JPH1191326A - Mounting structure of suspension link - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely reduce the generation of backlash noises and the input of the vibration of a road surface to a car body, and to manufacture a suspension link at a low cost. SOLUTION: A damper housing 25 is integrally assembled in a suspension link 20, and an edge part of a rotary shaft 20 is supported by a car body B through a rubber bush 50. A sublink 51 is fitted to the rotary shaft 30 with a spline, and an edge part of the sublink 51 is connected with the car body B through the rubber bush 64. The attenuation torque of the rotary damper 23 in accompany with the rotation of the link 20 is supported by the car body through the sublink 51 of a sufficient length in a radial direction, and the rubber bush 64. The displacement in a direction except for the rotating direction, of the link 20 is softly permitted through the rubber bushes 50 at the both edges of the rotary shaft 30 and the rubber bush 64 at the point of the sublink 51. The generation of the backlash noises and the input of the vibration of the road surface to the car body B can be reduced by the rubber bush 64 at the point of the sublink 51.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mounting structure for a suspension link used in an automobile or the like, and more particularly to a mounting structure for a suspension link in which the suspension link is mounted on a vehicle body via a rotary tamper.

[0002]

2. Description of the Related Art As a technique for mounting a suspension link of this kind, a technique as disclosed in Japanese Patent Application Laid-Open No. Hei 8-216640 has been proposed.

[0003] In this mounting structure, as shown in FIG. 10, a suspension link 1 includes a vehicle body side bracket 2a, 2b.
Pivotally supported via a rubber bush 4 on a pivot pin 3 fixed to the
A rotary shaft 7 of a rotary damper 6 is connected via a V-shaped bracket 5. And, this rotating shaft 7
Is connected to the suspension link 1 so that its rotation axis 8 is concentric with the rotation axis 9 of the suspension link 1. The damper housing 10 of the rotary damper 6 is connected to the vehicle body bracket via a connecting rod 11 and a ball joint 12. 2a. The connecting rod 11 and the ball joint 12 prevent the rotation of the damper housing 10 in a direction other than the rotation direction of the damper housing 10 (for example, a horizontal turning direction around the point O, such as the vehicle front-rear direction or the left-right direction). ) Is allowed, and when the suspension link 1 is displaced in a direction other than the rotation direction by elastically deforming the rubber bush 4, the damper housing 10 does not rotate with respect to the vehicle body. The displacement of the suspension link 1 can be flexibly followed.

Therefore, in this suspension link mounting structure, the input load in a direction other than the rotation direction of the suspension link 1 can be elastically supported by the rubber bush 4 and the displacement of the suspension link 1 in a direction other than the rotation direction. Since the damper housing 10 of the rotary damper 6 flexibly follows, the damper housing 10
No twisting or the like occurs between the rotary shaft 7 and the rotating shaft 7. For this reason, sliding friction around the rotating shaft 7 is reduced, and the durability of the rotary damper 6 is improved.

[0005]

However, in the conventional suspension link mounting structure, since the rotary damper 6 is coupled to the vehicle body via the connecting rod 11 and the ball joint 12, a large damping from the rotary damper 6 is required. There is a problem that rattling noise is easily generated at the joint between the connecting rod 11 and the ball joint 12 due to input of torque, and high-frequency road surface vibration is easily input to the vehicle body via the connecting rod 11 and the ball joint 12. .

Further, in the above-mentioned conventional mounting structure, the damper housing 6 follows the displacement of the suspension link 1 only by the rigid connecting rod 11 and the ball joint 12, so that these smooth operations are performed. Therefore, the connecting rod 11 and the ball joint 12 must be processed and assembled with high accuracy in order to guarantee the above, and there is a problem that the manufacturing cost is increased.

Accordingly, the present invention is to provide a suspension link mounting structure which can surely reduce rattling noise and input of road surface vibration to a vehicle body and can be manufactured at low cost. Is what you do.

[0008]

According to a first aspect of the present invention, there is provided a suspension link mounting structure for mounting a suspension link to a vehicle body via a rotary damper. While connecting a member on one side of the housing and the rotating shaft to the suspension link,
A member on the other side of the damper housing and the rotating shaft is supported by the vehicle body via a first elastic body, and a sub-link is engaged with the member on the other side in a state where relative rotation between the two is prevented. The end of the sub-link extending a predetermined length in the radial direction from the other member is connected to the vehicle body via a second elastic body. When the suspension link rotates, one member of the damper housing and the rotation shaft rotates integrally with the suspension link, while the other member mainly connects the sub-link and the second elastic body. Supported by the vehicle body, and at this time, a rotary damper generates a damping force. Although the damping torque at this time becomes very large, the damping torque is transmitted to the sub-link and the second elastic body side almost without being transmitted to the first elastic body side. Then, the load acting on the second elastic body at this time can be reduced by sufficiently increasing the length of the sub-link connecting the member on the other side and the second elastic body. Further, when the suspension link is displaced in a direction other than the rotation direction, the member on the other side of the rotary damper elastically deforms the first elastic body and the second elastic body to flexibly follow the displacement of the suspension link. become.

According to a second aspect of the present invention, in the first aspect of the present invention, the damper housing is integrally assembled with the suspension link, and both ends of the rotating shaft protruding on both sides of the suspension link are used as rubber elastic bushes. To be connected to the vehicle body. The suspension link and the damper housing are integrally formed to be compact, and a rotation shaft serving as a rotation fulcrum of the suspension link is securely supported on the vehicle body on both sides of the suspension link.

According to a third aspect of the present invention, in the second aspect of the present invention, the sub-link is spline-fitted to at least one side of the rotating shaft projecting from both sides of the suspension link. The engagement between the sub-link and the rotating shaft is facilitated.

According to a fourth aspect of the present invention, in any one of the first to third aspects of the present invention, the end of the sub-link is connected to the vehicle body via a rubber bush as a second elastic body parallel to the rotating shaft. I did it. Since the rubber bush is elastically deformed in the compression and tension directions in response to the rotation of the sub-link, the durability of the second elastic body is improved.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, the sub-link is integrally provided with a rebound stopper for restricting displacement of the suspension link in the rebound direction. In this case, the rebound load input to the rebound stopper is input to the second elastic body using the other member of the damper housing and the rotation shaft as a rotation fulcrum of the sublink, and the second rebound load is input to the second elastic body. It is supported by the vehicle body via an elastic body.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described with reference to FIGS.
Explanation will be given based on FIG.

The suspension of this embodiment has an I-arm type suspension link 20 as shown in FIGS.
Is rotatably connected to the vehicle body B at one end and to the rigid axle 21 while the other end is connected to the rigid axle 21.
A suspension spring 22 is interposed between the vehicle body 1 and the vehicle body B, and a rotary damper 23 is integrated with an end of the suspension link 20 on the vehicle body B side. 2 and 3, reference numeral 24 denotes a connecting portion of the suspension link 20 on the rigid axle 21 side.

As shown in FIG. 4, the rotary damper 23 has a damper housing 25 having a notch 26 on the side surface of the end of the suspension link 20 and a housing body 28 connected to the notch 26 by a bolt 27. The rotation shaft 30 is supported by these members in a penetrating state, that is, a state in which both ends protrude from both sides of the suspension link 20.
A fan hole 31 and a circular hole 32 are continuously formed in the housing body 28, and a vane 33 is rotatably accommodated in these holes 31, 32.
The upper and lower fan holes 31 are covered with a cover 29.
And the suspension link 20, and in this state, a substantially fan-shaped pressure chamber 34 is formed together with the cover 29 and the suspension link 20 (FIGS. 5 and 6).
reference. ). The rotating shaft 30 has a through-hole 36 formed along the axial direction, and splines 37a, 37b, 37c formed at substantially the center in the axial direction and the outer circumference at both ends. In FIG. 4, reference numeral 38 denotes a bearing that supports the rotating shaft 30, and reference numeral 39 denotes an oil seal that seals a peripheral area of the rotating shaft 30.

The vane 33 is connected to the rotating shaft 3.
The pivot shaft 33a has a short-axis cylindrical shape fitted into the spline 37a substantially at the center of the shaft 0, and a vane main body 33b extending radially outward from the pivot shaft 33a. The shaft portion 33a is rotatably accommodated in the circular hole 32 of the housing body 28, and the vane body portion 33b divides the inside of the pressure chamber 34 into a first chamber 40 and a second chamber 41. A groove 42 is formed continuously on the upper surface, the distal end surface, and the lower surface of the vane main body 33b, and the vane main body 33b and the pressure chamber 3 are formed in the groove 42.
A seal member 43 for sealing the space between the four is mounted.

Further, a communication passage 44 communicating the first chamber 40 and the second chamber 41 is formed in the cover 29, and a similar damping valve 45 and a check valve 46 are provided in the middle of the communication passage 44. A first valve unit 47 and a second valve unit 48 having a structure are interposed. First valve unit 47
The damping valve 45 on the side generates a damping force when the liquid flows from the first chamber 40 toward the second chamber 41, and the damping valve 45 on the second valve unit 48 reversely moves from the second chamber 41 to the first chamber 41. A damping force is generated when the liquid flows in the direction of 40, and the check valves 46 of the valve units 47 and 48 are provided.
Is adapted to allow the flow of the liquid in the direction opposite to the damping force generating side of the damping valve 45 provided therewith. In addition, communication passage 4
Fourth first valve unit 47 and second valve unit 48
A volume compensating device 49 is interposed at an intermediate position of, and the volume compensating device 49 compensates for a change in the volume of the liquid in the circuit due to a temperature change.

The mounting structure of the suspension link 20 on the vehicle body B side (the side incorporating the rotary damper 23) is as follows.

That is, as shown in FIG. 1, at both ends of the rotary shaft 30 protruding from the suspension link 20, ends of a rubber bush 50 as a first elastic body are fitted into both ends of the through hole 36. And the spline holes 5 of the sub-link 51 are formed in the splines 37b and 37c on the outer periphery.
2a and 52b are fitted, and the rubber bush 5
The bracket 53 is connected to a substantially U-shaped bracket 55 by a bolt 53 passing through the through hole 36 and the through hole 36 and a nut 54 screwed to the bolt 53. The bracket 55 is connected to the support wall of the vehicle body B by welding or other means.

The sub-link 51 is composed of a first link member 57 having one spline hole 52b and a second link member 58 having the other spline hole 52a. Hole 5
A vertical arm portion 59 which rises substantially upward from the portion 2b and whose upper end portion is bent in a crank shape in the width direction, and a connecting arm portion 60 extending from the upper end of the vertical arm portion 59 toward the support wall of the vehicle body B. And a horizontally extending arm portion 61 extending from the spline hole 52b in the direction of the rigid axle 21 and having a tip portion inclined in the width direction. On the other hand, the second link member 58 is connected to the first link member 57.
And a vertically extending arm portion 59a and a horizontally extending arm portion 61, and a vertically extending arm portion 59a and a horizontally extending arm portion 61a having a symmetrical shape. When the first link member 57 and the second link member 58 are fitted with the spline holes 52b, 52a in the splines 37b, 37c at both ends of the rotary shaft 30, respectively, the first link member 57 and the second link member 58 are horizontal with the vertical arm portions 59, 59a. The respective ends of the extending arms 61 and 61a are integrally connected by bolts and nuts 62.

A boss 63 is integrally formed at the end of the connecting arm 60 of the first link member 57, and a rubber bush 64 as a second elastic body is formed on the boss 63.
Is decorated. The rubber bush 64 is provided substantially in parallel with the rotary shaft 30 of the rotary damper 23, and has an inner peripheral portion which is protruded from a support wall of the vehicle body B by a bolt 65 and a nut 66 screwed to the vehicle body B side. Are combined. The radial length L from the spline holes 52b, 52a of the first and second link members 57, 58 to the rubber bush 64 at the tip of the connecting arm portion 60 is set to a sufficient length within the range permitted by the vehicle body layout. And the rotating shaft 3
The torque acting on zero can be supported by the sub-link 51 with a relatively small reaction force. That is, the rotation shaft 30 (the spline holes 52a of the sublink 51,
The damping torque acting on 52b) is T _R , and the rubber bush 6
The reaction force at 4 parts When F _B, the reaction force F _B is, F _B = F _R /
Can be represented by L, as is clear from this equation, it is possible to reduce the reaction force F _B by increasing the length L.

Further, the first and second link members 57, 58
A rebound stopper 67 made of a rubber material is fixed to the upper surface on the distal end side of the horizontal extending arm portions 61, 61a. The rebound stopper 67 is disposed below the suspension link 20, and abuts against the lower surface of the suspension link 20 when the vehicle body B rebounds to elastically restrict the downward displacement of the suspension link 20. Since the rebound stopper 67 is located at the tip of the horizontally extending arm portion 61, 61 a extending a predetermined length in the radial direction from the spline hole 52 b, 52 a of the sub link 51, the rebound stopper 67 is provided.
Is input to the sub-link 51 as a torque centered on the rotating shaft 30, and the torque is supported by the vehicle body via the rubber bush 64 at the tip of the connecting arm 60.

In the above configuration, when the suspension link 20 is rotated in accordance with the vertical relative displacement between the vehicle body B and the rigid axle 21, the damper housing 25 of the rotary damper 23 is rotated with respect to the rotary shaft 30,
The vane 33 connected to the shaft 30 relatively rotates and displaces inside the pressure chamber 34 to pressurize the liquid inside the first chamber 40 or the second chamber 41. At this time, for example, if the liquid in the first chamber 40 is pressurized, the liquid is introduced into the first valve unit 47 through the communication path 44, and the damping valve 45 of the first valve unit 47 is opened. A damping force is generated, and the liquid whose pressure is reduced by the damping valve 45 is the second liquid.
The second chamber 4 passes through the check valve 46 of the valve unit 48.
1 flows into. When the liquid in the second chamber 41 is pressurized, the liquid flows in a direction opposite to the above, and a damping force is generated in the damping valve 45 of the second valve unit 48.

When the rotary damper 23 generates a damping force in accordance with the rotation of the suspension link 20, the damping torque mainly depends on the sub-link 5
1 and a rubber bush 64 at the end thereof supports the vehicle body B. That is, the rotating shaft 30 and the sub-link 51 are engaged in a state where they are prevented from rotating with each other, and the extension length L from the rotating shaft 30 to the rubber bush 64 is set to a sufficient length. Therefore, the damping torque acting on the rotating shaft 30 is securely supported by the rubber bush 64 at the tip of the sub-link 51 with a small reaction force. At this time, the damping torque mainly depends on the sub-link 51.
The damping torque hardly acts on the rubber bushes 50 that support both ends of the rotating shaft 30 because the rubber bushes 50 are supported via the rubber bush 51 at the end of the rotary shaft 30.
Therefore, no excessive torsional load is applied to the rubber bushes 50 at both ends of the rotating shaft 30, and there is no concern that the durability of the rubber bush 50 is reduced. Also,
Since the rubber bush 64 on the distal end side of the sub-link 51 is provided in parallel with the rotary shaft 30, the load acting on the rubber bush 64 is mainly a load in the compression and pulling directions. Hardly deteriorates.

On the other hand, when the suspension link 20 is displaced in a direction other than the turning direction, the rotary damper 23
The rotary shaft 30 elastically deforms the rubber bush 50 at both ends and the rubber bush 64 at the tip of the sub-link 51 to flexibly follow the displacement of the suspension link 20. Therefore, at this time, an excessive twisting force does not act between the damper housing 25 of the rotary damper 23 and the rotating shaft 30, and the problem that the sliding resistance of the rotating shaft 30 increases does not occur.

In the mounting structure of the suspension link 20, since the rotation of the rotation shaft 30 is supported by the vehicle body B via the sub-link 51 and the rubber bush 64 provided at the tip thereof, The rattling sound is not generated in the rotation support system of the rotation shaft 30, and the road surface vibration, particularly the high-frequency road surface vibration is reliably absorbed by the rubber bush 64, so that the quietness in the vehicle interior can be enhanced. . Further, since the rotation support system is not made of only a rigid body, there is an advantage that a small processing and assembling accuracy are not required, and the manufacturing can be performed at a low cost.

Further, in the case of this mounting structure of the suspension link 20, since the sub-link 51 is engaged with the rotating shaft 30 by spline fitting, the assembling property is very good, and in order to secure sufficient rigidity. Since the rotary damper 23 is integrally attached to the suspension link 20 having a large cross section, the space efficiency around the suspension link 20 is also good. In addition, since both ends of the rotating shaft 30 protruding from both sides of the suspension link 20 are supported by the vehicle body B via the rubber bush 64, the support balance of the suspension link 20 is also improved.

In the mounting structure of the suspension link 20, the rebound stopper 67 is integrally provided at the tip of the horizontally extending arm portion 61 of the sub-link 51, so that a very large rebound load is applied to the rotating shaft 30. The rubber bush 64 can be reliably supported as a rotation fulcrum of the sub-link 51. Therefore,
The number of parts is reduced as compared with the case where the support structure of the rebound stopper 67 is separately provided on the vehicle body B, and the manufacturing can be performed at a lower cost.

The embodiment of the present invention is not limited to the above-described embodiment. For example, in the above-described embodiment, the sub-link 51 in which the connecting arm 59 extends from the upper end of the upright arm 59 is adopted. However, depending on the vehicle body layout, a sub-link 51A of a type in which the connecting arm portion 59 extends in the radial direction from the side of the upright arm portion 59 as shown in FIG. 7 may be employed. As shown in FIG. 7, a pair of rubber bushes 50 for elastically supporting both ends of the rotating shaft 30 on the bracket 55 may be provided on both sides of each side wall of the bracket 55.

Further, the type of the suspension is shown in FIG.
As shown in FIG. 9, a wheel (not shown) is positioned on a vehicle body B by an I-arm type upper arm 70 and an A-arm type lower arm 71, and a suspension is provided between a spring upper mount 72 coupled to the vehicle body B and the lower arm 71. The spring 73 may be interposed. In the case of the embodiment shown in the drawing, the same mounting structure as described above is employed for the vehicle-body-side mounting portion on one side of the lower arm 71, and the sub-link 51 is provided with the spring support portion 74 so that the sub-link 51 also serves as the spring upper mount 72. ing.

In the above description, the rotary damper is integrated with the suspension link. However, while the rotary shaft of the rotary damper is connected to the suspension link, the damper housing is connected to the vehicle body via the first elastic body. Alternatively, the sub-link may be engaged with the damper housing while the rotation of the sub-link is prevented, and the end of the sub-link may be coupled to the vehicle body via the second elastic body.

[0032]

As described above, according to the first aspect of the present invention, the member on one side of the damper housing and the rotary shaft of the rotary damper is connected to the suspension link.
A member on the other side of the damper housing and the rotating shaft is supported by the vehicle body via a first elastic body, and a sub link is engaged with the member on the other side in a state where relative rotation between the two is prevented. The end of the sub-link extending a predetermined length in the radial direction from the other member is connected to the vehicle body via the second elastic body, so that a large damping torque of the rotary damper is applied to the sub-link and the second link. The vehicle can be reliably supported by the vehicle body via the elastic body, and the other member of the damper housing and the rotating shaft is connected to the first elastic body with respect to the displacement of the suspension link in a direction other than the rotating direction. And the second elastic body. Therefore, even when the suspension link is displaced in a direction other than the rotation direction, it is possible to reliably prevent the twisting between the damper housing of the rotary damper and the rotation shaft.

Further, the other member of the damper housing and the rotating shaft is connected to the vehicle body via a radially extending sub-link and a second elastic member provided at the end thereof. As a result, there is no need for a high degree of precision during processing or assembly, and there is no fear of rattling noise, and road surface vibrations etc. are reliably absorbed by the second elastic body. Can be.

Therefore, according to the first aspect of the present invention, the basic effect of preventing twisting between the damper housing and the rotating shaft due to displacement of the suspension link in a direction other than the rotating direction can be obtained. In addition, there is an effect that the production can be performed at low cost, and the quietness and riding comfort of the vehicle can be improved.

According to a second aspect of the present invention, in the first aspect of the present invention, the damper housing is integrally assembled with the suspension link, and both ends of the rotating shaft protruding on both sides of the suspension link are formed of rubber as the first elastic body. Since the vehicle body is connected to the vehicle body via the bush, a suspension link having a large cross section can be effectively used to simplify and downsize the vehicle body-side support portion. The vehicle body can be reliably supported on both sides in a well-balanced manner.

According to a third aspect of the present invention, in the second aspect of the present invention, the sub-link is spline-fitted to at least one side of the rotating shaft protruding from both sides of the suspension link. Engagement is facilitated, and assemblability is improved.

According to a fourth aspect of the present invention, in any one of the first to third aspects of the present invention, the end of the sub-link is connected to the vehicle body via a rubber bush as a second elastic body parallel to the rotating shaft. As a result, the rubber bush is elastically deformed in the compression and tension directions with respect to the rotation of the sub-link, and as a result, the durability of the second elastic body is improved.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, a rebound stopper for regulating displacement of the suspension link in the rebound direction is provided integrally with the sub-link, and a rebound stopper inputted to the rebound stopper is provided. Since the load is supported on the vehicle body via the second elastic body using the damper housing and the member on the other side of the rotation shaft as a rotation fulcrum of the sub-link, the load can be increased without increasing the number of parts. A large rebound load can be efficiently supported by the vehicle body.

[Brief description of the drawings]

FIG. 1 is a perspective view showing one embodiment of the present invention.

FIG. 2 is a side view showing the same embodiment.

FIG. 3 is a plan view showing the same embodiment.

FIG. 4 is a perspective view showing the same embodiment.

FIG. 5 is a plan view showing the embodiment.

FIG. 6 is a sectional view taken along the line AA of the embodiment.

FIG. 7 is a plan view showing another embodiment of the present invention.

FIG. 8 is a side view showing still another embodiment of the present invention.

FIG. 9 is a plan view showing the embodiment.

FIG. 10 is a sectional view showing a conventional technique.

[Explanation of symbols]

 Reference numeral 20: suspension link, 23: rotary damper, 25: damper housing, 30: rotating shaft, 50: rubber bush (first elastic body), 51: sub-link, 64: rubber bush (second elastic body), 67 ... Rebound stopper.

Claims (5)

[Claims] 1. A mounting structure for attaching a suspension link to a vehicle body via a rotary damper, wherein a member on one side of a damper housing and a rotary shaft of the rotary damper is connected to the suspension link, and the damper housing is connected to the suspension link. And a member on the other side of the rotating shaft is supported by the vehicle body via the first elastic body, and the sub-link is engaged with the member on the other side in a state where relative rotation between the two is prevented. A suspension link mounting structure, wherein an end of the sub-link extending a predetermined length in a radial direction from a member on the side is connected to a vehicle body via a second elastic body. 2. A damper housing is integrally assembled to a suspension link, and both ends of a rotating shaft protruding from both sides of the suspension link are connected to a vehicle body via a rubber bush as a first elastic body. The mounting structure of the suspension link according to claim 1. 3. The mounting structure for a suspension link according to claim 2, wherein a sub-link is spline-fitted to at least one side of a rotating shaft protruding from both sides of the suspension link. 4. The vehicle according to claim 1, wherein an end of the sub-link is connected to the vehicle body via a rubber bush as a second elastic body parallel to the rotating shaft. Suspension link mounting structure. 5. The suspension link mounting structure according to claim 1, wherein a rebound stopper for regulating displacement of the suspension link in the rebound direction is provided integrally with the sub-link.