JP2010052541A - Reinforcing structure of cross member integrated-trunnion bracket - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cross member integrated-trunnion bracket remarkably reducing the weight by realizing size reduction of the entire structure while securing sufficient rigidity that can endure vertical force input at a position offset to the outside of frames. <P>SOLUTION: This cross member integral trunnion bracket 20 includes a cross member part 16 for connecting between right and left frames 5, and a pair of trunnion bracket parts 19 integrally formed at a lower face of both ends of the cross member 16 to open outward in the vehicle width direction toward the lower part and each having a boss part 18 for pivotably supporting a trunnion shaft 17. A reinforcing plate 27 connects between a peripheral portion of the boss part 18 of the trunnion bracket part 19 and a frame 5 thereabove. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a reinforcement structure of a cross member integrated trunnion bracket that can be applied to a trunnion suspension used in a large truck with two rear wheels.

  7 to 11 show a suspension dedicated to a tandem axle called a trunnion type suspension. The trunnion shaft 3 is fixed to a frame 5 by a trunnion bracket 4 between a pair of axles 1 and 2 arranged in tandem at the front and rear. Then, a central portion of the leaf spring 6 is rotatably attached to the trunnion shaft 3 via a rotation base 7, and the front and rear axles 1 and 2 are supported by both ends of the leaf spring 6. 2 has an upper rod 8 and a lower rod 9 for holding the position in the front-rear direction.

  Here, at the position where the trunnion bracket 4 is fixed to the frame 5, the cross member 10 is passed between the left and right frames 5 to be reinforced. The upper rod 8 is connected to the upper surface of the axle 1 and the center of the axles 1 and 2, and the lower rod 9 is provided between the front and rear surfaces of the lower end of the trunnion bracket 4 and the lower sides of both ends of the axles 1 and 2. It is connected by.

  As a result, in such a trunnion type suspension, the vertical movement of the front and rear axles 1, 2 is absorbed by the leaf spring 6, and the force in the front-rear direction is transmitted to the frame 5 via the upper rod 8 and the lower rod 9, and the leaf spring By turning 6 around the trunnion shaft 3, a good step over the step is realized.

  In the figure, reference numeral 11 denotes a U bolt for mounting the central portion of the leaf spring 6 on the rotating base 7, and 12 denotes a mounting portion of the upper rod 8 provided on the front and rear surfaces of the central portion of the cross member 10. Reference numeral 13 denotes a mounting portion of the upper rod 8 provided on the upper center of each axle 1, 2, 14 denotes a mounting portion of the lower rod 9 provided on the front and rear surfaces of the lower end portion of the trunnion bracket 4, and 15 denotes each axle 1, 2. The attachment part of the lower rod 9 provided in the lower part of both ends is shown.

Further, as prior art document information related to this type of trunnion type suspension, there are the following Patent Documents 1 and 2 and the like.
JP-A-7-266818 Japanese Utility Model Publication No. 5-37511

  However, in such a conventional structure, as shown in FIG. 11 in particular, the left and right trunnion brackets 4 are independently assembled to the frame 5, so that the input is made at an offset position outside the frame 5. Each trunnion bracket 4 is attached to the frame 5 with a sufficiently large overlap so that it can withstand the vertical force, and the left and right trunnion brackets 4 share a single trunnion shaft 3 in the vehicle width direction. As a result, the trunnion bracket 4 and the trunnion shaft 3 become large parts, resulting in an increase in weight.

  The present invention has been made in view of the above-mentioned circumstances, and realizes a compact structure with a significant weight reduction while ensuring sufficient rigidity to withstand the vertical force input at an offset position outside the frame. It is an object of the present invention to provide a cross member integrated trunnion bracket that can be made into a simple structure.

  The present invention relates to a cross member portion that connects the left and right frames, and a boss that is integrally formed so as to open outward in the vehicle width direction as it goes downward on the lower surfaces of both end portions of the cross member portion and to support the trunnion shaft. A cross member integrated trunnion bracket is constituted by a pair of trunnion bracket portions having a portion, and a peripheral portion of a boss portion of the trunnion bracket portion and a frame on the upper side thereof are connected by a reinforcing plate. It is.

  Thus, in this way, as a result of the connection between the peripheral portion of the boss portion of the trunnion bracket portion and the upper frame by the reinforcing plate, the reinforcing plate, the frame, and the cross member integrated trunnion bracket are used. A strong box structure is formed in the vicinity of the boss portion, and this box structure ensures sufficient rigidity against the vertical force input at an offset position outside the frame.

  In addition, the box structure ensures sufficient rigidity to withstand the vertical force input at the offset position outside the frame as described above. As a result, the trunnion shaft is connected between the left and right trunnion brackets as in the past. The trunnion shaft can be divided into left and right parts and installed to the left and right trunnion brackets as the minimum length (necessary length for attaching the leaf spring). Thus, the trunnion shaft can be prevented from becoming a large part and can be significantly reduced in weight.

  Moreover, since the cross member integrated trunnion bracket is formed by integrally forming the trunnion bracket on the cross member, there is no need to provide a large overlap margin with respect to the frame like the conventional trunnion bracket, and the entire cross member integrated trunnion bracket is strong. It is also possible to achieve a significant weight reduction by combining a simple structure with no waste of the low contribution part.

  Furthermore, in the present invention, it is preferable to fasten at least a part of the connection portion of the reinforcing plate to the frame by fastening together with the cross member portion. In this way, the reinforcing plate is attached to both the frame and the cross member portion. As a result of being directly fastened, an even stronger box structure is formed.

  Further, in the present invention, two positions in the vehicle front-rear direction sandwiching the boss portion of the trunnion bracket portion, and appropriate positions on the frame that are offset in the direction away from each other in the front-rear direction from the positions corresponding directly above the two positions In this way, the rigidity against the longitudinal force received from the road surface as a reaction force of the inertial force when the vehicle is braked or started is increased.

  According to the reinforcing structure for a cross member integrated trunnion bracket of the present invention described above, various excellent effects as described below can be obtained.

  (I) According to the invention described in claim 1 of the present invention, the upper and lower sides inputted at the offset position outside the frame by the strong box structure comprising the reinforcing plate, the frame, and the cross member integrated trunnion bracket. Sufficient rigidity to withstand the force can be secured, and as a result, the trunnion shaft can be divided and shortened so that the trunnion shaft does not have to function as a beam connecting between the left and right trunnion bracket portions as in the prior art. In addition, the cross member integrated trunnion bracket is formed by integrally forming the trunnion bracket portion on the cross member portion, thereby eliminating the need for a large overlap with the frame as in the conventional trunnion bracket, thereby strengthening the entire cross member integrated trunnion bracket. Parts with low level of contribution It is possible to put together a lean simple structure was omitted, it is possible to achieve compactness of the overall than the conventional structure made considerably lighter.

  (II) According to the invention described in claim 2 of the present invention, the reinforcing plate is fastened to the frame and the cross member portion by fastening at least a part of the connecting portion of the reinforcing plate to the frame together with the cross member portion. It can be directly fastened to both, and a much stronger box structure can be constructed.

  (III) According to the invention described in claim 3 of the present invention, the vehicle front-rear direction sandwiching the boss portion of the trunnion bracket portion, and the front-rear direction from each other corresponding to the position directly above the two locations. By connecting the appropriate position on the frame that is offset in the direction of separation by the reinforcing plate, it is possible to increase the rigidity with respect to the longitudinal force received from the road surface as a reaction force of the inertial force when the vehicle is braked or started.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIGS. 1-6 shows an example of the form which implements this invention, and the part which attached | subjected the code | symbol same as FIGS. 7-11 represents the same thing.

  In this embodiment, as shown in FIGS. 1 and 2, the cross member 16 connecting the left and right frames 5 (see FIG. 3), and the vehicle width as it goes downward on the bottom surfaces of both ends of the cross member 16. A cross member integrated trunnion bracket 20 is constituted by a pair of trunnion bracket portions 19 integrally formed so as to open outward in the direction and having a boss portion 18 for supporting the trunnion shaft 17 (see FIG. 6).

  That is, the cross member integrated trunnion bracket 20 is manufactured as an integrally molded casting so that it can be applied in place of the cross member and trunnion bracket in the conventional trunnion type suspension.

  Here, the cross member portion 16 corresponding to the conventional cross member is provided with attachment portions 21 at both ends so that bolts can be fastened to the web of the frame 5 (see FIG. 3). The frame 5 is formed so as to expand toward the web as viewed from above, and each of the attachment portions 21 is arranged with a sufficient span in the longitudinal direction of the frame 5.

  Further, on the front and rear surfaces of both end portions of the cross member portion 16, mounting portions 23 for connecting an open side end portion of a V rod 22 (see FIGS. 3 and 5) to be described later are inclined with respect to the vehicle width direction. In addition, a mounting portion 24 for connecting the end portion of the parallel link type lower rod 9 (see FIGS. 3 and 4) is formed at the lower end of each trunnion bracket portion 19. .

  In addition, a rib 25 is formed in the central portion of the cross member portion 16 so as to be continuous with the inclined posture of the vehicle width direction inner portion 19a on the upper side of each trunnion bracket portion 19. The vehicle width direction inner side portion 19a above each trunnion bracket portion 19 and the upper structure of the cross member portion 16 are formed so as to form an arch structure as a whole.

  Reference numeral 26 in FIGS. 1 and 2 denotes a female screw portion for fixing pipes and wirings. The boss portion is cast together when the cross member integrated trunnion bracket 20 is integrally formed as described above. Then, it is threaded.

  3 to 5 exemplify a case where a trunnion type suspension is actually configured using such a cross member integrated trunnion bracket 20, and mounting portions 23 on the front and rear surfaces of both ends of the cross member portion 16. The axles 1 and 2 are respectively connected to the upper attachment portions 13 by V-rods 22 so that the front and rear attachment portions 24 of the trunnion bracket portion 19 and the both ends of the axles 1 and 2 are below. The side mounting portion 15 is connected to each other by a conventional parallel link type lower rod 9.

  Further, the cross member portion 16 is passed between the webs of the left and right frames 5 and is bolted to the web via the attachment portion 21, and the boss portions 18 of the trunnion bracket portions 19. Each of the trunnion shafts 17 extending to the outside in the vehicle width direction is fitted and installed, and the central portion of the leaf spring 6 is interposed between the projecting ends of the trunnion shafts 17 via the rotation base 7 as usual. The leaf spring 6 is fixed to the upper ends of the front and rear axles 1 and 2.

  Here, in the present embodiment, the trunnion shaft 17 is individually provided for each of the left and right trunnion bracket portions 19 and is not in the form of sharing a single trunnion shaft in the vehicle width direction as in the prior art. The trunnion shafts 17 are structured so as not to function as beams connecting the left and right trunnion bracket portions 19, but instead, the peripheral portions of the boss portion 18 of the trunnion bracket portion 19 and the upper side thereof A form in which the frame 5 is connected by a reinforcing plate 27 is employed.

  In other words, in the example shown here, the vehicle longitudinal direction sandwiches the boss portion 18 of the trunnion bracket portion 19 and the positions away from each other in the longitudinal direction from the positions corresponding directly above the two locations. An appropriate position on the offset frame 5 is connected by two reinforcing plates 27 (which may be connected to a single sheet), and at least a connecting portion of the reinforcing plate 27 to the web of the frame 5 is connected. A part of the cross member 16 is fastened together with the attachment portion 21 of the cross member portion 16, and as shown in FIG. 6, the reinforcing plate 27, the frame 5, and the cross member integrated trunnion bracket 20 are stronger. A box structure is formed.

  In this way, as a result of the connection between the peripheral portion of the boss portion 18 of the trunnion bracket portion 19 and the upper frame 5 by the reinforcing plates 27, the reinforcing plates 27 and the frames 5 Since the strong box structure formed by the cross member integrated trunnion bracket 20 is formed in the vicinity of the boss portion 18, the box structure provides sufficient rigidity against the vertical force input at an offset position outside the frame 5. Will be secured.

  In addition, the vertical force input at an offset position outside the frame 5 passes through the front and rear axles 1, 2, the leaf spring 6, and the trunnion shaft 17 in order, and the boss portion of the trunnion bracket portion 19. 18, the strength contribution of the box structure formed in the vicinity of the boss portion 18 is extremely large.

  In addition, as a result of the box structure having sufficient rigidity to withstand the vertical force input at the offset position outside the frame 5 as described above, the trunnion shaft is placed between the left and right trunnion bracket portions 19 as in the prior art. The trunnion shaft 17 is divided into left and right parts and the minimum length (the length necessary for attaching the leaf spring 6) is determined for each of the left and right trunnion bracket portions 19. It is possible to equip the trunnion shaft 17 with a large size by avoiding the trunnion shaft 17 from becoming a large component.

  Moreover, since the cross member integrated trunnion bracket 20 is formed by integrally forming the trunnion bracket portion 19 with the cross member portion 16, it is not necessary to provide a large overlap margin with respect to the frame 5 as in the conventional trunnion bracket, and the cross member integrated trunnion bracket is eliminated. It is also possible to reduce the weight by combining the entire 20 into a simple structure that does not waste, omitting the portion with low contribution in terms of strength.

  Further, particularly in this embodiment, since at least a part of the connecting portion of each reinforcing plate 27 to the frame 5 is fastened together with the cross member portion 16, each reinforcing plate 27 is attached to the frame 5 and the cross member portion. As a result of being directly fastened to both 16, a stronger box structure is formed, and further, two locations in the vehicle front-rear direction sandwiching the boss portion 18 of the trunnion bracket portion 19 and the two Since the two reinforcing plates 27 connect the appropriate positions on the frame 5 that are offset in the front-rear direction away from each position corresponding to the position directly above the position, when the vehicle is braked or started The rigidity with respect to the longitudinal force received from the road surface as a reaction force of the inertial force is also increased.

  Therefore, according to the above-described embodiment, the strong box structure including the reinforcing plates 27, the frame 5, and the cross member integrated trunnion bracket 20 can withstand the vertical force input at an offset position outside the frame 5. Sufficient rigidity can be ensured. As a result, the trunnion shaft 17 can be divided and shortened so that the trunnion shaft 17 does not have to function as a beam connecting the left and right trunnion bracket portions 19 as in the prior art. In addition, the cross member integrated trunnion 20 is formed by integrally forming the cross member 16 and the trunnion bracket 19 on the cross member 16 so that a large overlap with the frame 5 as in the conventional trunnion bracket is not required. Bracket 20 all It is possible to combine the lean simple structure omitting the lower part of contribution in terms of strength, it is possible to achieve compactness of the overall than the conventional structure made considerably lighter.

  Further, by fastening at least a part of the connecting portion of each reinforcing plate 27 to the frame 5 by fastening together with the cross member portion 16, each reinforcing plate 27 is directly attached to both the frame 5 and the cross member portion 16. The box structure can be fastened, and an even stronger box structure can be formed.

  Moreover, two locations in the vehicle front-rear direction across the boss portion 18 of the trunnion bracket portion 19 and appropriate positions on the frame 5 that are offset from the respective positions corresponding directly above the two locations in the direction away from each other in the front-rear direction. By connecting them with the reinforcing plates 27, the rigidity against the longitudinal force received from the road surface as a reaction force of the inertial force when the vehicle is braked or started can be increased.

  Note that the reinforcing structure of the cross member integrated trunnion bracket of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the present invention.

It is a perspective view which shows an example of the form which implements this invention. It is a front view of FIG. It is a perspective view which shows the example of application to the trunnion type suspension of this embodiment. FIG. 4 is a side view of the trunnion suspension of FIG. 3. FIG. 5 is an arrow view in the VV direction of FIG. 4. It is an enlarged view explaining the attachment state of a reinforcement plate. It is a side view showing the structure of a general trunnion type suspension. FIG. 8 is a perspective view of FIG. 7. It is an exploded view of the principal part of FIG. It is a perspective view which shows the detail of the conventional cross member. It is a perspective view which shows the detail of the conventional trunnion bracket.

Explanation of symbols

5 frame 17 trunnion shaft 18 boss portion 19 trunnion bracket portion 20 cross member integrated trunnion bracket 21 mounting portion 22 rod 23 mounting portion 24 mounting portion 25 rib 26 female screw portion 27 reinforcing plate

Claims (3)

  A pair having a cross member portion that connects the left and right frames, and a boss portion that is integrally formed so as to open outward in the vehicle width direction as it goes downward on the lower surfaces of both end portions of the cross member portion and that supports the trunnion shaft. The cross member integrated trunnion bracket is configured by the trunnion bracket portion of the cross member and the peripheral portion of the boss portion of the trunnion bracket portion and the upper frame thereof are connected by a reinforcing plate. Bracket reinforcement structure.   The reinforcement structure for a cross member-integrated trunnion bracket according to claim 1, wherein at least a part of a connection portion of the reinforcement plate to the frame is fastened together with the cross member portion.   A reinforcing plate between two locations in the vehicle longitudinal direction across the boss portion of the trunnion bracket portion and an appropriate position on the frame that is offset in the direction away from each other in the longitudinal direction from the respective positions corresponding to directly above the two locations The reinforcement structure of the cross member integrated trunnion bracket according to claim 1, wherein the cross member integrated trunnion bracket is connected to each other.

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