SUSPENSION DEVICE

Abstract

Suspension device (10) comprising: an upper arm (14) configured to oscillately support a steering knuckle (18) of a wheel and configured to be oscillatively supported by a side element (26) extending in a vehicle front-to-rear direction; a lower arm (16) provided to oscillately support the steering knuckle (18) and configured to be oscillatively supported by a suspension transverse element (28) extending in a vehicle width direction;and a leaf spring arranged to extend in the vehicle width direction and having an end section arranged in the lower arm (16), wherein an intermediate part of the leaf spring is housed in a main transverse element (30) of the suspension transverse element (28), the main transverse element (30) of the suspension transverse element (28) is connected to the side element (26) via a hollow bracket (36), the hollow bracket (36) comprises a bracket shock absorber (64) positioned to face the lower arm (16), and the hollow bracket (36) comprises a reinforcing section facing the bracket shock absorber (64), characterized in that a reinforcing rib (62) is arranged inside the hollow bracket (36) as the reinforcing section.

Description

Technical field

[0001] The present disclosure relates to a suspension device of the type of an independent suspension for a vehicle. Background of the technology

[0002] A double wishbone suspension, specifically an independent wheel suspension, was used in a vehicle according to related engineering principles. This type of suspension comprises an upper arm pivotally mounted around a pivot shaft by a side member of the vehicle body frame, and a lower arm pivotally mounted around a pivot shaft by a transverse suspension element on the side of the vehicle body. Both the upper and lower arms are connected to a wheel stub.

[0003] Patent document 1 discloses an example of such a suspension device. The suspension device of patent document 1 comprises the upper arm and the lower arm, which are connected to a steering knuckle via a ball joint. The suspension device further comprises a coil spring provided between the lower arm and a spring receptacle fixed to the vehicle body frame, a shock absorber extending to a center of the coil spring, and a leaf spring arranged laterally in a vehicle width direction, both ends of which are coupled to corresponding lower arms. For example, in this suspension device, a bracket is provided that connects the suspension transverse element and the side element to cover one circumference of a coil spring extending around the shock absorber and integrated with a spring receptacle. QUOTE LIST PATENT LITERATURE

[0004] Patent Literature 1: JP-A-H7-112607 SUMMARY OF THE INVENTIONAL TECHNICAL PROBLEM

[0005] It is now conceivable to implement various improvements to the suspension device described in patent literature 1. For example, it is conceivable to increase the degree of freedom in the design by attempting to improve the relationships between different component elements. However, even if such an improvement is achieved, the suspension device must still exhibit sufficient stiffness against input (e.g., vibrations) from one side of the wheel. In particular, since a large load acts on a connecting section between a side element (extending in a front-to-rear direction of a vehicle) of a vehicle body frame and a suspension transverse element (extending in a vehicle width direction) positioned below the side element, there is a need to maintain or increase the stiffness in the vicinity of the connecting section to a certain degree or more.On the other hand, there is a demand for weight reduction in order to maintain or improve driving performance, such as wheel steering.

[0006] The present disclosure provides a suspension device that is directed towards both high stiffness and weight reduction in the vicinity of a connecting section between a side element and a suspension transverse element. SOLUTION TO THE PROBLEM

[0007] A suspension device of the present disclosure comprises: an upper arm provided to oscillately support a steering knuckle of a wheel and to be oscillatively supported by a side element extending in a vehicle front-to-rear direction; a lower arm oscillatingly supporting the steering knuckle and being oscillatively supported by a suspension transverse element arranged to extend in the vehicle width direction;and a leaf spring arranged to extend in the width direction of the vehicle, and having an end section arranged in the lower arm, wherein an intermediate part of the leaf spring is housed in a main transverse element of the suspension transverse element, the main transverse element of the suspension transverse element being connected to the side element via a hollow bracket, the hollow bracket comprising a bracket shock absorber positioned to face the lower arm, and the hollow bracket comprising a reinforcing section facing the bracket shock absorber.

[0008] In the suspension device, a reinforcing rib can be arranged inside the hollow bracket as the reinforcing section.

[0009] In the suspension device, a shock absorber can be arranged between the lower arm and the side element, and the upper arm and the shock absorber can be in a separate state with the hollow bracket. ADVANTAGEOUS EFFECTS OF INVENTION

[0010] According to the suspension device of the above technology of the present disclosure, the weight reduction can be achieved in the vicinity of a connecting section between a side element and a suspension transverse element, and the stiffness of it can be maintained to a certain degree or more, since the reinforcement section comprises the above configuration. List of characters Fig. Figure 1 is a configuration view of a suspension device according to an embodiment of a technology of the present disclosure and is a view seen from one side of the vehicle. Fig. 2 is a configuration view of the suspension device of Fig. 1 on one wheel side, and is a partial cross-sectional view. [ Fig. 3] Fig. Figure 3 is a view showing a lower arm and a leaf spring of the suspension device of Fig. 1 illustrates. [ Fig. 4] Fig. Figure 4 is a diagram showing the assembly of a suspension device in background technology. [ Fig. 5] Fig. Figure 5 is a diagram showing the assembly of the suspension device of Fig. 1 shows. [ Fig. 6] Fig. 6 is a schematic diagram showing the amplification section of Fig. 2 shows. [ Fig. 7] Fig. Figure 7 shows a reinforcing rib, as indicated by an arrow pointing in one direction. A1 in Fig. 2 considered. DESCRIPTION OF EXECUTION FORMS

[0011] One embodiment of the present disclosure is described below with reference to the accompanying drawings. The same components (or configurations) are designated by the same reference numerals and names, and their functions are also the same. Therefore, detailed descriptions of the same components are not repeated.

[0012] Fig. Figure 1 illustrates a schematic configuration of part of a suspension device. 10 according to an embodiment of a technology of the present disclosure. Fig. Figure 2 illustrates a configuration of the suspension device. 10 on one side of the wheel, and part of it is illustrated in cross-section. The suspension device 10 is applied here to a front wheel of a vehicle and a reference sign “ 12 “ in Fig. 2 indicates a hub that carries a left front wheel (not illustrated). Fig. Figure 1 is a view of the suspension device 10 from Fig. 2 (hubs and knuckles of the left front wheel are excluded) as viewed from a lateral side of the left front wheel. Since a right front wheel side (not illustrated) essentially has a configuration that is bilaterally symmetrical with the configurations of Fig. 1 and Fig. Since 2 is the case, a description of it is essentially omitted below. A vehicle width direction is a direction essentially perpendicular to a plane of paper in Fig. 1 and is a direction essentially parallel to a plane of paper in Fig. 2, and a vehicle front-back direction is a direction essentially parallel to the plane of the paper in Fig. 1 and is a direction essentially perpendicular to the plane of the paper in Fig. 2.

[0013] The suspension device 10It is configured as a suspension device of the independent suspension type. The suspension device 10 includes an upper arm 14 with a substantial V-shape or a substantial A-shape in a top view and a lower arm 16 with a substantial V-shape or a substantial A-shape in a top view. An upper part of a steering knuckle. 18 One wheel is mounted in a pivoting manner, that is, via a ball joint. 20 through the upper arm 14 , in particular by an outer end section (base section) 14a , mounted on an outer side in the vehicle width direction of the swiveling arm so as to be pivotable. A lower part of the steering knuckle 18 The wheel is connected via a ball joint 22 through the lower arm 16 , in particular by an outer end section (base section) 16a of the lower arm 16It is carried in a way that allows it to swing in the direction of the vehicle's width along the lower arm.

[0014] A section of the arm end 14c from each of two arm sections 14b , which extend inwards in the vehicle width direction of the base section 14a of the upper arm 14 are forked, is equipped with an upper armrest 25a a holder 24 connected. Thus, the upper arm is connected. 14 pivotable around a support shaft of the bracket 25a worn. The bracket 24 is on a side element 26 fixed, which is arranged to extend in the front-to-rear direction of the vehicle. The side element 26 is a component of a vehicle body frame BF (not illustrated) and is located on both sides of the vehicle. It is also located in the suspension device. 10 , as in Fig. 1 illustrates the bracket 24 on the side element 26fixed by five bolts B arranged in a W-shape. The number, arrangement, and other details of the bolts used to fix the bracket. 24 However, they are not limited to this example.

[0015] A suspension cross member 28 is located on a vertical lower side in the direction of the vehicle's width, that is, below the left and right side elements 26 ( Fig. 1 and Fig. 2 merely illustrate the side element 26 on the left side of the vehicle) of the vehicle body frame BF arranged. The suspension cross member 28It has a specific width in the front-to-rear direction of the vehicle and comprises several elements extending in the vehicle's width direction, and several elements extending in the front-to-rear direction to connect the elements extending in the vehicle's width direction. In particular, the suspension cross member comprises 28 a main transverse element 30 , which extends in the direction of the vehicle's width, a sub-transverse element 32 , extending in the direction of the vehicle's width, and a vertical element 34 , which extends in the front-to-rear direction of the vehicle. Here is the undercross element. 32 essentially parallel to the main transverse element 30 at a distance from the main transverse element 30 on the front of the vehicle, on the main cross member 30 arranged. Then a vertical element is added. 34 above the main transverse element 30and the lower transverse element 32 Provided. Here, the components of the suspension cross member are generally made of steel and are integrated by welding, although the materials and joining methods are not limited to this example. Furthermore, for such a configuration of the suspension cross member... 28 A configuration in which the suspension cross-element comprises only one principal cross-element is not excluded in the present disclosure. As in Fig. 1 and Fig. 2 illustrates, comes in the suspension device 10 the vertical element 34 with the side element 26 in contact when the suspension cross member 28 on the side element 26 is attached and fixed. Furthermore, the main cross member supports 30 and the lower cross element 32 a steering gear box SU in between.

[0016] More precisely, the main transverse element 30 on the vertical element 34 via a bracket 36 attached. The bracket 36 is on an upper section of the main transverse element 30 of the suspension cross member 28 attached. The bracket 36 is provided to form the main transverse element 30 to cover from above, as in Fig. 1 illustrates, and is shown on an upper section of an end section (in the vehicle width direction) of the main transverse element. 30 provided as in Fig. 2 illustrates this. It should be noted that the bracket 36 on the main transverse element 30 which is attached and fixed by welding, which is not illustrated, and the bracket 36 can be attached to the main transverse element 30 They are fixed by mechanical fasteners, such as bolts. As in Fig. 1 and Fig. As illustrated in point 2, the vertical element is 34 arranged to form an upper section of the bracket 36 to span. In this way, in the reinforcement section 10 the bracket 36 within the suspension cross member 28 recorded. The bracket 36 However, it can be located on an outer side of the suspension cross member. 28 be attached (that is, the suspension cross member) 28 can be found on the side element 26 via the bracket 36 (be attached). Furthermore, in each of these examples, the suspension cross member is 28 with the vertical lower side of the vehicle body frame BF (page element) 26 ) connected and at this time the suspension cross member comprises 28 the bracket 36 in or above it. The following is a description of the bracket. 36 from the bracket 24 to distinguish the holder24 referred to as an upper bracket and the bracket 36 described as a lower bracket.

[0017] The lower cross element 32 is also attached to the vertical element 34 via a carrier bracket 33 attached. A lower end section of the carrier bracket. 33 , which extends in a substantially vertical direction (substantially vertical direction) is connected to each of two end sections of the subtransverse element 32 connected in the vehicle width direction to form the undercross element 32 to cover from above. Then an upper end section of the support bracket is covered. 33 , which is connected to the lower transverse element 32 in the way it is connected to the vertical element 34 connected, so that the lower transverse element 32 on the vertical element 34 is attached.

[0018] The suspension cross member 28also includes lower armrests 38 . arm ends 16c of two arm sections 16b , which extend inwards in the vehicle width direction from the base section 16a of the lower arm 16 are forked, are connected to the lower armrests 38 connected. As a result, the lower arm is 16 pivotable around a support shaft of the bracket 38 worn here, as in Fig. Figure 1 illustrates the lower armrests. 38 provided to form the main transverse element 30 to be positioned in the vehicle's front-to-back direction. The lower armrest is located here. 38 on the front of a vehicle, also known as the carrier bracket 33 configured at an end section on an outer side in the vehicle width direction of the undercross element 32 is connected. Therefore, the lower armrest serves this purpose. 38on the front of the vehicle as the carrier bracket 33 The lower armrest 38 on the rear of a vehicle is an extension section 30E of the main transverse element 30 connected. Furthermore, an upper end section of the lower arm bracket is connected. 38 on the vertical element 34 attached and fixed. In this way, the lower arm is 16 not directly with the lower bracket 36 connected and the lower bracket 36 is from the lower arm 16 separated.

[0019] In the suspension device 10 is a leaf spring 40 Arranged horizontally to extend across the width of the vehicle. The leaf spring 40 is through an internal cavity 30s of the main transverse element 30 of the suspension cross member 28 arranged. Then an end section is 40a the leaf spring 40on a support section 44 of the lower arm 16 on the left side of the front wheel (the side of the hub) 12 in Fig. 2) arranged as described below, and the other end section of the leaf spring 40 is similarly applied to a support section 44 of the lower arm 16 located on the right side of the front wheel (not illustrated).

[0020] The support section 44 is formed on a vertical upper side, that is, above a substantial triangular region that lies between the base section 16a of the lower arm 16 and the arm section 16b is formed, which branches off from the basic section in a forked manner. 16a extends so that the support section 44 It is essentially horizontal within the vehicle. The leaf spring 40It has a shape that generally extends in the direction of the vehicle's width and is curved to project slightly upwards in the vertical direction. An intermediate part 40b the leaf spring 40 is in the suspension cross member 28 accommodated. More precisely, the intermediate part 40b in the main transverse element 30 of the suspension cross member 28 housed and is connected by a bushing element 47 with reference to the main transverse element 30 worn. In particular, the middle part 40b the leaf spring 40 with reference to the main transverse element 30 through the bushing element 47 on the left front wheel side (an upper bushing) 48 and a lower socket 50 ) and a bushing element (not illustrated) on the right front wheel side (an upper bushing and a lower bushing). The bushing element 47includes the upper socket 48 , located on a vertical upper side of the leaf spring 40 is located and with an inner surface of the main transverse element 30 is connected, and the lower socket 50 , located on a vertical lower side of the leaf spring 40 is located and with an inner surface of the main transverse element 30 is connected. The leaf spring 40 will be against the carrier section 44 of the lower arm 16 through the upper socket 48 pressed. The upper socket 48 corresponds to a transmission unit that transmits a force from the leaf spring 40 on the suspension cross member 28 can transmit. The lower socket 50 is also provided to power the leaf spring 40 to wear it in a way that allows the leaf spring 40This allows it to play various roles or perform different functions, enabling the leaf spring to act as a stabilizer. When the lower bushing 50 The leaf spring is also provided 40 be curved in a substantial S-shape and act on both the left and right front wheels when different forces are generated, for example, when the left front wheel is lifted upwards while the right front wheel is lowered downwards.

[0021] As in Fig. As illustrated in point 3, the lower arm includes 16 the carrier section 44 and a lower arm cover section 16e , which is an upper side of the support section 44 in the vertical direction. To differentiate it from the cover section. 16e To clarify, a main body section can 16d , which is the base section 16aand the arm sections 16b includes sections that branch off from the base section in a forked manner. 16a as described above, they can be referred to as a lower arm main body section.

[0022] As in Fig. As illustrated in point 3, the lower arm includes 16 the carrier section 44 and a lower arm cover section 16e , which is provided to form an upper side of the support section 44 to cover in the vertical direction. It should be noted that, in order to cover the section... 16e to be distinguished, a main body section 16d , which is the base section 16a and the arm sections 16b includes sections that branch off from the base section in a forked manner. 16a extending in the forked manner described above, as described above, can also be referred to as a lower arm main body section.

[0023] In the lower arm 16 The lower arm body section 16d with the carrier section 44 to support the end section of the leaf spring 40 provided. The support section 44 is provided to be applied to the lower arm 16 to be placed, and provided to be able to refer to the lower arm 16 can be detached or replaced. Similar to the lower arm. 16 is the carrier section 44 Made from a steel material, it is an elastic body. 44a is under the carrier section 44 provided. The elastic body 44a is provided to improve shock absorption capability when a large force is applied to the support section. 44 acts, and a difference between a rotational trajectory of the lower arm 16 and a rotational trajectory of the leaf spring 40to absorb. Then the lower arm encompasses 16 , where the cover section 16e on the lower arm body section 16d is attached, an opening section 16f , which opens inwards in the direction of the vehicle's width. The leaf spring 40 extends into a space in the lower arm 16 through the opening section 16f and the end section of the leaf spring 40 is through the carrier section 44 of the lower arm 16 worn. In this way, although the lower arm 16 The cover section has a space. 16e a predetermined reinforcing shape, so that the lower arm 16 exhibits a strength or stiffness equal to or greater than a predetermined level. In particular, the opening section exhibits 16f of the cover section 16e of the lower arm 16a substantial arc shape (essential U-shape). In Fig. 1 and Fig. 2 is the leaf spring 40 from an inner surface of the cover section 16e separated.

[0024] A shock absorber 46 , which is a shock-absorbing device, is located between the lower arm 16 and the side element 26 arranged in the above configuration. An end section 46a of the shock absorber 46 is with the lower arm 16 connected. A connecting section 16g of the lower arm 16 to the shock absorber 46 is applied to an outer surface of a vertical upper side of the cover section 16e of the lower arm 16 provided and is essentially provided over an environment of the base section 16a of the lower arm 16 positioned. The other end section 46b of the shock absorber 46is connected to a section 25b between two upper armrests 25a the upper bracket 24 tied together.

[0025] Now, in the suspension device 10 With the above configuration, as can be seen from the descriptions and drawings above, the upper bracket 24 , which are connected to an outer side of the page element 26 connected in the vehicle width direction, independently of and separately from the suspension cross member 28 , which is connected to the vertical bottom side of the page element 26 is connected. In contrast, in a suspension device of the related technique, a bracket connecting the suspension cross member and the side member extends to the outer side of the side member. 26in the vehicle width direction. For example, in a suspension device described in patent literature 1 above, a bracket connecting the suspension transverse element to the side element is provided to cover a periphery of a coil spring around which the shock absorber extends to the center, and is integrated with a spring receptacle. Therefore, in the suspension device of patent literature 1, a design relationship between components is very strong. Since the suspension device 10 The above configuration features the suspension device 10 It offers a high degree of freedom in its design compared to the suspension device according to the related technology. Furthermore, the upper bracket 24 (with which the upper arm and the shock absorber are in a connected state) regardless of the lower bracket 36(with which the upper arm and the shock absorber are in a separate state), which is provided to the end section of the main transverse element 30 to cover from above, and is on the vertical lower side, that is, under the side element 26 positioned. As a result, the upper arm is 14 and the shock absorber 46 , which is attached to the upper bracket 24 are connected, not directly to the lower bracket 36 connected, that is, in a separate state. Therefore, the suspension device exhibits 10 a higher degree of freedom in its design. In this way, the suspension device exhibits 10 a configuration in which the upper bracket 24 and the lower bracket 36 are independent of each other.

[0026] Since the suspension device 10 a configuration in which the upper bracket 24and the lower bracket 36 The suspension device is independent of each other. 10 Excellent in the ease of assembly of the vehicle body frame BF . Here, a suspension device according to the related technique is described first. Fig. Figure 4 schematically shows a vehicle body frame BF , the left and right side elements 26 includes, and a suspension cross member 28' , which has brackets B with a substantially L-shaped cross-section, like the bracket described in patent literature 1. As from Fig. 4 is evident in the suspension device according to the related technology, if the suspension cross element 28' , which includes the brackets B, with the vehicle body frame BF When assembled, precise positioning between the suspension cross member is essential. 28' and the vehicle body frame BF required in the front, rear, left and right directions and a horizontal direction.

[0027] In contrast, the suspension device 10 according to the present embodiment, the upper bracket 24 and the lower bracket 36 (that is, the suspension cross member) 28 ) separate from and independent of each other, as described above. That is to say, the upper bracket 24 not on the suspension cross member 28 is fixed and independent of and separate from the suspension cross member 28 is. Then, with this configuration, the upper bracket can be used. 24 on the side element 26 to be attached separately from the suspension cross member and the suspension cross member 28 including the lower bracket 36 can be found on the side element 26 separated from the upper bracket 24 to be attached. The upper arm14 and the shock absorber 46 are attached to the upper bracket 24 It is attached. Then the suspension cross member is attached. 28 including the lower bracket 36 Assembled. Although the upper bracket 24 and the suspension cross member 28 via the shock absorber 46 and the lower arm 16 connected are positions of the shock absorber 46 and the lower arm 16 between the upper bracket 24 and the suspension cross member 28 not firmly determined. This is readily understandable from the fact that the lower arm 16 on the suspension cross member 28 is mounted in a way that allows it to swing open, and the end section 46a of the shock absorber 46 It is rotatable (oscillatable) around a support shaft. Therefore, as schematically shown in Fig. 5 shown when the suspension cross member 28 on the vehicle body frame BF is attached, a rough positioning between the suspension cross member 28 and the vehicle body frame BF in the front, rear, left and right and a horizontal direction without a need for precise positioning in the suspension device according to the related technique, so that the suspension cross element 28 and the vehicle body frame BF are in contact with each other, and the positional relationship can then be finely adjusted. Then, in a state where the suspension cross element... 28 on the vehicle body frame BF (especially the side element) 26 ) together with the lower bracket 36 The upper bracket is fixed 24 firmly attached to the side element 26 to be fixed. In this way, it is possible, assuming the above configuration where the upper bracket is 24and the lower bracket 36 (that is, the suspension cross member) 28 ) independent of and separate from each other, the assembly of the components, in particular the suspension cross element 28 , with the vehicle body frame BF (mainly the side element 26 ) in the suspension device 10 expected improvement.

[0028] Furthermore, the suspension device 10 excellent in strength or stiffness, as below with reference to Fig. 2 and Fig. 6 described. Fig. Figure 6 is a schematic diagram of the suspension device of Fig. 2.

[0029] First, as described above, an end section is created. 46a of the shock absorber 46 with the lower arm 16 connected and the other end section 46b of the shock absorber 46 with the upper bracket 24connected. In the direction of the vehicle's width, the connecting section of the shock absorber is 46 with the lower arm 16 outside the upper bracket 24 Then the upper bracket 24 with the side element 26 connected from an outer side in the direction of the vehicle's width. Therefore, the shock absorber 46 a force on the side element 26 from the outside to the inside of the vehicle in the direction of the vehicle's width. In this way, a first transmission path of the force from the outside in the direction of the vehicle's width to the side element is established. 26 educated.

[0030] Then a second transmission path of force is created, which extends from the first transmission path of force from the outside in the vehicle width direction to the side element. 26 The difference lies on the vertical bottom side of the page element. 26trained. In the second transmission path, the upper socket exists. 48 and the lower bracket 36 , which are from the upper bracket 24 is independent. In the second transmission path, the force can be transferred from the leaf spring. 40 to the side element 26 via the upper socket 48 , the main transverse element 30 , the lower bracket 36 and the vertical element 34 to be created in this order.

[0031] In the aforementioned suspension device 10 This can happen, for example, if a force F acts on the wheel to turn the hub. 12 to lift upwards in the vertical direction, a moment M1 from the outside of the vehicle to the inside of the vehicle, as shown schematically in Fig. 6 shown, on the side element 26 over the lower arm 16 and the shock absorber 46in the first transmission path. On the other hand, when the force F is applied to the wheel (the hub) 12 ) acts, a force from the lower arm 16 to the leaf spring 40 and then a force from the leaf spring, that is, an elastic force, to the main transverse element 30 via the upper socket 48 transferred. As a result, since the lower bracket 36 (independent of the upper bracket) on the vertical lower side of the side element 26 is arranged, a moment M2 from the inside of the vehicle to the outside of the vehicle, as schematically shown in Fig. 6 shown, on the side element 26 appear. How from Fig. As can be seen in 6, these moments M1 and M2 Forces in directions in which the moments M1 and M2 cancel each other out. That means that when the force F is applied to the wheel (the hub) 12) acts, merely a moment that corresponds to the moment M1 corresponds to the side element 26 in the suspension device of patent literature 1 acts, whereas the moments M1 and M2 in directions where the moments M1 and M2 cancel each other out, on the side element 26 in the suspension device 10 can act in the present embodiment. Therefore, the suspension device requires 10 The present embodiment does not involve any structural change accompanied by an increase in weight, for example due to an increase in the thickness of the side element, and exhibits excellent stiffness with respect to the force F.

[0032] In the suspension device 10 The lower bracket indicates 36 essentially a connecting region, with the main transverse element 30on the inner side of the vehicle relative to the side element 26 in the vehicle width direction (see Fig. 2 and Fig. 6) The connection region extends to the vertical upper side of the upper socket. 48 (which extends further inwards than the side element 26 (located in the direction of the vehicle's width). Therefore, as in Fig. 2 and Fig. 6 shown, the lower bracket 36 designed so that a vertical upper part of the lower bracket 36 further outwards than a vertical lower part of the lower bracket 36 positioned in the vehicle's width direction. Therefore, when the force F acts on the wheel, the lower bracket can 36 Apply an upward force that is more appropriate for the leaf spring 40 via the main transverse element 30 to the side element 26 is transferred, thereby increasing the moment M2can be generated in this way. The lower bracket can be... 36 act as a force transmission element that transfers a force between the leaf spring 40 and the side element 26 via the main transverse element 30 , the upper socket 48 or the like.

[0033] The suspension device 10 It also includes a configuration that focuses on both high stiffness and weight reduction via a connecting section between the side element. 26 and the suspension cross member 28 is directed. This is further explained below with reference to Fig. 1 to Fig. 3 described.

[0034] The lower bracket 36 (with which the upper arm 14 and the shock absorber 46(in the separated state, as can be seen from the above description or the like) is located near a connecting section between the side element 26 and the suspension cross member 28 provided. As from Fig. As can be seen in Figure 2, the lower bracket is generally hollow in the reinforcement section. 10 This means that the lower bracket corresponds to a hollow bracket in the technology of the present disclosure. In this way, the reinforcement section 10 Excellent in weight reduction, as the lower bracket 36 , which provide a certain degree of space near the connecting section between the side element 26 and the suspension cross member 28 documented, trained to be hollow.

[0035] On the other hand, the lower bracket includes a reinforcement section. 60 in response to the fact that the lower bracket36 It is designed to be hollow. A reinforcing rib 62 is in the lower bracket 36 as the reinforcement section 60 arranged. The reinforcing rib 62 , viewed from one direction of an arrow A1 in Fig. 2, will be in Fig. Figure 7 shows a cross-section of the reinforcing rib. 62 , which is a line II-II of Fig. 7 is taken, will be in Fig. 2 shown. The reinforcing rib 62 has a so-called hat shape and includes a top section 62a a main body section with an essentially U-shaped cross-section and projecting sections (flange sections) 62b , which faces outwards on one side opposite the top section 62a protrude from the main body section. 62a is essentially parallel to the projecting sections 62b The reinforcing rib 62With such a configuration, the strength in a vertical direction UD in Fig. 7. Excellent. It should be noted that the vertical direction UD generally corresponds to a transmission direction of force in the second transmission path described above. Furthermore, the lower support includes 36 an outer housing element 36a and an inner housing element 36b and the reinforcing rib 62 is between the housing elements 36a and 36b The outer casing element is fixed here. 36a , the inner housing element 36b and the reinforcing rib 62 They are integrated by welding and can be integrated by other fasteners (for example, mechanical fasteners such as bolts).

[0036] The lower bracket 36 also includes a bumper rubber 64as a mounting shock absorber (shock-absorbing section) that is positioned to support the lower arm 16 to be facing that direction. That means that the rubber bumper 64 is provided in a position that supports the lower arm 16 in the lower bracket 36 is facing the rubber bumper. 64 stands from the lower bracket 36 before. The rubber bumper 64 It is made from a rubber material and can be made from various padding materials.

[0037] Then a part is added, with which the impact rubber 64 can collide (hereinafter referred to as a recording section) at a position formed or defined that is adjacent to the rebound rubber 64 in the lower arm 16 is turned towards. Here, as from Fig. 2 evident, since an upper surface of the lower arm 16 , more precisely, an upper surface of the cover section 16e the lower arm16 the rubber 64 is facing the recording section 16u of the lower arm 16 as a thick section and is on the upper surface of the cover section 16e trained. It should be noted that when a force is applied which affects the shock absorber 46 compressed in an axial direction, the bumper rubber 64 with the recording section 16u of the lower arm 16 They can come into contact through collisions or the like. Since the recording section 16u on the cover section 16e formed with a predetermined reinforcing shape, the lower arm can 16 withstand collisions or the like sufficiently.

[0038] In contrast, the reinforcing rib described above 62 in the hollow lower bracket 36 The lower bracket is provided. 36It also excels in strength and stiffness. This is particularly evident in the reinforcement section. 10 the reinforcing rib 62 arranged as follows to increase the strength or stiffness between the impact rubber 64 and the side element 26 to maintain its effectiveness. Specifically, the reinforcing rib 62 behind the bumper 64 , that is, on the side of the lower bracket 36 (the side of the page element) 26 ) provided. In other words, the reinforcing rib is provided. 62 on the lower bracket 36 provided to protect the impact rubber 64 to be turned towards. The upper section 62a the reinforcing rib 62 is behind the bumper 64 positioned, with the inner housing element 36b is arranged in between. As from Fig. 2 and Fig. As can be seen in figure 7, the reinforcing rib is visible. 62arranged so that the projecting sections 62b on the side opposite the top section 62a the reinforcing rib 62 towards the lower side of the vertical element 34 extends, which is provided to form the outer casing element 36a the lower bracket 36 to overstretch. Therefore, if the lower bracket 36 provided rubber buffers 64 with the recording section 16u of the lower arm 16 collided, the impact through the bumper 64 are absorbed themselves, and the stiffness near the connecting section between the side element 26 and the suspension cross member 28 can be achieved to some degree or more through the existence of the reinforcing rib 62 be retained.

[0039] The present disclosure is not limited to the embodiment described above and can be modified and implemented in a suitable manner without deviating from the scope of the present disclosure.

[0040] For example, in the embodiment above, a reinforcing rib has a type of rib. 62 as the reinforcement section 60 arranged. The reinforcement section 60 However, a different configuration than the reinforcing rib is possible. 62 exhibit. For example, at least one rod-shaped element may be present in the lower bracket. 36 as the reinforcement section 60 be arranged to extend in one direction of force transmission in the second transmission path.

[0041] For example, in the embodiment above, the upper arm and the shock absorber are connected by a single upper bracket. 24 connected. The upper bracket 24However, it is not limited to being a single element and can comprise two or more elements. For example, the upper bracket can 24 The assembly comprises two separate upper arm brackets for connecting the upper arm and a bracket for connecting the shock absorber, which is provided between the two separate upper arm brackets. These three brackets can be completely separate and independent and are preferably formed as a single piece or integrated together.

[0042] It should be noted that each component element of the technology of the present disclosure can be formed from different materials (which are not limited to being formed from one material, as described above). For example, the support section 44It is not limited to being made of steel and can be made of other materials, such as non-ferrous metals and resins. The support section 44 It may be made of a material that is different from that of the lower arm.

[0043] The technology of the present disclosure is not limited to being applied to a front wheel of a vehicle and can be applied to a rear wheel.

[0044] This application is based on a Japanese patent application (Japanese patent application no. 2017-236358), filed on December 8, 2017, the contents of which are incorporated herein by reference. INDUSTRIAL APPLICABILITY

[0045] According to the suspension device of the above technology of the present disclosure, the weight reduction can be achieved in the vicinity of the connection section between the side element and the suspension cross element, and the stiffness of the same can be maintained to a certain degree or more, since the suspension device comprises the above configuration. Reference symbol list 10 Suspension device 14 Upper arm 16 Lower arm 18 axle stubs 24 Upper bracket 26 page element 28 Suspension cross member 30 Main transverse element 32 Lower transverse element 34 Vertical element 36 Lower bracket (hollow bracket) 40 leaf spring 46 Shock absorbers (shock absorption device) 47 Bushing element 48 Upper socket 50 Lower socket 62 Reinforcing rib (reinforcing section) 64 Bump stop (mounting shock absorber) QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP H7112607

[0004] JP 2017236358

[0044]

Claims

[1] Suspension device comprising: an upper arm configured to pivotally support a wheel stub and configured to be pivotally supported by a side element extending in a vehicle front-to-rear direction; a lower arm provided to oscillate the steering knuckle and configured to be oscillatively supported by a suspension transverse member extending in one direction across the width of the vehicle; and a leaf spring arranged to extend in the width direction of the vehicle and having an end section arranged in the lower arm, wherein an intermediate part of the leaf spring is housed in a main transverse element of the suspension transverse element, the main cross element of the suspension cross element is connected to the side element via a hollow bracket, the hollow bracket includes a bracket shock absorber that is positioned to face the lower arm, and The hollow bracket includes a reinforcement section facing the bracket shock absorber. [2] Suspension device according to claim 1, wherein a reinforcing rib is arranged inside the hollow holder as the reinforcing section. [3] Suspension device according to claim 1, wherein a shock-absorbing device is arranged between the lower arm and the side element, and the upper arm and the shock absorber device are in a separate state with the hollow bracket. [4] Suspension device according to claim 2, wherein a shock-absorbing device is arranged between the lower arm and the side element, and the upper arm and the shock absorber device are in a separate state with the hollow bracket.

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