. The vehicle width according to claim 1, wherein the rear arm portion is fastened together with the rear support portion together with the rear support portion by bolts, and the reinforcing main body is coupled to the upper panel and the lower panel so as to be bridged in the vertical direction. A reinforcing structure for a suspension member for a vehicle, comprising a hat having a transverse cross section extending in a direction, and disposed on a line connecting the left and right rear support portions.

Images