JP7240927B2 - In-vehicle device - Google Patents

Description

The present invention relates to an in-vehicle device.

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

JP-A-2009-23529

By the way, a vehicle is constructed by combining various parts. BACKGROUND ART Various parts constituting a vehicle are fastened with fastening members or welded by welding. In the case of a vehicle, there is a delay in the transmission of external forces and hysteresis due to backlash and distortion due to variations in fastening surfaces and hole positions between parts, and distortion due to welding. I may be late. If so, there is a risk that the steering feeling will deteriorate.

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

In order to solve the above problems, an in-vehicle device according to the present invention has one end fixed to each of a pair of pillars spaced apart in the vehicle width direction, and the other end arranged at a different position in the vertical direction with respect to the one end. a pair of bracket portions connected to each other; and a rod portion that is swingably fixed so as to span the other ends of the pair of bracket portions and biases the other ends of the pair of bracket portions in a direction toward each other. , regardless of whether or not an external force is applied to the vehicle body, a tensile force is generated by the rod portion in a direction to bring the other ends of the pair of bracket portions closer to each other, and the vehicle is viewed from the rear side. In this case, a clockwise moment is generated in the left bracket portion due to the tensile force, and a counterclockwise moment is generated in the right bracket portion due to the tensile force.

The other end of the bracket portion may be positioned vertically above the one end.

It is preferable that the other end of the bracket portion is located diagonally upward and inward with respect to the one end.

A rear suspension device may be connected below the pillar.

The rod portion preferably includes a pair of rods connected to the other ends of the pair of bracket portions, respectively, and an urging portion that urges the pair of rods in a direction toward each other.

ADVANTAGE OF THE INVENTION According to this invention, a steering feeling can be improved.

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

Preferred embodiments 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 these embodiments are merely examples for facilitating understanding of the invention, and do not limit the invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are given the same reference numerals to omit redundant description, and elements that are not directly related to the present invention are omitted from the drawings. do.

FIG. 1 is a diagram illustrating the configuration of a vehicle 1. FIG. FIG. 1 is a view of the vehicle 1 as seen from the rear side. As shown in FIG. 1 , a vehicle 1 is provided with a pair of side members 10 . The side members 10 are spaced apart from each other by 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 spanning between the pair of pillars 11a and extending in the vehicle width direction. Configured. The pillar 11a and the rear center frame 11b are integrally formed. A trunk room is formed on the rearward 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 span the 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 spaced apart in the vehicle width direction. One ends of the lower arms 21 are connected to the brackets 20a, respectively. A rear wheel 23 is connected to the other end of the lower arm 21 .

The rear shock absorber 22 has one end connected to the lower arm 21 and the other end connected to the pillar 11a. The rear shock absorber 22 includes a coil spring and an absorber. The rear shock absorber 22 absorbs external forces input from the rear wheels 23 .

By the way, the vehicle 1 is configured by combining various parts. Various parts constituting the vehicle 1 are fastened with fastening members or welded by welding. In the vehicle 1, a delay in transmission of external force and hysteresis occur due to backlash and distortion due to variations in fastening surfaces and hole positions between parts, distortion due to welding, and the like. Sometimes it slows you down. As a result, the steering feel deteriorates.

Therefore, the vehicle 1 is provided with an in-vehicle device 30 . The in-vehicle device 30 is arranged in a trunk room, and is provided with a pair of bracket portion 31 and rod portion 32 . The bracket portions 31 are connected to the pillars 11a respectively. One end of the bracket portion 31 is fixed to the pillar 11a by a fastening member 33 made up of a bolt and a nut, 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 above the one end (located diagonally upward inside). 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 bridge the other ends of the pair of bracket portions 31 .

FIG. 2 is a diagram for explaining the configuration of the rod portion 32. As shown in FIG. 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 (left bracket portion 31 in FIG. 1). A biasing portion 43 is connected to the other end of the first rod 41 . Also, 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 (right bracket portion 31 in FIG. 1) of the pair of bracket portions 31 . A biasing portion 43 is connected to the other end of the second rod 42 .

The biasing portion 43 is interposed between the first rod 41 and the second rod 42 . The biasing portion 43 includes a housing 50 , a threaded 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 therethrough.

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 positioned on the second rod 42 side (rightward direction side). . Accordingly, the collar 52 is retained within the small diameter portion 50a with the flange hooking onto the small diameter portion 50a. Also, 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 therethrough.

The second large-diameter portion 50c is provided closer to the second rod 42 (to the right) than the small-diameter portion 50a. A threaded 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 threaded member 51 is connected to the second rod 42 at its bottom. The screwing member 51 is provided with an opening in the left direction. A threaded portion 51 a is formed on the outer peripheral surface of the screwing member 51 . The threaded portion 51 a is screwed onto the threaded portion 50 d of the housing 50 .

A washer 53 and a spring 54 are provided inside the housing 50 and the threaded member 51 . The washer 53 is provided closer to the second rod 42 (to the right) than the spring 54 and contacts the bottom of the threaded member 51 . A C-ring (not shown) is provided on the first rod 41 on the other end side (right side) of the washer 53 to prevent the washer 53 from coming off the first rod 41. .

A spring 54 is interposed between the collar 52 and the washer 53 and biases it 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 in the first rod 41 while the rod portion 32 is bridged over the pair of bracket portions 31. Then, the spring 54 is contracted, and urges the first rod 41 and the second rod 42 in the approaching direction.

Returning to FIG. 1 , in the in-vehicle device 30 , one end of the pair of bracket portions 31 is fixed to the pillar 11 a by the fastening member 33 , and then 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 the direction of approaching each other (the center in the vehicle width direction), as indicated by the white arrow in the figure. (will load the tensile force). Further, as indicated by the hatched arrows in the drawing, the bracket portion 31 is applied with a tensile force with respect to the pillar 11a. Furthermore, since the other end of the bracket portion 31 is positioned vertically above the one end, when the other end is biased toward the center in the vehicle width direction, a moment is generated at the one end. As indicated by arrow lines in the drawing, a clockwise moment is generated in the bracket portion 31 on the left side in the drawing, and a counterclockwise moment is generated in the bracket portion 31 on the right side in the drawing.

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 receives a force directed 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 positioned vertically above the one end, a moment is generated. In addition, since the in-vehicle device 30 is attached to the pillar 11a via a ball joint, it is supported to be swingable with almost no hysteresis between itself and the pillar 11a. Furthermore, since the in-vehicle device 30 is not subjected to torsion or bending force, the component structure can be simplified.

By generating a moment in the bracket portion 31, the in-vehicle device 30 can more firmly tighten the backlash and distortion due to fastening between parts occurring in the vehicle 1, distortion due to welding, etc., than in the comparative example. Therefore, in the vehicle 1, even if an external force (indicated by a black arrow in the drawing) is input from the rear wheels 23, for example, the backlash and distortion are reduced. The transmission delay and hysteresis of the force until it is transmitted to the handle are reduced. As a result, it is possible to improve the steering feel and reduce the increase in steering correction.

In addition, when a tire slip angle is generated at the front wheels due to the steering force due to steering wheel operation by the driver, and a cornering force is generated at the front wheels, the vehicle body needs to receive the reaction force of the tire cornering force. It is also possible to reduce the force transmission delay when the vehicle body receives the reaction force. Therefore, the in-vehicle device 30 shortens the time from the steering 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 external force and displacement in a comparative example and this 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 so as to be aligned on a straight line in the vehicle width direction. Further, in FIG. 3, the hysteresis characteristic of the comparative example is indicated by a dashed line, and the hysteresis characteristic of the present embodiment is indicated by a solid line. In addition, in FIG. 3, an example of the operating range in the comparative example is indicated by a thin dashed line, and an example of the operating range of the present embodiment is indicated by a thin solid line.

As shown in FIG. 3, in both the comparative example and the present embodiment, the relationship between external force and displacement has hysteresis characteristics. However, as is clear from FIG. 3, the hysteresis characteristic of the vehicle 1 according to the present embodiment is smaller than that of the comparative example. In other words, the vehicle 1 of the present embodiment can reduce the displacement against (same) external force by reducing the hysteresis characteristic, and the vehicle 1 moves as the driver intends (the responsiveness of the vehicle 1 increases). better), so the steering feel can be improved.

Although the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope of the claims, and it should be understood that these also belong to the technical scope of the present invention. be done.

In the above embodiment, the case where the other end of the bracket portion 31 is provided vertically above the one end has been described. By providing the other end of the bracket portion 31 vertically above the one end in this way, it is possible to secure the space of the trunk room. However, the other end of the bracket portion 31 may be provided vertically below the one end. That is, the other end of the bracket portion 31 may be provided at a position different in the vertical direction from the 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 11 a and the bracket portion 31 .

INDUSTRIAL APPLICABILITY The present invention can be used for in-vehicle devices.

1 vehicle 11a pillar 30 in-vehicle device 41 first rod (rod)
42 second rod (rod)
43 biasing part

Claims (5)

a pair of bracket portions having one end fixed to each of a pair of pillars spaced apart in the vehicle width direction and having the other end arranged at a different position in the vertical direction with respect to the one end;
a rod portion fixed swingably across the other ends of the pair of bracket portions and biasing the other ends of the pair of bracket portions toward each other;
with
regardless of whether or not an external force is applied to the vehicle body, a tensile force is generated by the rod portion in a direction to bring the other ends of the pair of bracket portions closer to each other;
When the vehicle is viewed from the rear side, a clockwise moment is generated in the left bracket portion due to the tensile force, and a counterclockwise moment is generated in the right bracket portion due to the tensile force. In-vehicle equipment that generates moment . The bracket part
2. The in-vehicle device according to claim 1, wherein said other end is positioned vertically above said one end. The bracket part
3. The in-vehicle device according to claim 2, wherein the other end is positioned diagonally upward and inward with respect to the one end. The in-vehicle 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 respectively connected to the other ends of the pair of bracket parts;
a biasing unit that biases the pair of rods in a direction toward each other;
The in-vehicle device according to any one of claims 1 to 4, comprising:

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