JP2016107746A - Suspension arm fixing structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension arm fixing structure that is able to reduce the number of components and hence man hours and is able to contribute to a reduction in the weight of a vehicle body.SOLUTION: The configuration of a suspension arm fixing structure 100 according to the present invention includes: a suspension frame 110, a suspension arm (left suspension arm 130b) and a vehicle body connection member 150. The suspension frame has a front right fixing part 120a and front left fixing part 120b for fixing the suspension arm. Each of the front right fixing part and the front left fixing part includes: an upper wall 122; a lower wall 126; and an extension wall 128 extending upward from the front edge of the lower wall. The suspension arm has a bush 134. The suspension arm is fixed to the suspension frame while the front and back of the bush are sandwiched by the vehicle body connection member and the extension wall.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a suspension arm fixing structure that includes a suspension frame extending in the vehicle width direction and a suspension arm disposed outside the suspension frame in the vehicle width direction and fixes the suspension arm to the suspension frame.

  In general, a suspension frame is attached to a vehicle so as to be spanned between a pair of left and right side members extending in the front-rear direction. A suspension arm (also referred to as a lower arm) for suspending wheels is attached to the outside of the suspension frame in the vehicle width direction (for example, Patent Document 1).

JP 2012-46070 A

  In Patent Document 1, separate lower arm mounting brackets are provided on the left and right sides of the front portion of the suspension frame, and the suspension arms are fixed to the suspension frame by the mounting brackets. However, such a configuration in which another member is provided causes an increase in the number of parts and man-hours and an increase in the weight of the vehicle body.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a suspension arm fixing structure that can reduce the number of parts and the number of man-hours and can contribute to a reduction in the weight of the vehicle body.

  In order to solve the above problems, a typical structure of a suspension arm fixing structure according to the present invention includes a suspension frame extending in the vehicle width direction and a suspension arm disposed on the outer side of the suspension frame in the vehicle width direction. A suspension arm fixing structure for fixing a suspension arm to a frame, wherein the suspension frame protrudes outward from a center portion located in the center in the vehicle width direction and front portions at both ends in the vehicle width direction of the center portion. It has a front right fixing part and a front left fixing part to be fixed, and the front right fixing part and the front left fixing part respectively extend upwardly from the upper wall, the lower wall, and the lower wall front edge. And the suspension arm is disposed on the rear side of the extension wall and has a fixing member penetrating the extension wall. The suspension arm fixing structure further includes a vehicle body connecting member disposed on the rear side of the bush and extending in the vertical direction, the vehicle body connecting member connecting the suspension frame to the vehicle body structural member. The suspension arm is fixed to the suspension frame in a state where the front and rear are sandwiched between the vehicle body connecting member and the extension wall.

  According to the above configuration, the bush and the suspension arm can be attached to the suspension frame by the extension wall formed integrally with the suspension frame. Therefore, it is possible to reduce the number of parts and man-hours and reduce the weight of the vehicle body. Further, the extension wall is formed integrally with the suspension frame to obtain high rigidity, and the vehicle body connecting member has a closed cross section to ensure high rigidity. By sandwiching the bush between the extension wall and the vehicle body connecting member having high rigidity in this way, it is possible to obtain high fixing rigidity at the attachment position of the suspension arm.

  The extension wall is inclined forward as it goes upward, and a flat surface substantially parallel to the extension wall may be formed in a region of the vehicle body connecting member that contacts the bush. According to such a configuration, the bush sandwiched between the extension wall and the vehicle body connecting member, and thus the fixing member inserted into the bush and serving as the arm fixing shaft is inclined downward toward the front of the vehicle, that is, in a state of being lowered forward. . As a result, it is possible to easily design the arm fixing shaft and hence the alignment, and to improve the suspension performance. Further, since the flat surface of the vehicle body connecting member can be used as the installation seating surface of the bush, it is not necessary to separately form such an installation seating surface, and man-hours and thus manufacturing costs can be reduced.

  The extension wall has an area that closes a gap between the upper wall and the lower wall, and the upper wall may be welded to the rear surface of the extension wall. Thereby, since the gap between the upper wall and the lower wall is blocked by the extension wall, it is possible to prevent water from entering the gap during traveling. Further, since the upper wall is welded to the rear surface of the extension wall, the welded portion is not exposed to the front surface. Therefore, it is possible to reduce water exposure from the front during traveling, and it is possible to suppress the occurrence of rust at the welding point. In addition, since the welded portion can be protected from flying stones, it is possible to suppress peeling of the weld.

  The upper wall may extend forward from the extension wall, and the upper end of the extension wall may be welded to the lower surface of the upper wall. As a result, since the welded portion between the upper wall and the extension wall is not exposed upward, it is possible to prevent contact of the water flowing from the inside of the vehicle with the welded portion, and suitably prevent the occurrence of rust at the welded portion. It becomes possible.

  According to the present invention, it is possible to provide a suspension arm fixing structure that can reduce the number of parts and thus the number of man-hours and can contribute to a reduction in the weight of the vehicle body.

It is a figure which illustrates a vehicle provided with a suspension arm fixation structure concerning this embodiment. It is a figure explaining the suspension arm fixing structure concerning this embodiment. It is the figure which observed the front side left fixing | fixed part of FIG.2 (b) from a different angle. It is the figure which observed the front side left fixing | fixed part of FIG.2 (b) from a different angle. It is typical sectional drawing.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do. Moreover, in each figure of this embodiment, the arrows F, R, WL, WR, U, and D indicate the front, rear, left, right, and up and down directions of the vehicle, respectively.

  FIG. 1 is a diagram illustrating a vehicle including a suspension arm fixing structure according to this embodiment. As shown in FIG. 1, the suspension arm fixing structure (hereinafter referred to as the arm fixing structure 100) of the present embodiment is disposed inside the engine room 100b at the front portion of the vehicle 100a.

  FIG. 2 is a view for explaining the suspension arm fixing structure according to the present embodiment, FIG. 2 (a) is an overall perspective view of the arm fixing structure 100, and FIG. 2 (b) is a square of FIG. 2 (a). FIG. As shown in FIG. 2A, the arm fixing structure 100 of the present embodiment includes a suspension frame 110 extending in the vehicle width direction, and a right suspension arm 130a and a left suspension arm disposed on the outer side of the suspension frame 110 in the vehicle width direction. The right suspension arm 130a and the left suspension arm 130b are fixed to the suspension frame 110.

  In the suspension frame 110, a central portion 110a located at the center in the vehicle width direction extends left and right. A front right fixing portion 120a and a front left fixing portion 120b for fixing the right suspension arm 130a and the left suspension arm 130b protrude outward from the front portions at both ends in the vehicle width direction of the central portion 110a of the suspension frame 110. . Since the front right fixing portion 120a and the front left fixing portion 120b have a bilaterally symmetric shape, in the following description, the case where the left suspension arm 130b is fixed to the front left fixing portion 120b will be described as an example.

  As shown in FIGS. 2A and 2B, the left suspension arm 130 b includes an arm portion 132 that extends in an arc shape in the vehicle front-rear direction, and a bush 134 that is disposed inside the vehicle at the front portion of the arm portion 132. Consists of. A fixing member 136 that fixes the left suspension arm 130 b to the suspension frame 110 is inserted through the bush 134.

  3 and 4 are views of the front left fixing portion 120b of FIG. 2B observed from different angles. 3A is a view of the front left fixing portion 120b of FIG. 2B observed from the front, and FIG. 3B is a front view of the front left fixing portion 120b of FIG. 2B. FIG. 4A is a view of the front left fixing portion 120b of FIG. 2B observed from the outside of the vehicle, and FIG. 4B is a left suspension arm 130b of FIG. 4A not shown. It is a figure which shows a state.

  As shown in FIGS. 3A and 3B, the front left fixing portion 120 b has an upper wall 122 and a front wall 124 that continuously extends downward from the upper wall 122. In the present embodiment, the upper wall 122 and the front wall 124 are constituted by the upper member 112 of the suspension frame 110. As shown in FIG. 4B, the front left fixing portion 120 b includes a lower wall 126 and an extension wall 128 that extends continuously upward from the front edge of the lower wall 126. In the present embodiment, these lower wall 126 and extension wall 128 are configured by the lower member 114 of the suspension frame 110. The suspension frame 110 has a hollow interior by joining the upper member 112 and the lower member 114 together.

  As shown in FIG. 4A, a bush 134 is disposed on the rear side of the extension wall 128 of the suspension frame 110, and this bush 134 serves as a receiver for the fixing member 136 penetrating the extension wall 128. A vehicle body connecting member 150 that extends in the vertical direction and has a closed cross section is disposed on the rear side of the bush 134. The fixing member 136 that passes through the extension wall 128 and is inserted into the bush 134 is fixed to the vehicle body connecting member 150, whereby the suspension frame 110 is connected to the vehicle body structural member via the vehicle body connecting member 150. Although not shown, the vehicle body structural member refers to a member that widely forms the skeleton of the vehicle body. This is because the suspension frame 110 connects the vehicle body and tires of the vehicle 100a and has the purpose of reducing the impact from the road surface.

  In the arm fixing structure 100 of the present embodiment, as described above, the extension wall 128 of the suspension frame 110 is disposed on the front side of the bush 134 of the left suspension arm 130b, and the vehicle body connection member 150 is disposed on the rear side. Thereby, the left suspension arm 130b is fixed to the suspension frame 110 with the front and rear of the bush 134 sandwiched between the vehicle body connecting member 150 and the extension wall 128.

  According to the above configuration, since the extension wall 128 is integrally formed with the suspension frame 110, the bush 134 (suspension arm) can be mounted without requiring a separate member for fixing the bush 134 as in the prior art. It can be attached to the suspension frame 110. Accordingly, it is possible to reduce the number of parts and the number of assembling steps and reduce the weight of the vehicle body.

  Further, the extension wall 128 is formed integrally with the suspension frame, and the vehicle body connecting member 150 has a closed cross section, so that they have high rigidity. Therefore, by sandwiching the bush 134 with these members having high rigidity, high fixing rigidity (attachment strength) can be obtained at the attachment portion of the left suspension arm 130b. Furthermore, high rigidity is obtained in the extension wall 128 and the vehicle body connecting member 150, so that deformation at the time of contact with the road surface or an obstacle can be suppressed, and the left suspension arm 130b can be suitably prevented from falling off. Become.

  Particularly in this embodiment, the extension wall 128 is formed by extending the lower member 114 upward rather than the upper member 112 of the suspension frame 110. In the suspension frame 110, it is necessary to consider contact with a road surface or the like, generation of bending stress generated in the frame, and the like. For this reason, structurally, the lower member 114 is required to have higher rigidity than the upper member 112, and the lower member 114 is designed to have a larger plate thickness. Therefore, by extending the lower member 114 to form the extension wall 128 as in this embodiment, it is possible to obtain higher rigidity than when the upper member 112 is extended.

  Here, if the upper member 112 is extended to form an extension wall, the extension surface is inclined upward due to the influence of the mold drawing direction. Then, an additional process such as making a flat surface is required to fix the suspension arm, which increases man-hours and costs. Furthermore, there are problems that the number of surface change points such as the panel joint portion increases, and the frame rigidity in the vicinity of the suspension arm fixing portion cannot be increased.

  On the other hand, when the extension member 128 is formed by extending the lower member 114 as in this embodiment, the change point (ridge line) of the surface of the front left fixed portion 120b is the boundary between the extension wall 128 and the lower wall 126. Only. The bush 134 is in contact with the back surface of the extension wall 128. Therefore, according to the configuration of the present embodiment, since the surface change points in the front left fixed portion 120b are reduced, high rigidity can be ensured.

  Moreover, in the structure which extends the lower member 114 like this embodiment, as shown in FIG.4 (b), the extension wall 128 can be made to incline ahead of a vehicle as it goes upwards. As a result, the bush 134 sandwiched between the extension wall 128 and the vehicle body connecting member 150, and thus the fixing member 136 serving as the arm fixing shaft, is inclined downward toward the front of the vehicle, that is, in a front-down state. Accordingly, since the bush 134 and the left suspension arm 130b can be easily arranged, the arm fixing shaft and alignment can be easily designed, and the suspension performance can be improved.

  The inclination angle of the extension wall 128 is preferably about 1 to 3 ° with respect to the axis L1 in the vertical direction of the vehicle. In FIG. 4B, the inclination angle is 1.5 °. Further, the inclination angle L2 of the arm fixing shaft (fixing member 136) is preferably about 1 to 3 ° with respect to the vehicle longitudinal axis, and in this embodiment, the inclination angle is 1.5 °.

  Further, in the present embodiment, as shown in FIGS. 4A and 4B, a flat surface 152 substantially parallel to the extension wall 128 is formed in a region of the vehicle body connecting member 150 that contacts the bush 134. Yes. This eliminates the need to separately form the installation seating surface of the bush 134, thereby reducing the number of man-hours and the manufacturing cost. Further, since a special mold is not necessary for forming the flat surface 152, the mold can be simplified, and productivity can be improved and costs can be reduced by reducing the number of processes.

  FIG. 5 is a schematic sectional view, FIG. 5 (a) is a diagram schematically showing the XX section of FIG. 3 (b), and FIG. 5 (b) is a schematic diagram showing variations thereof. is there. As shown in FIG. 5A, the extension wall 128 of the present embodiment has an area that closes the gap between the upper wall 122 and the lower wall 126. In other words, the extension wall 128 extends above the upper wall 122. Thus, since the gap between the upper wall 122 and the lower wall 126 is blocked by the extension wall 128, it is possible to prevent water from entering the gap during traveling.

  Moreover, as shown to Fig.5 (a), the upper wall 122 is welded to the rear surface of the extension wall 128 (welding point A). Thereby, since a welding location is not exposed to the front surface, the water exposure from the front at the time of driving | running | working can be reduced and generation | occurrence | production of rust in a welding location can be suppressed. In addition, since the welded portion can be protected from flying stones, it is possible to suppress the peeling of the weld. Therefore, good suspension performance is ensured.

  In the example shown in FIG. 5B, the upper wall 122 is extended to the front of the extension wall 128, and the upper end of the extension wall 128 is welded to the lower surface of the upper wall 122 (welding point B). Since the welded portion between the upper wall 122 and the extension wall 128 is not exposed upward, it is possible to prevent contact of the water flowing from above in the vehicle with the welded portion. Therefore, it is possible to suitably prevent the occurrence of rust at the weld location.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  The present invention includes a suspension frame extending in the vehicle width direction and a suspension arm disposed outside the suspension frame in the vehicle width direction, and can be used in a suspension arm fixing structure that fixes the suspension arm to the suspension frame.

DESCRIPTION OF SYMBOLS 100 ... Arm fixing structure, 100a ... Vehicle, 100b ... Engine room, 110 ... Suspension frame, 110a ... Center part, 112 ... Upper member, 114 ... Lower member, 120a ... Front right fixing part, 120b ... Front left fixing part, 122: upper wall, 124 ... front wall, 126 ... lower wall, 128 ... extension wall, 130a ... right suspension arm, 130b ... left suspension arm, 132 ... arm portion, 134 ... bush, 136 ... fixing member, 150 ... body connection Member, 152 ... flat surface

Claims (4)

A suspension arm fixing structure including a suspension frame extending in a vehicle width direction and a suspension arm disposed outside the suspension frame in a vehicle width direction, and fixing the suspension arm to the suspension frame,
The suspension frame is
A central portion located in the center of the vehicle width direction;
A front right fixing part and a front left fixing part that protrude outward from the front part of both ends in the vehicle width direction of the central part and fix the suspension arm;
Each of the front right fixing portion and the front left fixing portion includes an upper wall, a lower wall, and an extension wall extending continuously upward from the front edge of the lower wall,
The suspension arm is
A bush disposed on the rear side of the extension wall and receiving a fixing member penetrating the extension wall;
The suspension arm fixing structure further includes a vehicle body connecting member disposed on the rear side of the bush and extending in the vertical direction, the vehicle body connecting member connecting the suspension frame to the vehicle body structural member,
The suspension arm fixing structure, wherein the suspension arm is fixed to the suspension frame in a state where the front and rear of the bush are sandwiched between the vehicle body connecting member and the extension wall. The extension wall is inclined forward of the vehicle as it goes upward,
The suspension arm fixing structure according to claim 1, wherein a flat surface substantially parallel to the extension wall is formed in a region of the vehicle body connecting member that contacts the bush. The extension wall has an area that closes a gap between the upper wall and the lower wall,
The suspension arm fixing structure according to claim 1, wherein the upper wall is welded to a rear surface of the extension wall. The upper wall extends forward from the extension wall,
The suspension arm fixing structure according to claim 1 or 2, wherein an upper end of the extension wall is welded to a lower surface of the upper wall.

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