US20150266352A1 - Suspension of vehicle - Google Patents
Suspension of vehicle Download PDFInfo
- Publication number
- US20150266352A1 US20150266352A1 US14/626,335 US201514626335A US2015266352A1 US 20150266352 A1 US20150266352 A1 US 20150266352A1 US 201514626335 A US201514626335 A US 201514626335A US 2015266352 A1 US2015266352 A1 US 2015266352A1
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- United States
- Prior art keywords
- vehicle
- torsion beam
- arch
- half portion
- suspension
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 239000000725 suspension Substances 0.000 title claims description 46
- 238000010521 absorption reaction Methods 0.000 description 8
- 238000005452 bending Methods 0.000 description 6
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000035939 shock Effects 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 241001247986 Calotropis procera Species 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 230000003584 silencer Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/051—Trailing arm twist beam axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/051—Trailing arm twist beam axles
- B60G21/052—Mounting means therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/20—Semi-rigid axle suspensions
- B60G2200/23—Trailing arms connected by a U-shaped torsion bar
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/20—Constructional features of semi-rigid axles, e.g. twist beam type axles
Definitions
- the present invention relates to a suspension of a vehicle, and in particular relates to a torsion-beam type of suspension provided with a torsion beam which is connected to a pair of right-and-left trailing arms.
- a torsion-beam type of suspension which comprises a pair of right-and-left trailing arms, front end portions of which are pivotally supported at a vehicle body below a floor panel and rear end portions of which rotatably support a pair of right-and-left wheels and a torsion beam extending in a vehicle width direction, both end portions, in the vehicle width direction, of which are connected to the pair of right-and-left trailing arms, is known.
- the torsion beam which is comprised of an open cross-section member which includes a pair of half portions (a one-side half portion and an other-side half portion) extending in its longitudinal direction and has a U-shaped cross section or the like performs the functions of a torsion bar as well as a spring.
- This type of suspension has a simple structure and a small number of parts, so it is advantages in terms of costs and layout space.
- the torsion-beam type of suspension has been widely applied to a rear suspension of F-F (front-engine front-drive) vehicles.
- a drive force of an engine installed at a vehicle-body front portion is transmitted to a differential gear device installed at a vehicle-body rear portion via a propeller shaft extending longitudinally at a central portion, in a vehicle width direction, of the vehicle.
- the above-described torsion beam is configured to project upward at its central portion in order to avoid any interference with the propeller shaft.
- the wheel supported by this suspension swings with a theoretical swing axis which corresponds to a straight line A which interconnects a shear center C positioned behind the central portion of a torsion beam B and a front end portion F of the trailing arm. Therefore, in a case in which the central portion, in the vehicle width direction, of the torsion beam B curves upward, the shear center C also moves upward according to this curving of the torsion beam B. Consequently, there occurs a problem in that the alignment-change characteristics of the suspension may change improperly.
- a suspension disclosed in Japanese Patent Laid-Open Publication No. H4-283114 is configured, in order to restrain the torsion beam's sheer center from moving upward, such that a torsion beam has a curve portion curing upward at a central portion, in the vehicle width direction, thereof and an open cross-section of the torsion beam opens upward, so that the shear center of the torsion beam is located at the level below the torsion beam.
- a long member such as the torsion beam, has a tendency that in a case in which it has a bending portion at some point in its longitudinal direction, a cross-section crumbling happens to this bending portion of the long member, so that the rigidity decreases.
- a suspension disclosed in Japanese Patent Laid-Open Publication No. H8-324218 is configured such that a torsion beam comprises a curve-shaped central portion which projects upward and a pair of straight-shaped portions which are smoothly continuous from both end portions of the curve-shaped central portion via curve portions having the radius of curvature which changes continuously from that of the curve-shaped central portion.
- a large amount of bending moment is generated at the straight-shaped portions located at the both end portions of the torsion beam and a small amount of bending moment is generated at the curve-shaped central portion, so that the rigidity of the torsion beam can be improved.
- a crushed pipe type of torsion beam in which the torsion beam which is made of a cylindrical pipe member is crushed (pressed) from a direction perpendicular to an axis of the pipe member over its longitudinal direction so as to have a cross section formed in a V or U shape with a peak portion, is also known.
- the rigidity of this torsion beam can be changed by changing the size of a hollow portion formed by both end portions in the cross section of the torsion beam.
- 2005-306177 is configured to have the cross section formed in the V or U shape with the peak portion, the hollow portion formed by the both end portions in the cross section, and a gap formed between a pair of one-side half portion and other-side half portion of the torsion beam which expands continuously from the peak portion interconnecting the both half portions toward the both end portions.
- the suspension of the above-described first patent document can restrain the sheer center of the torsion beam from moving upward, so that changing of the alignment-change characteristics of the suspension can be prevented when the wheel is in a bound state or in a rebound state.
- the suspension of the first patent document has a problem in that the productivity of the torsion beam may deteriorate. That is, since the torsion-beam type of suspension is configured such that the open cross-section formed by the one-side half portion and the other-side half portion which respectively extend in the longitudinal direction of the torsion beam opens upward, there is a concern that water or the like splashed by the wheels may stay inside the open cross-section of the torsion beam.
- the suspension of the above-described second patent document enables welding of a reinforcing member by configuring the torsion beam such that the both end portions, in the vehicle width direction, thereof are straight-shaped, so that the rigidity and the durability of the suspension can be improved.
- the suspension of the second patent document may not be sufficient in rigidity improvement of the torsion beam. That is, since the curve-shaped central portion and the straight-shaped both-end portions are continuous via the curve portions, an axial center of the curve-shaped central portion and an axial center of the straight-shaped end portion cross each other at a specified angle, so that a stress concentration portion where a stress concentrates is formed at the curve portion. Therefore, the rigidity of the curve portion relatively decreases, comparing with the other portion of the torsion beam.
- the suspension of the first patent document may have the same problem.
- low-floor vehicles in which a floor panel is located at a low level are desired from aspects of a wide space, in a vertical direction, of a vehicle compartment or an easy access (ingress/egress) of passengers or an easy loading/unloading of baggage.
- the suspensions of the above-described first or second patent documents have the upward-curve portion at the central portion, in the vehicle width direction, of the torsion beam and therefore this upward-curve portion possibly interferes with the floor panel when the vehicle is in the full-rebound state, there is a concern that the floor of the vehicle may not be positioned at a sufficiently low level.
- An object of the present invention is to provide a suspension of a vehicle which can properly ensure the rigidity and the productivity, attaining low floor-level of the vehicle.
- a suspension of a vehicle comprising a pair of right-and-left trailing arms, front end portions of which are pivotally supported at a vehicle body below a floor panel and rear end portions of which rotatably support a pair of right-and-left wheels, and a torsion beam extending in a vehicle width direction, both end portions, in the vehicle width direction, of which are connected to the pair of right-and-left trailing arms, wherein the torsion beam is configured in an arch shape such that a central portion, in the vehicle width direction, thereof projects forward and upward in a slant shape, the central portion being located above the level of a wheel center, the torsion beam is comprised of an open cross-section member which includes an arch lower-half portion and an arch upper-half portion, a rear end portion of the arch lower-half portion being formed integrally with a rear end portion of the upper-half portion, and a sectional shape of the arch lower-half portion in a cross section perpendicular to a longitudinal
- the torsion beam is configured in the arch shape such that its central portion projects forward and upward in the slant shape and is located above the level of the wheel center, some space can be ensured below the torsion beam, and also the rigidity can be improved properly because any stress concentration portion which may be caused by crossing of the axial center of the torsion beam over the longitudinal direction of the torsion beam is not formed.
- the torsion beam is comprised of the open cross-section member which includes the arch lower-half portion and the arch upper-half portion, the rear end portion of the arch lower-half portion being formed integrally with the rear end portion of the upper-half portion, and the sectional shape of the arch lower-half portion in the cross section perpendicular to the longitudinal direction of the arch lower-half portion is configured to be substantially horizontal when the vehicle is in the standard state, and the central portion, in the vehicle width direction, of the torsion beam is configured such that the front edge portion of the arch lower-half portion and the front edge portion of the arch upper-half portion are located substantially at the same position in the vehicle longitudinal direction when the vehicle is in the full-rebound state, the floor panel can be located at a lower level by the amount of closing deformation of the open cross-section in the vehicle's full-rebound state, by utilizing closing deformation of the open cross-section formed by the arch upper-half portion and the arch lower-half portion which occurs because of absorption of the torsional load.
- the sectional shape of the arch lower-half portion is configured to be substantially horizontal when the vehicle is in the standard state and be in a slant shape such that its front is located at a lower level than its rear when the vehicle is in the full-rebound state, it can be prevented that water or the like stay inside the open cross-section of the torsion beam, so that any hole for draining such water or the like can be omitted, therefore the productivity of the torsion beam can be improved improperly.
- the vehicle is provided with a rear-wheel drive device which is arranged at a vehicle-body rear portion and a propeller shaft which is connected to the rear-wheel drive device via a connection portion and extends in the vehicle longitudinal direction, and the propeller shaft is arranged to pass through a space formed below the torsion beam.
- the torsion beam is configured such that a rear end portion thereof is located at a position near and above the connection portion when the vehicle is in the full-rebound state. Thereby, any interference of the torsion beam with the rear-wheel drive device including the connection portion in the vehicle's full-rebound state can be prevented properly.
- the torsion beam is configured such that the central portion, in the vehicle width direction, of the arch upper-half portion is located at a position near and below a seat-cushion attachment portion formed at the floor panel when the vehicle is in the full-rebound state.
- FIG. 1 is a bottom view of a rear portion of a vehicle provided with a suspension according to the present embodiment.
- FIG. 2 is a sectional view taken along line II-II of FIG. 1 when the vehicle is in a standard state.
- FIG. 3 is a view which corresponds to FIG. 1 , in which an exhaust device, a rear drive device, and the suspension are omitted.
- FIG. 4 is a bottom view of the rear drive device.
- FIG. 5 is a front view of the suspension.
- FIG. 6 is a plan view of the suspension.
- FIG. 7 is a side view of the suspension.
- FIG. 8 is a rear perspective view of the suspension.
- FIG. 9 is a diagram showing shapes of a cross section of a torsion beam, in which the cross section when an open cross-section deforms in a full-bound state is illustrated by a solid line, the cross section when the open cross-section does not deform in a full-rebound state is illustrated by an imaginary line, and the cross section in the full-rebound state is illustrated by a broken line.
- FIG. 10 is a vertical sectional view showing relationships of a shear center of the torsion beam having an open cross-section opening forward, a pivotal point of a trailing arm, and a swing axis of a wheel.
- a suspension 1 of a vehicle V comprises, as shown in FIG. 1 , a pair of right-and-left trailing arms 3 which are pivotally supported at a vehicle body below a floor pane 2 at their front end portions and rotatably support a pair of wheels 18 at their rear end portions, a torsion beam 4 which extends in a vehicle width direction and is connected to the pair of right-and-left trailing arms 3 at its both end portions, and others.
- an arrow F shows a forward direction
- an arrow L shows a left direction.
- the vehicle body of the vehicle V comprises the floor panel 2 which forms a floor face of a vehicle compartment, a pair of right-and-left rear side frames 5 , a No. 4 cross member 6 which extends between the pair of rear side frames 5 at a position located in back of a rear-seat cushion attachment portion 2 b, a No. 5 cross member 7 which extends between the pair of rear side frames 5 at a position located in back of the No. 4 cross member 6 , a pair of right-and-left longitudinal members 8 which extend between the No. 4 cross member 6 and the No.
- the floor panel 2 comprises a front floor panel (not illustrated) which forms a floor face of the vehicle compartment other than a baggage space and a rear floor panel 2 a which has a spare tire pan 2 c at a position located in back of the No. 4 cross member 6 .
- the lowest position of the spare tire pan 2 c is located substantially at the same level (depth) as the lowest position of the rear-seat cushion attachment portion 2 b.
- a silencer 16 is fixed to a rear end of an exhaust pipe 17 below the spare tire pan 2 c.
- the pair of right-and-left rear side frames 5 extend longitudinally, overhanging rearward.
- a kick-up portion 11 is formed by a rear floor panel 2 a which extends obliquely rearward and upward from a rear end of the front floor panel between the pair of right-and-left rear side frames 5 , and the No. 4 cross member 6 is formed at a top of the kick-up portion 11 .
- a fuel tank 15 is arranged below the kick-up portion 11 .
- the No. 4 cross member 6 includes an upper cross member 6 a having a hat-shaped cross section and a lower cross member 6 b having an inverse hat-shaped cross section.
- the upper cross member 6 a forms an upper-side closed cross section together with an upper face of the rear floor panel 2 a
- the lower cross member 6 b forms a lower-side closed cross section together with a lower face of the rear floor panel 2 a .
- the No. 5 cross member 7 is configured to have a hat-shaped cross section, and forms a closed cross section extending substantially straightly in the vehicle width direction in a plan view together with the lower face of the rear floor panel 2 a including the spare tire pan 2 c.
- Each of the pair of right-and-left longitudinal members 8 is configured to have a hat-shaped cross section, and forms a closed cross section extending substantially straightly in a vehicle longitudinal direction in the plan view on an inward side, in the vehicle width direction, of the pair of right-and-left rear side frames 5 together with the lower face of the rear floor panel 2 a including the spare tire pan 2 c.
- the supplementary member 9 is configured to have a hat-shaped cross section, and forms a closed cross section extending in the vehicle width direction substantially in parallel to the No. 5 cross member 7 on a forward side of the No. 5 cross member 7 together with a lower face of the spare tire pan 2 c.
- the support member 10 which is made of a closed cross-section member, is fixed to front end portions of the pair of right-and-left longitudinal members 8 at its both ends by means of two bolts 12 , respectively, at a position near and in back of the No. 4 cross member 6 .
- the vehicle V is provided with a propeller shaft 13 which extends longitudinally and transmits a drive force of an engine (not illustrated) installed to a front portion of the vehicle to the rear portion of the vehicle body and a rear-wheel drive device 20 which is connected to a rear end portion of the propeller shaft 13 via a connection portion 14 and transmits the drive force of the engine to the right-and-left rear wheels 18 .
- a propeller shaft 13 which extends longitudinally and transmits a drive force of an engine (not illustrated) installed to a front portion of the vehicle to the rear portion of the vehicle body
- a rear-wheel drive device 20 which is connected to a rear end portion of the propeller shaft 13 via a connection portion 14 and transmits the drive force of the engine to the right-and-left rear wheels 18 .
- the rear-wheel drive device 20 comprises a body 21 which is provided with a pair of right-and-left drive shafts 24 and comprised of a differential mechanism, a pair of right-and-left front support portions 22 which support a front portion of the body 21 at the support member 10 , and a rear support portion 23 which supports a rear portion of the body 21 at the supplementary member 9 .
- the rear-wheel drive device 20 is supported at the rear portion of the vehicle body at three front-and-rear points.
- the front support portion 22 comprises a front mount portion 22 a which extends outward in the vehicle width direction from the body 21 and a front differential mount 22 b which is provided at a tip of the front mount portion 22 a and has a vibration absorption function.
- the front differential mount 22 b is fixed to the support member 10 via an attaching bracket 22 c.
- the attaching bracket 22 c is fastened to the support member 10 by means of two bolts (not illustrated).
- the rear support portion 23 comprises a rear mount portion 23 a which extends rearward from the body 21 and a rear differential mount 23 b which is provided at the rear mount portion 23 a and has a vibration absorption function.
- the rear differential mount 23 b is fixed to the supplementary member 9 via an attaching bracket 23 c.
- the attaching bracket 23 c is fastened to the supplementary member 9 by means of a pair of right-and-left bolts 15 at its right-and-left both end portions.
- the rear mount portion 23 a is provided to be laterally offset from a central portion, in the vehicle width direction, of the supplementary member 9 , and located at a higher level than the connection portion 14 (an axial center of the propeller shaft 13 ). Accordingly, when an impact load acts from a vehicle-body front side, the front mount portion 22 a is broken by the load inputted to the body 21 by way of the propeller shaft 13 and then the body 21 is rotated forward and downward around the center of the rear differential mount 23 b, so that a desired impact absorption performance can be attained.
- the suspension 1 is the torsion beam type of suspension which comprises the pair of right-and-left trailing arms 3 rotatably supporting the pair of wheels 18 at their rear end portions and the torsion beam 4 extending in the vehicle width direction and connected to the pair of right-and-left trailing arms 3 at their both end portions.
- the pair of right-and-left trailing arms 3 are configured such that the distance, in the vehicle width direction, therebetween increases gradually toward a vehicle rear side, respective front end portions of which are supported at respective lower portions of the pair of right-and-left rear side frames 5 via a pair of joints 31 which include a laterally-extending pivotal axis and a rubber bush, respectively.
- a carrier 32 is provided at a rear end portion of the trailing arm 3 . This carrier 32 rotatably supports the wheel 18 driven by the drive shaft 24 .
- a shock absorber 34 which interconnects a vehicle-body side and the rear end portion of the trailing arm 3 with the shock absorption function is provided near the carrier 32 .
- a gusset 33 which is welded to an end portion of the torsion beam 4 and a middle portion of the trailing arm 3 is provided on an inward side of the trailing arm 3 over a range from the middle portion to the rear end portion of the trailing arm 3 .
- a compressive coil spring 35 which performs a vibration absorption mechanism of the vehicle V in cooperation with the shock absorber 34 .
- a lower end portion of the compressive coil spring 35 is supported at the gusset 33 .
- the torsion beam 4 extends in the vehicle width direction and is joined by welding to the middle portion of the pair of right-and-left trailing arms 3 at its both end portions, and both-end rear portions of the torsion beam 4 are joined by welding to respective front wall portions of the pair right-and-left gussets 33 .
- the torsion beam 4 is configured in an arch (arc) shape such that a central portion, in the vehicle width direction, thereof projects forward and upward in a slant shape, the central portion being located above the level of a wheel center 18 a.
- the propeller shaft 13 is arranged to extend through a space formed below the central portion of the torsion beam 4 so that any interference of the propeller shaft 13 with the torsion beam 4 can be prevented.
- the torsion beam 4 is made of a cylindrical pipe member that is crushed (pressed) from a direction perpendicular to an axis of the pipe member over its longitudinal direction so as to have a cross section formed substantially in a V shape.
- the torsion beam 4 comprises an arch lower-half portion 41 and an arch upper-half portion 42 , a rear end portion of which is formed integrally with a rear end portion of the arch lower-half portion 41 .
- the torsion beam 4 is configured such that the width in a direction which is perpendicular to an axial center of the arch lower-half portion 41 is almost equal to the width in a direction which is perpendicular to an axial center of the arch upper-half portion 42 .
- the wheel 18 swings with a swing axis which corresponds to the straight line A interconnecting the shear center C positioned behind a central portion, in the vehicle width direction, of a peak portion 4 a of the torsion beam 4 and the joint 31 (torsion beam pivot) of the trailing arm 3 .
- the external force acts on one of the pair of wheels 18 and the other wheel 18 moves in an inverse phase, the external force is absorbed through bending of the torsion beam 4 itself and closing deformation of the open cross-section which is formed by the arch lower-half portion 41 and the arch upper-half portion 42 .
- the torsion beam 4 is configured such that a sectional shape of the arch lower-half portion in a cross section perpendicular to a longitudinal direction of the arch lower-half portion 41 is substantially horizontal when the vehicle V is in a standard state.
- the standard state of the vehicle V means a basic state in which the vehicle is traveling or stops, differently from a full-bound state or a full-rebound state of the vehicle, which may be considered as a state in which the vehicle has substantially no loads or a design state (in which the vehicle has two adults as passengers with a fuel tank filled up, for example).
- the central portion, in the vehicle width direction, of the torsion beam 4 is configured such that when the vehicle V is in the full-rebound state, a front edge portion 41 a of the arch lower-half portion 41 and a front edge portion 42 a of the arch upper-half portion 42 are located substantially at the same position in the vehicle longitudinal direction and the level of the peak portion 4 a of the torsion beam 4 is set at a middle position between the level of the front edge portion 41 a and the level of the front edge portion 42 a.
- the central portion, in the vehicle width direction, of the arch upper-half portion 41 is positioned near and below the rear-seat cushion attachment portion 2 b formed at the rear floor panel 2 a.
- the torsion beam 4 deforms, when absorbing the torsional load generated in the vehicle's full-rebound state, in such a manner that the open cross-section formed by the arch lower-half portion 41 and the arch upper-half portion 42 has closing deformation, so that the rear-seat cushion attachment portion 2 b is designed to be located at a lower level by the amount of the closing deformation of the open cross-section. That is, while it is predicted that the front edge portion 42 a of the arch upper-half portion 42 interferes with the rear-seat cushion attachment portion 2 b in the vehicle's full-bound state as shown by the imaginary line in FIG. 9 if the above-described closing deformation is not considered, the rear floor panel 2 a can be located at a lower level by utilizing the above-described closing deformation which occurs due to the actual torsional-load absorption.
- the torsion beam 4 is configured such that when the vehicle V is in the full-rebound state, the open cross section of the torsion beam 4 opens upward and the peak portion 4 a of the torsion beam 4 is positioned in a dead space which is formed near and above the connection portion 14 connecting the rear end portion of the propeller shaft 13 and the front end portion of the rear-wheel drive device 20 .
- the torsion beam 4 is configured in the arch shape such that its central portion projects forward and upward in the slant shape and is located above the level of the wheel center 18 a, some space can be ensured below the torsion beam 4 , and also the rigidity can be improved properly because any stress concentration portion which may be caused by crossing of the axial center of the torsion beam over the longitudinal direction of the torsion beam 4 is not formed. Further, any level difference between the shear center C and the joint 31 of the trailing arm 3 can be restrained, so that changing of the alignment-change characteristics of the suspension can be prevented.
- the torsion beam 4 is comprised of the open cross-section member which includes the arch lower-half portion 41 and the arch upper-half portion 42 , the rear end portion of the arch lower-half portion 41 being formed integrally with the rear end portion of the upper-half portion 42 , and the sectional shape of the arch lower-half portion 41 in the cross section perpendicular to the longitudinal direction of the arch lower-half portion 41 is configured to be substantially horizontal when the vehicle V is in the standard state, and the central portion, in the vehicle width direction, of the torsion beam 4 is configured such that the front edge portion 41 a of the arch lower-half portion 41 and the front edge portion 42 a of the arch upper-half portion 42 are located substantially at the same position in the vehicle longitudinal direction when the vehicle V is in the full-rebound state, the floor panel 2 can be located at the lower level by the amount of closing deformation of the open cross-section in the vehicle's full-rebound state, by utilizing the closing deformation of the open cross-section formed by the arch upper-half portion 42 and the arch lower-
- the sectional shape of the arch lower-half portion 41 is configured to be substantially horizontal when the vehicle V is in the standard state and be in the slant shape such that its front is located at a lower level than its rear when the vehicle V is in the full-rebound state, it can be prevented that water or the like stay inside the open cross-section of the torsion beam 4 , so that any hole for draining such water or the like can be omitted and therefore the productivity of the torsion beam 4 can be improved improperly.
- the vehicle V is provided with the rear-wheel drive device 20 which is arranged at the vehicle-body rear portion and the propeller shaft 13 which is connected to the rear-wheel drive device 20 via the connection portion 14 and extends in the vehicle longitudinal direction, and the propeller shaft 13 is arranged to pass through the space formed below the torsion beam 4 , any interference the torsion beam 4 with the propeller shaft 13 can be prevented properly, so that this suspension 1 is applicable to the vehicle V with the rear wheels 18 as the driving wheel.
- the torsion beam 4 is configured such that the rear end portion thereof is located at a position near and above the connection portion 14 when the vehicle V is in the full-rebound state, any interference of the torsion beam 4 with the rear-wheel drive device 20 including the connection portion 14 in the vehicle's full-rebound state can be prevented properly.
- the torsion beam 4 is configured such that the central portion, in the vehicle width direction, of the arch upper-half portion 42 is located at a position near and below the seat-cushion attachment portion 2 b formed at the rear floor panel 2 a when the vehicle V is in the full-rebound state, any interference of the torsion beam 4 with the seat-cushion attachment portion 2 b which is located near the torsion beam 4 and at the lowest level of the rear floor panel 2 a can be prevented properly.
- any vehicle is applicable as long as the central portion, in the vehicle width direction, of the torsion beam of thereof projects upward.
- the vehicle provided with no propeller shaft can provide the same effects of the present invention described above.
- the above-described embodiment describes the example in which a portion of the torsion beam is located at the position near and below the rear-seat cushion attachment portion when the vehicle is in the full-rebound state
- any other example is applicable as long as the torsion beam can be prevented from interfering with the lowest portion of the vehicle-body member while the torsion beam moves.
- the above-described lowest portion of the vehicle-body member is a cross member located at the lowest level, it is preferable that the torsion beam be provided so as to prevent its interference with the cross member.
- a torsion beam having any shaped cross section such as U-shaped, C-shaped or the like, is applicable as long as the torsion beam comprises an upper-half portion and a lower-half portion.
- a torsion beam which is made of a plate member can provide the same effects.
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Abstract
Description
- The present invention relates to a suspension of a vehicle, and in particular relates to a torsion-beam type of suspension provided with a torsion beam which is connected to a pair of right-and-left trailing arms.
- Conventionally, a torsion-beam type of suspension, which comprises a pair of right-and-left trailing arms, front end portions of which are pivotally supported at a vehicle body below a floor panel and rear end portions of which rotatably support a pair of right-and-left wheels and a torsion beam extending in a vehicle width direction, both end portions, in the vehicle width direction, of which are connected to the pair of right-and-left trailing arms, is known. In the torsion-beam type of suspension, the torsion beam which is comprised of an open cross-section member which includes a pair of half portions (a one-side half portion and an other-side half portion) extending in its longitudinal direction and has a U-shaped cross section or the like performs the functions of a torsion bar as well as a spring. This type of suspension has a simple structure and a small number of parts, so it is advantages in terms of costs and layout space. Thus, the torsion-beam type of suspension has been widely applied to a rear suspension of F-F (front-engine front-drive) vehicles.
- In vehicles, such as F-R (front-engine rear-drive) vehicles or four-wheel drive vehicles, in which rear wheels are driven, a drive force of an engine installed at a vehicle-body front portion is transmitted to a differential gear device installed at a vehicle-body rear portion via a propeller shaft extending longitudinally at a central portion, in a vehicle width direction, of the vehicle. Accordingly, it is required that the above-described torsion beam is configured to project upward at its central portion in order to avoid any interference with the propeller shaft. Meanwhile, as shown in
FIG. 10 , in the torsion-beam type of suspension, the wheel supported by this suspension swings with a theoretical swing axis which corresponds to a straight line A which interconnects a shear center C positioned behind the central portion of a torsion beam B and a front end portion F of the trailing arm. Therefore, in a case in which the central portion, in the vehicle width direction, of the torsion beam B curves upward, the shear center C also moves upward according to this curving of the torsion beam B. Consequently, there occurs a problem in that the alignment-change characteristics of the suspension may change improperly. - A suspension disclosed in Japanese Patent Laid-Open Publication No. H4-283114 is configured, in order to restrain the torsion beam's sheer center from moving upward, such that a torsion beam has a curve portion curing upward at a central portion, in the vehicle width direction, thereof and an open cross-section of the torsion beam opens upward, so that the shear center of the torsion beam is located at the level below the torsion beam. In general, a long member, such as the torsion beam, has a tendency that in a case in which it has a bending portion at some point in its longitudinal direction, a cross-section crumbling happens to this bending portion of the long member, so that the rigidity decreases. Therefore, there is a problem in that if the upward curve portion is formed at the central portion, in the vehicle width direction, of the torsion beam, the rigidity of the curve portion of the torsion beam may decrease improperly, so that the vehicle may be inferior in the maneuverability and stability.
- A suspension disclosed in Japanese Patent Laid-Open Publication No. H8-324218 is configured such that a torsion beam comprises a curve-shaped central portion which projects upward and a pair of straight-shaped portions which are smoothly continuous from both end portions of the curve-shaped central portion via curve portions having the radius of curvature which changes continuously from that of the curve-shaped central portion. Herein, a large amount of bending moment is generated at the straight-shaped portions located at the both end portions of the torsion beam and a small amount of bending moment is generated at the curve-shaped central portion, so that the rigidity of the torsion beam can be improved.
- When a large external force acts on a wheel, this external force is transmitted via the trailing arm such that a vertical load of that is transmitted to a shock absorber and the like and a torsional load and a lateral force of that is transmitted to the torsion beam. The torsional load and the lateral force are absorbed by bending of the torsion beam itself and closing deformation of the open cross-section which is formed by the one-side half portion and the other-side half portion. Herein, in order that the torsion beam ensures the torsional rigidity and the rigidity against the lateral force, a crushed pipe type of torsion beam, in which the torsion beam which is made of a cylindrical pipe member is crushed (pressed) from a direction perpendicular to an axis of the pipe member over its longitudinal direction so as to have a cross section formed in a V or U shape with a peak portion, is also known. The rigidity of this torsion beam can be changed by changing the size of a hollow portion formed by both end portions in the cross section of the torsion beam. A torsion beam disclosed in Japanese Patent Laid-Open Publication No. 2005-306177 is configured to have the cross section formed in the V or U shape with the peak portion, the hollow portion formed by the both end portions in the cross section, and a gap formed between a pair of one-side half portion and other-side half portion of the torsion beam which expands continuously from the peak portion interconnecting the both half portions toward the both end portions.
- The suspension of the above-described first patent document can restrain the sheer center of the torsion beam from moving upward, so that changing of the alignment-change characteristics of the suspension can be prevented when the wheel is in a bound state or in a rebound state. However, the suspension of the first patent document has a problem in that the productivity of the torsion beam may deteriorate. That is, since the torsion-beam type of suspension is configured such that the open cross-section formed by the one-side half portion and the other-side half portion which respectively extend in the longitudinal direction of the torsion beam opens upward, there is a concern that water or the like splashed by the wheels may stay inside the open cross-section of the torsion beam. Therefore, it may be required that some holes for draining such water or the like are formed at the peak portion of the torsion beam. In a case in which the crushed pipe type of torsion beam disclosed in the above-described third patent document is used, it may be necessary that anti-rusting treatment or the like are applied to the hollow portion, so that forming of such drain holes may become uneasy.
- The suspension of the above-described second patent document enables welding of a reinforcing member by configuring the torsion beam such that the both end portions, in the vehicle width direction, thereof are straight-shaped, so that the rigidity and the durability of the suspension can be improved. However, the suspension of the second patent document may not be sufficient in rigidity improvement of the torsion beam. That is, since the curve-shaped central portion and the straight-shaped both-end portions are continuous via the curve portions, an axial center of the curve-shaped central portion and an axial center of the straight-shaped end portion cross each other at a specified angle, so that a stress concentration portion where a stress concentrates is formed at the curve portion. Therefore, the rigidity of the curve portion relatively decreases, comparing with the other portion of the torsion beam. Thus, the suspension of the first patent document may have the same problem.
- Meanwhile, low-floor vehicles in which a floor panel is located at a low level are desired from aspects of a wide space, in a vertical direction, of a vehicle compartment or an easy access (ingress/egress) of passengers or an easy loading/unloading of baggage. However, since the suspensions of the above-described first or second patent documents have the upward-curve portion at the central portion, in the vehicle width direction, of the torsion beam and therefore this upward-curve portion possibly interferes with the floor panel when the vehicle is in the full-rebound state, there is a concern that the floor of the vehicle may not be positioned at a sufficiently low level.
- An object of the present invention is to provide a suspension of a vehicle which can properly ensure the rigidity and the productivity, attaining low floor-level of the vehicle.
- According to the present invention, there is provided a suspension of a vehicle, comprising a pair of right-and-left trailing arms, front end portions of which are pivotally supported at a vehicle body below a floor panel and rear end portions of which rotatably support a pair of right-and-left wheels, and a torsion beam extending in a vehicle width direction, both end portions, in the vehicle width direction, of which are connected to the pair of right-and-left trailing arms, wherein the torsion beam is configured in an arch shape such that a central portion, in the vehicle width direction, thereof projects forward and upward in a slant shape, the central portion being located above the level of a wheel center, the torsion beam is comprised of an open cross-section member which includes an arch lower-half portion and an arch upper-half portion, a rear end portion of the arch lower-half portion being formed integrally with a rear end portion of the upper-half portion, and a sectional shape of the arch lower-half portion in a cross section perpendicular to a longitudinal direction of the arch lower-half portion is configured to be substantially horizontal when the vehicle is in a standard state, and the central portion, in the vehicle width direction, of the torsion beam is configured such that a front edge portion of the arch lower-half portion and a front edge portion of the arch upper-half portion are located substantially at the same position in a vehicle longitudinal direction when the vehicle is in a full-rebound state.
- In the present suspension of the vehicle, since the torsion beam is configured in the arch shape such that its central portion projects forward and upward in the slant shape and is located above the level of the wheel center, some space can be ensured below the torsion beam, and also the rigidity can be improved properly because any stress concentration portion which may be caused by crossing of the axial center of the torsion beam over the longitudinal direction of the torsion beam is not formed. Further, since the torsion beam is comprised of the open cross-section member which includes the arch lower-half portion and the arch upper-half portion, the rear end portion of the arch lower-half portion being formed integrally with the rear end portion of the upper-half portion, and the sectional shape of the arch lower-half portion in the cross section perpendicular to the longitudinal direction of the arch lower-half portion is configured to be substantially horizontal when the vehicle is in the standard state, and the central portion, in the vehicle width direction, of the torsion beam is configured such that the front edge portion of the arch lower-half portion and the front edge portion of the arch upper-half portion are located substantially at the same position in the vehicle longitudinal direction when the vehicle is in the full-rebound state, the floor panel can be located at a lower level by the amount of closing deformation of the open cross-section in the vehicle's full-rebound state, by utilizing closing deformation of the open cross-section formed by the arch upper-half portion and the arch lower-half portion which occurs because of absorption of the torsional load. Moreover, since the sectional shape of the arch lower-half portion is configured to be substantially horizontal when the vehicle is in the standard state and be in a slant shape such that its front is located at a lower level than its rear when the vehicle is in the full-rebound state, it can be prevented that water or the like stay inside the open cross-section of the torsion beam, so that any hole for draining such water or the like can be omitted, therefore the productivity of the torsion beam can be improved improperly.
- According to an embodiment of the present invention, the vehicle is provided with a rear-wheel drive device which is arranged at a vehicle-body rear portion and a propeller shaft which is connected to the rear-wheel drive device via a connection portion and extends in the vehicle longitudinal direction, and the propeller shaft is arranged to pass through a space formed below the torsion beam. Thereby, any interference of the torsion beam with the propeller shaft can be prevented properly, so that this suspension is applicable to the vehicle provided with the rear wheels as a driving wheel.
- According to another embodiment of the present invention, the torsion beam is configured such that a rear end portion thereof is located at a position near and above the connection portion when the vehicle is in the full-rebound state. Thereby, any interference of the torsion beam with the rear-wheel drive device including the connection portion in the vehicle's full-rebound state can be prevented properly.
- According to another embodiment of the present invention, the torsion beam is configured such that the central portion, in the vehicle width direction, of the arch upper-half portion is located at a position near and below a seat-cushion attachment portion formed at the floor panel when the vehicle is in the full-rebound state. Thereby, any interference of the torsion beam with the seat-cushion attachment portion which is located near the torsion beam and at the lowest level of the floor panel can be prevented properly.
- Other features, aspects, and advantages of the present invention will become apparent from the following description which refers to the accompanying drawings.
-
FIG. 1 is a bottom view of a rear portion of a vehicle provided with a suspension according to the present embodiment. -
FIG. 2 is a sectional view taken along line II-II ofFIG. 1 when the vehicle is in a standard state. -
FIG. 3 is a view which corresponds toFIG. 1 , in which an exhaust device, a rear drive device, and the suspension are omitted. -
FIG. 4 is a bottom view of the rear drive device. -
FIG. 5 is a front view of the suspension. -
FIG. 6 is a plan view of the suspension. -
FIG. 7 is a side view of the suspension. -
FIG. 8 is a rear perspective view of the suspension. -
FIG. 9 is a diagram showing shapes of a cross section of a torsion beam, in which the cross section when an open cross-section deforms in a full-bound state is illustrated by a solid line, the cross section when the open cross-section does not deform in a full-rebound state is illustrated by an imaginary line, and the cross section in the full-rebound state is illustrated by a broken line. -
FIG. 10 is a vertical sectional view showing relationships of a shear center of the torsion beam having an open cross-section opening forward, a pivotal point of a trailing arm, and a swing axis of a wheel. - Hereinafter, an embodiment of the present invention will be described specifically referring to the accompanying drawings. The following descriptions merely exemplify the present invention substantially, so the present invention and its applications or uses should not be limited by the descriptions.
- A
suspension 1 of a vehicle V according to the present embodiment comprises, as shown inFIG. 1 , a pair of right-and-left trailingarms 3 which are pivotally supported at a vehicle body below afloor pane 2 at their front end portions and rotatably support a pair ofwheels 18 at their rear end portions, atorsion beam 4 which extends in a vehicle width direction and is connected to the pair of right-and-left trailingarms 3 at its both end portions, and others. In the figures, an arrow F shows a forward direction and an arrow L shows a left direction. - First, a rear portion of a vehicle body at which the
suspension 1 of the vehicle V is supported will be described briefly. As shown inFIGS. 1-3 , the vehicle body of the vehicle V comprises thefloor panel 2 which forms a floor face of a vehicle compartment, a pair of right-and-leftrear side frames 5, a No. 4cross member 6 which extends between the pair ofrear side frames 5 at a position located in back of a rear-seatcushion attachment portion 2 b, a No. 5cross member 7 which extends between the pair ofrear side frames 5 at a position located in back of the No. 4cross member 6, a pair of right-and-leftlongitudinal members 8 which extend between the No. 4cross member 6 and the No. 5cross member 7, asupplementary member 9 which extends between the pair of right-and-leftlongitudinal members 8, asupport member 10 which extends between the pair of right-and-leftlongitudinal members 8 at a position located in front of thesupplementary member 9, and others. - The
floor panel 2 comprises a front floor panel (not illustrated) which forms a floor face of the vehicle compartment other than a baggage space and arear floor panel 2 a which has aspare tire pan 2 c at a position located in back of the No. 4cross member 6. The lowest position of thespare tire pan 2 c is located substantially at the same level (depth) as the lowest position of the rear-seatcushion attachment portion 2 b. Asilencer 16 is fixed to a rear end of anexhaust pipe 17 below thespare tire pan 2 c. - The pair of right-and-left rear side frames 5 extend longitudinally, overhanging rearward. A kick-up
portion 11 is formed by arear floor panel 2 a which extends obliquely rearward and upward from a rear end of the front floor panel between the pair of right-and-left rear side frames 5, and the No. 4cross member 6 is formed at a top of the kick-upportion 11. Afuel tank 15 is arranged below the kick-upportion 11. - As shown in
FIGS. 2 and 3 , the No. 4cross member 6 includes anupper cross member 6 a having a hat-shaped cross section and alower cross member 6 b having an inverse hat-shaped cross section. Theupper cross member 6 a forms an upper-side closed cross section together with an upper face of therear floor panel 2 a, and thelower cross member 6 b forms a lower-side closed cross section together with a lower face of therear floor panel 2 a. The No. 5cross member 7 is configured to have a hat-shaped cross section, and forms a closed cross section extending substantially straightly in the vehicle width direction in a plan view together with the lower face of therear floor panel 2 a including thespare tire pan 2 c. - Each of the pair of right-and-left
longitudinal members 8 is configured to have a hat-shaped cross section, and forms a closed cross section extending substantially straightly in a vehicle longitudinal direction in the plan view on an inward side, in the vehicle width direction, of the pair of right-and-left rear side frames 5 together with the lower face of therear floor panel 2 a including thespare tire pan 2 c. Thesupplementary member 9 is configured to have a hat-shaped cross section, and forms a closed cross section extending in the vehicle width direction substantially in parallel to the No. 5cross member 7 on a forward side of the No. 5cross member 7 together with a lower face of thespare tire pan 2 c. Thesupport member 10, which is made of a closed cross-section member, is fixed to front end portions of the pair of right-and-leftlongitudinal members 8 at its both ends by means of twobolts 12, respectively, at a position near and in back of the No. 4cross member 6. - Next, the constitution of a drive system of the vehicle V will be described. As shown in
FIGS. 1 , 2 and 4, the vehicle V is provided with apropeller shaft 13 which extends longitudinally and transmits a drive force of an engine (not illustrated) installed to a front portion of the vehicle to the rear portion of the vehicle body and a rear-wheel drive device 20 which is connected to a rear end portion of thepropeller shaft 13 via aconnection portion 14 and transmits the drive force of the engine to the right-and-leftrear wheels 18. The rear-wheel drive device 20 comprises abody 21 which is provided with a pair of right-and-leftdrive shafts 24 and comprised of a differential mechanism, a pair of right-and-leftfront support portions 22 which support a front portion of thebody 21 at thesupport member 10, and arear support portion 23 which supports a rear portion of thebody 21 at thesupplementary member 9. The rear-wheel drive device 20 is supported at the rear portion of the vehicle body at three front-and-rear points. - The
front support portion 22 comprises afront mount portion 22 a which extends outward in the vehicle width direction from thebody 21 and a frontdifferential mount 22 b which is provided at a tip of thefront mount portion 22 a and has a vibration absorption function. The frontdifferential mount 22 b is fixed to thesupport member 10 via an attachingbracket 22 c. The attachingbracket 22 c is fastened to thesupport member 10 by means of two bolts (not illustrated). - The
rear support portion 23 comprises arear mount portion 23 a which extends rearward from thebody 21 and a reardifferential mount 23 b which is provided at therear mount portion 23 a and has a vibration absorption function. The reardifferential mount 23 b is fixed to thesupplementary member 9 via an attachingbracket 23 c. The attachingbracket 23 c is fastened to thesupplementary member 9 by means of a pair of right-and-leftbolts 15 at its right-and-left both end portions. - The
rear mount portion 23 a is provided to be laterally offset from a central portion, in the vehicle width direction, of thesupplementary member 9, and located at a higher level than the connection portion 14 (an axial center of the propeller shaft 13). Accordingly, when an impact load acts from a vehicle-body front side, thefront mount portion 22 a is broken by the load inputted to thebody 21 by way of thepropeller shaft 13 and then thebody 21 is rotated forward and downward around the center of the reardifferential mount 23 b, so that a desired impact absorption performance can be attained. - Hereinafter, a specific structure of the
suspension 1 of the vehicle V will be described. As shown inFIGS. 1 , 5-8, thesuspension 1 is the torsion beam type of suspension which comprises the pair of right-and-left trailingarms 3 rotatably supporting the pair ofwheels 18 at their rear end portions and thetorsion beam 4 extending in the vehicle width direction and connected to the pair of right-and-left trailingarms 3 at their both end portions. - The pair of right-and-left trailing
arms 3 are configured such that the distance, in the vehicle width direction, therebetween increases gradually toward a vehicle rear side, respective front end portions of which are supported at respective lower portions of the pair of right-and-left rear side frames 5 via a pair ofjoints 31 which include a laterally-extending pivotal axis and a rubber bush, respectively. Acarrier 32 is provided at a rear end portion of the trailingarm 3. Thiscarrier 32 rotatably supports thewheel 18 driven by thedrive shaft 24. Ashock absorber 34 which interconnects a vehicle-body side and the rear end portion of the trailingarm 3 with the shock absorption function is provided near thecarrier 32. - A
gusset 33 which is welded to an end portion of thetorsion beam 4 and a middle portion of the trailingarm 3 is provided on an inward side of the trailingarm 3 over a range from the middle portion to the rear end portion of the trailingarm 3. Between thisgusset 33 and the vehicle body is provided acompressive coil spring 35 which performs a vibration absorption mechanism of the vehicle V in cooperation with theshock absorber 34. A lower end portion of thecompressive coil spring 35 is supported at thegusset 33. - As shown in
FIGS. 2 , 5-8, thetorsion beam 4 extends in the vehicle width direction and is joined by welding to the middle portion of the pair of right-and-left trailingarms 3 at its both end portions, and both-end rear portions of thetorsion beam 4 are joined by welding to respective front wall portions of the pair right-and-leftgussets 33. Thetorsion beam 4 is configured in an arch (arc) shape such that a central portion, in the vehicle width direction, thereof projects forward and upward in a slant shape, the central portion being located above the level of awheel center 18 a. Thus, thepropeller shaft 13 is arranged to extend through a space formed below the central portion of thetorsion beam 4 so that any interference of thepropeller shaft 13 with thetorsion beam 4 can be prevented. - The
torsion beam 4 is made of a cylindrical pipe member that is crushed (pressed) from a direction perpendicular to an axis of the pipe member over its longitudinal direction so as to have a cross section formed substantially in a V shape. Thetorsion beam 4 comprises an arch lower-half portion 41 and an arch upper-half portion 42, a rear end portion of which is formed integrally with a rear end portion of the arch lower-half portion 41. Thetorsion beam 4 is configured such that the width in a direction which is perpendicular to an axial center of the arch lower-half portion 41 is almost equal to the width in a direction which is perpendicular to an axial center of the arch upper-half portion 42. Accordingly, thewheel 18 swings with a swing axis which corresponds to the straight line A interconnecting the shear center C positioned behind a central portion, in the vehicle width direction, of apeak portion 4 a of thetorsion beam 4 and the joint 31 (torsion beam pivot) of the trailingarm 3. When the external force acts on one of the pair ofwheels 18 and theother wheel 18 moves in an inverse phase, the external force is absorbed through bending of thetorsion beam 4 itself and closing deformation of the open cross-section which is formed by the arch lower-half portion 41 and the arch upper-half portion 42. - As shown in
FIG. 2 , thetorsion beam 4 is configured such that a sectional shape of the arch lower-half portion in a cross section perpendicular to a longitudinal direction of the arch lower-half portion 41 is substantially horizontal when the vehicle V is in a standard state. Herein, the standard state of the vehicle V means a basic state in which the vehicle is traveling or stops, differently from a full-bound state or a full-rebound state of the vehicle, which may be considered as a state in which the vehicle has substantially no loads or a design state (in which the vehicle has two adults as passengers with a fuel tank filled up, for example). - As shown by the solid line in
FIG. 9 , the central portion, in the vehicle width direction, of thetorsion beam 4 is configured such that when the vehicle V is in the full-rebound state, afront edge portion 41 a of the arch lower-half portion 41 and afront edge portion 42 a of the arch upper-half portion 42 are located substantially at the same position in the vehicle longitudinal direction and the level of thepeak portion 4 a of thetorsion beam 4 is set at a middle position between the level of thefront edge portion 41 a and the level of thefront edge portion 42 a. Herein, the central portion, in the vehicle width direction, of the arch upper-half portion 41 is positioned near and below the rear-seatcushion attachment portion 2 b formed at therear floor panel 2 a. - The
torsion beam 4 deforms, when absorbing the torsional load generated in the vehicle's full-rebound state, in such a manner that the open cross-section formed by the arch lower-half portion 41 and the arch upper-half portion 42 has closing deformation, so that the rear-seatcushion attachment portion 2 b is designed to be located at a lower level by the amount of the closing deformation of the open cross-section. That is, while it is predicted that thefront edge portion 42 a of the arch upper-half portion 42 interferes with the rear-seatcushion attachment portion 2 b in the vehicle's full-bound state as shown by the imaginary line inFIG. 9 if the above-described closing deformation is not considered, therear floor panel 2 a can be located at a lower level by utilizing the above-described closing deformation which occurs due to the actual torsional-load absorption. - As shown by the broken line in
FIG. 9 , thetorsion beam 4 is configured such that when the vehicle V is in the full-rebound state, the open cross section of thetorsion beam 4 opens upward and thepeak portion 4 a of thetorsion beam 4 is positioned in a dead space which is formed near and above theconnection portion 14 connecting the rear end portion of thepropeller shaft 13 and the front end portion of the rear-wheel drive device 20. - Next, the operations and effects of the above-described
suspension 1 of the vehicle V will be described. Since thetorsion beam 4 is configured in the arch shape such that its central portion projects forward and upward in the slant shape and is located above the level of thewheel center 18 a, some space can be ensured below thetorsion beam 4, and also the rigidity can be improved properly because any stress concentration portion which may be caused by crossing of the axial center of the torsion beam over the longitudinal direction of thetorsion beam 4 is not formed. Further, any level difference between the shear center C and the joint 31 of the trailingarm 3 can be restrained, so that changing of the alignment-change characteristics of the suspension can be prevented. Since thetorsion beam 4 is comprised of the open cross-section member which includes the arch lower-half portion 41 and the arch upper-half portion 42, the rear end portion of the arch lower-half portion 41 being formed integrally with the rear end portion of the upper-half portion 42, and the sectional shape of the arch lower-half portion 41 in the cross section perpendicular to the longitudinal direction of the arch lower-half portion 41 is configured to be substantially horizontal when the vehicle V is in the standard state, and the central portion, in the vehicle width direction, of thetorsion beam 4 is configured such that thefront edge portion 41 a of the arch lower-half portion 41 and thefront edge portion 42 a of the arch upper-half portion 42 are located substantially at the same position in the vehicle longitudinal direction when the vehicle V is in the full-rebound state, thefloor panel 2 can be located at the lower level by the amount of closing deformation of the open cross-section in the vehicle's full-rebound state, by utilizing the closing deformation of the open cross-section formed by the arch upper-half portion 42 and the arch lower-half portion 41 which occurs due to absorption of the torsional load. Moreover, since the sectional shape of the arch lower-half portion 41 is configured to be substantially horizontal when the vehicle V is in the standard state and be in the slant shape such that its front is located at a lower level than its rear when the vehicle V is in the full-rebound state, it can be prevented that water or the like stay inside the open cross-section of thetorsion beam 4, so that any hole for draining such water or the like can be omitted and therefore the productivity of thetorsion beam 4 can be improved improperly. - Since the vehicle V is provided with the rear-
wheel drive device 20 which is arranged at the vehicle-body rear portion and thepropeller shaft 13 which is connected to the rear-wheel drive device 20 via theconnection portion 14 and extends in the vehicle longitudinal direction, and thepropeller shaft 13 is arranged to pass through the space formed below thetorsion beam 4, any interference thetorsion beam 4 with thepropeller shaft 13 can be prevented properly, so that thissuspension 1 is applicable to the vehicle V with therear wheels 18 as the driving wheel. - Since the
torsion beam 4 is configured such that the rear end portion thereof is located at a position near and above theconnection portion 14 when the vehicle V is in the full-rebound state, any interference of thetorsion beam 4 with the rear-wheel drive device 20 including theconnection portion 14 in the vehicle's full-rebound state can be prevented properly. - Since the
torsion beam 4 is configured such that the central portion, in the vehicle width direction, of the arch upper-half portion 42 is located at a position near and below the seat-cushion attachment portion 2 b formed at therear floor panel 2 a when the vehicle V is in the full-rebound state, any interference of thetorsion beam 4 with the seat-cushion attachment portion 2 b which is located near thetorsion beam 4 and at the lowest level of therear floor panel 2 a can be prevented properly. - Lastly, modifications partially modified from the above-described embodiment will be described.
- While the above-described embodiment describes the example of the rear-wheel drive vehicle equipped with the propeller shaft, any vehicle is applicable as long as the central portion, in the vehicle width direction, of the torsion beam of thereof projects upward. The vehicle provided with no propeller shaft can provide the same effects of the present invention described above.
- While the above-described embodiment describes the example in which a portion of the torsion beam is located at the position near and below the rear-seat cushion attachment portion when the vehicle is in the full-rebound state, any other example is applicable as long as the torsion beam can be prevented from interfering with the lowest portion of the vehicle-body member while the torsion beam moves. In a case in which the above-described lowest portion of the vehicle-body member is a cross member located at the lowest level, it is preferable that the torsion beam be provided so as to prevent its interference with the cross member.
- While the above-described embodiment describes the example in which the torsion beam has the V-shaped cross section, a torsion beam having any shaped cross section, such as U-shaped, C-shaped or the like, is applicable as long as the torsion beam comprises an upper-half portion and a lower-half portion. Further, while the example of using the crushes pipe is described in the above-described embodiment, even a torsion beam which is made of a plate member can provide the same effects.
- While the above-described embodiment describes the example of the torsion beam which is configured such that the width in the direction perpendicular to the axial center of the arch lower-half portion is almost equal to the width in the direction perpendicular to the axial center of the arch upper-half portion, even a torsion beam which is configured such that the width in the direction perpendicular to the axial center of the arch lower-half portion is different from the width in the direction perpendicular to the axial center of the arch upper-half portion can provide the same effects of the present invention described above as long as the central portion, in the vehicle width direction, of the arch upper-half portion is located at the highest level and the open cross-section of the torsion beam opens forward when the vehicle is in the full-rebound state.
- Any other modifications or improvements may be applied within the scope of a sprit of the present invention.
Claims (6)
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JP2014054988A JP6195069B2 (en) | 2014-03-18 | 2014-03-18 | Mounting structure for vehicle suspension |
JP2014-054988 | 2014-03-18 |
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US9902231B2 (en) * | 2015-12-14 | 2018-02-27 | GM Global Technology Operations LLC | Twist beam with watt linkage for driven rear axle |
JP6504141B2 (en) | 2016-10-17 | 2019-04-24 | スズキ株式会社 | Vehicle exhaust system |
JP6834855B2 (en) * | 2017-09-01 | 2021-02-24 | トヨタ自動車株式会社 | Vehicle undercarriage |
JP6973744B2 (en) * | 2017-09-04 | 2021-12-01 | 株式会社ワイテック | Torsion beam |
JP7095347B2 (en) * | 2018-03-23 | 2022-07-05 | マツダ株式会社 | Body underside structure |
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KR20130027860A (en) * | 2011-09-08 | 2013-03-18 | 현대자동차주식회사 | Ctba improved compliance characteristics |
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JP5929440B2 (en) * | 2012-04-09 | 2016-06-08 | マツダ株式会社 | Lower body structure of automobile |
CN102616108B (en) * | 2012-04-23 | 2014-04-02 | 奇瑞汽车股份有限公司 | Trailing arm suspending frame with double-transverse stay bar structure |
-
2014
- 2014-03-18 JP JP2014054988A patent/JP6195069B2/en active Active
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2015
- 2015-02-19 US US14/626,335 patent/US9132713B1/en not_active Expired - Fee Related
- 2015-02-23 DE DE102015002276.8A patent/DE102015002276B4/en not_active Expired - Fee Related
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JP2015174641A (en) | 2015-10-05 |
US9132713B1 (en) | 2015-09-15 |
CN104924871B (en) | 2017-07-14 |
DE102015002276A1 (en) | 2015-09-24 |
CN104924871A (en) | 2015-09-23 |
JP6195069B2 (en) | 2017-09-13 |
DE102015002276B4 (en) | 2019-06-27 |
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