JP2007022250A - Steering knuckle for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a lighter and more rigid steering knuckle for vehicles. <P>SOLUTION: A first longitudinal wall part 11 is vertically arranged at a first arm 4 extending upward from a main body 2 in a substantially perpendicular manner in side view. Further, by setting the first longitudinal wall 11 as a center, a second longitudinal wall 13 and a third longitudinal wall 14 are arranged alternately back and forth in its vertical direction. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a steering knuckle for a vehicle.

  As a conventional vehicle steering knuckle, one disclosed in Patent Document 1 is known.

  The vehicle steering knuckle of Patent Document 1 includes an annular boss portion that supports a drive shaft via a bearing, a first arm portion that is coupled to a front upper arm, a second arm portion that is connected to a steering link member, It has.

In the steering knuckle disclosed in Patent Document 1, a truss rod is provided between the first arm and the second arm to suppress deformation of the annular boss portion.
No. 7-6065

  According to the steering knuckle of Patent Document 1 described above, the deformation of the annular boss portion is suppressed by providing the truss rod.

  However, since the truss rod has a small effect on the deformation suppression of the first arm portion and the second arm portion, there is a problem that it is difficult to improve the rigidity of the steering knuckle as a whole.

  Further, there is a problem that the weight of the steering knuckle increases due to the provision of the truss rod.

  Therefore, an object of the present invention is to obtain a vehicle steering knuckle that can improve rigidity with a lighter configuration.

  In the present invention, a main body portion to which the wheel support is attached, a first arm extending upward from the main body portion and connected to the upper arm of the suspension, and a link member of the steering mechanism extending from the main body portion in the vehicle front-rear direction. In the vehicle steering knuckle comprising: a second arm coupled to the vehicle body; and a third arm extending inward in the vehicle width direction from the lower portion of the main body and coupled to the lower arm of the suspension. A first vertical wall portion extending in a vehicle width direction from the upper portion to the lower portion of the arm and extending substantially linearly in a side view, and a vehicle with respect to the first vertical wall portion at the upper portion of the first arm. A second vertical wall portion extending in the vertical direction while facing the first vertical wall portion with a gap on either one of the front side and the rear side, and the first vertical wall portion at a lower portion of the first arm Against The main feature is that it comprises a third vertical wall portion extending in the vertical direction while facing the first vertical wall portion with a gap on the other side of the side on which the upper vertical wall portion is disposed. .

  According to the present invention, the second vertical wall portion and the third vertical wall portion are alternately staggered along the vertical direction (longitudinal direction) around the first vertical wall portion extending substantially linearly in the vertical direction in a side view. The first arm can be curved in the front-rear direction as viewed from the side, thereby ensuring higher rigidity while suppressing interference with the tool.

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

  (First Embodiment) FIG. 1 is a rear view (partially sectional view) of a front suspension including a vehicle steering knuckle according to this embodiment, and FIG. 2 is a side view of the steering knuckle viewed from the inside in the vehicle width direction. FIG. 3 is a cross-sectional view of the first arm of the steering knuckle (A-A cross-sectional view of FIG. 2), and FIG. 4 is a perspective view of the lower portion of the steering knuckle. In the figure, FR indicates the front in the vehicle longitudinal direction, IN indicates the inner side in the vehicle width direction, and UP indicates the upper side.

  The steering knuckle 1 is used for a double wishbone type front suspension. Basically, a main body 2 to which a wheel support 10 for rotatably supporting a wheel 9 is attached, and an upper arm of the suspension extending upward from the main body 2. 3, a second arm 6 that extends in the vehicle longitudinal direction from the main body 2 and is connected to the link member 5 of the steering mechanism, and extends inward in the vehicle width direction from the lower portion of the main body 2. And a third arm 8 connected to the lower arm 7 of the suspension.

  The main body 2 is configured in a substantially rectangular shape in a side view, and a circular opening is formed in the center.

  The first arm 4 extends upward from the main body 2 while being bent so as to bypass the upper side of the wheel 9 in a rear view (front view). An upper arm attachment portion 16 for attaching the upper arm 3 is formed at the upper end portion.

  The first arm 4 includes a first vertical wall portion 11 that extends from the upper portion to the lower portion of the steering knuckle 1 and extends in a substantially straight line with a width in the vehicle width direction in a side view. The first vertical wall portion 11 (11a, 11b) is erected inward in the vehicle width direction from the base wall portions 21 and 22 extending in the vertical direction with a width in the vehicle front-rear direction, and the front and back surfaces thereof It is constructed as a substantially band-like wall extending in the vertical direction with a posture oriented in the direction, gradually rising from the lower front edge of the main body 2 and gradually increasing its width, and substantially S-shaped in rear view (front view) It extends to the upper arm mounting portion 16 while bending in a shape.

  The upper part of the first arm 4 has a substantially strip-shaped second vertical wall portion extending in the vertical direction while facing the first vertical wall portion 11 with a gap in front of the first vertical wall portion 11 with respect to the vehicle. 13 is provided, and the first vertical wall portion 11 and the second vertical wall portion 13 are connected to each other via a base wall portion 21 located further outward in the vehicle width direction. That is, as shown in FIG. 3, the upper part of the first arm 4 has a substantially U-shaped cross section that opens toward the inner side in the vehicle width direction.

  In the present embodiment, the width of the first vertical wall portion 11 at each height position is made larger than the width of the second vertical wall portion 13 over substantially the entire upper portion of the first arm 4. Furthermore, the maximum width of the first vertical wall portion 11 is made larger than the maximum width of the second vertical wall portion 13.

  As shown in FIG. 2, both the first vertical wall portion 11 and the second vertical wall portion 13 are connected to the upper arm mounting portion 16 in front of the mounting center. From the connecting position with the upper arm mounting portion 16, the first vertical wall portion 11 extends substantially linearly downward, whereas the second vertical wall portion 13 curves so as to protrude forward of the vehicle. While extending downward. The second vertical wall portion 13 extends substantially in parallel with the first vertical wall portion 11 at the center in the vertical direction, but ascends to the first vertical wall portion 11 as it goes downward, It is integrated with the first vertical wall portion 11 substantially at the center.

  On the other hand, at the lower part of the first arm 4, a substantially strip-shaped third vertical wall extending in the vertical direction while facing the first vertical wall portion 11 with a gap behind the first vertical wall portion 11 with respect to the vehicle. A portion 14 is provided, and the first vertical wall portion 11 and the third vertical wall portion 14 are connected to each other via a base wall portion 22 provided on the outer side in the vehicle width direction. That is, although not shown, the lower portion of the first arm 4 also has a substantially U-shaped cross section that opens toward the inner side in the vehicle width direction, like the upper portion of the first arm 4.

  And also in the lower part of the first arm 4, the width of the first vertical wall portion 11 at each height position is made larger than the width of the third vertical wall portion 14 over the almost entire area, and further, the first vertical wall The maximum width of the portion 11 is made larger than the maximum width of the third vertical wall portion 14.

  Further, the third vertical wall portion 14 gradually rises from the rear edge portion of the lower portion of the main body portion 2 to gradually increase its width, and is parallel to the first vertical wall portion 11 in a side view as shown in FIG. A pair of walls is formed, and they are opposed to each other in the front-rear direction across the main body 2. And this 3rd vertical wall part 14 curves toward the vehicle front side from the upper edge part of the main-body part 2, and asymptotically approaches the 1st vertical wall part 11 as it goes upwards, and is substantially the center of the 1st arm 4. It is integrated with the first vertical wall portion 11 at the portion.

  Here, in this embodiment, the lower end 12a of the portion where the second vertical wall portion 13 is connected to the first vertical wall portion 11 and the third vertical wall portion 14 are connected to the first vertical wall portion 11 in a side view. The first arm 4 is configured to be positioned below the upper end 12b of the portion to be formed so that the first arm 4 does not become narrow at the center in the vertical direction.

  Further, in the present embodiment, a rib wall 15 that extends in the vehicle front-rear direction above the main body portion 2 and connects the third vertical wall portion 14 and the first vertical wall portion 11 is provided to improve the rigidity of the first arm 4. I am trying. Here, with respect to the rib wall 15, as shown in FIG. 4, the width H <b> 1 of the connection portion with the third vertical wall portion 14 is larger than the width H <b> 2 with the connection portion with the first vertical wall portion 11. (H1> H2).

  On the other hand, the second arm 6 extends rearward from the upper portion of the main body 2, and a link member connecting portion 18 that connects the link member 5 is formed at the rear end portion. A rib 20 is provided between the second arm 6 and the rear wall of the main body 2 to improve rigidity.

  Further, the third arm 8 protrudes inward in the vehicle width direction from the lower portion of the main body portion 2, and a lower arm attachment portion 17 for attaching the lower arm 7 is formed at a tip portion thereof.

  A flange 19 for attaching a brake caliper (not shown) is formed on the front side of the main body 2 so as to project.

  In the steering knuckle 1 configured as described above, the upper portion 11a of the first vertical wall portion 11 is the rear edge of the first arm 4 at the upper portion of the first arm 4, whereas the first vertical wall portion is at the lower portion of the first arm 4. 11 is a front edge of the first arm 4, and as is apparent from the shape of the center line M of the first arm 4 shown in FIG. It will be understood that the upper part has a curved shape so as to project forward.

  In this way, by bending the first arm 4 in the longitudinal direction of the vehicle, the tool or the like used for the connection work interferes with the first arm 4 when the upper arm 3 and the upper arm mounting portion 16 are connected. This can be suppressed and the operation can be performed more smoothly.

  As described above, the steering knuckle 1 of such a double wishbone type suspension is connected to the upper arm 3, the lower arm 7, the link member 5 of the steering mechanism, and the like, and a large load acts on each part.

  Here, the angle of the mounting surface between the upper arm 3 and the first arm 4 (upper arm mounting portion 16) cannot necessarily be parallel to the horizontal direction or the vertical direction of the vehicle. Of course, the load in the vertical direction also acts as an axial force or a bending moment.

  In this respect, since the first arm 4 according to the present embodiment includes the first vertical wall portion 11 extending from the upper part to the lower part in a substantially straight shape in a side view, the first arm 4 is more resistant to such a vertical load. High rigidity can be secured.

  That is, according to the above-described embodiment, the second vertical wall portion is alternately staggered along the vertical direction around the first vertical wall portion 11 provided so as to be substantially linear in the vertical direction in a side view. By providing the shape 13 and the third vertical wall portion 14, the first arm 4 can obtain a shape that is curved in a side view, whereby higher rigidity can be ensured while suppressing interference with the tool. .

  Furthermore, about both the upper part and the lower part of the 1st arm 4, the 1st vertical wall part 11 and the 2nd vertical wall part 13 or the 3rd vertical wall part 14 were continuously arranged using the base wall parts 21 and 22. By forming the U-shaped cross section, even higher rigidity can be ensured.

  Moreover, according to this embodiment, the lower end 12a of the part where the second vertical wall portion 13 is connected to the first vertical wall portion 11 and the third vertical wall portion 14 to the first vertical wall portion 11 in a side view. Since it is configured to be positioned below the upper end 12b of the connected portion, the rigidity of the first arm 4 can be increased by securing the width of the first arm 4 at the center in the vertical direction of the first arm 4. .

  In addition, according to the present embodiment, by increasing the width of the first vertical wall portion 11 than the width of the second vertical wall portion 13 and the third vertical wall portion 14, the rigidity is increased on the inner side of the curve. The rigidity can be increased more effectively with respect to both the axial force and the bending moment acting on the first arm 4.

  In the present embodiment, since the rib wall 15 is provided, the torsional rigidity of the first arm 4 can be increased. At this time, the moment acting on the rib wall 15 from the second arm 6 is maximized on the second arm 6 side, that is, on the third vertical wall portion 14 side. Therefore, in the present embodiment, as shown in FIG. 4, the width H1 of the rib wall 15 on the third vertical wall portion 14 side is made larger than the width H2 on the first vertical wall portion 11 side. There is an advantage that the rigidity of the first arm 4 can be increased by a lighter configuration without unnecessarily increasing the height.

  According to the steering knuckle 1 according to the above-described embodiment, it is possible to ensure higher rigidity with a lighter configuration than in the past. In fact, when the inventors conducted comparison and verification with a conventional steering knuckle that does not have the first vertical wall portion 11 extending substantially linearly in the vertical direction, the maximum stress acting on the steering knuckle is reduced by 26%. % Weight reduction was achieved.

  (Second Embodiment) FIG. 5 is a side view of a vehicle steering knuckle according to this embodiment as viewed from the inner side in the vehicle width direction. In the figure, FR indicates the front in the vehicle longitudinal direction, IN indicates the inner side in the vehicle width direction, and UP indicates the upper side. The steering knuckle 1A according to the present embodiment includes the same components as those of the steering knuckle 1 according to the first embodiment. Therefore, the same components are denoted by the same reference numerals, and redundant description is omitted.

  In the steering knuckle 1 </ b> A according to the present embodiment, an opening 23 surrounded by the first vertical wall portion 11, the third vertical wall portion 14, and the rib wall 15 is formed on the upper side of the rib wall 15. Since this region is surrounded by the first vertical wall portion 11, the third vertical wall portion 14, and the rib wall 15, it is possible to form the opening 23 while maintaining a higher rigidity state. In fact, as a result of verification by the inventors, the influence of the rigidity reduction due to the provision of the opening 23 is almost negligible, and the weight of the steering knuckle 1A is compared with that of the steering knuckle 1 according to the first embodiment. It was found that the weight could be further reduced by 2%.

  That is, according to this embodiment, there is an advantage that further weight reduction can be achieved while suppressing a decrease in rigidity.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiments, and various modifications can be made.

  For example, in the above-described embodiments, the configuration in which the upper portion of the first arm is bent forward is exemplified, but the present invention can be implemented in a configuration in which the upper portion is bent backward instead. However, the same can be applied to the case where the second arm extends forward from the main body. Moreover, it cannot be overemphasized that it can implement about both right-and-left wheels by forming in an arbitrary manner.

  Further, the cross-sectional shape of the first arm may be substantially H-shaped, or the vehicle may be appropriately connected between the first vertical wall portion and the second vertical wall portion, or between the first vertical wall portion and the third vertical wall portion. Further improvement in rigidity may be achieved by providing a rib wall that extends in the front-rear direction and connects them, or a part of the first arm has a closed cross-sectional shape.

1 is a rear view (partially sectional view) of a front suspension including a vehicle steering knuckle according to an embodiment of the present invention. The side view which looked at the steering knuckle for vehicles concerning a 1st embodiment of the present invention from the vehicle width direction inside. Sectional drawing (AA sectional drawing of FIG. 2) of the 1st arm of the steering knuckle for vehicles concerning 1st Embodiment of this invention. The perspective view of the lower part of the steering knuckle for vehicles concerning 1st Embodiment of this invention. The side view which looked at the steering knuckle for vehicles concerning 2nd Embodiment of this invention from the vehicle width direction inner side.

Explanation of symbols

1, 1A Steering knuckle 2 Body 3 Upper arm 4 First arm 5 Link member 6 Second arm 7 Lower arm 8 Third arm 10 Wheel support 11 First vertical wall 13 Second vertical wall 14 Third vertical wall 15 Rib wall 23 Opening H1 Width on the third vertical wall side H2 Width on the first vertical wall side

Claims (5)

A main body to which the wheel support is attached, a first arm extending upward from the main body and connected to the upper arm of the suspension, and a second arm extending from the main body in the vehicle front-rear direction and connected to the link member of the steering mechanism And a third arm that extends inward in the vehicle width direction from the lower part of the main body and is connected to the lower arm of the suspension,
The first arm is
A first vertical wall extending from the upper part of the first arm to the lower part and extending substantially linearly in side view with a width in the vehicle width direction;
A second vertical portion extending in the vertical direction at the upper portion of the first arm and facing the first vertical wall portion with a gap on either the front side or the rear side of the first vertical wall portion with respect to the first vertical wall portion. The wall,
A lower portion of the first arm extends in the vertical direction while facing the first vertical wall portion with a gap on the other side of the side where the upper vertical wall portion is disposed with respect to the first vertical wall portion. A third vertical wall,
A vehicle steering knuckle characterized by comprising: The second vertical wall portion is asymptotically connected to the first vertical wall portion as it goes downward in a side view and is connected to the first vertical wall portion, while the third vertical wall portion is first as it goes upward in a side view. Asymptotic to the vertical wall and connected to the first vertical wall,
In a side view, the lower end of the portion where the second vertical wall portion is connected to the first vertical wall portion is positioned below the upper end of the portion where the third vertical wall portion is connected to the first vertical wall portion. The vehicle steering knuckle according to claim 1, wherein the vehicle steering knuckle is configured as described above.   3. The vehicle steering knuckle according to claim 1, wherein a width of the first vertical wall portion is larger than a width of the second vertical wall portion and the third vertical wall portion. The second arm and the third vertical wall portion are provided on the same side in the vehicle longitudinal direction with respect to the first vertical wall portion, and extend in the vehicle longitudinal direction with a width in the vehicle width direction above the main body portion. A rib wall connecting the three vertical wall portions and the first vertical wall portion is provided,
The vehicle steering knuckle according to any one of claims 1 to 3, wherein a width of the rib wall on the third vertical wall portion side is larger than a width of the first vertical wall portion side.   The vehicle steering knuckle according to claim 4, wherein an opening surrounded by the first vertical wall portion, the third vertical wall portion, and the rib wall is formed on the upper side of the rib wall.

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