JP4523374B2 - Suspension link - Google Patents

Description

  The present invention relates to a suspension link having one end connected to the vehicle body side and the other end connected to the wheel side.

  In vehicles such as automobiles, a suspension device is generally interposed between the wheel and the vehicle body, and the vertical movement of the wheel relative to the vehicle body is allowed by suspension links, and the vertical vibration is attenuated by a shock absorber or the like. . Each suspension link is configured to swing by the vertical movement of the wheel and resist a load in the front-rear direction or the left-right direction on the wheel.

As described above, each suspension link is configured to resist the load in the front-rear or left-right direction. Therefore, when an excessive load is applied in the front-rear or left-right direction, the suspension link is plastically deformed. At this time, it is known that a notch is formed in the center in the longitudinal direction of the suspension link so that the deformed suspension link does not interfere with surrounding components (see, for example, Patent Document 1). In the suspension link described in Patent Document 1, when an excessive lateral load is applied, the suspension link is deformed to move away from the fuel tube. Since this suspension link is not connected to the shock absorber, a vertical load from a spring, shock absorber or the like is not directly applied to the center in the longitudinal direction.
Japanese Utility Model Publication No. 61-201908

  By the way, in a suspension device in which the lower end of the shock absorber is connected to the suspension link, a relatively large vertical load is applied to the suspension link. If the suspension link is used in this type of suspension device, a load in the vertical direction acts on the suspension link, which may cause plastic deformation near the notch even during normal use.

  The present invention has been made in view of the above circumstances, and the object of the present invention is to provide a suspension device in which the lower end of the shock absorber is connected to the suspension link, and the strength against the vertical load from the shock absorber is high. An object of the present invention is to provide a suspension link that is secured and can be quickly deformed when an excessive load in the front-rear direction or the left-right direction is applied.

In order to achieve the above object, according to the first aspect of the present invention, it extends substantially horizontally, one end is connected to the vehicle body side, the other end is connected to the wheel side, and the lower end of the shock absorber is connected to the center in the longitudinal direction. In the suspension link, a lower wall or an upper wall is formed in the longitudinal direction, and has a front wall and a rear wall that are coupled to the lower wall and opens upward, or a front wall and a rear wall that are coupled to the upper wall. The lower wall or the upper wall on the side of the vehicle body at a portion located between the connection point of the shock absorber and the connection point on the vehicle body side. A notch formed by notching the end of the vehicle from the vehicle body side, or at a portion located between the connection point of the shock absorber and the connection point on the wheel side, the lower wall or the upper wall The end of the wheel Notch was notched from the wheel side is formed, on the assumption that the bottom wall or the top wall is formed from the vehicle body side of the connection point located in the longitudinal direction to the connection point of the wheel side, of the wheel The bending stress generated on the upper surface of the lower wall or the upper wall due to the load applied from the shock absorber when moving up and down with respect to the vehicle body is zero at the two connection points, and is calculated as the compressive stress between the two connection points. The notch is formed so as to cut out the lower wall or the upper wall of the offset portion where the tensile stress due to the longitudinal tensile load caused by the load is substantially offset with the compressive stress. A bead that extends vertically is formed from at the upper end to the lower end at least one of the front wall and the rear wall at the offset portion .

According to the first aspect of the present invention, a lower wall or an upper wall is formed in the longitudinal direction, and the lower wall or the upper wall is located at a portion located between the connection point of the shock absorber and the connection point on the vehicle body side. The lower wall is formed at a portion formed between a connection point of the shock absorber and a connection point on the wheel side by forming a notch in which an end of the upper wall on the vehicle body side is notched from the vehicle body side. Alternatively, a notch is formed by notching the end of the upper wall on the wheel side from the wheel side , and the lower wall or the upper wall extends from the connection point position on the vehicle body side to the connection point position on the wheel side in the longitudinal direction. Assuming that it is formed, the bending stress generated on the upper surface of the lower wall or the upper wall due to the load applied from the shock absorber when the wheel moves up and down relative to the vehicle body is the position of the two connection points. And a structure that is calculated as a compressive stress between the two connection points, and is below the offset portion where the tensile stress due to the longitudinal tensile load caused by the load is substantially offset with the compressive stress. The notch is formed so as to cut out the wall or the upper wall, and at least one of the front wall and the rear wall in the offset part is formed with a bead extending vertically from the upper end to the lower end. Where stress tends to concentrate, since almost no stress is generated in the canceling part depending on the load from the shock absorber, the canceling part is not deformed, and the strength against the load in the vertical direction is ensured.
Further, when an excessive load in the longitudinal direction or lateral direction acts, since the stress is concentrated on offset site, quickly deforming the offset portion as a starting point.
Therefore, it can effectively resist a large load in the up and down direction compared to the front and rear direction and the left and right direction, and when an excessive load is applied in the front and rear direction or the left and right direction, it quickly deforms and other parts in the vicinity In addition to minimizing damage to the device, it can be deformed in the desired deformation mode.
In addition, since the bead is formed on at least one of the front wall and the rear wall in the canceling portion, the cross section coefficient of the canceling portion is different from other portions. Accordingly, the offset part can be easily and easily formed so that the cross-sectional characteristics are different from those of other parts.

According to a second aspect of the present invention, in the suspension link according to the first aspect, at least one of the front wall and the rear wall at the offset portion is curved.

According to the invention described in claim 2, in addition to the operation of claim 1, since at least one of the front and rear walls are curved in offset portions, the section modulus of the cancellation portion is different from the other sites and Become. Accordingly, the offset part can be easily and easily formed so that the cross-sectional characteristics are different from those of other parts.

  As described above, according to the present invention, in the suspension device of the type in which the lower end of the shock absorber is connected to the suspension link, the strength against the load in the vertical direction from the shock absorber is ensured, and the excessive force in the front-rear direction or the left-right direction is obtained. When a load is applied, it can be quickly deformed.

  1 to 4 show an embodiment of the present invention. FIG. 1 is a conceptual diagram of a rear suspension device, FIG. 2 is an external perspective view of a suspension link, FIG. 3 is a partial top view of the suspension link, and FIG. These are explanatory drawings which show the sum of bending stress when a load in the vertical direction is applied from the shock absorber, tensile stress in the longitudinal direction, and each stress.

  This automobile vehicle is a four-wheel drive vehicle, and a multi-suspension link type is adopted for the rear suspension device 1 as shown in FIG. The shock absorber 2 of the rear suspension device 1 is pivotally connected to the center in the longitudinal direction of a control link 3 that is substantially horizontal and extends substantially left and right. Here, the suspension link of the present invention applied to the control link 3 is illustrated.

  As shown in FIG. 1, the upper end of the shock absorber 2 is attached to a wheel apron on the vehicle body side, and a coil spring 4 is wound around the shock absorber 2. The control link 3 has a left and right inner side connected to the vehicle body side sub-frame, and a left and right outer side connected to the wheel side. That is, the control link 3 swings around the left and right inner sides when the wheel moves up and down with respect to the vehicle body, and bending stress caused by a load applied from the shock absorber 2 and tensile stress in the longitudinal direction are generated inside. . In the present embodiment, the left and right inner sides of the control link 3 correspond to one end side, and the left and right outer sides correspond to the other end side.

  As shown in FIG. 2, the control link 3 is formed in a substantially U-shaped cross section that opens downward. That is, the control link 3 has a substantially U-shaped cross section that opens downward in the longitudinal direction. An insertion hole 7 for fastening with the sub-frame is formed on one end side of the front wall 5 and the rear wall 6, and an insertion hole 8 for fastening with the wheel side is formed on the other end side. Further, an insertion hole 9 for fastening with the shock absorber 2 is formed on the center side in the longitudinal direction.

Further, as shown in FIG. 3, notches 11 in which the upper wall 10 is omitted are formed on the left and right outer sides of the shock absorber 2 in the control link 3. Here, as shown in FIG. 4, when a load is applied from the shock absorber 2, a bending stress is generated in the control link 3 starting from the connection portion with the shock absorber 2, and a tensile stress in the longitudinal direction is generated. Then, as shown in FIG. 4, between the connection portion with the shock absorber 2 and the connection portion with the subframe, and between the connection portion with the shock absorber 2 and the connection portion with the wheel side, bending stress and tensile stress. There is a canceling portion A in which is substantially cancelled. In the present embodiment, the notch 11 is formed on the outer side from the offset part A on the left and right outer sides of the two offset parts A. Thus, since the cross-sectional modulus of the offset part A becomes smaller than other parts by the notch 11, the cross-sectional characteristics of the cancel part A differ from other parts.
The cross-sectional characteristics referred to here refer to, for example, a cross-section coefficient about a predetermined axis, and changes depending on the cross-sectional shape, material, and the like.

Further, in the offset part A on the left and right outside of the control link 3, the front wall 5 and the rear wall 6 are curved outward in the longitudinal direction. That is, since the front wall 5 and the rear wall 6 in the offset portion A are curved, the cross section coefficient of the offset portion A is different from other portions.
Furthermore, in the offset part A on the left and right outer sides of the control link 3, beads 12 are formed on the front wall 5 and the rear wall 6 so as to extend vertically and project outward. That is, since the bead 12 is formed on the front wall 5 and the rear wall 6 in the canceling part A, the cross section coefficient of the canceling part A is also different from other parts.

In the control link 3 configured as described above, bending stress and tensile stress are generated when the wheel moves up and down, but almost no internal stress is generated in the offset portion A where each stress is substantially canceled out.
That is, since the cross-sectional characteristics of the canceling part A are different from those of the other parts, stress tends to concentrate on the canceling part A. Since the stress is hardly generated in the canceling part A depending on the load from the shock absorber 2, the canceling part A Therefore, the strength against the load in the vertical direction is ensured.
Further, when an excessive load in the front-rear direction or the left-right direction is applied, stress concentrates on the canceling part A, so that the canceling part A can be quickly deformed.
Therefore, it can effectively resist a large load in the up and down direction compared to the front and rear direction and the left and right direction, and when an excessive load is applied in the front and rear direction or the left and right direction, it quickly deforms and other parts in the vicinity In addition to minimizing damage to the device, it can be deformed in the desired deformation mode.

  Further, according to the control link 3 of the present embodiment, the notch 11 is formed on the upper wall 10, the front wall 5 and the rear wall 6 are curved, and the beads 12 are formed on the front wall 5 and the rear wall 6. The offset part A can be easily and easily formed so that the cross-sectional characteristics are different from those of the part.

In the above embodiment, the control link 3 having a U-shaped cross section opened at the lower side is shown. However, for example, the control link 3 having a U-shaped cross section opened at the upper side may be used as shown in FIG. . FIG. 5 shows the control link 103 in which a notch 111 is formed in the lower wall 110, curved portions are formed in the front wall 105 and the rear wall 106, and beads 112 are formed in the front wall 105 and the rear wall 106. Furthermore, even if the control link has a substantially hat shape having a substantially U-shaped cross section, the same effect can be obtained.
Further, the control link 3 may not be substantially U-shaped, but may be formed in a substantially I-shape or a flat plate shape as shown in FIG. 6, for example. FIG. 6 shows the control link 203 in which the left and right outer sides are formed in a flat plate shape and the left and right inner sides are formed in a substantially I shape. Also in this control link 203, a notch 211 is formed in the offset part A on the left and right outer sides.

  Moreover, in the said embodiment, what showed the cross-sectional characteristic of the right and left outside cancellation | release part A different from the other part was shown, However, as shown in FIG. You may make it different from a site | part, and you may make it the cross-sectional characteristic of both cancellation | release part A different from another site | part. In FIG. 7, the notch 311 is formed in the upper wall 310, the curved portion is formed in the front wall 305 and the rear wall 306, and the bead 312 is formed in the front wall 305 and the rear wall 306 in the offset part A on the left and right inner sides. The control link 303 is shown.

  Further, as a method of making the cross-sectional characteristics different, in addition to forming the notch as in the above embodiment, for example, the thickness, material, R shape, etc. may be partially different from other parts, In addition, it is needless to say that specific detailed structures and the like can be appropriately changed.

1 is a conceptual diagram of a rear suspension device showing an embodiment of the present invention. It is an external appearance perspective view of a suspension link. It is a partial top view of a suspension link. It is explanatory drawing which shows the sum of the bending stress at the time of applying the load of an up-down direction from a shock absorber, the tensile stress of a longitudinal direction, and each stress. It is an external appearance perspective view of the suspension link which shows a modification. It is an external appearance perspective view of the suspension link which shows a modification. It is an external appearance perspective view of the suspension link which shows a modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rear suspension apparatus 2 Shock absorber 3 Control link 5 Front wall 6 Rear wall 11 Notch 12 Bead 103 Control link 105 Front wall 106 Rear wall 111 Notch 112 Bead 203 Control link 211 Notch 303 Control link 305 Front wall 306 Rear wall 311 Notch 312 Bead A Offset part

Claims (2)

In the suspension link that extends substantially horizontally, one end is connected to the vehicle body side and the other end is connected to the wheel side, and the lower end of the shock absorber is connected to the center in the longitudinal direction.
A lower wall or an upper wall is formed in the longitudinal direction, and has a front wall and a rear wall that are coupled to the lower wall, and opens upward, or has a front wall and a rear wall that are coupled to the upper wall, and is downward. Is formed in a substantially U-shaped cross section,
Is a notch formed by notching the end of the lower wall or the upper wall on the vehicle body side from the vehicle body side at a portion located between the connection point of the shock absorber and the connection point on the vehicle body side, Or, in a portion located between the connection point of the shock absorber and the connection point on the wheel side, a notch formed by notching the end of the lower wall or the upper wall on the wheel side from the wheel side is formed ,
Assuming that the lower wall or the upper wall is formed in the longitudinal direction from the connection point position on the vehicle body side to the connection point position on the wheel side, it is applied from the shock absorber when the wheel moves up and down relative to the vehicle body. The bending stress generated on the upper surface of the lower wall or the upper wall caused by a load has a structure in which the compressive stress is calculated between the two connection points at the connection point position, and the load is caused by the load. The notch is formed so as to cut out the lower wall or the upper wall of the offset portion where the tensile stress due to the tensile load in the longitudinal direction is substantially offset with the compressive stress,
The suspension link according to claim 1, wherein a bead extending vertically is formed on at least one of the front wall and the rear wall at the offset portion from an upper end to a lower end . The suspension link according to claim 1, wherein at least one of the front wall and the rear wall at the offset portion is curved.

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