JP3985079B2 - Vehicle suspension system - Google Patents

Description

  The present invention relates to a vehicle suspension device, and more particularly to a double wishbone vehicle suspension device having an upper arm.

As a vehicle suspension device, for example, as disclosed in Japanese Patent No. 3151586, a double wishbone suspension device having an A-arm upper arm is known.

  The present invention is a double wishbone suspension device having an upper arm formed by bending a single metal plate, and can achieve weight reduction and high rigidity with a simple structure. An object is to provide an apparatus.

  The present invention is a suspension device for a double wishbone type vehicle having an upper arm, wherein the upper arm is formed into an A-arm shape in a plan view by bending a single metal plate, and is One upper portion, an inner flange portion extending downward from the inner side of the upper piece portion, and an outer flange portion extending downward from the outer side of the upper piece portion. The upper piece of the upper arm is located in the region of the outer end of the vehicle. A ball joint support portion that supports a ball joint connected to a wheel support is provided, and an inner flange portion of the upper arm includes a bush support portion that supports a bush connected to a vehicle body at an inner end portion of the upper arm, and an inner flange of the upper arm. The outer flange portion and the outer flange portion are formed such that the vertical length of the outer flange portion is longer than the vertical length of the inner flange portion on the vehicle exterior side, Inside is characterized by vertical length of the inner flange portion is formed longer than the vertical length of the outer flange portion.

  In the present invention, preferably, the outer flange portion of the upper arm is formed from the region of the vehicle outer end portion provided with the ball joint support portion of the upper piece portion.

  In the present invention, preferably, the outer flange portion of the upper arm is formed such that its vertical length is longer than that of the inner flange portion at a position corresponding to the vehicle outer end portion of the inner flange portion in the region of the vehicle outer end portion. Yes.

  In the present invention, preferably, the inner flange portion of the upper arm is formed in an arc shape at the vehicle outer end portion in plan view.

  In the present invention, preferably, the outer flange portion of the upper arm is continuously formed so that its vertical length gradually decreases toward the vehicle inner side, and the inner flange portion has a vertical length of the vehicle outer side. It is continuously formed so as to gradually become longer toward the vehicle inner side.

  In the present invention, preferably, the outer flange portion and the inner flange portion of the upper arm are formed such that their lower ends intersect with each other in a front view.

  In the present invention, it is preferable that the upper arm of the upper arm bends in the region of the outer end portion of the vehicle where the ball joint support portion is provided, and the vertical surface that extends along the periphery of the inner side of the ball joint and extends in the vertical direction is bent. It is formed by processing.

  According to the vehicle suspension apparatus of the present invention, it is possible to achieve weight reduction and high rigidity with a simple structure.

  An embodiment of the present invention will be described in detail below with reference to the drawings. The drawing shows a dynamic damper of a vehicle. First, the configuration of a double wishbone type front suspension of a vehicle will be described with reference to FIGS.

  In FIG. 1, a wheel inner panel 2 constituting an outer wall of the engine room 1 is provided, and a suspension tower portion 3 is integrally or integrally formed on the upper portion of the wheel inner panel 2. A front fender panel 4 is attached.

  A front side frame 5 having a closed cross-sectional structure extending in the front-rear direction of the vehicle is provided at the lower part of the wheel inner panel 2, and the suspension cross member is connected to the front side frame 5 as a vehicle body rigid member via a rubber mount 6 as an elastic body. 7 is supported. On the other hand, a front wheel 10 including a wheel disc 8 and a tire 9 is provided, and a wheel support 12 is disposed on a wheel hub 11 (see FIG. 3) via a bearing.

  The wheel support 12 rotatably supports the front wheel 10, and as shown in FIG. 3, an extension portion 12a for connecting a high mount upper arm extending upward, an extension portion 12b for connecting a tie rod extending rearward, and a lower portion And an extended portion 12c for connecting the lower arm.

  A lower arm support portion 12d extending substantially horizontally and extending in the vehicle width direction is integrally formed at the lower end portion of the extension portion 12c. The lower arm support portion 12d is connected to the lower arm ends of the lower arms 15 and 16 via ball joints 13 and 14, respectively. The parts are connected.

  The lower arm 15 on the front side of the above-described two lower arms 15 and 16 is configured by a lateral link extending in the lateral direction, and an inner end portion of the lower arm 15 is an elastic body as shown in FIGS. The suspension cross member 7 is swingably supported via the lower arm bush 17.

  Further, the lower arm 16 on the rear side of the two lower arms 15 and 16 extends obliquely rearward, and the inner side end portion of the lower arm 16 is interposed via a lower arm bush 18 as an elastic body as shown in FIG. The suspension cross member 7 is swingably supported.

  That is, by supporting the lower arms 15 and 16 with respect to the suspension cross member 7 rubber-mounted on the front side frame 5, road noise input from the lower arms 15 and 16 and the suspension cross member 7 is applied to the rubber mount 6. It is configured to cut off.

  On the other hand, as shown in FIGS. 1 and 4, the vehicle outer side end portion of the high mount upper arm 20 is connected to the upper end portion of the extension portion 12 a of the wheel support 12 via a ball joint 19.

  The above-described upper arm 20 is constituted by an A arm, and the inner side end portion of the upper arm 20 is, as shown in FIGS. 2 and 4, a wheel inner panel via an upper arm bush 21 and a bracket (not shown) as an elastic body. 2 is swingably supported.

  Further, a damper 22 is stretched between the lower arm 15 and the suspension tower 3 as shown in FIG. The damper 22 includes a damper fork 23 whose lower end is rotatably supported by an intermediate portion of the lower arm 15, and a coil spring 26 stretched between the upper seat 24 and the lower seat 25.

  Further, a tie rod 28 is connected to the rear portion of the extension 12b of the wheel support 12 via a ball joint 27 as shown in FIG. 2, and the tie rod 28 and the garac 29 are connected via a ball joint 30. Thus, the front wheel 10 is configured to be steered through the elements 29, 30, 28, 27, 12b, and 12 by operating the steering wheel.

  In FIG. 3, 31 is a control link, 32 is a stabilizer, and the stabilizer 32 suppresses a roll angle at the time of a rebound and a bump of only one wheel by resistance of torsional rigidity.

  Next, the configuration of the dynamic damper of the vehicle will be described in detail with reference to FIGS. As shown in FIG. 4, the upper arm 20 constituted by the A arm has a front arm portion 20F and a rear arm portion 20R, and a dynamic damper 33 is disposed on the front arm portion 20F. Yes.

  5 is a plan view of the main part of FIG. 4, FIG. 6 is a cross-sectional view taken along line AA in FIG. 5, and FIG. 7 is a cross-sectional view taken along line BB in FIG. Has an attachment portion 34, an elastic portion 35, and a mass portion 36 (mass, meaning mass) as an inertia portion, and the male portion 35 and the mass portion 36 described above are divided into a plurality of, for example, two.

  As shown in FIGS. 6 and 7, a mass portion 36 formed in a cylindrical shape is attached to the lower portion of the above-described attachment portion 34 via an elastic portion 35. These mass portions 36, 36 are shown in FIG. As shown in the plan view, the front arm portion 20F of the upper arm 20 is arranged in series along an axis L1 connecting the vehicle outer end portion and the vehicle inner end portion.

  Here, the mounting structure of the dynamic damper 33 to the upper arm 20 is, as shown in FIGS. 5 and 6, a mounting composed of a bolt or a planting bolt provided on a metal internal hollow mounting portion 34 and a nut. The member 37 is used to attach the front arm portion 20F of the upper arm 20.

  The above-described upper arm 20 is formed by bending a single metal plate into an A-arm shape. As shown in FIGS. 4 and 7, at least the dynamic damper 33 mounting portion of the upper arm 20 has a cross-sectional gate shape (reverse cross-section). The dynamic damper 33 is accommodated in the gate-shaped portion 20a.

  In addition, the above-described gate-shaped portion 20a includes an upper piece portion 20b, a flange portion 20c extending downward from the vehicle body outer side (arm outer side) of the upper piece portion 20b, and a vehicle body inner side (arm inner side) of the upper piece portion 20b downward. As shown in FIG. 7, only the flange portion 20c on the vehicle body outside (arm outside) covers at least the elastic portion 35 of the dynamic damper 33, and the flange portion 20d on the vehicle body inside (arm inside) The upper arm 20 is configured to be lighter by being set shorter than the elastic portion 35.

  The ridge line α between the upper end portion of the flange portion 20c on the vehicle body outside (arm outer side) and the upper piece portion 20b and the ridge line β between the upper end portion of the flange portion 20d on the vehicle body inner side (inner arm) and the upper piece portion 20b are shown in FIG. As shown in FIG. 5, in the vicinity of the mounting portion of the dynamic damper 33, it is formed in a non-parallel and curved shape, and this structure is configured to ensure the rigidity of the upper arm 20.

  Further, the outer dimension D of the mass portion 36 is divided into a plurality of pieces, as with the above-described dynamic damper 33, so that the maximum width W of the arm portion 20F on the front side of the upper arm 20, as shown in FIG. Is smaller (D <W), and the total mass of the mass portions 36, 36 is set to a value satisfying a damper characteristic for attenuating vibration in the road noise characteristic frequency band.

  That is, as shown in the characteristic diagram of FIG. 8, the characteristic of the dotted line without the dynamic damper 33 is set to a mass that reduces the vibration in the road noise characteristic frequency band as shown by the solid line in FIG. is there.

  Further, as shown in FIG. 5, the dynamic damper 33 described above has a longitudinal axis (see the axis L1) with respect to a line L2 extending in the front-rear direction of the vehicle as a predetermined angle θ in a horizontal plane viewed from the plane. It is attached to a predetermined portion of the front arm portion 20F of the upper arm 20 set at an angle of approximately 45 degrees. In the figure, F indicates the front of the vehicle.

  As described above, the dynamic damper of the vehicle having the above-described configuration includes the upper arm 20 that is swingably supported by the vehicle body (see the wheel inner panel 2) via the elastic body (see the upper arm bush 21) in the double wishbone suspension of the vehicle. A suspension cross member 7 supported on the vehicle body (see the front side frame 5) via an elastic body (see rubber mount 6), and the suspension cross member 7 is rocked via an elastic body (see lower arm bushes 17 and 18). Lower arms 15 and 16 that are movably supported, a wheel support 12 that rotatably supports a wheel (see front wheel 10) between the vehicle body, and a dynamic damper 33 that is attached to the upper arm 20 and suppresses vibration of the vehicle body. The dynamic damper 33 is divided into a plurality of parts and In which they are arranged in series along the axis L1 of the Paamu 20.

  According to this configuration, the dynamic damper 33 is divided into a plurality of parts, and the plurality of divided dynamic dampers are arranged in series along the axis L1 of the upper arm 20, so that the dynamic dampers are arranged at places where there are restrictions on the layout. A necessary space can be reduced, and a sufficient mounting space for the dynamic damper 33 can be secured.

  The dynamic damper 33 is divided into a plurality of parts so as to be smaller than the maximum width W of the upper arm 20, and is formed in a cylindrical shape that is an inertial body (see the mass portion 36), and has a road noise characteristic frequency band. The mass is set so as to satisfy the damper characteristic for damping the vibration (see FIG. 8).

  According to this configuration, since the dynamic damper 33 is formed to be smaller than the maximum width W of the upper arm 20, the dynamic damper 33 does not protrude from the upper arm 20, and interference can be prevented.

  In addition, since the inertial body (see the mass portion 36) is formed in a columnar shape, the inertial body (see the mass portion 36) effectively acts on vibration input from any direction. Furthermore, since the inertial body (see the mass portion 36) is set to a mass that satisfies a damper characteristic that attenuates vibrations in the frequency band of the road noise characteristic, road noise can be reduced.

  In addition, the dynamic damper 33 has an inertia part (refer to the mass part 36) smaller than the maximum width W of the upper arm 20, and the upper arm 20 has a gate-shaped part 20a formed in a cross-sectional gate shape. The dynamic damper 33 is accommodated in the portal portion 20a, and at least the elastic portion 35 of the dynamic damper 33 is covered with the flange portion 20c of the portal portion 20a of the upper arm 20 as shown in FIG.

  According to this configuration, the dynamic damper 33 is housed in the portal portion 20a of the upper arm 20, and at least the elastic portion 35 of the dynamic damper 33 is covered with the flange portion 20c of the portal shape portion 20a. Further, it is possible to prevent the dynamic damper 33 from being damaged.

  The upper arm 20 covers the flange portion 20c up to the elastic portion 35 of the dynamic damper 33 only on the vehicle body outside (arm outside), and the flange portion 20d on the vehicle body inside (arm inside) is shorter than the elastic portion 35 of the dynamic damper 33. In addition, the ridgelines α and β of the flange end portions 20c and 20d on the vehicle body outside (arm outside) and vehicle body inside (arm inside) are formed in a non-parallel and curved shape in the vicinity of the dynamic damper 33. .

  According to this configuration, since the flange 20c of the upper arm 20 covers up to the elastic portion 35 of the dynamic damper 33 on the vehicle body outside (arm outside) where interference is a concern, the elastic portion 35 can be well protected. In addition, the weight of the upper arm 20 can be reduced and the rigidity of the upper arm 20 can be improved.

  Further, in the dynamic damper 33, as shown in FIG. 5, the longitudinal axis L1 is set to an angle θ of about 45 degrees when viewed from the plane with respect to the longitudinal direction of the vehicle (see the line L2 extending in the same direction). It is attached to a predetermined portion of the upper arm 20. According to this configuration, since the mounting angle θ of the dynamic damper 33 attached to the upper arm 20 with respect to the vehicle front-rear direction is set to be approximately 45 degrees, the inertial body ( The mass portion 36) works effectively.

  Further, the dynamic damper 33 has a mounting portion 34, an elastic portion 35, and an inertia portion (see mass portion 36), and the elastic portion 35 and the inertia portion (see mass portion 36) are divided into a plurality of parts. is there. According to this configuration, it is possible to secure a sufficient mounting space for the dynamic damper 33 in the upper arm 20 by reducing the outer dimension or the outer dimension of the inertia part (see the mass part 36) with respect to the dynamic damper having the non-divided structure. In addition, since the attachment portion 34 has a non-divided structure, the attachment of the dynamic damper 33 can be improved.

  FIG. 9 shows another embodiment of the dynamic damper of the vehicle. In the previous embodiment, the elastic portion 35 and the mass portion 36 are divided into two, but in this embodiment shown in FIG. It is divided into three.

  If comprised in this way, the external dimension (diameter) of the column-shaped mass part 36 can be set still smaller. In this embodiment shown in FIG. 9 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Detailed description thereof is omitted.

  In the correspondence between the configuration of the present invention and the above-described embodiment, the vehicle body of the present invention corresponds to the wheel inner panel 2 or the front side frame 5 of the embodiment. Similarly, the elastic body includes the upper arm bush 21 and the lower arm. Corresponding to the bushes 17, 18 or the rubber mount 6, the wheel corresponds to the front wheel 10, and the inertial body corresponds to the mass portion 36, but the present invention is not limited to the configuration of the above-described embodiment. Absent.

  For example, in the above embodiment, the dynamic damper 33 having the mass division structure is attached to the front arm portion 20F of the high-mount upper arm 20, but it may be attached to the rear arm portion 20R. Furthermore, instead of the structure in which only the elastic part 35 and the mass part 36 are divided, a structure in which the attachment part 34, the elastic part 35, and the mass part 36 are divided into a plurality of parts may be adopted.

  On the other hand, in Japanese Patent No. 3151586, as a conventional double wishbone type suspension device, the vertical dimension of the inner flange of the upper arm is set larger than the vertical dimension of the outer flange, There is a description in which mounting holes for a pair of front and rear rubber bush joints connected to the vehicle body frame are provided.

The embodiment described above can solve the problems of the conventional double wishbone suspension device by adopting the structure shown in FIG.
That is, in the vehicle suspension apparatus of the present embodiment, as shown in FIG. 4, the upper arm 20 is formed in an A-arm shape in plan view by bending a single metal plate as described above, and The upper piece 20b has a planar shape, an inner flange 20d extending downward from the inner side of the upper piece 20b, and an outer flange 20c extending downward from the outer side of the upper piece 20b. The upper arm portion 20b of the upper arm 20 includes a ball joint support portion that supports the ball joint 19 connected to the wheel support 12 in the region G of the vehicle outer end portion, while the inner flange portion 20d of the upper arm 20 A bush support portion that supports the bush 21 connected to the vehicle body is provided at the vehicle inner end portion. Further, the inner flange portion 20d and the outer flange portion 20c of the upper arm 20 are formed such that the vertical length of the outer flange portion 20c is longer than the vertical length of the inner flange portion 20d on the vehicle outer side, and the inner flange portion 20d on the vehicle inner side. The vertical length is longer than the vertical length of the outer flange portion 20c.

  Further, in this embodiment, as shown in FIG. 4, the outer flange portion 20c of the upper arm 20 is formed from a region G of the vehicle outer end portion where the ball joint support portion of the upper piece portion 20b is provided.

  In the present embodiment, as shown in FIG. 4, the outer flange portion 20c of the upper arm 20 has a vertical length longer than that of the inner flange portion 20d at a position corresponding to the vehicle outer end portion of the inner flange portion 20d. It is formed long.

  Further, in the present embodiment, as shown in FIG. 4, the inner flange portion 20d of the upper arm 20 is formed with an arcuate end H on the outer side in plan view.

  Further, in the present embodiment, as shown in FIG. 4, the outer flange portion 20c of the upper arm 20 is continuously formed such that the length in the vertical direction gradually decreases toward the vehicle inner side, and the inner flange portion 20d. Is continuously formed so that its vertical length gradually increases from the vehicle outer side toward the vehicle inner side.

  In the present embodiment, as shown in FIG. 4, the outer flange portion 20c and the inner flange portion 20d of the upper arm 20 are formed such that their lower ends I and J intersect each other when viewed from the front.

  Further, in the present embodiment, as shown in FIG. 4, the upper piece 20b of the upper arm 20 extends along the inner side of the ball joint 19 in the region G of the vehicle outer end portion where the ball joint support portion is provided. A vertical surface K that surrounds and extends in the vertical direction is formed by bending.

The skeleton figure which shows the front suspension of the vehicle provided with the dynamic damper of this invention. The skeleton figure of the state seen from the plane. The perspective view of a double wishbone type front suspension. The perspective view of the upper arm periphery part which shows the attachment structure of a dynamic damper. The principal part top view of FIG. FIG. 6 is a cross-sectional view taken along line AA in FIG. 5. FIG. 6 is a cross-sectional view taken along line B-B in FIG. 5. The characteristic view which shows reduction of road noise. Sectional drawing which shows the other Example of the dynamic damper of the vehicle of this invention.

Explanation of symbols

2 Wheel inner panel (vehicle body)
5 Front side frame (car body)
6 Rubber mount (elastic body)
7 Suspension cross member 10 Front wheel
12 Wheel support 15, 16 Lower arm 17, 18 Lower arm bush (elastic body)
20 Upper arm 20a Portal 20c, 20d Flange 21 Upper arm bush (elastic body)
33 Dynamic damper 34 Attaching part 35 Elastic part 36 Mass part (inertial body)
α, β ridgeline

Claims (7)

A suspension device for a double wishbone vehicle equipped with an upper arm,
The upper arm is formed into an A-arm shape in plan view by bending a single metal plate, and has a planar upper piece, an inner flange extending downward from the upper piece, and an upper An outer flange portion extending downward from the outside of the one portion;
The upper piece of the upper arm includes a ball joint support portion that supports a ball joint connected to a wheel support in a region of an outer end portion of the vehicle,
The inner flange portion of the upper arm includes a bush support portion that supports a bush connected to the vehicle body at an inner end portion of the upper arm,
The inner flange portion and the outer flange portion of the upper arm are formed such that the vertical length of the outer flange portion is longer than the vertical length of the inner flange portion on the vehicle outer side, and the vertical length of the inner flange portion is outer on the vehicle inner side. A suspension device for a vehicle, characterized in that it is formed longer than the vertical length of the flange portion.   2. The vehicle suspension apparatus according to claim 1, wherein an outer flange portion of the upper arm is formed from a region of the vehicle outer end portion provided with the ball joint support portion of the upper piece portion.   The outer flange portion of the upper arm is formed such that its vertical length is longer than the inner flange portion at a position corresponding to the vehicle outer end portion of the inner flange portion in the region of the vehicle outer end portion. The vehicle suspension apparatus described.   The vehicle suspension device according to any one of claims 1 to 3, wherein an inner flange portion of the upper arm is formed in an arc shape in a plan view.   The outer flange portion of the upper arm is continuously formed such that its vertical length gradually decreases toward the vehicle inner side, and the inner flange portion has its vertical length extending from the vehicle outer side to the vehicle inner side. The vehicle suspension device according to any one of claims 1 to 4, wherein the suspension device is continuously formed so as to become gradually longer.   The vehicle suspension device according to any one of claims 1 to 5, wherein the outer flange portion and the inner flange portion of the upper arm are formed such that their lower ends intersect each other when viewed from the front.   The upper arm portion of the upper arm is formed by bending a vertical surface that surrounds the inner side of the ball joint and extends in the vertical direction in the region of the outer end of the vehicle where the ball joint support portion is provided. The vehicle suspension device according to any one of claims 1 to 6.

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