JP2018059613A - Strut mount - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a strut mount capable of selectively reducing rigidity of an elastic body in a twisting direction.SOLUTION: A strut mount 100 includes an outer cylinder member 12 attached to a vehicle body, an inner cylinder member 14 provided on an inner peripheral side of the outer cylinder member 12, and an elastic body 16 disposed between the outer cylinder member 12 and the inner cylinder member 14. On a lower surface of the elastic body 16, four or more concave parts 16a1, 16a2 are provided around a center axis O. The four or more concave parts 16a1, 16a2 are formed so as to be linearly symmetric to a plurality of virtual symmetric lines in a plan view. Circumferential intervals of the four or more concave parts 16a1, 16a2 are arranged so that all circumferential intervals are not identical.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a strut mount.

  As members for attaching the shock absorber to the vehicle body, an outer cylinder member attached to the vehicle body, an inner cylinder member provided on the inner peripheral side of the outer cylinder member and to which the shock absorber is attached, an outer cylinder member and an inner cylinder member Various strut mounts including an elastic body to be connected have been proposed.

  However, in the conventional strut mount, the friction of the shock absorber is increased by the load input in the twisting direction caused by the steering operation or the like, so that the riding comfort of the vehicle may be deteriorated or the handling performance may be deteriorated.

  For example, Japanese Patent Application Laid-Open No. H10-228867 discloses a method of forming a straight hole penetrating in the axial direction at a portion of the elastic body corresponding to the twisting direction, and determining the spring stiffness of the elastic body with respect to the load input in the twisting direction. Reduced strut mounts have been proposed. According to this strut mount, it is said that the spring stiffness in the twisting direction can be reduced and load input to the shock absorber can be effectively relaxed.

JP 2005-265109 A

  However, if a through-hole (straight hole) is provided in the elastic body as in Patent Document 1, there is a problem that the spring rigidity in the direction other than the twisting direction also decreases.

  An object of the present invention made in view of such a point is to provide a strut mount capable of selectively reducing the rigidity of an elastic body in a twisting direction.

  In order to solve the above problems, a strut mount according to the present invention includes an outer cylinder member that is attached to a vehicle body, an inner cylinder member that is provided on the inner peripheral side of the outer cylinder member and is attached to a shock absorber, and the outer cylinder member. And an elastic body disposed between the inner cylinder member and the elastic body, the lower surface of the elastic body is provided with four or more recesses around a central axis, the four or more recesses being The four or more concave portions are arranged so that the circumferential intervals of the four or more recesses are not equal to each other in a plan view. And According to the strut mount of the present invention, it is possible to selectively reduce the rigidity of the elastic body in the twisting direction and improve the handling performance during the steering operation. Further, even if the load input in the direction to the shock absorber differs between the vehicle body front direction and the vehicle body rear direction, the concave portion is arranged according to each input, and the spring stiffness of the elastic body can be selectively reduced. .

  Further, in the strut mount of the present invention, the outer cylinder member is provided with a plurality of attachment portions corresponding to the plurality of attachment portions provided on the vehicle body, and the plurality of attachment portions are arranged around a central axis. Even if one attachment part of the plurality of attachment parts is attached to any attachment part of the plurality of attachment parts, one virtual symmetry line of the plurality of virtual symmetry lines is It is preferable to be parallel to the longitudinal direction of the vehicle body. According to this configuration, since one attachment portion of the outer cylinder member may be attached to any attachment portion on the vehicle body side, it is easy to attach the strut mount to the vehicle body.

  In the strut mount of the present invention, it is preferable that at least one attachment portion of the plurality of attachment portions is provided on the virtual symmetry line. According to this configuration, the strut mount attachment portion to the vehicle body also has a left-right symmetric structure, so that it is possible to suppress left-right unbalance of the vehicle due to the attachment of the strut mount.

  Further, in the strut mount of the present invention, a plurality of convex portions around the central axis line are formed in the region of the elastic body that the inner cylinder member contacts when the inner cylinder member is inclined with respect to the outer cylinder member. It is preferable that they are provided concentrically. According to this configuration, the impact can be reduced by advancing the contact start position with the inner cylinder member by the plurality of convex portions. Moreover, since the stress which acts on an elastic body is disperse | distributed by a some convex part, durability of an elastic body can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the strut mount which can selectively reduce the rigidity of the elastic body of a prying direction can be provided.

It is sectional drawing which cut | disconnected the strut mount which concerns on one Embodiment of this invention along the vehicle body front-back direction (along AA cross section of FIG. 2). It is a bottom view of the strut mount concerning one embodiment of the present invention (the state where the lower cylinder is not equipped). It is the perspective view which looked at the strut mount concerning one embodiment of the present invention from the slanting lower part (state where the lower cylinder is not equipped).

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

  FIG. 1 is a cross-sectional view of a strut mount 100 according to an embodiment of the present invention cut along the vehicle body longitudinal direction. That is, FIG. 1 is a cross-sectional view along the AA cross section of FIG. 2 described later. Note that arrows FRONT and REAR in the figure indicate the front and rear of the vehicle body, respectively. In the present specification, claims, abstract, and drawings, the vertical direction is based on a state where the vehicle body is placed on a horizontal plane, and upper means upward in FIG. 1, and lower means downward in FIG. It shall be. Further, in the present specification, the twisting direction refers to a direction in which a shock absorber 200 described later is inclined with respect to the vehicle body. The strut mount 100 of the present embodiment includes an outer cylinder member 12 attached to the vehicle body, an inner cylinder member 14 provided on the inner peripheral side of the outer cylinder member 12 and attached to the piston rod 200a of the shock absorber 200, and an outer cylinder member. 12 and an elastic body 16 disposed between the inner cylinder member 14.

  As shown in FIG. 1, the outer cylinder member 12 has an outer cylinder main body 12a formed so as to surround an inner cylinder member 14 described later from the outer peripheral side, and a flange 12b extending from the outer cylinder main body 12a in the outer peripheral direction. The outer cylinder member 12 can be integrally formed by, for example, pressing a metal flat plate member.

  The outer cylinder main body 12a is symmetrical with respect to a central axis O common to an inner cylinder member 14 to be described later, and has a substantially cylindrical shape whose diameter is reduced downward. As shown in FIG. 1, the lower end portion 12 a 1 of the outer cylinder main body 12 a extends in the outer peripheral direction, and the periphery thereof is covered with the elastic body 16. Further, the upper end portion 12a2 of the outer cylinder body 12a extends in the outer peripheral direction, and further extends downward to be smoothly connected to the flange 12b and the R surface.

  As shown in FIG. 2, the flange 12b has a substantially equilateral triangular outer shape in which R portions are formed at three vertices, and mounting holes 12c1 to 12c3 are provided inside the vertices. A mounting bolt 202 is inserted into each of the mounting holes 12c1 to 12c3, and the strut mount 100 can be mounted to the mounted portion on the vehicle body side by the mounting bolt 202. As shown in FIG. 1, the outer peripheral end of the flange 12 b is bent downward, whereby the bending strength of the outer cylinder member 12 can be increased.

  An inner cylinder member 14 is disposed on the inner peripheral side of the outer cylinder member 12. As shown in FIG. 1, the inner cylinder member 14 includes an upper cylinder 18 that extends upward from a substantially central height of the outer cylinder member 12 and a lower cylinder 20 that extends downward. The bottom surface of the upper cylindrical body 18 and the top surface of the lower cylindrical body 20 are in surface contact with each other, and the engaging protrusion 20d that protrudes upward and outward from the center of the upper surface of the lower cylindrical body 20 is formed on the bottom surface of the upper cylindrical body 18. The upper cylindrical body 18 and the lower cylindrical body 20 can be connected by undercut engagement with the protrusion 18b protruding in the inner circumferential direction from the opening in the central portion. The connection between the upper cylinder 18 and the lower cylinder 20 is not limited to this aspect, and the bottom surface of the upper cylinder 18 and the top surface of the lower cylinder 20 may be connected by welding, screw engagement, or the like. Good. Further, the upper cylinder 18 and the lower cylinder 20 may be integrally formed.

  As shown in FIG. 1, the upper cylindrical body 18 is a metal member having a bottomed cylindrical shape whose upper side is open. At the upper end of the upper cylinder 18, an inner cylinder flange 18 a extending in the outer peripheral direction is provided. Moreover, this inner cylinder flange 18a and the upper end part 12a2 of the outer cylinder main body 12a are facing. And as shown in FIG. 1, the elastic body 16 is arrange | positioned between the inner cylinder flange 18a and the upper end part 12a2 of the outer cylinder main body 12a. As a result, the inner cylinder flange 18a and the upper end portion 12a2 of the outer cylinder main body 12a can be prevented from coming into contact with each other and the occurrence of abnormal noise with respect to the load input in the twisting direction.

  As shown in FIG. 1, a constricted portion 16c extending in the inner circumferential direction is provided in the elastic body 16 portion between the inner cylinder flange 18a and the upper end portion 12a2 of the outer cylinder main body 12a. By this constricted portion 16c, it is possible to reduce the spring rigidity when the inner cylinder flange 18a is pulled or pressed against the upper end portion 12a2 of the outer cylinder main body 12a. The constricted portion 16c may be constricted by the same depth in the circumferential direction, or may be configured so as to reduce the spring rigidity in the direction by providing a deep constriction in the twisting direction.

  In the present embodiment, when a downward load is applied to the shock absorber 200 due to road surface conditions or the like, the inner cylinder flange 18a approaches the upper end portion 12a2 of the outer cylinder body 12a and crushes the elastic body 16. Since the inner cylinder flange 18a is pushed back upward by the restoring force of the elastic body 16 against this, the inner cylinder flange 18a is elastically supported without colliding with the outer cylinder member 12. Further, when a strong downward load is applied to the shock absorber 200, the inner cylinder flange 18a collides with the upper end portion 12a2 of the outer cylinder body 12a via the elastic body 16, and the shock absorber 200 is displaced downward. regulate. That is, the inner cylinder flange 18a of the upper cylinder 18 functions as a stopper portion. Also in this case, since the inner cylinder flange 18a is pressed upward by the crushing of the elastic body 16, the impact when the inner cylinder flange 18a collides with the upper end portion 12a2 of the outer cylinder main body 12a can be reduced. .

  In the present embodiment, the elastic body 16 is formed of an elastomer or the like, and as shown in FIG. 1, rubber is integrated with the inner and outer peripheral surfaces of the outer cylinder body 12 a and the outer peripheral surface of the upper cylinder 18. Is vulcanized and bonded. The elastic body 16 is elastically deformed so that the inner cylinder member 14 can be displaced relative to the outer cylinder member 12.

  As shown in FIG. 1, the lower cylindrical body 20 is a metal member having a top cylindrical shape with the lower side opened. The lower cylindrical body 20 includes a small diameter cylindrical portion 20a that hangs down from the top wall, and a large diameter cylindrical portion 20b that is provided below the small diameter cylindrical portion 20a and has a larger diameter than the small diameter cylindrical portion 20a. And in the area | region between the small diameter cylinder part 20a and the large diameter cylinder part 20b, the step part 20e which connects both smoothly by R surface is provided. The step portion 20e faces the lower end portion 12a1 of the outer cylinder main body 12a, and when a load in the twisting direction is input to the shock absorber 200, the step portion 20e approaches the lower end portion 12a1 of the outer cylinder main body 12a. However, since the lower end 12a1 is covered with the elastic body 16 as shown in FIG. 1, the stepped portion 20e does not directly contact the outer cylinder main body 12a. With this configuration, it is possible to suppress the occurrence of impact and abnormal noise that the lower cylinder body 20 exerts on the outer cylinder main body 12a.

  The distal end portion 200b of the piston rod 200a of the shock absorber 200 is inserted into the insertion port 20c provided in the center of the top surface of the lower cylinder body 20. The tip portion 200b of the piston rod 200a is a male screw portion having a smaller diameter than the piston rod 200a, and the piston rod 200a is fixed to the inner cylinder member 14 by screwing a nut 200c to the male screw portion.

  In the present embodiment, a convex portion 16b is provided around the central axis O on the lower surface of the elastic body 16 facing the step portion 20e as shown in FIGS. Further, two smaller convex portions 16b1 and 16b2 are provided concentrically around the central axis O on the surface of the convex portion 16b. 2 and 3, the lower cylindrical body 20 is omitted so that the convex portions 16b, 16b1, and 16b2 and concave portions 16a1 and 16a2 described later can be visually recognized. As described above, the convex portion 16b is provided on the elastic body 16 portion facing the step portion 20e of the lower cylindrical body 20, and the two small convex portions 16b1 and 16b2 are provided concentrically, so that the shock absorber 200 can be twisted in the direction of twisting. Even when a load is input, the impact can be reduced by advancing the contact start position with the stepped portion 20e by the two convex portions 16b1 and 16b2. Further, it becomes possible to receive the load from the lower cylinder 20 in a distributed manner on the two convex portions 16b1 and 16b2. Thereby, a large local stress is not applied to the elastic body 16.

  As shown in FIG. 2, the convex portions 16b1 and 16b2 are provided intermittently in the circumferential direction, and concave portions 16a1 and 16a2 are provided in regions between the convex portions 16b1 and 16b2. The concave portions 16a1 and 16a2 are provided so as to be recessed upward from the lower surface of the elastic body 16 while maintaining the surface shapes of the two convex portions 16b1 and 16b2, and the surface of the convex portions 16b1 and 16b2 toward the inner peripheral side. It is formed so that the amount of dents with respect to is reduced. The detailed shapes of the recesses 16a1 and 16a2 are best represented in the perspective view shown in FIG.

  Further, in this embodiment, when an upward load is applied to the shock absorber 200 due to road surface conditions or the like, the stepped portion 20e comes close to the lower end portion 12a1 of the outer cylinder main body 12a and the elastic body 16 protrudes. The parts 16b1 and 16b2 are crushed. Since the stepped portion 20e is pushed back by the restoring force of the elastic body 16 against this, the lower cylinder body 20 is elastically supported without colliding with the outer cylinder member 12. Further, when a strong upward load is applied to the shock absorber 200, the stepped portion 20e collides with the lower end portion 12a1 of the outer cylinder main body 12a via the elastic body 16, and the upward displacement of the shock absorber 200 is restricted. To do. That is, the step part 20e of the lower cylinder 20 functions as a stopper part. Also in this case, since the elastic body 16 is crushed, the step portion 20e of the lower cylindrical body 20 is pressed downward, so that the step portion 20e of the lower cylindrical body 20 collides with the lower end portion 12a1 of the outer cylinder main body 12a. Can reduce the impact.

  In FIG. 2, a central axis O and a horizontal line H passing through the center of one mounting hole 12c1 correspond to the longitudinal direction of the vehicle body. That is, the strut mount 100 of the present embodiment is attached to the vehicle body so that, for example, the horizontal line H in FIG. 2 is oriented in the front-rear direction of the vehicle body. In the present embodiment, the recess 16a1 in front of the vehicle body (leftward in FIG. 2) with respect to the central axis O is disposed at a circumferential position where the angle with respect to the horizontal line H is α1. On the other hand, the recess 16a2 at the rear of the vehicle body (rightward in FIG. 2) with respect to the central axis O is disposed at a circumferential position where the angle with respect to the horizontal line H is α2. Here, the angles α1 and α2 are angles at which the load input in the twisting direction from the shock absorber 200 is maximized during a steering operation or the like. The recesses 16a1 and 16a2 are arranged symmetrically with respect to the horizontal line H. That is, in the present embodiment, the horizontal line H constitutes a virtual symmetry line with respect to the recesses 16a1 and 16a2. This is because the angular position where the load input in the twisting direction becomes the largest is the same angular position on the left and right sides of the vehicle body. Further, both the recesses 16a1 and 16a2 have a circumferential length corresponding to the angle β. As described above, by providing the recesses 16a1 and 16a2 at an angle at which the load input in the twisting direction becomes the largest, the spring rigidity when the inner cylinder member 14 elastically deforms the elastic body 16 in the twisting direction is reduced. Can do.

  In the present embodiment, the angle β corresponding to the circumferential length of the recesses 16a1 and 16a2 is about 15 degrees. As a result of intensive studies, the present inventor has found that the angle at which the load input in the twisting direction from the shock absorber 200 is the largest is generally different between the front and the rear of the vehicle body. Then, in each of the front and rear of the vehicle body, the recesses 16a1 and 16a2 are arranged at the angles α1 and α2 at which the load input in the twisting direction is maximized to reduce the spring rigidity. However, as the angles α1 and α2, various angles α1 and α2 corresponding to the characteristics of the vehicle body and the shock absorber 200 can be adopted. Also, the angle β can be appropriately selected according to the spring rigidity required for the elastic body 16 in the twisting direction.

  In the present embodiment, the recesses 16a1 and 16a2 should not be through holes that penetrate vertically. The depth of the recesses 16a1 and 16a2 is preferably 1 to 3 mm, and in the present embodiment, it is about 1.7 mm. According to this configuration, the spring rigidity of the elastic body 16 in the twisting direction can be selectively reduced more effectively, and the spring rigidity in other directions is hardly affected. However, the present invention is not limited to this mode, and the depths of the recesses 16a1 and 16a2 can be appropriately selected according to the spring rigidity required for the elastic body 16 in the twisting direction.

  As described above, the pair of left and right recesses 16a1 are provided in the front of the vehicle body and the pair of left and right recesses 16a2 are provided in the rear of the vehicle body, and at least four recesses are required. In the present embodiment, an attachment hole 12 c 1 for attaching the strut mount 100 to the vehicle body is provided on the horizontal line H. Further, additional mounting holes 12c2 and 12c3 are provided at positions obtained by rotating the mounting hole 12c1 around the central axis O by 120 degrees and 240 degrees. Further, with respect to the recesses 16a1 and 16a2, further recesses 16a12 and 16a22 are provided at positions rotated by 120 degrees around the central axis O, and further recesses 16a13 and 16a23 are provided at positions rotated by 240 degrees. Yes. Thus, in this embodiment, the mounting holes 12c2, 12c3 and the recesses 16a12, 16a22 having the same shape are positioned at positions where the mounting holes 12c1, and the recesses 16a1, 16a2 are rotated 120 degrees and 240 degrees around the central axis O. 16a13 and 16a23 are arranged. Thus, even if any of the mounting holes 12c1, 12c2, 12c3 is arranged in front of the vehicle body (position of the mounting hole 12c1 in FIG. 2) and attached to the vehicle body, the recesses 16a1 and 16a2 are used to reduce the spring rigidity in the twisting direction. , 16a12 and 16a22, and 16a13 and 16a23 can be arranged at positions of an angle α1 at the front of the vehicle body and an angle α2 at the rear of the vehicle body.

  In the present embodiment, as shown in FIG. 2, all the recesses 16a1, 16a2, 16a12, 16a22, 16a13, and 16a23 are arranged in line symmetry with respect to the horizontal line H, that is, a virtual symmetry line corresponding to the longitudinal direction of the vehicle body. . With this configuration, left and right symmetrical spring rigidity is obtained, so that the strut mount 100 can obtain left and right symmetrical characteristics. Further, the strut mount 100 according to the present embodiment can be attached to either the left or right side of the vehicle body.

  In the present embodiment, the attachment holes 12c1 for attachment to the vehicle are configured to rotate at 120 degrees and 240 degrees around the central axis O to be provided at a total of three locations, but the present invention is not limited to this aspect. Any number of two or more mounting holes may be provided around the central axis O at equiangular intervals.

  In the present embodiment, the mounting bolts 202 are inserted into the mounting holes 12c1 to 12c3 and engaged with the female screw portion on the vehicle body side or attached to the vehicle body side mounting hole via the nut 200c. However, it is not limited to this aspect. A mounting bolt may be inserted into the mounting hole on the vehicle body side, and the mounting holes 12c1 to 12c3 on the strut mount 100 side may be mounted via nuts. Alternatively, a female screw portion may be provided on the strut mount 100 side instead of the mounting holes 12c1 to 12c3, and the vehicle body side may be screw-engaged with a mounting bolt. Moreover, you may make it attach to a vehicle body side using other fixing means, such as welding and undercut engagement, without using screw engagement.

  Further, in the present embodiment, the mounting hole 12c1 is configured to be disposed on the horizontal line H, that is, the virtual symmetry line corresponding to the front-rear direction of the vehicle body, but is not limited to this aspect. Any of the mounting holes 12c1 to 12c3 may be configured not to be disposed on a virtual symmetry line corresponding to the longitudinal direction of the vehicle body.

  Further, in the present embodiment, the inner cylinder member 14 has both the inner cylinder flange 18a that functions as a stopper portion that restricts the downward displacement and the step portion 20e that functions as a stopper portion that restricts the upward displacement. However, the present invention is not limited to this mode. The inner cylinder member 14 only needs to have a stopper portion that abuts against the lower surface of the elastic body 16 and regulates the inclination of the inner cylinder member 14 when a load in the twisting direction is input to the shock absorber 200.

  Although the present invention has been described based on the drawings and embodiments, it should be noted that those skilled in the art can easily make various changes and modifications based on the present disclosure. Therefore, it should be noted that these variations and modifications are included in the scope of the present invention. For example, the functions included in each component, each process, etc. can be rearranged so that there is no logical contradiction, and multiple components, processes, etc. can be combined or divided into one It is. It should be understood that these are included within the scope of the present invention.

  12 outer cylinder member, 12a outer cylinder main body, 12a1 lower end portion, 12a2 upper end portion, 12b flange, 12c1, 12c2, 12c3 mounting hole (attachment portion), 14 inner cylinder member, 16 elastic body, 16a1, 16a12, 16a13 recess, 16a2 , 16a22, 16a23 Concave part, 16b, 16b1, 16b2 Convex part, 16c Constricted part, 18 Upper cylindrical body, 20 Lower cylindrical body, 20a Small diameter cylindrical part, 20b Large diameter cylindrical part, 20c Insertion opening, 20d Engagement protrusion, 20e Part, 100 strut mount, 200 shock absorber, 200a piston rod, 200b tip, 200c nut, 202 mounting bolt, H horizontal line, O central axis

Claims (4)

An outer cylinder member attached to the vehicle body;
An inner cylinder member provided on the inner peripheral side of the outer cylinder member and attached to a shock absorber;
In a strut mount comprising an elastic body disposed between the outer cylinder member and the inner cylinder member,
On the lower surface of the elastic body, four or more recesses are provided around the central axis,
The four or more recesses are formed in line symmetry with respect to a plurality of virtual symmetry lines in plan view, and the circumferential intervals of the four or more recesses are not the same in all the circumferential intervals. A strut mount characterized by being arranged. The outer cylinder member is provided with a plurality of attachment portions corresponding to a plurality of attachment portions provided on the vehicle body, and the plurality of attachment portions are arranged at equal intervals around a central axis line,
Even if one attachment portion of the plurality of attachment portions is attached to any attachment portion of the plurality of attachment portions, one virtual symmetry line of the plurality of virtual symmetry lines is parallel to the longitudinal direction of the vehicle body. The strut mount according to claim 1.   The strut mount according to claim 2, wherein at least one of the plurality of attachment portions is provided on the virtual symmetry line. The area of the elastic body with which the inner cylinder member abuts when the inner cylinder member is inclined with respect to the outer cylinder member is provided with a plurality of convex portions concentrically around a central axis. The strut mount according to any one of claims 1 to 3.

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