Component member of suspension structure

Abstract

Provided is a component member of a suspension structure that can be reduced in weight while ensuring rigidity. A lower arm (20), which is a component constituting a suspension structure (1) of a vehicle (100), has a metal main body (21), and reinforcements (28A-28C), which are made of a resin material or a rubber material and reinforce the rigidity of the main body (21), are fixedly attached along the edges (first to third edges) (20a-20c) of the main body (21).

Description

Technical Field

[0001] The present invention relates to a component constituting a suspension structure of a vehicle. Background Art

[0002] Conventionally, metal materials have been used for components constituting the suspension structure of a vehicle. For example, Patent Document 1 discloses a lower arm that connects a wheel to a suspension member. The main body of the lower arm is made of metal, and a side wall is formed on the main body and rises from the periphery so as to surround the periphery of the main body. A rib-shaped resin insert is formed in the internal space surrounded by the side wall so as to bridge the side walls.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 6706325 Summary of the invention

[0006] Problem that the invention aims to solve

[0007] However, in a component such as the lower arm shown in Patent Document 1, a rib-shaped resin insert is inserted into the internal space surrounded by the side wall. Therefore, a space for the insert is required inside the component, making it difficult to ensure the rigidity of the component while achieving compactness (lightweighting).

[0008] The present invention has been made in view of such a problem, and an object of the present invention is to provide a component of a suspension structure that can achieve weight reduction while ensuring rigidity.

[0009] Technical solutions to solve problems

[0010] In view of the above problems, the present invention is a component constituting a suspension structure of a vehicle, wherein the component is characterized in that it has a metal main body, and a reinforcement is fixedly attached along the edge of the main body, and the reinforcement is made of a resin material or a rubber material to strengthen the rigidity of the main body.

[0011] According to the present invention, a reinforcing member for reinforcing the rigidity of the main body is fixed to the edge of the main body, so that the edge of the component that is easily deformed is reinforced. As a result, the rigidity of the component can be effectively ensured while achieving weight reduction.

[0012] As a preferred technical solution, a groove is formed along the edge of the main body, and the reinforcement is fixedly attached to the groove in a manner of filling the groove. According to this technical solution, by providing the groove at the edge, the reinforcement can be constrained in the groove. Moreover, when a load acts on the main body, when the entire main body is to be deformed, the groove is to be deformed in the width direction, but in this technical solution, since the reinforcement is buried (filled) in the groove, the deformation of the groove can be suppressed. In particular, in the portion that is to be deformed in a manner that the groove width becomes narrower, since the compressive stress acts on the reinforcement, the deformation of such a groove can be effectively suppressed. By suppressing the deformation of such a groove, the deformation of the main body can be suppressed.

[0013] As a further preferred technical solution, the constituent component is a lower arm connecting a wheel to a suspension member, the main body of the lower arm comprises: a first connection portion connected to the wheel via a ball joint, and a second connection portion and a third connection portion installed on the suspension member via bushings at ends on both sides in the front-rear direction of the vehicle, a first edge portion, a second edge portion and a third edge portion are formed on the main body as the edges, the first edge portion connects the first connection portion with the second connection portion, the second edge portion connects the second connection portion with the third connection portion, and the third edge portion connects the third connection portion with the first connection portion, a first groove is formed along the first edge portion, a second groove is formed along the second edge portion, and a third groove is formed along the third edge portion, and the reinforcement is fixedly attached to the first groove, the second groove and the third groove.

[0014] According to the technical solution, when the vehicle accelerates / decelerates and turns, the second and third connecting parts mounted on the suspension member are regarded as constrained parts, and the load acts on the first connecting part connected to the wheel. As a result, a bending moment acts on the entire lower arm. When the lower arm is deformed due to the bending moment, the first groove, the second groove, and the third groove are deformed in the width direction, but since the reinforcement is buried (filled) in these grooves, the deformation of the grooves can be suppressed. Therefore, the deformation of the lower arm can be suppressed.

[0015] As a further preferred technical solution, the main body is a stamped body formed by stamping a metal plate, and the groove is formed on the other side of the main body by forming a convex strip on one side of the main body.

[0016] According to the technical scheme, when the main body of the component is formed by stamping, the wall thickness of the component can be suppressed compared with the component of the casting, and the weight can be reduced. On the other hand, the convex strip is formed on one side of the main body and the concave groove is formed on the other side, so the rigidity of the component can be effectively improved.

[0017] Effects of the Invention

[0018] According to the present invention, it is possible to achieve weight reduction while ensuring rigidity. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic perspective view of the vicinity of the right front wheel of a vehicle including a plurality of components of the suspension structure according to the embodiment.

[0020] Figure 2 It is shown Figure 1 A schematic perspective view showing a connection state of a lower arm among multiple components of a suspension structure shown.

[0021] Figure 3 (a) is a schematic stereoscopic view of the lower arm viewed from obliquely above. Figure 3 (b) is a schematic stereoscopic view of the lower arm viewed obliquely from below.

[0022] Figure 4 It is shown Figure 3 (b) is a perspective view showing the positional relationship between the main body of the lower arm and the reinforcement.

[0023] Figure 5 It is used to describe the Figure 3 (b) is a diagram showing the load acting on the lower arm in the state of the lower arm shown.

[0024] Figure 6 These are the results of measuring the time difference between the steering angle and the yaw rate when the lower arms of the embodiment and the comparative example were used.

[0025] [Description of Reference Numerals]

[0026] 1: Suspension structure, 10: Suspension member, 20: Lower arm, 20a-20c: 1st-3rd edge (edge), 21: Main body, 22A-22C: 1st-3rd ridge (ridge), 23A-23C: 1st-3rd connecting part, 25A-25C: 1st-3rd groove, 28A-28C: 1st-3rd reinforcement, 31: Steering knuckle, 32: Ball joint, 39: Wheel, 53: 2nd bushing (bushing), 54: 1st bushing (bushing), 100: Vehicle DETAILED DESCRIPTION

[0027] Below, refer to Figure 1 to Figure 6 , the components of the suspension structure of the vehicle are described. In addition, Figure 1 to Figure 5The reference numeral "U" shown in the figure indicates the upper direction of the vehicle, and the reference numeral "D" indicates the lower direction of the vehicle. In addition, the reference numeral "F" indicates the front of the vehicle, and the reference numeral "B" indicates the rear of the vehicle. Moreover, the reference numeral "R" indicates the right side of the vehicle, and the reference numeral "L" indicates the left side of the vehicle. The "vehicle width direction" described below is the direction along the reference numeral R and the reference numeral L. The "vehicle length direction" described below is the direction along the reference numeral "F" and the reference numeral "B".

[0028] like Figure 1 As shown, a strut type suspension structure 1 is provided in a vehicle 100 such as an automobile. Figure 1 The suspension structure 1 supporting the right front wheel 39 of the vehicle 100 is shown. The suspension structure 1 includes an impact absorbing device (shock absorber) 47 composed of a damper and a coil spring (not shown), and a suspension member 10 extending in the left-right direction of the vehicle 100 and fixed to a vehicle body (not shown). Furthermore, the suspension structure 1 includes a lower arm 20 connected to the suspension member 10 on the outer side of the suspension member 10 in the vehicle width direction.

[0029] The impact absorbing device 47 is fixed to the steering knuckle 31. The steering knuckle 31 supports the rim 34 of the wheel 39 via the hub bearing 33 so that the wheel 39 can rotate freely. The hub bearing 33 supports the drive shaft (not shown). The brake device is connected to the hub 36 (see Figure 2 ) is installed on the wheel hub bearing 33.

[0030] The suspension member 10 includes center members 11 and 12 disposed at the center in the width direction of the vehicle 100 and disposed so as to overlap in the vertical direction, and side members 13 and 14 disposed so as to overlap in the vertical direction on both sides of the center members 11 and 12 in the vehicle width direction. The lower arm 20 is connected to the suspension member 10. The lower arm 20 supports a wheel (steering wheel) 39 for steering the vehicle 100 via a ball joint 32 mounted on a steering knuckle 31.

[0031] A tie rod 46 extending from a steering device 42 mounted on a vehicle body (not shown) is connected to the knuckle 31, so that the wheel 39 can be rotated. A stabilizer bar 41 extending in the vehicle width direction is mounted on the suspension member 10. The end of the stabilizer bar 41 is connected to a shock absorbing device 47 via a stabilizer link 45.

[0032] Hereinafter, the lower arm 20 as a component of the suspension structure 1 of the vehicle 100 will be described. The lower arm 20 has a metal body 21, and reinforcements 28A to 28C are fixedly attached along edges 20a to 20c of the body 21 to reinforce the rigidity of the body 21. The reinforcements 28A to 28C are made of a resin material or a rubber material.

[0033] More detailed description, such as Figure 1 and Figure 2 As shown, the lower arm 20 is a member connecting the wheel 39 (knuckle 31 mounted on the rim 34) and the suspension member 10. In the present embodiment, the body 21 of the lower arm 20 is a press-formed product formed by press-forming a metal plate such as a steel plate or an aluminum plate.

[0034] Specifically, if Figure 2 and Figure 3 As shown in (a), the lower arm 20 is an L-shaped member, and has first to third connection parts 23A to 23C. The first connection part 23A is connected to the knuckle 31 mounted on the rim 34 of the wheel 39 via the ball joint 32. The first connection part 23A is formed with a mounting hole 26A, and the bracket 51 is fixed to the lower arm 20 in a state where a fastening member 61 such as a screw is inserted through the mounting hole 26A. The knuckle 31 and the bracket 51 are connected via the fastening member 61.

[0035] The second connection portion 23B and the third connection portion 23C are attached to the suspension member 10 via the first bushing 54 and the second bushing 53 at the ends of both sides in the front-rear direction of the vehicle 100. The second connection portion 23B is formed at a position B behind the third connection portion 23C in the vehicle length direction of the vehicle 100. The third connection portion 23C is formed at a position inside the first connection portion 23A in the vehicle width direction of the vehicle 100.

[0036] The second connection portion 23B has a mounting hole 26B formed therein. The first bushing 54 is inserted into the mounting hole 26B, and a fastener (not shown) is inserted through the insertion hole formed in the first bushing 54 , whereby the second connection portion 23B is connected to the suspension member 10 .

[0037] Moreover, if Figure 2 As shown, the suspension member 10 is fixed to the mounting members 17 and 18 mounted on the vehicle body via the second bushing 53 made of rubber material described later. The third connecting portion 23C is a support claw 26C, and the third connecting portion 23C of the lower arm 20 is connected to the suspension member 10 in a state where the cylindrical second bushing 53 is sandwiched by the mounting members 17 and 18 from both sides by fastening members 62 such as hexagonal bolts with the front and rear directions of the vehicle 100 as the axis.

[0038] like Figure 3As shown in (a), in the present embodiment, the main body 21 of the lower arm 20 is formed with the first edge 20a to the third edge 20c as edges. Specifically, the first edge 20a is an edge connecting the first connecting portion 23A and the second connecting portion 23B. The second edge 20b is an edge connecting the second connecting portion 23B and the third connecting portion 23C. The third edge 20c is an edge connecting the third connecting portion 23C and the first connecting portion 23A. The first edge 20a has an edge extending in the vehicle width direction (the left-right direction of the vehicle 100) and a portion extending in the vehicle length direction (the front-rear direction of the vehicle 100). The first edge 20a is curved in an L shape when viewed from the top-bottom direction.

[0039] The edge portion of the first edge portion 20a formed along the vehicle length direction and the second edge portion 20b form a flat plate portion 24 sandwiching the body 21. The edge portion of the first edge portion 20a formed along the vehicle width direction and the third edge portion 20c form a flat plate portion 24 sandwiching the body 21.

[0040] In this embodiment, if Figure 3 As shown in (b), on the other side (back side) 20r of the main body 21, a first groove 25A is formed along the first edge 20a, a second groove 25B is formed along the second edge 20b, and a third groove 25C is formed along the third edge 20c. In this embodiment, the main body 21 is a stamped body formed by stamping a metal plate. Figure 3 As shown in FIG. 2( a ), first to third convex strips 22A to 22C are formed on one side 20f of the main body 21, thereby Figure 3 As shown in (b), first to third concave grooves 25A to 25C corresponding to the first to third convex strips 22A to 22C, respectively, are formed on the other surface 20r of the main body 21.

[0041] The first to third convex stripes 22A to 22C protrude from the surface of the flat plate portion 24 surrounded by the first to third edges 20a to 20c on the one surface 20f side in the thickness direction of the flat plate portion 24. The first to third concave grooves 25A to 25C are recessed in the thickness direction of the flat plate portion 24 from the surface of the flat plate portion 24 surrounded by the first to third edges 20a to 20c on the other surface 20r side.

[0042] like Figure 4As shown, the first to third reinforcements 28A to 28C are fixedly attached to the first groove 25A, the second groove 25B and the third groove 25C respectively to fill these grooves. The first to third reinforcements 28A to 28C are made of resin material or rubber material. The resin material or rubber material is not particularly limited as long as it can improve the rigidity of the main body 21 of the lower arm 20. As the resin material, resin materials such as epoxy resin and polyurethane resin can be listed, and as the rubber material, hard rubbers such as acrylonitrile butadiene rubber (NBR), nitrile rubber (NR), chloroprene rubber (CR), polyurethane rubber, and acrylic rubber can be listed. The first to third reinforcements 28A to 28C are curing materials such as sintering curing type, two-liquid curing type, and moisture curing type, and can be obtained by applying a paste-like coating material that becomes the raw material of the first to third reinforcements 28A to 28C to the first groove 25A, the second groove 25B and the third groove 25C and then curing it. Alternatively, the coating material may be foamed at the same time as the coating material is cured.

[0043] As long as the first to third reinforcement members 28A to 28C are fixedly attached to the wall surfaces of the first to third grooves 25A to 25C of the main body 21, the fixedly attached state is not particularly limited. A rust-proof coating film (not shown) may be formed on the main body 21, and the coating film and the first to third reinforcement members 28A to 28C may be hydrogen-bonded at the molecular level to fix them. In addition, a coupling agent may be applied between the first to third reinforcement members 28A to 28C and the wall surfaces of the first to third grooves 25A to 25C of the main body 21 to fix them.

[0044] In this way, the 1st to 3rd reinforcement members 28A to 28C for reinforcing the rigidity of the main body 21 are fixedly attached to the 1st to 3rd edge portions 20a to 20c of the main body 21 of the lower arm 20, so that the easily deformed edge portions 20a to 20c in the lower arm 20 are reinforced. As a result, it is possible to achieve lightweighting while efficiently ensuring the rigidity of the lower arm 20. In particular, since the main body 21 of the lower arm 20 is a stamped product, the wall thickness of the lower arm 20 can be suppressed compared to a lower arm of a casting, so that such an effect can be further manifested. Moreover, since the 1st to 3rd ridges 22A to 22C are formed on one side 20f of the main body 21, the rigidity of the lower arm 20 can be effectively improved.

[0045] Moreover, if Figure 5 As shown in FIG. 1 , when the vehicle 100 accelerates / decelerates or turns, the second connection portion 23B and the third connection portion 23B become portions constrained by the suspension member 10 and the vehicle body, and a load acts on the first connection portion 23A connected to the wheel 39. For example, Figure 5As shown in FIG. 1 , when the vehicle 100 is accelerated, a load F1 acts toward the front F at a position of an imaginary line L1 along the vehicle width direction passing through the first connecting portion 23A. On the other hand, when the vehicle 100 is decelerated, a load F2 acts toward the rear B at the position of the imaginary line L1. In either case, a bending moment acts on the entire lower arm 20 due to these loads F1 and F2. When the lower arm 20 is deformed by such a bending moment, the first groove 25A, the second groove 25B, and the third groove 25C are deformed in the groove width direction.

[0046] However, since the first to third grooves 25A to 25C are buried (filled) with the first to third reinforcement members 28A to 28C, deformation of the first to third grooves 25A to 25C can be suppressed. Therefore, deformation of the lower arm 20 can be suppressed.

[0047] In particular, during acceleration, even if the lower arm 20 is deformed in such a way that the groove width of the portion of the first groove 25A along the vehicle width direction becomes narrower due to the load F1, the deformation can be suppressed by the portion of the first reinforcement 28A along the vehicle width direction. During deceleration, even if the lower arm 20 is deformed in such a way that the groove width of the second groove 25B becomes narrower due to the load F2, the deformation can be suppressed by the second reinforcement 28B. Similarly, when the vehicle 100 turns, even if the lower arm 20 is deformed in such a way that the groove width of the portion of the first groove 25A along the vehicle length direction and the groove width of the third groove 25C change, the deformation can be suppressed by the portion of the first reinforcement 28A along the vehicle length direction and the third reinforcement 28C.

[0048] Here, the inventors prepared a lower arm 20 of the present embodiment as an example and a lower arm having only the main body 21 but no first to third reinforcement members 28 as compared to the lower arm of the example as a comparative example. Figure 6 As shown in FIG. 1 , the lower arms of the embodiment and the comparative example were mounted on a vehicle, and the time difference between the steering angle and the yaw rate was measured. As a result, the time difference between the steering angle and the yaw rate of the lower arm of the embodiment was shorter than that of the lower arm of the comparative example. This means that the vehicle 100 equipped with the lower arm 20 of the embodiment has higher steering wheel operability than the vehicle equipped with the lower arm of the comparative example. This is considered to be because the rigidity of the lower arm 20 is improved by the first to third reinforcements 28A to 28C.

[0049] As mentioned above, although embodiment of this invention is described in detail, this invention is not limited to this embodiment, Various design changes are possible within the range which does not deviate from the spirit of this invention described in a claim.

[0050] In the present embodiment, the lower arm 20 of the suspension structure 1 is illustrated as a component of the present invention, but, for example, the same reinforcement member may be provided for the components (central members 11, 12, side members 13, 14) constituting the suspension member 10. In addition, in the present embodiment, the strut type suspension structure 1 is illustrated, but, for example, a double wishbone type suspension structure may be used, in which case, the same structure as the lower arm of the present embodiment may be applied not only to the lower arm but also to the upper arm. Furthermore, in the present embodiment, the suspension structure 1 is illustrated for the front wheel, but, of course, the same structure may be applied to the suspension structure for the rear part, for example.

Claims

1. A component of a suspension structure, constituting a suspension structure of a vehicle, characterized in that: The component has a main body made of metal. A reinforcing member is fixedly attached along the edge of the main body. The reinforcing member is made of a resin material or a rubber material and strengthens the rigidity of the main body.

2. The component of the suspension structure according to claim 1, characterized in that: A groove is formed in the main body along the edge. A reinforcement member is fixedly attached to the groove in a manner of filling the groove.

3. The component of the suspension structure according to claim 2, characterized in that: The component is a lower arm connecting the wheel to the suspension member. The main body of the lower arm comprises: a first connection portion connected to the wheel via a ball joint; and The second link portion and the third link portion are mounted to the suspension member via bushings at both ends in the front-rear direction of the vehicle. The main body is formed with a first edge, a second edge, and a third edge as the edge, the first edge connecting the first connecting portion and the second connecting portion, the second edge connecting the second connecting portion and the third connecting portion, and the third edge connecting the third connecting portion and the first connecting portion, A first groove is formed along the first edge, a second groove is formed along the second edge, and a third groove is formed along the third edge. The reinforcing member is fixedly attached to the first groove, the second groove, and the third groove.

4. The component of the suspension structure according to claim 2, characterized in that: The main body is a stamped body formed by stamping a metal plate, and the convex strips are formed on one surface of the main body, thereby forming the concave grooves on the other surface of the main body.

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