JP2020163917A - In-vehicle device - Google Patents

Abstract

To improve the steering feeling.SOLUTION: An in-vehicle device 30 includes: a pair of brackets 31 which has respective one ends fastened to a pair of pillars 11a, respectively, placed so as to be apart from each other in the vehicle widthwise direction; and a slidable rod 32 which is fastened so as to couple respective other ends of the pair of brackets, and which applies force in the direction in which the respective other ends of the pair of brackets become close to each other. Hence, looseness and distortion occurring in a vehicle 1 due to fastening between components, and distortion, etc., due to welding can be prevented.SELECTED DRAWING: Figure 1

Description

The present invention relates to an in-vehicle device.

Conventionally, it is known to provide a beam-shaped stiffener in the vehicle width direction in order to stiffen a vehicle (for example, Patent Document 1).

JP-A-2009-23529

By the way, a vehicle is constructed by combining various parts. Various parts that make up the vehicle are fastened with fastening members or welded together. In the vehicle, the transmission delay of external force and hysteresis occur due to looseness and distortion due to variations in the fastening surface and hole positions between parts, distortion due to welding, etc., and the actual movement is larger than the vehicle movement expected by the driver. You may be late. Then, the steering feeling may be deteriorated.

An object of the present invention is to provide an in-vehicle device that improves the steering feeling.

In order to solve the above problems, the in-vehicle device of the present invention has one end fixed to each of a pair of pillars arranged apart from each other in the vehicle width direction, and the other end arranged at different positions in the vertical direction with respect to the one end. A pair of bracket portions and a rod portion that is swingably fixed so as to bridge the other end of the pair of bracket portions and urges the other ends of the pair of bracket portions in a direction close to each other. , Equipped with.

The other end of the bracket portion may be positioned vertically upward with respect to the one end.

The other end of the bracket portion may be located on the inside in the diagonally upward direction with respect to the one end.

A rear suspension device may be connected below the pillars.

The rod portion may include a pair of rods connected to the other ends of the pair of bracket portions, and an urging portion for urging the pair of rods in a direction close to each other.

According to the present invention, the steering feeling can be improved.

It is a figure explaining the structure of a vehicle. It is a figure explaining the structure of the rod part. It is a figure explaining the relationship between the external force and the displacement in a comparative example and this embodiment.

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in such an embodiment are merely examples for facilitating the 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 designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown. To do.

FIG. 1 is a diagram for explaining the configuration of the vehicle 1. FIG. 1 is a view of the vehicle 1 as viewed from the rear side. As shown in FIG. 1, the vehicle 1 is provided with a pair of side members 10. The side members 10 are arranged at a distance of a predetermined distance in the vehicle width direction (left-right direction), and extend in the front-rear direction of the vehicle.

A rear bulkhead 11 is connected above the side member 10. The rear bulkhead 11 is provided on the rear side of the rear seat. The rear bulkhead 11 includes a pair of pillars 11a extending upward from each of the pair of side members 10 and a rear center frame 11b bridged between the pair of pillars 11a and extending in the vehicle width direction. It is composed. The pillar 11a and the rear center frame 11b are integrally formed. A trunk room is formed on the rear side of the rear bulkhead 11, and the rear bulkhead 11 functions as a part of the skeleton forming the trunk room.

A rear suspension device 12 is connected below the side member 10. The rear suspension device 12 includes a rear cross member 20, a lower arm 21, and a rear shock absorber 22.

The rear cross member 20 is provided so as to be bridged over a pair of side members 10. The rear cross member 20 extends along the vehicle width direction. Both ends of the rear cross member 20 are fastened to the lower surfaces of the pair of side members 10 by fastening members such as bolts.

A pair of brackets 20a are provided below the rear cross member 20 so as to be separated from each other in the vehicle width direction. One end of the lower arm 21 is connected to the bracket 20a. The rear wheel 23 is connected to the other end of the lower arm 21.

One end of the rear shock absorber 22 is connected to the lower arm 21 and the other end is connected to the pillar 11a. The rear shock absorber 22 includes a coil spring and an absorber. The rear shock absorber 22 absorbs the external force input from the rear wheel 23.

By the way, the vehicle 1 is configured by combining various parts. Various parts constituting the vehicle 1 are fastened by fastening members or welded by welding. Then, in the vehicle 1, the transmission delay of the external force and the hysteresis occur due to the backlash and distortion due to the variation in the fastening surface and the hole position between the parts, the distortion due to welding, etc., and the actual movement of the vehicle 1 is higher than the driver expects. The movement may be delayed. Then, the steering feeling deteriorates.

Therefore, the vehicle 1 is provided with an in-vehicle device 30. The in-vehicle device 30 is arranged in the trunk room, and is provided with a pair of bracket portions 31 and a rod portion 32. The bracket portion 31 is connected to each of the pillars 11a. One end of the bracket portion 31 is fixed to the pillar 11a by a fastening member 33 composed of bolts and nuts, for example, at two different positions in the vertical direction.

The bracket portion 31 extends from the pillar 11a toward the center of the vehicle 1 in the vehicle width direction. The other end of the bracket portion 31 is located vertically upward from one end (located diagonally upward and inward). In other words, the other end of the bracket portion 31 is located vertically above the fixing point fixed by the fastening member 33.

The rod portion 32 is swingably fixed to the other ends of the pair of bracket portions 31 via a ball joint so as to be bridged over the other ends of the pair of bracket portions 31.

FIG. 2 is a diagram illustrating the configuration of the rod portion 32. As shown in FIG. 2, the rod portion 32 includes a first rod 41, a second rod 42, and an urging portion 43.

One end of the first rod 41 is connected to the other end of one of the pair of bracket portions 31 (the left bracket portion 31 in FIG. 1). An urging portion 43 is connected to the other end of the first rod 41. Further, the first rod 41 is provided with a variable mechanism capable of varying the length from one end to the other end.

One end of the second rod 42 is connected to the other end of the other bracket portion 31 (the right bracket portion 31 in FIG. 1) of the pair of bracket portions 31. An urging portion 43 is connected to the other end of the second rod 42.

The urging portion 43 is interposed between the first rod 41 and the second rod 42. The urging portion 43 includes a housing 50, a screwing member 51, a collar 52, a washer 53, a spring 54, and a sealing member 55. The housing 50 is formed in a substantially cylindrical shape, and the first rod 41 is inserted through the housing 50.

The housing 50 is provided with a small diameter portion 50a, a first large diameter portion 50b, and a second large diameter portion 50c. The small diameter portion 50a is provided between the first large diameter portion 50b and the second large diameter portion 50c, and has a smaller inner diameter than the first large diameter portion 50b and the second large diameter portion 50c. A collar 52 is inserted through the small diameter portion 50a.

The collar 52 is a hollow member provided with a flange having an outer diameter larger than the inner diameter of the small diameter portion 50a, and is inserted into the small diameter portion 50a so that the flange is located on the second rod 42 side (right side). .. Therefore, the collar 52 is held in the small diameter portion 50a so that the flange is caught in the small diameter portion 50a. Further, the first rod 41 is inserted through the collar 52.

The first large diameter portion 50b is provided on the left side of the small diameter portion 50a. A seal member 55 is inserted through the first large diameter portion 50b. The seal member 55 is formed in a substantially cylindrical shape, and the first rod 41 is inserted through the seal member 55.

The second large diameter portion 50c is provided on the second rod 42 side (right side) with respect to the small diameter portion 50a. A screw portion 50d is formed on the inner peripheral surface of the second large diameter portion 50c.

The screwing member 51 is formed in a substantially bottomed cylindrical shape. The bottom of the screwing member 51 is connected to the second rod 42. The screwing member 51 is provided with an opening in the left direction. A screw portion 51a is formed on the outer peripheral surface of the screwing member 51. The screw portion 51a is screwed into the screw portion 50d of the housing 50.

A washer 53 and a spring 54 are provided inside the housing 50 and the screwing member 51. The washer 53 is provided on the second rod 42 side (rightward side) of the spring 54 and comes into contact with the bottom of the screwing member 51. A C ring (not shown) is provided on the other end side (right side) of the washer 53 of the first rod 41 to prevent the washer 53 from coming off the first rod 41. ..

The spring 54 is interposed between the collar 52 and the washer 53, and is urged so as to extend (spread) in the left-right direction.

In the urging portion 43 having such a configuration, the length of the first rod 41 is shortened by the variable mechanism provided on the first rod 41 in a state where the rod portion 32 is bridged over the pair of bracket portions 31. Then, the spring 54 contracts, and the first rod 41 and the second rod 42 are urged in the approaching direction.

Returning to FIG. 1, in the vehicle-mounted device 30, after one end of the pair of bracket portions 31 is fixed to the pillar 11a by the fastening member 33, the rod portion 32 is fixed to the other end of the pair of bracket portions 31. After that, the urging portion 43 of the rod portion 32 urges the first rod 41 and the second rod 42 in the approaching direction.

Then, the urging portion 43 of the rod portion 32 urges the other ends of the pair of bracket portions 31 in a direction close to each other (center in the vehicle width direction) as shown by white arrows in the drawing. (Tensile force will be applied). Further, as shown by the hatching arrows in the drawing, a tensile force is applied to the pillar portion 31 with respect to the pillar 11a. Further, since the other end of the bracket portion 31 is located vertically above one end, a moment is generated at one end when the other end is urged to the center in the vehicle width direction. As shown by the arrow lines in the figure, a clockwise moment is generated in the bracket portion 31 on the left side in the figure, and a counterclockwise moment is generated in the bracket portion 31 on the right side in the figure.

Here, in the comparative example in which the bracket portion 31 and the rod portion 32 are arranged at the same position in the vertical direction, that is, in a straight line in the vehicle width direction, the bracket portion 31 has a force toward the center in the vehicle width direction. Only works and no moment is generated. On the other hand, in the in-vehicle device 30 of the present embodiment, since the other end of the bracket portion 31 is located vertically above one end, a moment is generated. Further, since the in-vehicle device 30 is attached to the pillar 11a via a ball joint, the in-vehicle device 30 is oscillatingly supported with the pillar 11a with almost no hysteresis. Further, since no twisting or bending force is applied to the in-vehicle device 30, the component structure can be simplified.

By generating a moment in the bracket portion 31, the in-vehicle device 30 can tighten the looseness and distortion caused by fastening between the parts, the distortion caused by welding, and the like generated in the vehicle 1 more firmly than in the comparative example. Therefore, in the vehicle 1, for example, even if an external force (indicated by a black arrow in the figure) is input from the rear wheel 23, the backlash and distortion are reduced, so that the external force from the rear wheel 23 is applied to the steering device of the front wheel and the steering device of the front wheel. The delay in transmission of force until it is transmitted to the steering wheel and hysteresis will be reduced. As a result, the steering feeling can be improved and the increase in the correction rudder can be reduced.

Further, when a tire slip angle is generated on the front wheels due to the steering force caused by the steering wheel operation by the driver and a cornering force is generated on the front wheels, the vehicle body needs to receive the reaction force of the tire cornering force. It is also possible to reduce the delay in transmitting the force when the vehicle body receives the reaction force. Therefore, the in-vehicle device 30 shortens the time from the steering wheel operation to the generation of the cornering force and the start of turning of the vehicle 1, and can improve the steering feeling.

FIG. 3 is a diagram for explaining the relationship between the external force and the displacement in the comparative example and the present embodiment. The comparative example shows a case where the bracket portion 31 and the rod portion 32 are arranged at the same position in the vertical direction, that is, arranged in a straight line in the vehicle width direction. Further, in FIG. 3, the hysteresis characteristic of the comparative example is shown by a broken line, and the hysteresis characteristic of the present embodiment is shown by a solid line. Further, in FIG. 3, an example of the operating range in the comparative example is shown by a thin broken line, and an example of the operating range of the present embodiment is shown by a fine solid line.

As shown in FIG. 3, in both the comparative example and the present embodiment, the relationship between the external force and the displacement has a hysteresis characteristic. However, as is clear from FIG. 3, the vehicle 1 in the present embodiment has a smaller hysteresis characteristic as compared with the comparative example. That is, in the vehicle 1 of the present embodiment, the displacement with respect to the (same) external force can be reduced by reducing the hysteresis characteristic, and the vehicle 1 moves as the driver intended (the responsiveness of the vehicle 1 is improved). (Because it improves), the steering feeling can be improved.

Although the preferred embodiment of the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Will be done.

In the above embodiment, the case where the other end of the bracket portion 31 is provided vertically above one end has been described. In this way, by providing the other end of the bracket portion 31 vertically above one end, the space of the trunk room can be secured. However, the other end of the bracket portion 31 may be provided vertically below one end. That is, the bracket portion 31 may be provided so that the other end is provided at a different position in the vertical direction with respect to one end.

In the above embodiment, the bracket portion 31 is directly fixed to the pillar 11a. However, another member may be provided between the pillar 11a and the bracket portion 31.

The present invention can be used in an in-vehicle device.

1 Vehicle 11a Pillar 30 In-vehicle device 41 First rod (rod)
42 Second rod (rod)
43 Bouncer

Claims (5)

A pair of brackets, one end of which is fixed to each of the pair of pillars arranged apart from each other in the vehicle width direction, and the other end of which is arranged at different positions in the vertical direction with respect to the one end.
A rod portion that is swingably fixed so as to bridge the other end of the pair of bracket portions and urges the other ends of the pair of bracket portions in a direction close to each other.
In-vehicle device including. The bracket portion
The vehicle-mounted device according to claim 1, wherein the other end is located vertically upward with respect to the one end. The bracket portion
The vehicle-mounted device according to claim 2, wherein the other end is located inside in the diagonally upward direction with respect to the one end. The vehicle-mounted device according to any one of claims 1 to 3, wherein a rear suspension device is connected below the pillar. The rod part
A pair of rods connected to the other end of the pair of brackets,
An urging portion that urges the pair of rods in a direction close to each other,
The vehicle-mounted device according to any one of claims 1 to 4.

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