JP2008230606A - Suspension link - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension link capable of ensuring sufficient reliability, strength, and stiffness and reducing weight, while avoiding increase of working process or cost, and arbitrarily setting a uniting portion to requests of various mounting portion shapes. <P>SOLUTION: An I-type link member which is made from an aluminum alloy, has the uniting portions integrally molded at both ends of a connecting portion made from a hollow closed cross section. One uniting portion has a partition wall at a coupling portion with the connecting portion, and the other uniting portion has a hollow coupling portion with the connecting portion. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a suspension link used in a suspension device for suspending a vehicle body such as an automobile on wheels.

FIG. 11A is a perspective view of a multilink type rear suspension of an automobile, and FIG. 11B is an exploded view of the rear suspension.
As the suspension link, a front upper link 21, a rear upper link 22, a front I-type lower link 23, and a toe control I-type link 25 are used.

  The suspension link described above is generally formed using an iron-based material because sufficient reliability and strength can be ensured even when manufactured using a joint and the price is relatively low. In recent years, suspension links have been made lighter in response to improvements in fuel economy due to vehicle weight reduction and improved ride comfort by reducing unsprung weight, and light metal materials such as aluminum alloys have begun to be adopted.

Conventional suspension links made of an aluminum alloy include those shown in Patent Documents 1-6.
In this case, the suspension link is formed by joining multiple members that can freely create a certain shape, or the suspension link is formed by extrusion to ensure reliability and strength.
JP-A-10-272911 Japanese Patent Application Laid-Open No. 11-78455 Japanese Patent Laid-Open No. 11-90576 JP 2000-225821 A JP 2001-334813 A JP 2002-103044 A

However, in a structure in which a suspension link is formed by joining multiple members, arc welding typified by general MIG and TIG welding, and friction stir welding (see, for example, Patent Document 5) or upset welding (see, for example, Patent Document 5) For example, refer to Patent Document 6), and there is mechanical fastening (for example, refer to Patent Document 2), but it is necessary to design in consideration of stress concentration due to abrupt shape change due to joining and deterioration of mechanical properties due to joining, It was necessary to increase the thickness, that is, increase the mass.
In addition, the number of parts and joining costs increase with joining, and in addition, a great amount of internal defect inspection is required to ensure the reliability and strength of joining, resulting in an increase in work processes and manufacturing costs. .

In addition, in an integrally extruded product of a joint portion at both ends and a portion connecting the joint portions at both ends (see, for example, Patent Documents 1 and 3), the portion connecting the joint portions at both ends is solid or It becomes an almost truss shape.
The solid or truss shape that can be manufactured by extrusion molding for the rigidity and strength that can be raised as the performance of the suspension link inevitably has a surplus in performance and is not suitable for weight reduction and material cost reduction. There is.
Further, in general, suspension links are often used in an elongated shape, and the overall length is large.
Therefore, when this is manufactured by extrusion molding, a very large extrusion equipment is required, resulting in an increase in manufacturing cost.
In Patent Document 1, a device that reduces the extruded rough shape and does not increase the extrusion equipment is raised. However, it is easy to require a large manufacturing cost for plastic processing after extrusion to obtain a predetermined overall length. Conceivable.

  Moreover, in the structure which has a through-hole in the terminal of the extrusion molded product of a fixed cross section and uses the through-hole as a coupling | bond part (for example, refer patent document 4), it is extrusion-formed over the full length with the external size of a coupling | bond part. Therefore, since the site | part which has connected the coupling | bond part of both ends also becomes the same external shape size and the same cross section as a coupling | bond part, there exists a problem that it is not suitable for weight reduction and reduction of material cost.

  Therefore, the present invention is made in the background of the above circumstances, while avoiding an increase in work process and cost, while ensuring sufficient reliability and strength, the joint portion and the joint portion at both ends are connected. It is a technical object to provide a suspension link that can be reduced in weight by setting the external size, thickness, and cross section of each part so that the necessary parts are minimized in terms of performance at the connected part.

  In order to solve the above technical problem, the suspension link according to the present invention is an I-type link member made of an aluminum alloy, and has joint portions integrally formed at both ends of a connection portion having a hollow closed cross section, One coupling portion has a partition wall at a coupling portion with the connection portion, and the other coupling portion is characterized in that the coupling portion with the connection portion has a hollow shape.

According to the suspension link of the present invention, since the joint portions at both ends made of aluminum are connected by the connection portion having the hollow closed cross section, the suspension link is light in weight while having high strength and rigidity.
In addition, since the joints and connections at both ends are integrally molded, the design takes into account stress concentration due to sudden shape changes caused by multi-member joints, etc. Increase) is unnecessary, and the weight can be reduced while having high reliability.
As a result, it is possible to reduce the unsprung weight, and it is possible to improve fuel consumption and ride comfort by reducing the vehicle weight.
Furthermore, since it has high reliability, it is possible to improve durability with little progress of strength decrease due to long-term fatigue and the like.

  In addition, if the thickness of the connection portion at the substantially central portion between the joint portions at both ends is larger than the thickness of the hollow cross section near the joint portions at both ends, the force compressed in the axial direction from the joint portions at both ends is increased. When receiving, sufficient rigidity is imparted to the central portion where the most deflection occurs, so that the operational stability can be improved.

Further, it is desirable that the thickness in the center in the longitudinal direction of the connecting portion is different from at least the maximum thickness of the coupling portion at one end.
In this way, by changing the wall thickness between the connecting part and the connecting part at one end, in order to satisfy the different requirements required for the connecting part and the connecting part, the combination of the minimum wall thickness required for each part A suspension link can be formed, and further weight reduction can be achieved.

Furthermore, it is desirable that the outer size of the connecting portion at both ends and the outer size of the connecting portion are different from each other.
As a result, the shape of the member to be coupled to the coupling portion, for example, the suspension member or the mounting portion of the axle, can be set to the optimum size according to each required performance, and fine adjustment for suppressing noise and vibration can be performed. By making the outer size of the connection portion of the suspension link small, it is possible to improve the riding comfort while being lightweight.

Here, as an example of the shape of the connecting portion, the one connecting portion is a cylindrical connecting portion having a hole in a direction perpendicular to the connecting portion, and the other connecting portion is a U-shaped connecting portion. An example is one in which the joint portions at both ends are U-shaped joint portions, and the other joint portion is a pressed portion.
At least one end of the joint is a portion where the thickness has gradually increased from the connecting portion, and it is desirable that the thick portion is formed by pressing or forging.
As a result, it is possible to form a hollow closed cross-section having a changed wall thickness by manufacturing the connecting portion by conventional closed forging or extrusion molding, and the connecting portion is also conventionally used. The shape of the joint part can be formed by manufacturing by plastic working such as press working.
As a result, each shape of the suspension link has a different shape, thickness, and cross-section, so it is difficult to manufacture even if it is a real shape. It became possible to form.

  According to the present invention, since the light-weight aluminum alloy is formed in a cross-sectional shape in which the thickness is partially thinned, the material used is greatly reduced and lightened, and the optimal cross-sectional shape for each part Therefore, it is possible to reduce the weight while ensuring sufficient strength.

  In addition, after forming the connection part and the joint part where the pipe-like hollow part extends from the one-end joint part by closed forging or extrusion molding, the joint part of the terminal having a hollow section is subjected to plastic working such as press working. Since it can be formed by molding into the shape of the joint portion, it can be manufactured only by combining conventional methods, and the cost for introducing a new new method is not required, and the manufacturing cost can be suppressed.

  Therefore, it is possible to reduce the weight while ensuring sufficient strength and reliability while avoiding an increase in work man-hours and costs.

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

1 to 4 are views showing a first embodiment of a suspension link for a vehicle according to the present invention, and FIG. 1 is a perspective view of the suspension link.
FIG. 2 shows AA to EE cross sections as a plan view, a front view, and cross-sectional views of the suspension link.
3 and 4 show the manufacturing method of this embodiment.

As shown in FIG. 1, the suspension link includes a connecting portion 111 at one end portion and a connecting portion 112 at the other end portion, and is configured by a connecting portion 113 that connects the connecting portions (111, 112) at both ends. I-type link member.
FIG. 1 shows two perspective views (on the plane side and the bottom side) that are opposite viewpoints (the same applies to FIGS. 5, 7, and 9 of Examples 2 to 4).
The coupling portion 111, the coupling portion 112, and the connection portion 113 are integrally molded products that are integrally molded without welding or joining. Other members, for example, a suspension member and an attachment portion of the axle 13 are coupled to the coupling portions (111, 112).
As shown in FIGS. 1 and 2, one coupling portion 111 is a cylindrical coupling portion (111) having a hole 111 a in a direction perpendicular to the connection portion 113 from which the pipe-shaped hollow portion 113 b extends.
Accordingly, the cylindrical coupling portion has a partition wall portion 113a between the pipe-shaped connection portion 113.
The other coupling portion 112 is a U-shaped coupling portion (112) in which a hollow portion extending in a pipe shape from the cylindrical coupling portion via the partition wall 113a has a U-shaped tip.
Therefore, the pipe-shaped connection portion 113 and the U-shaped coupling portion are integrally coupled with the hollow shape 113c.

Further, as can be seen from the cross-sectional view shown in FIG. 2, the suspension link connecting portion 113 is formed from a hollow closed cross-section as shown in the partial cross-sectional views CC, DD, and EE. Is formed.
FIG. 2 includes a plan view of a suspension link and a longitudinal sectional view (cross sectional view AA), a front view, a longitudinal sectional view (cross sectional view BB), and a transverse sectional view (cross sectional views CC and D). -D, EE).
Further, the wall thickness 151 of the coupling portion 111 and the wall thickness 152 of the coupling portion 112 are different from the wall thickness 153 of the connection portion 113, respectively, and the coupling portion (cylindrical cylinder) is formed with the minimum thickness necessary for each part. The shape coupling portion (111) 111, the coupling portion (U-shaped coupling portion) 112, and the connection portion 113 are formed so that the shape and thickness change smoothly, and stress concentration is also suppressed.

  Further, the central portion of the connecting portion 113 existing between the connecting portion 111 and the connecting portion 112 has a thickness 533 in a partial cross-sectional view CC, and the connection in the vicinity of the connecting portions (111, 112) at both ends. The thickness is thicker than the thickness 532 of the partial cross-sectional view DD of the portion 113 and the thickness 531 of the partial cross-sectional view EE. Further, the wall thickness 153 of the connection portion 113 in the longitudinal direction is different from the maximum wall thickness 152 of at least one end of the coupling 112 portion.

As can be seen from FIGS. 1 and 2, the outer size of the coupling portion 111 and the outer size of the coupling portion 112 are different from each other in the outer size of the connection portion 113 having a hollow cross section. The coupling portion 111 is a suspension member. The attachment 112 and the coupling portion 112 have the optimum dimensions according to the required performance in the attachment to the axle 13.
The connection portion 113 has a minimum shape that satisfies the strength and rigidity to reduce the weight.

FIG. 3 shows a plan view and a longitudinal sectional view (cross-sectional view FF) thereof in the manufacturing process of the suspension link, and a front view and a longitudinal sectional view thereof (cross-sectional view GG). GG shows the molding process with the mold 1 and the mandrel 2.
In the suspension link according to the present embodiment, an aluminum alloy (2000 series, 6000 series, 7000 series, etc.) is first formed from a coupling portion 111 (cylindrical coupling portion) at one end as shown in FIG. The extended connecting portion 113 and the connecting portion 112a are formed by closed forging or extrusion.
Thereafter, as shown in FIG. 4 (a), the connecting portion 112a of the terminal having a hollow cross section is inserted into FIG. 4 (b): notch 112b, and FIG. 4 (c) is expanded tube 112c. d): formed by forming the U-shape of the coupling portion 112 by plastic working such as press working in the order of trim and piercing.
In addition, the cylindrical coupling portion 111 is molded into a cylindrical shape by punching the middle thickness portion 111b after the outer shape is formed by closed forging or the like.
That is, it is a manufacturing method that combines conventional methods, and the shape can be formed only by the conventional method in manufacturing.

  As shown in FIG. 3, the connecting portion 112 at one end is a portion 112a (152) where the thickness gradually changes from the connecting portion 113, and the thick portion 112a is pressed as shown in FIG. Alternatively, it is formed by forging.

As described above, in the suspension link according to the present invention, the joint portions (111, 112) made of aluminum at both ends are connected by the connection portion 113 having a hollow cross section. is there.
Since it is an integrated product with a smooth shape change, it is lightweight while having high reliability without stress concentration.
Furthermore, the suspension link is formed by a combination of the minimum wall thicknesses required for each part, and sufficient rigidity is imparted.
As a result, it is possible to reduce the unsprung weight, and it is possible to improve fuel efficiency and ride comfort by reducing vehicle weight.
Furthermore, since it has high reliability, durability is improved with little progress of strength reduction due to fatigue due to long-term use.

  5 and 6 are views showing a second embodiment of the suspension link for a vehicle according to the present invention. FIG. 5 is a perspective view of the suspension link. FIG. 6 shows a HH cross section and a II cross section as a plan view, a front view, and sectional views of the suspension link. In the second embodiment, the same configuration as that of the first embodiment described above is assigned with a code number obtained by adding 100 to the code number of the first embodiment, and detailed description thereof is omitted.

A major difference between the second embodiment and the first embodiment is that the shape of the coupling portion 211 has a U-shape similar to that of the coupling portion 212 as shown in FIGS.
However, the partition wall 213a is provided between the coupling portion 211 and the connection portion 213, whereas the hollow shape (213c) remains between the coupling portion 212 and the connection portion 213.

  As described above, since the suspension link according to the second embodiment includes the same configuration as that of the first embodiment, the same effect can be obtained. The optimum shape of the coupling portion 211 can be set even when the suspension member is attached.

7 and 8 are views showing a third embodiment of the suspension link for a vehicle according to the present invention.
FIG. 7 is a perspective view of the suspension link.
FIG. 8 shows a JJ cross section and a KK cross section as a plan view, a front view, and cross-sectional views of the suspension link.
In the figure, a two-dot chain line indicates a ball joint to be retrofitted.
In the third embodiment, the same configuration as that of the first embodiment described above is assigned with a code number obtained by adding 200 to the code number of the first embodiment, and detailed description thereof is omitted.

  The major difference between the third embodiment and the first embodiment is that, as shown in FIGS. 7 and 8, in order to allow the ball joint to be assembled to the coupling portion 311, a spherical shape 311 c is added inside. It is that.

  As described above, since the suspension link according to the third embodiment includes the same configuration as that of the first embodiment, the same effect can be obtained, and by changing the shape of the coupling portion 311, for example, a ball joint It is possible to set the optimum shape of the coupling portion 311 even in the demand of attaching the like.

9 and 10 are views showing a fourth embodiment of the suspension link for a vehicle according to the present invention.
FIG. 9 is a perspective view of the suspension link.
FIG. 10 shows cross sections MM to OO as a plan view, a front view, and sectional views of the suspension link.
In the fourth embodiment, the same configuration as that of the first embodiment described above is provided with a code number obtained by adding 300 to the code number of the first embodiment, and detailed description thereof is omitted.

  The major difference of the fourth embodiment from the first embodiment is that, as shown in FIGS. 9 and 10, instead of making the coupling portion 412 U-shaped, it is crushed by plastic working such as press working, so that the crushed portion 412a. And forming the holed portion 412b to have a hole shape similar to that of the coupling portion 411.

  As described above, since the suspension link according to the fourth embodiment includes the same configuration as that of the first embodiment, the same effect can be obtained and, for example, by changing the shape of the coupling portion 412, for example, a unique axle can be obtained. Even in the case of 13 attachment requests, it is possible to set the optimum coupling portion 411 shape.

  In the first, second, third, and fourth embodiments described above, the shape of the coupling portion 111 and the coupling portion 112 is changed so as to be optimal for a specific suspension member, axle 13, or ball joint. In addition, a suspension link constituted by a combination of the coupling portion 111 and the coupling portion 112 of the first, second, third, and fourth embodiments may be generated depending on the attachment request. Since the same structure is included, a similar effect can be obtained.

1 is a perspective view of a suspension link according to a first embodiment of the present invention. It is sectional drawing of the suspension link which concerns on 1st Example of this invention. It is a figure which shows the manufacture process of the suspension link which concerns on 1st Example of this invention. It is a perspective view which shows the formation process of the coupling | bond part of the suspension link which concerns on 1st Example of this invention. It is a perspective view of the suspension link which concerns on 2nd Example of this invention. It is sectional drawing of the suspension link which concerns on 2nd Example of this invention. It is a perspective view of the suspension link which concerns on 3rd Example of this invention. It is sectional drawing of the suspension link which concerns on 3rd Example of this invention. It is a perspective view of the suspension link which concerns on 4th Example of this invention. It is sectional drawing of the suspension link which concerns on 4th Example of this invention. It is a figure explaining the conventional suspension structure. FIG. 11A shows a suspension structure, and FIG. 11B shows an exploded part.

Explanation of symbols

13 Axle 21 Front I-shaped upper link 22 Rear I-shaped upper link 23 Front I-shaped lower link 24 Rear boat-shaped lower arm 25 Toe control I-shaped link 26 Compression coil spring 27 Shock absorber 111 Connecting portion 112 Connecting portion 113 Connecting portion 151 Thickness 152 of connecting portion Thickness 153 of connecting portion Thickness 531 at the center of connecting portion Thickness 532 of connecting portion in the vicinity of connecting portion Thickness 533 of connecting portion in the vicinity of connecting portion Thickness in the central portion of connecting portion

Claims (5)

An I-type link member made of an aluminum alloy,
It has a joint part integrally formed at both ends of the connection part consisting of a hollow closed section,
One coupling part has a partition wall at the connecting part with the connection part,
The suspension link is characterized in that the other coupling portion has a hollow connection portion with the connection portion.   2. The one coupling part is a cylindrical coupling part having a hole in a direction perpendicular to the connection part, and the other coupling part is a U-shaped coupling part. Suspension link.   The suspension link according to claim 1, wherein the joint portions at both ends are U-shaped joint portions.   The suspension link according to claim 1, wherein the other coupling portion is a pressing portion.   The suspension link according to any one of claims 1 to 4, wherein the thickness of the connecting portion is thicker in the center in the longitudinal direction than in the vicinity of the coupling portion at both ends.

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