JP2021030829A - Vehicle lower arm - Google Patents

Abstract

To provide a vehicle lower arm which can deform to a vehicle rear to be in a deformation mode, in which deformation is inhibited in a vehicle vertical direction, during a vehicle collision.SOLUTION: A vehicle lower arm includes: a main plate 10; a pair of flanges 30 which extends from a peripheral edge of the main plate 10 in a vehicle vertical direction and is located spaced apart from each other in a vehicle fore and aft direction; a first attachment part 41 connected to a vehicle inner end as viewed in a vehicle width direction of the main plate 10; a second attachment part 42 located at the vehicle rear relative to the first attachment part 41 and connected to the main plate 10; and a support part located at an opposite side of the first attachment part 41 with respect to the main plate 10 in the vehicle width direction and connected to the main plate 10. The main plate 10 has a reinforcement part 13 located between the first attachment part 41 and the support part 50 and having flexural rigidity larger than that of the other area of the main plate 10. The reinforcement part 13 extends in the vehicle fore and aft direction and is connected to both of the pair of flanges 30. A rear end 132 of the reinforcement part 13 is located at the vehicle rear relative to the support part 50.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle lower arm that constitutes a part of a suspension device.

The vehicle lower arm is attached to the vehicle body and rotatably supports the steering knuckle for steering the wheels from below the vehicle. The vehicle lower arm, together with the steering knuckle, constitutes a part of the suspension device that supports the vehicle body. Patent Document 1 discloses a plurality of lower arms for vehicles. All of the lower arms for vehicles ensure the deformation performance in the front-rear direction of the vehicle in the vicinity of the support portion of the steering knuckle in the event of a vehicle collision. As a result, in the event of a vehicle collision, a part of the impact force can be absorbed by the vehicle lower arm.

Among the plurality of vehicle lower arms disclosed in Patent Document 1, the vehicle lower arm shown in FIG. 17 of Patent Document 1 takes a deformation mode in which the vehicle lower arm bends in the vertical direction of the vehicle at the time of a vehicle collision. .. When such a deformation mode is adopted, the steering knuckle supported by the lower arm for the vehicle is displaced in the vertical direction of the vehicle, so that there is a concern that the steering stability of the vehicle may be deteriorated. Therefore, in the event of a vehicle collision, a vehicle lower arm is required in which the deformation mode in the vicinity of the support portion of the steering knuckle is deformed to the rear of the vehicle and the deformation in the vertical direction of the vehicle is suppressed.

Japanese Unexamined Patent Publication No. 8-67120

In view of the above circumstances, the present invention allows the lower arm for a vehicle to take a deformation mode in which the vicinity of the support portion of the steering knuckle is deformed to the rear of the vehicle and the deformation in the vertical direction of the vehicle is suppressed in the event of a vehicle collision. The challenge is to provide.

The vehicle lower arm provided by the present invention includes a main plate, a pair of flanges extending in the vehicle vertical direction from the peripheral edge of the main plate, and located apart from each other in the vehicle front-rear direction, and the vehicle interior of the main plate in the vehicle width direction. The first mounting portion that is connected to the end and attached to the vehicle body, the second mounting portion that is located behind the first mounting portion and is connected to the main plate, and is attached to the vehicle body, and the vehicle width direction. The support portion is located on the side opposite to the first mounting portion with respect to the main plate, is connected to the main plate, and supports the steering knuckle rotatably in the vertical direction of the vehicle from below the vehicle. The main plate has a stiffening portion that is located between the first mounting portion and the support portion in the vehicle width direction and has a higher bending rigidity than other regions of the main plate. The rigid portion extends in the front-rear direction of the vehicle and is connected to both of the pair of flanges, and the rear end of the stiffening portion is located behind the vehicle from the support portion.

According to the vehicle lower arm according to the present invention, it is possible to take a deformation mode in which the vicinity of the support portion of the steering knuckle is deformed to the rear of the vehicle and the deformation in the vertical direction of the vehicle is suppressed in the event of a vehicle collision.

Other features and advantages of the present invention will become more apparent with the detailed description given below based on the accompanying drawings.

It is a top view of the lower arm for a vehicle which concerns on one Embodiment of this invention. It is sectional drawing which follows the line II-II of FIG. It is sectional drawing which follows the line III-III of FIG. FIG. 3 is a plan view showing a deformation mode of the vehicle lower arm shown in FIG. 1 due to a vehicle collision.

A mode for carrying out the present invention will be described with reference to the accompanying drawings.

Based on FIGS. 1 to 4, the vehicle lower arm according to the embodiment of the present invention "hereinafter referred to as" lower arm A ". Will be explained. The lower arm A constitutes a part of a suspension device that supports the vehicle body together with a steering knuckle (not shown) that rotatably supports the wheels to be steered. In the description of the lower arm A, a strut-type suspension device mounted on the right front wheel is targeted. The lower arm A includes a main plate 10, a bottom plate 20, a plurality of flanges 30, a first mounting portion 41, a second mounting portion 42, and a support portion 50. The lower arm A is attached to a suspension member (not shown) constituting the vehicle body at the first attachment portion 41 and the second attachment portion 42.

Here, for convenience of explanation, upr shown in these figures is the vehicle upward direction, dwn is the vehicle downward direction, fr is the vehicle front direction, rr is the vehicle rear direction, rh is the vehicle right direction, and lh is the vehicle left direction. .. In the following description, when using up and down without special mention, it means up and down in the vertical direction of the vehicle, and when using front and back without special mention, it means front and back in the front and rear direction of the vehicle. The inward direction of the vehicle in the vehicle width direction refers to the inward direction of the vehicle in the vehicle width direction (left-right direction of the vehicle). The outside of the vehicle in the vehicle width direction refers to the outside of the vehicle in the vehicle width direction.

The main plate 10 shares the load acting on the lower arm A together with the bottom plate 20 and the plurality of flanges 30. In the lower arm A, the main plate 10, the plurality of flanges 30, the second mounting portion 42, and the support portion 50 are integrally molded from a single steel plate. As shown in FIGS. 2 and 3, the main plate 10 has a main surface 11, a back surface 12, a stiffening portion 13, a pedestal portion 14, and a work hole 15.

As shown in FIGS. 2 and 3, the main surface 11 and the back surface 12 face opposite to each other in the vehicle direction. Of these, the main surface 11 faces upward of the vehicle. The main surface 11 includes a first region 111 and a second region 112. The first region 111 is connected to the support portion 50. The second region 112 is connected to the first mounting portion 41 and the second mounting portion 42. The second region 112 is located above the vehicle with respect to the first region 111.

As shown in FIGS. 1 to 3, the stiffening portion 13 (the region of the main plate 10 shown by hatching in FIG. 1) is located between the first mounting portion 41 and the support portion 50 in the vehicle width direction, and It extends in the front-rear direction of the vehicle. The stiffening portion 13 has a higher bending rigidity than the other regions of the main plate 10. The main surface 11 is divided into a first region 111 and a second region 112 with the stiffening portion 13 as a boundary. In the lower arm A, the stiffening portion 13 is configured to be inclined with respect to the main surface 11 in the vehicle width direction. As another configuration of the stiffening portion 13, a bead that is convex toward the upper side of the vehicle or concave toward the lower side of the vehicle may be used. Further, as another configuration of the stiffening portion 13, a reinforcing member may be provided on the main plate 10.

As shown in FIGS. 1 to 3, the pedestal portion 14 projects upward from the main surface 11 of the vehicle. In the lower arm A, the pedestal portion 14 projects upward from the first region 111 of the main surface 11 toward the upper side of the vehicle. When viewed from above the vehicle, the pedestal portion 14 is located away from the plurality of flanges 30. The inner end of the pedestal portion 14 in the vehicle width direction is connected to the stiffening portion 13.

As shown in FIGS. 1 to 3, the work hole 15 penetrates the pedestal portion 14 in the vertical direction of the vehicle. The work hole 15 is also provided in the bottom plate 20, which will be described later. In the vehicle assembly process, after the lower arm A is attached to the suspension member described above, the suspension member is attached to a pair of left and right side members (not shown) constituting the vehicle body from below the vehicle. A tool for attaching the suspension member to the side member is inserted into the work hole 15.

As shown in FIGS. 2 and 3, the bottom plate 20 faces the back surface 12 of the main plate 10 and is located away from the back surface 12 below the vehicle. The peripheral edge of the bottom plate 20 is welded to a plurality of flanges 30. As a result, the cross section of the lower arm A along the vehicle vertical direction is closed by the main plate 10, the bottom plate 20, and the plurality of flanges 30. Depending on the strength of the main plate 10, the bottom plate 20 may not be arranged in the lower arm A.

As shown in FIGS. 1 and 3, the plurality of flanges 30 extend in the vertical direction of the vehicle from the peripheral edge of the main plate 10. In the lower arm A, the plurality of flanges 30 hang down from the peripheral edge of the main plate 10 toward the lower side of the vehicle. The plurality of flanges 30 include a first flange 301, a second flange 302, and a third flange 303. The first flange 301 is located at the front end of the main plate 10 and is connected to the first mounting portion 41 and the support portion 50. The second flange 302 is located behind the vehicle with respect to the first flange 301, and is connected to the second mounting portion 42 and the support portion 50. The third flange 303 is located at the inner end of the main plate 10 in the vehicle width direction and is connected to the first mounting portion 41 and the second mounting portion 42.

As shown in FIGS. 1 and 2, the first mounting portion 41 is connected to the inner end of the main plate 10 in the vehicle width direction. In the lower arm A, the first mounting portion 41 is welded to the main plate 10 and the bottom plate 20. The first mounting portion 41 is a circular steel pipe. The first mounting portion 41 has a first hole 411. The first hole 411 penetrates the first mounting portion 41 in the front-rear direction of the vehicle. When the lower arm A is attached to the suspension member described above, a mounting bolt is inserted into the first hole 411 in the front-rear direction of the vehicle, and a rubber bush is inserted between the mounting bolt and the hole wall of the first hole 411. Is placed. The mounting bolt serves as a fastening member for mounting the lower arm A to the suspension member.

As shown in FIG. 1, the second mounting portion 42 is located behind the first mounting portion 41 and is connected to the main plate 10. In the lower arm A, the second mounting portion 42 is connected to the rear end of the main plate 10. The second mounting portion 42 has a second hole 421. The second hole 421 penetrates the second mounting portion 42 in the vertical direction of the vehicle. When the lower arm A is attached to the suspension member described above, a mounting bolt is inserted into the second hole 421 in the vertical direction of the vehicle, and a rubber bush is inserted between the mounting bolt and the hole wall of the second hole 421. Is placed. The mounting bolt serves as a fastening member for mounting the lower arm A to the suspension member.

As shown in FIGS. 1 and 2, the support portion 50 is located on the side opposite to the first mounting portion 41 with respect to the main plate 10 in the vehicle width direction, and is connected to the main plate 10. In the lower arm A, the support portion 50 is located at the outer end of the main plate 10 in the vehicle width direction. The support portion 50 has a support hole 51. The support hole 51 penetrates the support portion 50 in the vertical direction of the vehicle. A ball joint is fitted into the support hole 51. The lower end of the steering knuckle described above is connected to the ball joint. As a result, the support portion 50 rotatably supports the steering knuckle from below the vehicle in the vertical direction of the vehicle.

As shown in FIGS. 1 and 3, the front end 131 of the stiffening portion 13 is connected to the first flange 301. The rear end 132 of the stiffening portion 13 is connected to the second flange 302. As a result, the stiffening portion 13 is configured to be connected to both the first flange 301 and the second flange 302 located apart from each other in the vehicle front-rear direction. The rear end 132 of the stiffening portion 13 is located behind the vehicle with respect to the support portion 50.

Next, the action and effect of the lower arm A will be described.

The lower arm A includes a main plate 10 and a pair of flanges 30 (first flange 301 and second flange 302) extending from the peripheral edge of the main plate 10 in the vertical direction of the vehicle and located apart from each other in the front-rear direction of the vehicle. The main plate 10 has a stiffening portion 13 that is located between the first mounting portion 41 and the support portion 50 in the vehicle width direction and has a higher bending rigidity than other regions of the main plate 10. The stiffening portion 13 extends in the front-rear direction of the vehicle and is connected to both of the pair of flanges 30. The rear end 132 of the stiffening portion 13 is located behind the vehicle with respect to the support hole 51. With this configuration, as shown in FIG. 4, when the impact force F due to the vehicle collision acts on the support portion 50 via the wheels and the steering knuckle, stress tends to concentrate on the rear end 132 of the stiffening portion 13. Become. As a result, the main plate 10 is deformed toward the rear of the vehicle together with the support portion 50 with the boundary between the first region 111 of the main surface 11 and the stiffening portion 13 as a fixed end.

Further, since a pair of flanges 30 are provided on the peripheral edge of the main plate 10, the moment of inertia of area around the main plate 10 in the vehicle front-rear direction becomes relatively large. As a result, the main plate 10 is less likely to be deformed in the vertical direction of the vehicle. Therefore, the deformation mode of the main plate 10 due to the impact force F deforms to the rear of the vehicle while maintaining a substantially horizontal state. From the above, according to the lower arm A, it is possible to take a deformation mode in which the vicinity of the support portion 50 of the steering knuckle is deformed to the rear of the vehicle and the deformation in the vertical direction of the vehicle is suppressed in the event of a vehicle collision.

The main plate 10 has a pedestal portion 14 that protrudes upward from the first region 111 of the main surface 11. The inner end of the pedestal portion 14 in the vehicle width direction is connected to the stiffening portion 13. As a result, the bending rigidity of the stiffening portion 13 is improved, so that the rigidity of the lower arm A in the vehicle width direction can be improved.

In the main plate 10, the first region 111 of the main surface 11 is located below the second region 112 of the main surface 11. As a result, the clearance above the vehicle in the first region 111 becomes larger, so that the degree of freedom in arranging the tie rods of the steering gear and the stabilizer arranged above the vehicle above the lower arm A can be increased.

The present invention is not limited to the embodiments described above. The specific configuration of each part of the present invention can be freely redesigned.

A: Lower arm 10: Main plate 11: Main surface 12: Back surface 13: Stiffening part 131: Front end 132: Rear end 14: Pedestal part 15: Work hole 20: Bottom plate 30: Flange 301: First flange 302: Second flange 303 : 3rd flange 41: 1st mounting part 411: 1st hole 42: 2nd mounting part 421: 2nd hole 50: Support part 51: Support hole F: Impact force

Claims (1)

Main board and
A pair of flanges extending from the peripheral edge of the main plate in the vertical direction of the vehicle and located apart from each other in the front-rear direction of the vehicle.
The first mounting portion, which is connected to the inner end of the vehicle in the vehicle width direction of the main plate and is mounted on the vehicle body,
A second mounting portion that is located behind the vehicle from the first mounting portion, is connected to the main plate, and is mounted on the vehicle body.
A support portion located on the side opposite to the first mounting portion with respect to the main plate in the vehicle width direction, connected to the main plate, and rotatably supporting the steering knuckle from below the vehicle in the vertical direction of the vehicle. And with
The main plate has a stiffening portion that is located between the first mounting portion and the support portion in the vehicle width direction and has a higher bending rigidity than other regions of the main plate.
The stiffening portion extends in the front-rear direction of the vehicle and is connected to both of the pair of flanges.
A vehicle lower arm, wherein the rear end of the stiffening portion is located behind the vehicle with respect to the support portion.

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