JP2017001592A - Bracket for suspension - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bracket for a suspension configured to secure high strength reliability with respect to front and back loads from a lower rod while avoiding mutual interference even if a structure such as an air spring exists in the vicinity of the bracket and to allow a thickness in a vehicle width direction to be reduced so that more compact arrangement than before and better castability can be achieved.SOLUTION: A bracket 18 for a suspension configured so that an upper end part thereof is attached to outer faces of left and right side rails 1 extends downward and a lower end part thereof supports an arm 9 (a lower rod). Just below a position attached to the outer face of each side rail 1, an H-shape cross section is formed so as to point a connection direction of a web 20 joining a pair of flanges 19 toward a longitudinal direction of a vehicle, and a reinforcement structure 22 is configured by projecting a rib 21 so that a thickness in a vehicle width direction gradually decreases as going toward outside in a longitudinal direction relative to each flange 19.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a bracket for supporting a lower rod from the vehicle body side with a vehicle suspension.

  6 and 7 show an example of a suspension in a large vehicle such as a truck or a bus. A vehicle width direction (under a pair of left and right side rails 1 extending in the vehicle front-rear direction (left-right direction in FIG. 6) is shown. Axle 3 is arranged to extend in the vertical direction in FIG. 7 and to support the wheel 2 at both ends thereof. The lower surface near the end of the axle 3 extends in the front-rear direction along the side rail 1. An intermediate portion of the support beam 4 is integrally assembled, and an air spring 5 that absorbs vibration in the vertical direction is interposed between the front and rear end portions of the support beam 4 and the lower surface of the side rail 1.

  Further, an upper end portion of a bracket 6 extending downward is attached to an outer surface of the side rail 1 further forward of the air spring 5 disposed on the front side, and the lower end portion of the bracket 6 and the support beam 4 are connected to each other. The intermediate portion is connected to the middle portion by a stabilizer 7 that increases the roll rigidity of the vehicle body.

  That is, the stabilizer 7 shown here is generally referred to as a lower rod integrated type stabilizer, and both end portions are held via rubber bushes by the shaft holding portion 11 provided at the lower end portions of the left and right brackets 6. A stabilizer bar 8 of a hollow pipe extending in the vehicle width direction, and a fastening portion 10 having a front end portion fixedly attached to both ends of the stabilizer bar 8 and a rear end portion provided in an intermediate portion of the support beam 4 On the other hand, it is composed of an arm 9 connected via a rubber bush, and bridges between the left and right wheels 2 in a U-shape. When the left and right wheels 2 move up and down simultaneously, Although the stabilizer bar 8 rotates symmetrically by the elastic deformation of the rubber bush and the stabilizer 7 does not particularly work, the left and right wheels 2 are different in the upper and lower directions due to cornering or the like. When made a is adapted to twist moment acting on the stabilizer bar 8 forms acts like undo the right and left wheels 2 in the reaction force.

  Here, the arm 9 in the stabilizer 7 also has a function of positioning the axle 3 in the front-rear direction as a lower rod (lower radius rod), and it is not necessary to provide a lower rod separately. Then, since it is difficult to reliably suppress the rotational moment (braking force or driving force) around the axle 3 and the displacement moment in the lateral direction on the axle 3, the upper surface of the central portion of the axle 3 and the left and right side rails 1 The inner surface is connected by a V rod 12 that functions as an upper rod (radius rod on the upper side). More specifically, the branched end portion 12a (separated to the left and right of the V rod 12) A rubber bush is interposed between the V rod bracket 13 whose front end extends from the inner surface of the left and right side rails 1. Coupled Te, also, V rod 12 center of the bent end 12b (rear end portion) is coupled via a rubber bush to the axle bracket 14 provided in a central portion above the axle 3.

  If such a V rod 12 is adopted, it becomes possible to cope with input in both the front-rear direction and the left-right direction of the vehicle. As a measure against direction input, there is no need to install a lateral rod separately, and since it is offset upward from the lower arm 9, the rotational moment about the axle 3 is reliably suppressed. Is possible.

  The middle part of the support beam 4 and the side rail 1 immediately above are connected by a shock absorber 15 extending in the vertical direction, and the shock absorber 15 suppresses the back-up of vibration in the vertical direction. Therefore, the vibration is attenuated.

  In such a conventional structure, as shown in detail in FIGS. 8 to 10, a bolt fastening boss portion 16 is attached to the upper end portion of the bracket 6 that supports the front end portion of the arm 9 that also serves as a lower rod. 17 are arranged in two upper and lower stages, and the row group of the upper boss portion 16 and the row group of the lower boss portion 17 are arranged along the outer surface of the side rail 1 and are shown in the boss portions 16 and 17. The upper end of the bracket 6 is fastened to the outer side surface of the side rail 1 through a bolt that is not used. While the front / rear load from 9 is the strongest, the nearest air spring 5 is closest to this height position, so that both side portions are outside in the vehicle width direction to avoid interference with the air spring 5. Towards Adopted interposition section open in a V-shape (see FIG. 9), thereby ensuring a proper clearance between the nearest air springs 5.

  As information on prior art documents related to this type of suspension bracket, there is the following Patent Document 1.

Japanese Patent No. 3919602

  However, with the bracket 6 having a groove-shaped cross section that is open in a V shape with both side portions facing outward in the vehicle width direction as described above, it is difficult to efficiently improve the strength against the longitudinal load from the arm 9, and sufficient. To ensure strength reliability, it is necessary to increase the cross-sectional area of both sides as much as possible while increasing the thickness in the vehicle width direction (depth of the groove shape) and escaping the interference with the air spring 5 in a V shape. The amount of overhang to the outside in the width direction has increased, which makes it difficult to arrange the bracket 6 in a compact manner.

  Further, when the bracket 6 is cast, the parting line P (mold dividing line: see FIG. 9) is set based on the tip of the V-shaped open side, so that the die cutting stroke L becomes large. As a result, it is difficult to die-cut, and it becomes easy to enter the cast holes on both side portions having an increased cross-sectional area, and there is an aspect that the castability in manufacturing the bracket 6 is poor.

  The present invention has been made in view of the above circumstances, and ensures high strength reliability with respect to the longitudinal load from the lower rod while avoiding mutual interference even when a structure such as an air spring is present in the immediate vicinity and the vehicle width. An object of the present invention is to provide a suspension bracket in which the thickness in the direction is reduced to achieve a more compact arrangement and better castability than in the past.

  The present invention relates to a suspension bracket having upper ends attached to the outer side surfaces of the left and right side rails, extending downward and supporting the lower rod at the lower end portions thereof, wherein the brackets are attached to the outer side surfaces of the side rails. An H-shaped cross section in which the connecting direction of the web connecting between the pair of flanges is directed in the front-rear direction of the vehicle is provided directly below the location, and the thickness in the vehicle width direction gradually decreases as it goes outward in the front-rear direction with respect to each flange. As described above, the reinforcing structure is formed by raising the ribs.

  Thus, in this way, in addition to adopting an H-shaped cross section in a direction that exhibits high bending rigidity with respect to the longitudinal load from the lower rod, ribs are formed on the front and rear flanges from the central axis. By increasing the cross-sectional area at a distant position, the flexural rigidity is effectively improved, and in order to obtain the same strength and reliability as the conventional bracket with a grooved cross section opened in a V-shape, the thickness in the vehicle width direction (Flange width) can be reduced, which enables a compact arrangement of the brackets.

  At this time, simply adopting an H-shaped cross section without ribs makes it necessary to make the width dimension of the web in the front-rear direction longer than that of the present invention so that each flange is separated from the central axis as much as possible. Therefore, it is difficult to avoid interference with the latest air spring or the like when assuming application to a suspension with severe layout restrictions.

  However, in the present invention, the ribs are formed on the front and rear flanges to increase the cross-sectional area away from the central axis, so that the rigidity is effectively increased. It is possible to make the width dimension of the web in the front-rear direction shorter than the H-shaped cross section of this, and the ribs protruding outward in the front-rear direction from here are gradually reduced in thickness toward the front end side. By using the gradual decrease, it becomes easy to avoid interference with the nearest air spring and the like, and it is possible to easily ensure an appropriate clearance with the air spring.

  Furthermore, when casting such brackets, the parting line is set based on the front and rear rib tips, so that the die-cutting stroke is reduced and die-cutting is facilitated, and the cross-sectional area is increased due to the ribs. Since it is less than in the case of the groove-shaped cross section opened in the V shape, the cast hole is difficult to enter and the castability is improved.

  Further, when concretely implementing the suspension bracket of the present invention, for example, an air spring is provided between the front and rear end portions of the support beam integrally assembled with the lower surface near the end portion of the axle and the lower surface of the side rail. It is preferable that a suspension elastically supported via a lower portion is connected to an intermediate portion of the support beam via a lower rod.

  That is, when applied to such a type of suspension, the front / rear load from the lower rod acts most directly below the attachment point on the outer surface of each side rail, and the nearest air spring is closest. It is possible to reliably avoid interference with the nearest air spring while achieving effective reinforcement at the height position.

  Further, in the present invention, the rib in the reinforcing structure may be formed so as to expand outward in the front-rear direction as it goes upward. In this way, the bending rigidity is more effectively applied to the front-rear load from the lower rod. Can be achieved.

  According to the above-described suspension bracket of the present invention, even if a structure such as an air spring is present in the immediate vicinity, high strength reliability is ensured with respect to the longitudinal load from the lower rod while avoiding mutual interference, and in the vehicle width direction. It is possible to achieve an excellent effect that the thickness can be reduced to achieve a more compact arrangement and better castability than before.

It is a side view which shows an example of the form which implements this invention. It is a side view which shows the detail of the bracket of FIG. It is sectional drawing of the III-III arrow of FIG. It is sectional drawing of the IV-IV arrow of FIG. It is an arrow view of the VV direction of FIG. It is a side view showing an example of a suspension in a large vehicle. It is an arrow directional view of the VII-VII direction of FIG. It is a side view which shows the detail of the conventional bracket. It is sectional drawing of the IX-IX arrow of FIG. It is an arrow view of the XX direction of FIG.

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

  1 to 5 show an example of an embodiment for carrying out the present invention, and portions denoted by the same reference numerals as those in FIGS. 6 to 10 represent the same items.

  The bracket 18 of the present embodiment shown in FIG. 1 together with the peripheral structure is a support beam integrally assembled on the lower surface near the end of the axle 3 as in the case of the conventional bracket 6 described in FIG. The suspension is elastically supported via an air spring 5 between the front and rear end portions of 4 and the lower surface of the side rail 1. The intermediate portion of the support beam 4 is connected to the lower end portion via an arm 9 (lower rod) of a stabilizer 7. However, as shown in detail in FIGS. 2 to 5, the most improved feature compared to the conventional bracket 6 (see FIG. 6) is the attachment to the outer surface of each side rail 1. The connecting direction of the web 20 that connects the pair of flanges 19 directly below the location (near the lower boss portion 17) is the vehicle front-rear direction (left-right direction in FIGS. 1, 2, and 3). And the thickness in the vehicle width direction (vertical direction in FIG. 3, horizontal direction in FIGS. 4 and 5) gradually decreases as it goes outward in the front-rear direction with respect to each flange 19. In the case of the example shown here, the rib 21 is formed with an arrow-shaped cross section (see FIG. 3) tapering toward the outside in the front-rear direction. The rib 21 is formed so as to expand outward in the front-rear direction as the rib 21 moves upward (see FIG. 2), and exhibits bending rigidity more effectively with respect to the front-rear load from the arm 9. It can be done.

  Further, in this embodiment, when the upper end portion of the bracket 18 is attached to the outer side surface of each side rail 1, the upper boss portion 16 is extended outward in the front-rear direction from the row group of the lower boss portions 17. The front and rear bosses 17 are set one by one, and the upper part is formed in a bifurcated shape with the center in the front and rear direction curved downward, and the upper boss part. A portion between 16 and the lower boss portion 17 is formed to have an H-shaped cross section without ribs, and front and rear flanges 19 are continuous with the ribs 21 when viewed from the vehicle width direction.

  Thus, if the bracket 18 is configured in this way, in addition to adopting an H-shaped cross section in a direction in which high bending rigidity is exhibited with respect to the longitudinal load from the arm 9, the ribs 21 are provided on the flanges 19 on the front and rear sides thereof. The bending rigidity is effectively improved by increasing the cross-sectional area at a position away from the central axis and forming a bracket 6 (see FIG. 6) having a groove-shaped cross section that is open in a conventional V shape. In order to obtain the same strength reliability, the thickness in the vehicle width direction (the width of the flange 19) can be reduced, and the bracket 18 can be arranged in a compact manner.

  At this time, simply adopting an H-shaped cross section without ribs makes it necessary to make the width dimension of the web 20 in the front-rear direction longer than that of the bracket 18 of this embodiment, and to separate each flange 19 from the central axis as much as possible. Since the flange 19 also protrudes in the vehicle width direction at the front and rear ends, it is difficult to avoid interference with the nearest air spring 5 when it is assumed that the layout is severely restricted. Become.

  However, in this embodiment, the rigidity is effectively increased by forming the ribs 21 in the front and rear flanges 19 and increasing the cross-sectional area at a position away from the central axis, so that the same strength reliability can be obtained. In addition, the width dimension of the web 20 in the front-rear direction can be made shorter than that of the H-shaped cross section without ribs, and the rib 21 protruding outward in the front-rear direction from here is gradually reduced in thickness toward the tip side. Therefore, by using this gradual decrease in thickness, it becomes easy to avoid interference with the nearest air spring 5, and it is possible to easily ensure an appropriate clearance with the air spring 5.

  Further, when casting such a bracket 18, the parting line P (mold dividing line: see FIG. 3) is set with reference to the tips of the front and rear ribs 21, thereby reducing the die cutting stroke L. Thus, the die can be easily removed, and the increase in the cross-sectional area due to the rib 21 is less than in the case of the conventional groove-shaped cross section opened in the V-shape.

  Therefore, according to the above embodiment, high strength reliability is secured against the longitudinal load from the arm 9 and the thickness in the vehicle width direction is reduced while avoiding mutual interference even when the air spring 5 is present in the immediate vicinity. A more compact arrangement and better castability than before can be realized.

  In this embodiment, a shaft holding portion 11 is provided at the lower end portion so as to hold the stabilizer bar 8 extending in the vehicle width direction as in the conventional example of FIG. Although an example is shown in which the arm 9 connecting the end of the stabilizer bar 8 projecting outward in the vehicle width direction and the intermediate portion of the support beam 4 can be supported as a lower rod, the stabilizer is shown in another place. Needless to say, the present invention can also be applied to suspensions of the type in which the lower rods are arranged independently of each other.

  Further, the suspension bracket of the present invention is not limited to the above-described embodiment, and the cross-section of the rib does not necessarily have to be an arrow-shaped cross-section that tapers outward in the front-rear direction, and is semicircular. Alternatively, it may have a semi-elliptical cross section, the upper rod disposed on the upper side of the lower rod does not necessarily have to be a V rod, may be a parallel link type upper rod in combination with a lateral rod, and others. Of course, various changes can be made without departing from the scope of the invention.

1 Side rail 3 Axle 4 Support beam 5 Air spring 9 Arm (lower rod)
18 Bracket 19 Flange 20 Web 21 Rib 22 Reinforcement structure

Claims (3)

  A suspension bracket having upper ends attached to the outer side surfaces of the left and right side rails and extending downward, and supporting the lower rod at the lower end portions thereof, immediately below the attachment point to the outer side surface of each side rail. The ribs are attached such that the web connecting the pair of flanges has an H-shaped cross section in which the connecting direction of the web is directed in the front-rear direction of the vehicle, and the thickness in the vehicle width direction gradually decreases toward the outer side in the front-rear direction with respect to each flange. A suspension bracket characterized by a raised reinforcing structure.   Targeting suspensions that are elastically supported via air springs between the front and rear ends of the support beam, which are integrally assembled on the lower surface near the end of the axle, and the lower surface of the side rail, the lower rod is attached to the intermediate portion of the support beam. The suspension bracket according to claim 1, wherein the suspension bracket is connected to a lower end portion.   The suspension bracket according to claim 1 or 2, wherein the rib in the reinforcing structure is formed so as to expand outward in the front-rear direction as it goes upward.

Images