suspension

Abstract

A suspension disperses a load input from a spring seat to a torsion beam. A spring seat (13) provided in a suspension (10) includes a second longitudinal flange (35A) juxtaposed with a first longitudinal flange (32A) with a gap (S) therebetween and joined to the torsion beam (12) via the first longitudinal flange (32A) and the second longitudinal flange (35A).

Description

Technical Field

[0001] This invention relates to suspension. Background Technology

[0002] In four-wheeled vehicles, some use a torsion beam suspension, which has a torsion beam that connects the trailing arms on the left and right sides of the vehicle body.

[0003] Regarding the torsion beam suspension, the following structure is disclosed: a spring seat is provided at the corner portion formed by the trailing arm and the torsion beam, and a side wall is provided at the periphery of the spring seat, which is then joined to the torsion beam (for example, see Patent Document 1).

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2005-014833 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] However, when the end of the side wall of the spring seat is engaged with the torsion beam, the load input from the side wall to the torsion beam may be concentrated.

[0009] The present invention was made in view of the above background, and its object is to distribute the load input from the spring seat to the torsion beam.

[0010] Methods for solving problems

[0011] To achieve the above objectives, a suspension is provided comprising: a torsion beam connecting left and right trailing arms disposed on a vehicle body; and a spring seat engaging with the torsion beam and supporting a suspension spring, wherein the spring seat comprises: a first longitudinal flange extending in a longitudinal direction of the vehicle body; and a second longitudinal flange disposed side-by-side with a gap between the first longitudinal flange, the spring seat engaging with the torsion beam via the first longitudinal flange and the second longitudinal flange.

[0012] In the above structure, the gap between the first longitudinal flange and the second longitudinal flange may also open upwards.

[0013] In the above structure, it is also possible that only the portions of the first longitudinal flange and the second longitudinal flange located on opposite sides of the gap are welded to the torsion beam.

[0014] In the above structure, the second longitudinal flange may also be located at a position closer to the towing arm than the first longitudinal flange.

[0015] In the above structure, at least a portion of the second longitudinal flange may be bent in the vehicle width direction.

[0016] Invention Effects

[0017] According to the present invention, the load input from the spring seat to the torsion beam can be distributed. Attached Figure Description

[0018] Figure 1 This is a diagram illustrating a suspension according to an embodiment of the present invention.

[0019] Figure 2 yes Figure 1 The diagram shows a three-dimensional view of the suspension.

[0020] Figure 3 This is an enlarged view showing the front wall of the spring seat together with the surrounding structure.

[0021] Figure 4 This is a diagram showing the connection between the spring seat and the torsion beam from roughly above.

[0022] Figure 5 This is a diagram showing the connection between the spring seat and the torsion beam, viewed from roughly the left side (inside the vehicle width direction).

[0023] Figure 6 This is a diagram showing the connection between the spring seat and the torsion beam from roughly the front.

[0024] Label Explanation

[0025] 10: Suspension;

[0026] 11: Trailing arm;

[0027] 12: Torsion beam;

[0028] 13: Spring seat;

[0029] 32A: Longitudinal flange (first longitudinal flange);

[0030] 33A: Longitudinal flange;

[0031] 35A: Longitudinal flange (second longitudinal flange);

[0032] 35B: The portion on the base side of the longitudinal flange 35A;

[0033] S: gap;

[0034] X: Welding section. Detailed Implementation

[0035] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. In the description, unless otherwise specified, directions such as front, back, left, right, up, and down are directions based on the vehicle body. In the figures, FR indicates the front of the vehicle body, UP indicates the top of the vehicle body, and LH indicates the left side of the vehicle body.

[0036] Figure 1 This is a diagram illustrating a suspension according to an embodiment of the present invention.

[0037] Suspension 10 is a torsion beam suspension installed on the body of a four-wheeled vehicle such as a car, and can also be called a vehicle suspension device.

[0038] The suspension 10 includes: left and right trailing arms 11 extending in the longitudinal direction of the vehicle body; a torsion beam 12 connecting the left and right trailing arms 11; and left and right spring seats 13 engaging with the torsion beam 12. Figure 1 This indicates the suspension structure around the right rear wheel. The suspension structure around the left rear wheel is symmetrical to the suspension structure around the right rear wheel.

[0039] exist Figure 1 The diagram shows the axis L1 of the torsion beam 12 and the axis L2 of the axle supported on the trailing arm 11 via an axle bracket (not shown). Each axis L1 and axis L2 extends along the vehicle width direction, and when viewed from above, the axle axis L2 is located behind the axis L1 of the torsion beam 12. Figure 1 In the diagram, reference numeral 14 is a reinforcing component that engages with the torsion beam 12 and the trailing arm 11.

[0040] Figure 2 Viewed from the upper right Figure 1 The diagram shows the suspension 10.

[0041] The tow arm 11 is formed from a cylindrical metal component that bends inward in the vehicle width direction and extends along the longitudinal direction of the vehicle body. A cylindrical joint bracket 11A is welded to the front end of the tow arm 11. The joint bracket 11A is rotatably supported on the vehicle body about a horizontal axis via a rubber bushing joint. A mounting portion 11B for mounting an axle bracket is provided at the rear end of the tow arm 11. Furthermore, the shape of the tow arm 11 can be appropriately modified. Alternatively, the tow arm 11 can be formed from a stamped metal sheet.

[0042] The torsion beam 12 is formed from a metal cylindrical component extending along the vehicle width direction with a specified hollow cross-section. The specified hollow cross-section is an inverted V-shape with the V-shaped ends pointing upwards. This torsion beam 12 is manufactured, for example, by flattening the cylindrical tube into an inverted V-shape, except for the ends.

[0043] By shaping the cross-section into an inverted V-shape, the stiffness of the torsion beam 12 can be moderately improved, making it easier to achieve the desired performance. Furthermore, the stiffness of the torsion beam 12 can be appropriately adjusted by fine-tuning the cross-sectional shape or by adjusting the perimeter of the inverted V-shaped cross-section. Alternatively, the cross-sectional shape of the torsion beam 12 can also be other than an inverted V-shape.

[0044] The spring seat 13 is a plate-shaped component that supports the lower end of the suspension spring. The spring seat 13 is positioned at the corner formed by the trailing arm 11 and the torsion beam 12, thus located inside the trailing arm 11 in the vehicle width direction and behind the torsion beam 12. The spring seat 13 has a base plate portion 21 made of a stamped metal sheet. The outer portion of the base plate portion 21 in the vehicle width direction is welded to the bottom surface of the trailing arm 11.

[0045] like Figure 1 and Figure 2 As shown, the floor plate portion 21 has a main body portion 22 that protrudes from the inside of the trailing arm 11 in the vehicle width direction and behind the torsion beam 12 when viewed from above. The main body portion 22 is the portion that supports the lower end of the suspension spring, and has an upwardly convex protrusion 22A, a through hole 22B that passes through the center of the protrusion 22A in the vertical direction, and a plurality of mounting holes 22C provided around the through hole 22B.

[0046] The floor portion 21 integrally comprises: a front wall portion 31 that extends upward from the floor body portion 22 toward the front side which is the torsion beam 12; a side wall portion 32 that extends upward in the vehicle width direction on the opposite side of the trailing arm 11; and a rear wall portion 33 that extends upward on the rear side on the opposite side of the torsion beam 12.

[0047] Here, Figure 3 This is an enlarged view showing the front wall portion 31 together with the surrounding structure. Figure 3 For ease of explanation, the weld bead X, representing the welded area, is shown schematically. (Example) Figure 3 As shown, the front wall portion 31 is joined to the back of the torsion beam 12 by welding. More specifically, the upper end surface 31A of the front wall portion 31 is joined to the back of the torsion beam 12.

[0048] Figures 4 to 6 These are diagrams showing the joint between the spring seat 13 and the torsion beam 12 from different directions. Figure 4 This is a diagram showing the joint as viewed from roughly above. Figure 5 This is a diagram showing the aforementioned joint area viewed from roughly the left side (inside the vehicle width direction). Figure 6 This is a diagram showing the aforementioned joint area as viewed from roughly the front. Furthermore, in Figure 6 The diagrams of the trailing arm 11 and the torsion beam 12 are omitted in the original text.

[0049] like Figure 4 and Figure 6 As shown, the upper surface 31A of the end of the front wall portion 31 is formed as a downwardly recessed arc LA (see reference). Figure 6 The curved surface. Therefore, compared to the case where the upper surface 31A of the end of the front wall portion 31 is formed as a straight-extending surface, the welding length can be extended. Figure 3 The length of the weld section X shown can easily improve the bonding strength between the front wall section 31 and the torsion beam 12.

[0050] like Figure 4 As shown, the side wall portion 32 is a longitudinal wall extending in the longitudinal direction along the inner edge of the floor body portion 22 in the vehicle width direction. Similarly, the rear wall portion 33 is a longitudinal wall extending in the vehicle width direction along the rear edge of the floor body portion 22. Figure 2 As shown, the end of the rear wall portion 33 extending outward in the vehicle width direction forms a longitudinal flange 33A that abuts against the trailing arm 11. This longitudinal flange 33A is welded to the inner surface of the trailing arm 11 in the vehicle width direction. Through this longitudinal flange 33A, the connection strength between the rear portion of the spring seat 13 and the trailing arm 11 is improved, and the rear portion of the spring seat 13 is easily reinforced.

[0051] The side wall portion 32 and the rear wall portion 33 are connected to each other and extend around the base plate portion 21. As a result, compared with the case where the side wall portion 32 and the rear wall portion 33 are not connected, the deformation of the base plate portion 21 can be suppressed and the rigidity of the spring seat 13 can be easily improved.

[0052] like Figure 4 As shown, the sidewall portion 32 integrally has a longitudinal flange 32A that protrudes forward from the front end of the inner edge of the base plate main body portion 22 in the vehicle width direction. The longitudinal flange 32A protrudes forward to a position abutting against the back of the torsion beam 12, and is joined to the back of the torsion beam 12 by welding.

[0053] like Figure 5 As shown, the longitudinal flange 32A is positioned above the front wall portion 31 when viewed from the side of the vehicle body. Therefore, the longitudinal flange 32A engages with the torsion beam 12 at a position higher than the front wall portion 31. That is, the longitudinal flange 32A and the front wall portion 31 engage with the torsion beam 12 at positions that are staggered vertically and horizontally. As a result, the connection strength between the spring seat 13 and the torsion beam 12 is improved, and the rigidity of the front part of the spring seat 13 is also easily improved.

[0054] However, when the end of the side wall portion 32 of the spring seat 13 (the portion of the longitudinal flange 32A) abuts against the torsion beam 12 and engages, the load input from the side wall portion 32 to the torsion beam 12 is concentrated, and excessive stress may act on the torsion beam 12.

[0055] Therefore, in this structure, as Figure 4As shown, additional longitudinal flanges 35A are provided on longitudinal flange 32A and arranged side by side with a gap S. The base end portion 35B of the additional longitudinal flange 35A is connected to the side wall portion 32 of the spring seat 13, and the end portion (corresponding to the front end portion) of the additional longitudinal flange 35A is engaged with the back side of the torsion beam 12. Thus, the load input from the side wall portion 32 of the spring seat 13 to the torsion beam 12 can be distributed and transferred to the torsion beam 12 by using multiple longitudinal flanges 32A and 35A.

[0056] In the following, when distinguishing between longitudinal flanges 32A and 35A, longitudinal flange 32A will be referred to as "first longitudinal flange 32A" and longitudinal flange 35A will be referred to as "second longitudinal flange 35A".

[0057] like Figure 3 and Figure 4 As shown, the second longitudinal flange 35A is formed by bending a metal sheet into a component integral with the base end portion 35B. More specifically, the base end portion 35B is formed into a plate shape along the side wall portion 32 and is joined to the side wall portion 32 by welding. A plate portion 35T extending outward in the vehicle width direction is provided from the leading edge of the base end portion 35B, and the second longitudinal flange 35A is connected to the base end portion 35B via this plate portion 35T.

[0058] like Figure 3 As shown, the surface of the second longitudinal flange 35A located on the opposite side of the gap S is welded to the torsion beam 12. Similarly, the first longitudinal flange 32A is also welded to the torsion beam 12 only on the surface located on the opposite side of the gap S. That is, the first and second longitudinal flanges 32A and 35A are welded to the torsion beam 12 only at their respective locations on the opposite side of the gap S.

[0059] The second longitudinal flange 35A is positioned outside the first longitudinal flange 32A in the vehicle width direction, separated by a gap S. Therefore, the first and second longitudinal flanges 32A and 35A are arranged laterally at intervals in the vehicle width direction, with the gap S opening upwards. Thus, when the left and right trailing arms 11 are in different vertical positions during vehicle operation, causing torsional deformation of the torsion beam 12, the left and right longitudinal flanges 32A and 35A can easily shift vertically relative to each other, and the longitudinal flanges 32A and 35A will not obstruct the torsional deformation of the torsion beam 12.

[0060] Assuming that a cover component with a blocking gap S is provided, the left and right longitudinal flanges 32A and 35A are difficult to move vertically relative to each other. Therefore, the left and right longitudinal flanges 32A and 35A may hinder the torsional deformation of the torsion beam 12. In addition, the first and second longitudinal flanges 32A and 35A are arranged at intervals in the vehicle width direction, so when the left and right trailing arms 11 move vertically in approximately the same phase during vehicle movement, the situation where the left and right longitudinal flanges 32A and 35A hinder the movement of the torsion beam 12 can also be suppressed.

[0061] Furthermore, the second longitudinal flange 35A is located on the outer side of the first longitudinal flange 32A, which forms part of the side wall portion 32 of the spring seat 13, in the vehicle width direction. This prevents the spring seat 13 from becoming larger in the vehicle width direction.

[0062] like Figure 3 and Figure 4 As shown, the first longitudinal flange 32A extends in a straight line in the front-rear direction along the inner edge of the base plate main body 22 in the vehicle width direction. Figure 6 The figure shows a straight line LB extending along the mating surface of the first longitudinal flange 32A when viewed from the front of the vehicle body.

[0063] On the other hand, such as Figure 3 As shown, the second longitudinal flange 35A bends inward in the vehicle width direction when viewed from above. Figure 6 The diagram shows an arc LC that curves along the joint surface of the first longitudinal flange 32A when viewed from the front of the vehicle body. Therefore, compared to the case where the second longitudinal flange 35A is formed into a straight shape, the welding length (equivalent to the length of the weld bead X) for welding the second longitudinal flange 35A to the torsion beam 12 can be extended, making it easier to improve the joint strength of the welded part.

[0064] Furthermore, since the second longitudinal flange 35A is curved, it is easy for the second longitudinal flange 35A and the torsion beam 12 to deform accordingly. In addition, when a load is applied between the second longitudinal flange 35A and the torsion beam 12, the second longitudinal flange 35A deforms moderately, thereby more easily mitigating the stress concentration towards the torsion beam 12.

[0065] like Figure 6 As shown, viewed from the front of the vehicle body, the lower part of the mating surface of the second longitudinal flange 35A is located near the upper end of the upper surface 31A of the front wall portion 31. This allows the mating area between the second longitudinal flange 35A and the torsion beam 12 to be close to the mating area between the front wall portion 31 and the torsion beam 12. Therefore, it is easier to further improve the mating strength between the spring seat 13 and the torsion beam 12, and to easily suppress excessive deformation of the front part of the spring seat 13.

[0066] As explained above, the spring seat 13 of the suspension 10 in this embodiment has a first longitudinal flange 32A extending in the longitudinal direction of the vehicle body and a second longitudinal flange 35A arranged side by side on the first longitudinal flange 32A with a gap S. Furthermore, the spring seat 13 is engaged with the torsion beam 12 via the first longitudinal flange 32A and the second longitudinal flange 35A.

[0067] According to this structure, the load input from the spring seat 13 to the torsion beam 12 can be distributed and input to the torsion beam 12 by using multiple longitudinal flanges 32A and 35A. In addition, since there is a gap S between the first longitudinal flange 32A and the second longitudinal flange 35A, it is easy to prevent the ingress of flying objects from below, etc., and each longitudinal flange 32A and 35A follows the movement of the torsion beam 12, so it is not likely to hinder the movement of the torsion beam 12.

[0068] In addition, the gap S between the first longitudinal flange 32A and the second longitudinal flange 35A opens upward. According to this structure, when the left and right trailing arms 11 are in different vertical positions during vehicle operation and the torsion beam 12 undergoes torsional deformation, the left and right longitudinal flanges 32A and 35A are relatively displaced vertically, which does not easily hinder the torsional deformation of the torsion beam 12.

[0069] Furthermore, the first longitudinal flange 32A and the second longitudinal flange 35A are welded to the torsion beam 12 only at their respective opposite sides of the gap S. According to this structure, compared to welding both sides of each flange 32A, 35A, the heat effect during welding can be reduced, and the gap S can be narrowed more easily. Therefore, the degree of freedom in the arrangement of the second longitudinal flange 35A is increased, and the degree of freedom in adjusting the gap S is also increased.

[0070] Furthermore, the second longitudinal flange 35A is positioned closer to the trailing arm 11 than the first longitudinal flange 32A. This structure helps to prevent the spring seat 13 from becoming too large in the vehicle width direction. Additionally, the second longitudinal flange 35A can be configured using the space surrounding the first longitudinal flange 32A.

[0071] Furthermore, since the second longitudinal flange 35A is curved in the vehicle width direction, its moderate curvature in this direction easily alleviates stress at the joint between the second longitudinal flange 35A and the torsion beam 12. Additionally, by changing the curvature shape and thickness of the second longitudinal flange 35A, its rigidity and deformation characteristics can be adjusted. Therefore, it is easy to take countermeasures to avoid adverse effects on parts affected by the second longitudinal flange 35A, such as the torsion beam 12.

[0072] Furthermore, in this embodiment, the entire second longitudinal flange 35A is bent inward in the vehicle width direction, but it may also be bent outward in the vehicle width direction. In addition, at least a portion of the second longitudinal flange 35A may be bent in the vehicle width direction. Furthermore, if sufficient performance can be obtained even without bending the second longitudinal flange 35A, it may be possible to leave the second longitudinal flange 35A unbent.

[0073] Furthermore, the spring seat 13 has a front wall portion 31 extending toward and engaging with the torsion beam 12, and a first longitudinal flange 32A and a second longitudinal flange 35A engaging with the torsion beam 12 at positions offset vertically and horizontally relative to the front wall portion 31. According to this structure, the connection strength between the spring seat 13 and the torsion beam 12 is improved, which also contributes to the increased rigidity of the spring seat 13.

[0074] In the above embodiments, the present invention is applied to Figure 1 The suspension 10 shown has been described, but the structure and shape of each part of the suspension 10 can be appropriately modified. Furthermore, the suspension 10 of the present invention can also be applied to suspensions of various known vehicles.

Claims

1. A suspension comprising: a torsion beam connecting left and right trailing arms disposed on a vehicle body; and spring seats engaging with the torsion beam and supporting suspension springs, wherein, The spring seat includes: a first longitudinal flange extending along the longitudinal direction of the vehicle body; and a second longitudinal flange disposed side-by-side with a gap between it and the first longitudinal flange. The spring seat engages with the trailing arm and, via the first and second longitudinal flanges, with the torsion beam. The gap between the first longitudinal flange and the second longitudinal flange opens upward. Only the portions of the first longitudinal flange and the second longitudinal flange located on opposite sides of the gap are welded to the torsion beam.

2. The suspension according to claim 1, wherein, The second longitudinal flange is positioned closer to the towing arm than the first longitudinal flange.

3. The suspension according to claim 1 or 2, wherein, At least a portion of the second longitudinal flange bends in the vehicle width direction.

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