CN109789745B

CN109789745B - Balance shaft support and balance type suspension

Info

Publication number: CN109789745B
Application number: CN201780057998.0A
Authority: CN
Inventors: 谷川裕树; 小牧佳弘
Original assignee: Isuzu Motors Ltd
Current assignee: Isuzu Motors Ltd
Priority date: 2016-10-06
Filing date: 2017-10-04
Publication date: 2022-03-25
Anticipated expiration: 2037-10-04
Also published as: JP2018058508A; PH12019500674A1; WO2018066609A1; CN109789745A; JP6834324B2

Abstract

A balance shaft bracket capable of improving load resistance at the time of jacking is fixed to web surfaces facing the outside in the vehicle width direction of a pair of frames disposed on both sides in the vehicle width direction and is connected to a pair of axles disposed in the front and rear of a vehicle via a rod member.

Description

Balance shaft support and balance type suspension

Technical Field

The invention relates to a balance shaft bracket and a balance suspension.

Background

Conventionally, a balanced suspension is applied to a double rear axle vehicle such as a large truck.

For example, the balanced suspension includes an upper rod and a lower rod for fixing a balance shaft between a pair of axles disposed in the front-rear direction of the vehicle via a balance shaft bracket, rotatably attaching a central portion of a plate spring to the balance shaft via a balance shaft bracket, supporting the pair of axles via both end portions of the plate spring, and maintaining the positions of the pair of axles in the front-rear direction of the vehicle.

Although not a double rear axle vehicle, for example, patent document 1 describes that a jack-up point is provided on a front axle, and the front axle is jacked up when a tire of the front axle is replaced.

Documents of the prior art

Patent document

Patent document 1: japanese Kokai publication Hei-4-3808

Disclosure of Invention

Problems to be solved by the invention

However, the jacking point provided on the front axle of patent document 1 has problems such as the following: there is a risk that an excessive load applied to the front axle due to an overload cannot be received at the time of jack-up, resulting in breakage.

The invention aims to provide a balance shaft bracket and a balance suspension which can improve the load resistance during jacking.

Means for solving the problems

The balance shaft bracket of the present invention is fixed to web surfaces facing the outside in the vehicle width direction of a pair of frames disposed on both sides in the vehicle width direction, and is connected to a pair of axles disposed in front and rear of the vehicle via a rod member,

a jack-up surface portion is provided at a lower end portion of the balance shaft support to which the rod member is connected.

The balance suspension of the present invention is a balance suspension in which a balance shaft bracket is disposed between a pair of axles disposed in front and rear of a vehicle, the pair of axles being connected to the balance shaft bracket via a rod member,

Effects of the invention

According to the present invention, the load resistance at the time of jacking can be improved.

Drawings

Fig. 1 is a diagram schematically showing an example of a balanced suspension according to an embodiment of the present invention.

Fig. 2 is an arrow view along arrow II in fig. 1.

Fig. 3 is a front view of the balance shaft bracket.

Fig. 4 is a bottom view of the balance shaft bracket.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each drawing, the vehicle width direction is X, the vehicle width direction outer side is X1, the vehicle width direction inner side is X2, the vehicle front-rear direction is Y, the front side is Y1, and the rear side is Y2.

Fig. 1 is a schematic view of a balanced suspension 300 mounted on a vehicle 100 (a double rear axle vehicle) such as a large truck, in which the present invention is implemented, as viewed from an outer side X1 in a vehicle width direction X. Fig. 2 is an arrow view along arrow II in fig. 1.

As shown in fig. 1, the double rear axle vehicle includes a front axle 20F, a rear axle 20R, front wheels 21F attached to both ends of the front axle 20F, and rear wheels 21R attached to both ends of the rear axle 20R.

As the

wheels

21F, 21R in fig. 1, a double tire (see fig. 2) in which 2 tires are mounted at 1 position is adopted, but a single tire in which 1 tire is mounted at 1 position may be adopted.

The chassis frame 1 of the vehicle 100 shown in fig. 2 is configured in a ladder shape by a pair of left and

right side frames

11, 12 extending in the vehicle longitudinal direction Y and spaced apart in the vehicle width direction X, and a plurality of cross members 13 arranged at intervals in the vehicle longitudinal direction Y, and the plurality of cross members 13 extend in the vehicle width direction X between the

side frames

11, 12 and are fixed to the

side frames

11, 12 at both ends. In addition, one of the plurality of cross members 13 is shown in fig. 2. The

side frames

11, 12 correspond to "frames" of the present invention.

Axles 20F, 20R support chassis frame 1 via balanced suspension 300.

As shown in fig. 1, the balanced suspension 300 includes: a balance shaft bracket 3 mounted on a rear portion of the chassis frame 1 extending in the vehicle front-rear direction Y; a plate spring 4; a front lower rod 5F (corresponding to the "rod member" of the present invention) having a front end coupled to the lower end of the front axle 20F and a rear end coupled to the lower end 3a of the balance shaft bracket 3; a rear lower rod 5R (corresponding to the "rod member" of the present invention) having a front end coupled to the lower end 3a of the balance shaft bracket 3 and a rear end coupled to the lower end of the rear axle 20R; a front upper V-shaped bar 6F having a front end coupled to an upper end of the front axle 20F and a rear end coupled to the cross member 13 of the chassis frame 1; a rear upper V-shaped bar 6R having a front end connected to the cross member 13 and a rear end connected to an upper end of the rear axle 20R; a balance shaft 7; and a saddle 8.

As shown in fig. 1, the plate spring 4 is rotatably supported by the saddle 8. The intermediate portion of the plate spring 4 in the vehicle front-rear direction Y is fastened via a spring washer 92 by a U-bolt 94 and a nut 96. The front end portion of the plate spring 4 is coupled to the front axle 20F so as to be slidable in the vehicle front-rear direction Y. The rear end portion of the plate spring 4 is coupled to the rear axle 20R so as to be slidable in the vehicle front-rear direction Y.

As shown in fig. 1, the

lower levers

5F, 5R and the upper V-

shaped levers

6F, 6R maintain the relative positions of the front axle 20F and the rear axle 20R with respect to the chassis frame 1. Further, the

lower bars

5F, 5R and the upper V-

bars

6F, 6R transmit the driving force from the

wheels

21F, 21R to the chassis frame 1.

Although not shown in the drawings, the upper V-shaped rod 6F (6R) is formed in a V-shape when viewed from above. The open end side of the V shape is pivotally connected to the cross member 13, and the top of the V shape is pivotally connected to the upper portion of the axle 20F (20R). The triangular structure constituted by the upper V-shaped bar 6F (6R) and the cross member 13 maintains a relative positional relationship with respect to the chassis frame 1 in the vehicle width direction X.

As shown in fig. 2, the balance shaft 7 is fitted to a fitting portion 33 (described later) of the balance shaft holder 3 with the vehicle width direction X as an axial direction.

As shown in fig. 1, the saddle 8 is divided along the axis of the balance shaft 7 into an upper saddle 81 on the upper side and a lower saddle 82 on the lower side. The plate spring 4 is placed on the upper saddle 81. The plate spring 4, the upper saddle 81, the lower saddle 82, and the spring pad 92 are fastened together by a U-bolt 94 and a nut 96.

Next, the balance shaft bracket 3 fixed to each of the pair of left and

right side frames

11, 12 will be described with reference to fig. 1, 2 and 3. Since the balance shaft brackets 3 have the same configuration, one balance shaft bracket 3 fixed to the side frame 11 will be described, and the other balance shaft bracket 3 fixed to the side frame 12 will not be described.

Fig. 3 is a front view of the balance shaft holder 3. As shown in fig. 3, the balance shaft holder 3 has the following outer shape: the width in the vehicle longitudinal direction Y gradually narrows from the upper end portion 3b side to the lower end portion 3a side.

As shown in fig. 2 and 3, the balance shaft bracket 3 includes a pair of the 1 st support column part 31, the 2 nd support column part 32, the fitting part 33, the

coupling parts

35F and 35R, and the jack-up surface part 38 (see fig. 4), which are integrally formed.

The pair of first support column parts 31 are provided at the upper end part 3b of the stabilizer shaft bracket 3 at a constant interval from each other in the vehicle front-rear direction Y. As shown in fig. 2, the 1 st pillar portion 31 is attached to the web surface 11a of the side frame 11 by bolts and nuts.

The 2 nd column part 32 is provided on the upper end part 3b of the balance shaft bracket 3, and is attached to the lower surface 13a of the cross member 13 by bolts and nuts as shown in fig. 2.

The fitting portion 33 is provided on the intermediate portion 3c of the balance shaft holder 3. As shown in fig. 2, the balance shaft 7 is fitted into the fitting portion 33.

The coupling portion 35F is provided at the lower end portion 3a of the balance shaft bracket 3, and is coupled to the rear end portion 52F of the front lower rod 5F as shown in fig. 2.

The connecting portion 35R is provided at the lower end portion 3a of the balance shaft bracket 3, and is connected to the front end portion 52R of the rear lower rod 5R as shown in fig. 2.

As shown in fig. 3, in the lower end portion 3a of the counter shaft bracket 3, the width Ya at a position immediately above the position where the

coupling portions

35F and 35R are provided is narrower than the width Yb in the vehicle longitudinal direction Y.

Next, a coupling structure (rear coupling structure) between the front end portion 52R of the rear lower link 5R and the coupling portion 35R will be described with reference to fig. 1 and 2. Since the coupling structure between the rear end portion 52F of the front lower link 5F and the coupling portion 35F (the front coupling structure) is substantially the same as the rear coupling structure, the description thereof will be omitted, and the description of the rear coupling structure will be replaced with the description of the front coupling structure.

As shown in fig. 1, a recess 34 is provided in the lower end portion 3a of the balance shaft holder 3. The recessed portion 34 has two groove side walls and a groove bottom wall 35C facing each other in the vehicle width direction X, and a part of the front end portion 52R of the rear lower link 5R is fitted therein. The groove bottom wall 35C is a wall that partitions the

concave portions

34, 34 in the front-side and rear-side coupling structure.

As shown in fig. 2, the connecting portion 35R includes an outer connecting portion 35A and an inner connecting portion 35B, the outer connecting portion 35A is provided on a groove side wall of an outer side X1 in the vehicle width direction X of the recess 34 and connected to the front end portion 52R of the rear lower link 5R from an outer side X1 in the vehicle width direction X, and the inner connecting portion 35B is provided on a groove side wall of an inner side X2 in the vehicle width direction X of the recess 34 and connected to the front end portion 52R of the rear lower link 5R from an inner side X2 in the vehicle width direction X.

The bearing member 36A is provided on the outer connection portion 35A. The inner connection portion 35B is provided with a bearing member 36B. A shaft member 37 whose axial direction is the vehicle width direction X is bridged between the bearing

members

36A, 36B. The shaft member 37 penetrates through a fitting hole 52H provided in the front end portion 52R of the rear lower lever 5R. Thereby, the front end portion 52R of the rear lower lever 5R is rotatably supported by the shaft member 37.

The inner connecting portion 35B is provided on the inner side X2 in the vehicle width direction X with respect to the web surface 11 a. Fig. 2 shows the inner connecting portion 35B provided on the inner side X2 with respect to the position WS of the web surface 11a in the vehicle width direction X. The inner connecting portion 35B is provided at the inner side X2, so that the clearance S between the outer connecting portion 35A and the

wheels

21F, 21R is enlarged accordingly.

As shown in fig. 2, a center position CP in the vehicle width direction X between the outer connecting portion 35A and the inner connecting portion 35B is located below the web surface 11 a.

Thus, in the rear side coupling structure, the front end portion 52R of the rear side lower lever 5R is rotatably supported by the shaft member 37. Similarly, in the front side coupling structure, the rear end portion 52F of the front side lower lever 5F is rotatably supported by the coupling portion 35F via the shaft member 37.

As shown in fig. 1 and 3, the bearing

members

36A, 36A in the front and rear connecting structures are fastened to the outer connecting

portions

35A, 35A by bolts 97 and nuts 98. Similarly, the bearing

members

36B, 36B in the front and rear coupling structures are fastened to the

inner coupling portions

35B, 35B by bolts (not shown) and nuts (not shown).

Fig. 4 is a bottom view of the balance shaft holder 3.

As shown in fig. 4, the jack-up surface portion 38 is provided at the lower end portion 3a of the balance shaft bracket 3. In addition, the jack-up face 38 is also referred to as a jack-up point.

The raised surface portion 38 is provided at a portion where the rear end portion of the inner connecting portion 35B in the front connecting structure, the front end portion of the inner connecting portion 35B in the rear connecting structure, and the inner end portion C of the groove bottom portion 35C intersect. The jack-up surface portion 38 is located further inward X2 in the vehicle width direction X than the web surface 11 a. Fig. 4 shows the jack-up surface portion 38 located on the inner side X2 of the position WS of the web surface 11a in the vehicle width direction X.

As shown in fig. 4, the jack-up surface portion 38 has a flat surface having a size corresponding to the shape of the load receiving portion (support member) 50 of the jack for a vehicle. A step portion 39A extending in the vehicle width direction X is provided on the lower surface of the inner connecting portion 35B on the front side Y1 in the vehicle longitudinal direction Y with respect to the jack-up surface portion 38. A step portion 39B extending in the vehicle width direction X is provided on the lower surface of the inner connecting portion 35B on the rear side Y2 in the vehicle longitudinal direction Y with respect to the jack-up surface portion 38. Further, a stepped portion 39C extending in the vehicle longitudinal direction Y is provided on the lower surface of the trough bottom portion 35C on the outer side X1 in the vehicle width direction X with respect to the jack-up surface portion 38.

The raised surface portion 38 is a bottom surface of the stepped groove that is deeper (higher by a predetermined amount in the mounted state of the balance shaft bracket 3) by a predetermined amount than the lower surfaces of the inner connecting portion 35B and the groove bottom portion 35C by the stepped

portions

39A, 39B, and 39C.

(Effect of the present embodiment)

As described above, by providing the jack-up surface portion 38 at the lower end portion 3a of the balance shaft bracket 3 according to the present embodiment, the load resistance of the jack-up surface portion 38 can be improved.

Further, by providing the jack-up surface portion 38 at a position further inward X2 in the vehicle width direction X than the web surface 11a, the load received at the time of jack-up can be transmitted to the lower surface of the chassis frame 1 and dispersed, and the load resistance of the jack-up surface portion 38 can be further improved.

Further, by providing the jack-up surface portion 38 at a position further inward X2 in the vehicle width direction X than the web surface 11a, the wheel can be raised more by the same jack-up amount.

Further, by providing the stepped

portions

39A, 39B, and 39C at respective positions on the vehicle front-rear direction front side, rear side, and vehicle width direction outer side with respect to the jack-up surface portion 38, and surrounding the jack-up surface portion 38 from 3 directions with the stepped

portions

39A, 39B, and 39C, the movement of the support 50 that rises at the time of jack-up can be restricted in the horizontal direction.

Further, by providing the inner connecting portion 35B of the counter shaft support 3 at a position further toward the inner side X2 in the vehicle width direction X than the web surface 11a, the outer connecting portion 35A can be provided correspondingly toward the inner side X2 in the vehicle width direction X. This can easily ensure the clearance between the outer connecting portion 35A and the

wheels

21F and 21R.

The center of the outer connecting portion 35A and the inner connecting portion 35B in the vehicle width direction X is positioned below the web surface 11 a. Thus, the vertical load input from the

lower rods

5F and 5R to the

connection portions

35F and 35R is applied to the plurality of (12 in the drawing) bolts fastening the web surface 11a and the 1 st column portion 31, mainly as a shear force. Therefore, a force for separating the 1 st column part 31 from the web surface 11a and a force for separating the 2 nd column part 32 from the lower surface 13a of the cross member 13 are not generated, and therefore, the rigidity of the balance shaft bracket 3 can be reduced accordingly. Specifically, in the counter shaft support 3, the width Ya in the vehicle longitudinal direction Y at the position immediately above the position where the

coupling portions

35F and 35R are provided may be made narrower than the width Yb in the vehicle longitudinal direction Y at the position where the

coupling portions

35F and 35R are provided. In addition, the number of ribs for improving rigidity provided from the intermediate portion 3c to the lower end portion 3a can be reduced. This can reduce the weight of the balance shaft holder 3.

The above embodiments are merely examples of embodying the present invention, and the technical scope of the present invention should not be construed as being limited by these embodiments. That is, the present invention can be implemented in various forms without departing from the gist or the main feature thereof.

The present application is based on Japanese patent application No. 2016-.

Industrial applicability

The balance-axle bracket of the present invention is useful as a suspension device for a twin rear axle vehicle in which it is necessary to improve load resistance at the time of jacking.

Description of the reference numerals

1 Chassis frame

11 side frame

12 side frame

13 Cross member

20F front axle

20R rear axle

21F front wheel

21R rear wheel

3 balance shaft support

3a lower end part

31 st column part

32 nd 2 nd pillar part

33 fitting part

34 concave part

35A outer connecting part

35B inner connecting part

35F connecting part

35R connecting part

36A bearing component

36B bearing component

37 shaft component

38 jack up the face

39A step part

39B step part

39C step part

300 balance type suspension

4 plate spring

5F front lower rod

5R rear lower rod

6F front upper V-shaped rod

6R rear upper V-shaped rod

7 balance shaft

8 saddle

Claims

1. A balance shaft bracket is fixed to web surfaces facing the outside in the vehicle width direction of a pair of frames disposed on both sides in the vehicle width direction, and is connected to a pair of axles disposed in the front and rear of a vehicle via a rod member,

the balance shaft support includes:

a connecting portion disposed at a lower end portion of the balance shaft bracket to which the rod member is connected; and

a bearing member fastened to the connecting portion by a fastening member and axially supporting a shaft member rotatably supporting the lever member,

a raised surface portion provided at the lower end portion below the fastening member and above a lower end of an inner connecting portion of the connecting portions,

a step portion provided in the lower end portion so that the raised surface portion becomes a bottom surface of the stepped groove,

the step portions are provided on the front and rear sides of the jack-up surface portion in the vehicle front-rear direction and on the outer side of the jack-up surface portion in the vehicle width direction.

2. The balance shaft support of claim 1,

the jack-up surface portion is provided on the vehicle width direction inner side of the web surface.

3. A balanced suspension comprising the balance shaft bracket according to claim 1 or 2.