Torsion beam suspension
By designing the cross configuration and flange structure of the reinforced bracket and cross beam in the torsion beam suspension, the problem of bending of the towing arm under lateral force is solved, and the overall rigidity of the suspension and the vehicle's motion stability are improved.
Patent Information
- Application Number
- CN202210710253.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Priority Date
- 2021-07-08
- Filing Date
- 2022-06-22
- Publication Date
- 2024-12-27
- Estimated Expiration
- 2042-06-22
AI Technical Summary
When the existing torsion beam suspension is subjected to lateral force, the towing arm is prone to bend, resulting in insufficient suspension rigidity and affecting the vehicle's movement stability.
A reinforcement bracket is designed by combining it with the drag arm and the cross beam, and a flange is provided on the longitudinal plate part of the reinforcement bracket to improve rigidity, while fixing the connecting member to the side of the long direction of the drag arm. A structure with an inner elongation is formed to share greater force and conduct lateral forces by strengthening the cross-configuration of the bracket and the cross-beam to reduce the bending of the drag arm.
It effectively suppresses the bending of the towing arm, improves the overall rigidity of the suspension, enhances the ability to withstand lateral forces, and improves the motion stability of the vehicle.
Smart Images
Figure CN115593164B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a torsion beam suspension and more particularly to its construction. Background Art
[0002] A torsion beam suspension is known, which includes: a pair of left and right trailing arms extending in the vehicle length direction, connected to the vehicle body at one end, and supporting wheels at the other end; and a cross beam extending in the vehicle width direction, with both ends connected to the left and right trailing arms, respectively. The torsion beam suspension is classified into an axle beam type in which the cross beam is located almost in line with the axle, a pivot beam type in which the cross beam is located near the vehicle body connection portion of the trailing arm, and a couple beam type in which the cross beam is located between the two.
[0003] The following Japanese Patent Application Laid-Open No. 2012-10764 shows a torsion beam suspension of a connecting beam type. In the suspension of the following Japanese Patent Application Laid-Open No. 2012-10764, a spring seat (7) supporting a spring (14) is welded to a trailing arm (2), and is also welded to a gusset plate (12) welded to a torsion beam (11) (see paragraphs 0024, 0033, etc.). In addition, the reference numerals in the above-mentioned parentheses are reference numerals used in the following Japanese Patent Application Laid-Open No. 2012-10764, and are not related to the reference numerals used in the description of the embodiments of the present application.
[0004] The trailing arm of the pivot beam type and the torsion beam type suspension of the link beam type has a cantilevered beam structure between the position where the cross beam is connected and one end supporting the wheel. If a lateral force is applied to the wheel, the cantilevered beam structure portion of the trailing arm bends. Summary of the invention
[0005] An object of the present invention is to suppress bending of a trailing arm caused by a lateral force applied to a wheel.
[0006] The torsion beam type suspension of the present invention comprises: a pair of left and right trailing arms extending in the vehicle length direction, one end of which is connected to the vehicle body and the other end of which supports the wheel; and a cross beam extending in the vehicle width direction, and both ends of which are respectively connected to the pair of left and right trailing arms. In addition, the suspension of the present invention comprises a connecting member for connecting the shock absorber to the trailing arm, the connecting member being fixed to the trailing arm at a position closer to the wheel in the vehicle length direction than the position for connecting the cross beam, and extending toward the inner side in the vehicle width direction. In addition, the suspension of the present invention comprises a reinforcing bracket connected to the inner side end in the vehicle width direction of the connecting member and to the part of the cross beam closer to the inner side in the vehicle width direction than the position for connecting to the trailing arm. The reinforcing bracket has a longitudinal plate portion intersecting with a horizontal plane, which is connected to the connecting member at one end and connected to the cross beam at the other end.
[0007] A part of the lateral force applied to the wheel is transmitted to the cross member via the connecting member and the reinforcing bracket.
[0008] Furthermore, the reinforcing bracket can be configured such that the joining position of the longitudinal plate portion of the reinforcing bracket and the cross beam is located inside the vehicle width direction relative to the joining position of the longitudinal plate portion of the reinforcing bracket and the connecting member. By arranging the reinforcing bracket obliquely with respect to the lateral force applied to the wheel, a larger force can be shared.
[0009] Furthermore, the reinforcing bracket can be configured such that a flange is formed on at least one of the upper edge and the lower edge of the longitudinal plate portion of the reinforcing bracket, and the flange extends between the joining position of the reinforcing bracket and the connecting member and the joining position of the reinforcing bracket and the cross beam. By providing the flange, the rigidity of the reinforcing bracket itself can be increased.
[0010] Furthermore, the flange of the reinforcing bracket may include an extension portion extending along the surface of the beam and connected to the beam. The extension portion can improve the rigidity of the connection portion between the reinforcing bracket and the beam.
[0011] Furthermore, the connection member can be configured so as to be sandwiched between the cross beam and the reinforcement bracket, and in particular, the connection member can be configured so as to be an inner tube of a bushing provided in the shock absorber.
[0012] The reinforcing bracket bears part of the stress applied to the wheel, thereby suppressing bending of the trailing arm.
[0013] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals represent like components. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 This is a diagram showing a schematic structure of a torsion beam suspension of a coupling beam type.
[0015] Figure 2 This is a perspective view showing the right trailing arm and its surrounding structure with the spring damper unit removed.
[0016] Figure 3 This is a top view showing the right trailing arm and its surrounding structure with the spring damper unit removed.
[0017] Figure 4 It is a rear view showing the right trailing arm and its surrounding structure.
[0018] Figure 5 It is a perspective view showing a single reinforcement bracket.
[0019] Figure 6 It means from Figure 5 A perspective view showing the state of a single reinforcement bracket when viewed from different angles.
[0020] Figure 7 It is a top view showing a single reinforcement bracket.
[0021] Figure 8 It is a side view showing a single reinforcement bracket.
[0022] Fig. 9 It is a rear view showing a single reinforcement bracket.
[0023] Fig.10 This is a diagram for explaining the function of the reinforcement bracket. DETAILED DESCRIPTION
[0024] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, unless otherwise specified, statements indicating relative positions and orientations such as front, rear, left, right, up, and down indicate relative positions and orientations with respect to the vehicle. In addition, the front-to-back direction of the vehicle is described as the vehicle length direction, and the left-to-right direction of the vehicle is described as the vehicle width direction. In the vehicle width direction, the side close to the center line extending in the vehicle length direction is described as the inner side in the vehicle width direction, and the side away from the center line is described as the outer side in the vehicle width direction. In each of the accompanying drawings, the direction of the arrow FR is forward, the direction of the arrow RR is rearward, the direction of the arrow UP is upward, the direction of the arrow LH is left, the direction of the arrow RH is right, and the direction of the arrow OUT is outer side in the vehicle width direction.
[0025] Figure 1 The torsion beam suspension 10 is a perspective view showing a schematic structure of a torsion beam suspension 10 of a connecting beam type widely used in passenger cars. The torsion beam suspension 10 includes a pair of left and right trailing arms 12 extending in the vehicle length direction, and a cross member 14 extending in the vehicle width direction and connected to the left and right trailing arms 12 at both ends. One end, especially the front end 12a, of the trailing arm 12 is connected to the vehicle body, and the other end, especially the rear end 12b, supports a wheel 16 (see FIG. Figure 4 ).exist Figure 1 In the figure, a wheel hub 18 is shown to be coupled to the wheel 16, and a wheel hub bracket pedestal 20 (see FIG. 1 ) is provided on the trailing arm 12 to fix a wheel hub bracket (not shown) that supports the wheel hub 18 to be rotatable. Figure 2 The cross member 14 is connected to a position between the front end 12a and the rear end 12b of the trailing arm 12. A spring damper unit 22 is arranged at a position of the left and right trailing arms 12 closer to the rear end than the position where the cross member 14 is connected. The spring damper unit 22 includes a damper 24 and a coil spring 26 arranged to surround the damper 24 (see Figure 4 ). The shock absorber and coil spring can also be configured separately.
[0026] The trailing arm 12 is supported on the vehicle body so that the front end 12a thereof can rotate in a plane perpendicular to the vehicle width direction, and the rotational movement allows the wheel 16 to move in the up-down direction. When the left and right wheels 16 move up-down in the same phase, the up-down movement of the wheel 16 is suppressed by the spring damper unit 22. When the left and right wheels 16 move in opposite phases, or when the left and right suspension strokes are different, the cross member 14 is twisted, and the movement of the wheel 16 is suppressed by the cross member 14 in addition to the spring damper unit 22.
[0027] Figures 2 to 4 1 is a diagram showing the right trailing arm 12 and its surrounding structure of the torsion beam suspension 10 according to the present invention. Figure 2 This is a perspective view showing a state viewed from the upper right rear side. Figure 3 It is a top view. Figure 4 It is the rear view.
[0028] A front end bushing 28 is provided at the front end 12a of the trailing arm 12. The front end bushing 28 has a structure in which rubber is filled between an outer tube and an inner tube arranged coaxially, and relative displacement of the outer tube and the inner tube is allowed by the elasticity of the rubber. The inner tube of the front end bushing 28 is fixed relative to the vehicle body. The movement of the trailing arm 12 relative to the vehicle body is allowed by deformation of the rubber portion of the front end bushing 28. As described above, a wheel bracket pedestal 20 is provided at the rear end 12b of the trailing arm 12. A cross member 14 is connected to the position between the front end 12a and the rear end 12b of the trailing arm 12, for example, by welding.
[0029] A reinforcement bracket 30 is disposed inside the trailing arm 12 in the vehicle width direction. The front edge of the reinforcement bracket 30 is joined to the cross member 14 at a position closer to the inside of the cross member 14 than the end joined to the trailing arm 12 in the vehicle width direction by welding or other means. The reinforcement bracket 30 extends from the cross member 14 toward the rear and downward to be parallel to the trailing arm 12.
[0030] A connecting member 32 for connecting the shock absorber 24 to the trailing arm 12 is arranged between the reinforcing bracket 30 and the side surface on the inner side in the vehicle width direction of the trailing arm 12. The connecting member 32 is fixed to the trailing arm 12 and the reinforcing bracket 30. The connecting member 32 is a shock absorber lower bushing 34 provided at the lower end of the shock absorber 24, and in particular, an inner tube of the shock absorber lower bushing 34. The shock absorber lower bushing 34 has a structure in which rubber is filled between an outer tube and an inner tube arranged coaxially, similarly to the front end bushing 28 described above. In the following, the inner tube of the shock absorber lower bushing 34 is described by being denoted by reference numeral 32.
[0031] The trailing arm 12 has a lower bushing support seat 36 on the inner side in the vehicle width direction for supporting the inner tube 32 of the shock absorber lower bushing 34. By tightening and coupling a bolt 38 penetrating the inner tube 32 of the shock absorber lower bushing 34 with a nut (not shown) fixed to the lower bushing support seat 36, the shock absorber lower bushing 34 is fixed to the trailing arm 12 by clamping the inner tube 32 between the lower bushing support seat 36 and the reinforcement bracket 30. Thus, the inner tube 32 is fixed to the trailing arm 12 in a state extending from the side of the trailing arm 12 toward the inner side in the vehicle width direction, and the shock absorber 24 is connected to the trailing arm 12.
[0032] Figures 5 to 9 This figure shows the reinforcing bracket 30 as a single body. Figure 5 , 6 It is a stereogram. Figure 7 It is a top view. Figure 8 is a side view, Fig. 9 : is a rear view. The reinforcing bracket 30 is arranged so as to intersect with the horizontal plane as a whole. In particular, the longitudinal plate portion 40, which is the main part of the reinforcing bracket 30, is arranged so as to intersect with the horizontal plane, especially in the longitudinal direction, and is connected to the side surface of the cross beam 14 relative to its own long side direction at the front end, and is connected to the inner tube 32 of the shock absorber lower bushing 34 at the rear end. Here, the horizontal plane is a plane perpendicular to the up-down direction of the vehicle body. The longitudinal plate portion is connected to the cross beam 14 by welding, for example, and is connected to the inner tube 32 of the shock absorber lower bushing 34 by the tightening force of the bolt 38. The bolt 38 penetrates the hollow space of the inner tube 32 and penetrates the bolt hole 42 formed in the reinforcing bracket 30, especially the longitudinal plate portion 40, and connects the reinforcing bracket 30 to the inner tube 32 by the tightening force. The connection position of the longitudinal plate portion 40 of the reinforcing bracket 30 with the cross beam 14 is offset inward by a dimension d in the vehicle width direction compared with the connection position with the inner tube 32.
[0033] Flanges 44 and 46 are provided at the upper edge and the lower edge of the longitudinal plate portion 40. The flange provided at the upper edge is described as the upper edge flange 44, and the flange provided at the lower edge is described as the lower edge flange 46. The upper edge flange 44 and the lower edge flange 46 extend between the joining position of the reinforcing bracket 30 with the cross beam 14 and the joining position with the inner tube 32. In addition, the upper edge flange 44 extends from the upper edge of the longitudinal plate portion 40 toward the inner side in the vehicle width direction, and the lower edge flange 46 extends from the lower edge of the longitudinal plate portion 40 toward the outer side in the vehicle width direction. By providing the upper edge flange 44 and the lower edge flange 46, the rigidity of the longitudinal plate portion 40 is improved. In addition, only one of the upper edge flange 44 and the lower edge flange 46 may be provided.
[0034] The upper edge flange 44 has an extension portion 48 extending along the surface of the cross beam 14 at one end on the cross beam 14 side. The extension portion 48 extends approximately inward in the vehicle width direction, and extends slightly inclined upward at its front end. The extension portion 48 is connected to the cross beam 14 by welding or the like. In addition, the lower edge flange 46 has an extension portion 50 extending along the surface of the cross beam 14 at one end on the cross beam 14 side. The extension portion 50 extends approximately outward in the vehicle width direction, and is connected to the cross beam 14 by welding or the like. By connecting the extension portion 48 of the upper edge flange 44 and the extension portion 50 of the lower edge flange 46 to the cross beam 14, the reinforcement bracket 30 is prevented from tipping over relative to the cross beam 14, and the connection rigidity is improved.
[0035] Fig.10 This is a diagram for explaining the function of the reinforcing bracket 30. The lateral force F1 from the wheel 16 acts to bend the portion of the trailing arm 12 that is rearward of the junction with the cross beam 14 toward the vehicle width direction. A portion of the lateral force F1 is transmitted to the cross beam 14 as component forces F2 and F3 via the inner tube 32 of the shock absorber lower bushing 34 and the reinforcing bracket 30. The reinforcing bracket 30 bears a portion of the lateral force F1 applied to the trailing arm 12, thereby suppressing the bending of the trailing arm 12.
[0036] The position where the longitudinal plate portion 40 of the reinforcing bracket 30 is joined to the cross beam 14 is located at a position of dimension d inward in the vehicle width direction compared to the position where the longitudinal plate portion 40 is joined to the inner tube 32, so that the component force transmitted through the reinforcing bracket 30 has a component in the vehicle width direction. As a result, compared to the case where the dimension d is 0, that is, the case where the front and rear ends of the longitudinal plate portion 40 are joined in the vehicle width direction, the ratio of the lateral force F1 borne by the reinforcing bracket 30 becomes higher, thereby suppressing the bending of the trailing arm 12.
[0037] In this embodiment, the shock absorber lower bushing 34 is doubly supported by the trailing arm 12 and the reinforcement bracket 30. Therefore, compared with the case where the trailing arm 12 is cantilever supported, the connection rigidity between the shock absorber 24 and the trailing arm 12 can be improved.
[0038] The above-mentioned torsion beam type suspension is a link beam type, but may also be a pivot beam type in which a cross beam is arranged near the end portion of the trailing arm on the side connected to the vehicle body.
Claims
1. A torsion beam suspension, wherein: The torsion beam suspension has: The left and right pair of trailing arms extend in the vehicle length direction, with one end connected to the vehicle body and the other end supporting the wheels; A crossbeam extending in the vehicle width direction, with both ends respectively connected to the left and right pairs of trailing arms; a connecting member fixed to the trailing arm at a position closer to the wheel in the vehicle length direction than a position where the cross beam is connected, extending toward the inside in the vehicle width direction, and used to connect the shock absorber to the trailing arm; as well as a reinforcing bracket connected to the inner end of the connecting member in the vehicle width direction and to a portion of the cross beam that is closer to the inner side in the vehicle width direction than the position connected to the trailing arm, and extending from the cross beam toward the rear and downward in parallel with the trailing arm, the reinforcing bracket having a longitudinal plate portion intersecting a horizontal plane and connected to the connecting member at one end and to the cross beam at the other end, The joining position of the longitudinal plate portion of the reinforcing bracket and the cross beam is located on the inner side in the vehicle width direction compared to the joining position of the longitudinal plate portion of the reinforcing bracket and the connecting member. The connecting member is clamped by the cross beam and the reinforcing bracket, The connecting member is an inner tube of a bushing included in the shock absorber.
2. The torsion beam suspension according to claim 1, wherein: A flange is formed on at least one of an upper edge and a lower edge of the vertical plate portion of the reinforcing bracket, and the flange extends between a connection position between the reinforcing bracket and the connecting member and a connection position between the reinforcing bracket and the horizontal beam.
3. The torsion beam suspension according to claim 2, wherein: The flange has an extension portion extending along a surface of the beam and coupled to the beam.