JP2006143001A - Axle bracket and suspension device using it - Google Patents

Axle bracket and suspension device using it Download PDF

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JP2006143001A
JP2006143001A JP2004336128A JP2004336128A JP2006143001A JP 2006143001 A JP2006143001 A JP 2006143001A JP 2004336128 A JP2004336128 A JP 2004336128A JP 2004336128 A JP2004336128 A JP 2004336128A JP 2006143001 A JP2006143001 A JP 2006143001A
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axle
vehicle
axle fixing
width direction
trailing arm
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Takashi Fujisawa
高 藤澤
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/20—Constructional features of semi-rigid axles, e.g. twist beam type axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an axle bracket for connecting an axle and a trailing arm, heightening the steering stability by restraining oversteer tendency in an H-shaped torsion beam type suspension, and a suspension device using it. <P>SOLUTION: This axle bracket 1 is constructed by an axle fixing part 2 for fixing an axle rotatably supporting a wheel, a front leg part 4 connecting the vehicle front end of the axle fixing part 2 to a trailing arm 3, and a rear leg part 5 connecting the vehicle rear end of the axle fixing part 2 to the trailing arm 3, and U-shaped in a view taken from above the vehicle. In the view taken from above the vehicle, the axle fixing part 2 is formed vertical to an axis parallel to the width direction, an angle made between the axle fixing part 2 and the rear leg part 5 is set to 90 or more degrees, and an angle made between the axle fixing part 2 and a front leg part 4 is set larger than the angle made between the axle fixing part 2 and the rear leg part 5. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、主にＨ型トーションビーム式の車輪を懸架するサスペンション装置に用いられる、アクスルとトレーリングアームとを連結するアクスルブラケットおよびそれを用いたサスペンション装置に関するものである。   The present invention relates to an axle bracket for connecting an axle and a trailing arm, and a suspension device using the same, mainly used in a suspension device for suspending an H-type torsion beam type wheel.

いわゆるＨ型トーションビーム式（ツイストビーム式）のサスペンション装置は、例えば特許文献１に示すように、車輪を回転自在に支持するアクスルを、アクスルブラケットを介して車両前後方向に延在するトレーリングアームに連結するとともに、当該トレーリングアームをブッシュを介して車体と連結し、当該トレーリングアームを車幅方向に延びるビームにて車幅方向反対側に位置するトレーリングアームに連結してなるものである。このため、このようなサスペンション装置において、車両の操縦安定性と乗り心地性能を両立させるためには、ブッシュの特性を調整することが必要となる。   In a so-called H-type torsion beam type (twist beam type) suspension device, for example, as shown in Patent Document 1, an axle that rotatably supports a wheel is used as a trailing arm that extends in the vehicle longitudinal direction via an axle bracket. In addition to connecting, the trailing arm is connected to the vehicle body via a bush, and the trailing arm is connected to a trailing arm located on the opposite side in the vehicle width direction by a beam extending in the vehicle width direction. . For this reason, in such a suspension device, it is necessary to adjust the characteristics of the bush in order to achieve both the handling stability of the vehicle and the riding comfort performance.

すなわち、車両の操縦安定性を高めるためには、車輪の支持剛性を高めることが必要になるが、このためには、ブッシュの剛性を高くすることが必要となる。この反面、乗り心地性能を高めるためには、ブッシュの剛性を低くすることが必要となる。
これらの相反する要求を両立するために、従来は、車幅方向成分を含んで延在する中心軸線を有するブッシュの軸方向の剛性を高くして、車輪の支持剛性を高め、当該ブッシュの軸直方向の剛性を低くして、車輪からサスペンションを介して車体に伝達される前後方向の力を低減して乗り心地性能を高める手法が多く用いられてきた。 That is, in order to increase the steering stability of the vehicle, it is necessary to increase the support rigidity of the wheels. For this purpose, it is necessary to increase the rigidity of the bush. On the other hand, in order to improve riding comfort performance, it is necessary to reduce the rigidity of the bush.
In order to satisfy these conflicting requirements, conventionally, the bushing having a central axis extending including the vehicle width direction component has a higher axial rigidity to increase the support rigidity of the wheel. Many methods have been used in which the rigidity in the straight direction is lowered to reduce the longitudinal force transmitted from the wheels to the vehicle body via the suspension to enhance the riding comfort performance.

ところが、このような、ブッシュの軸方向の剛性を高くし、軸直方向の剛性を低くする手法においては、旋回走行時において車輪に横力が働いた場合には、ブッシュが軸直方向に変形し、サスペンション装置全体が、前述したトレーリングアーム前端部つまりは車体への左右一対の取り付け点の中間に位置する瞬間回転中心を中心として、旋回外側のトレーリングアームがトーアウトとなるように回転して、旋回外側の車輪がトーアウトとなってオーバーステア傾向となり、操縦安定性が低下するという問題点があった。   However, in this method of increasing the axial rigidity of the bush and decreasing the rigidity in the axial direction, if a lateral force is applied to the wheel during turning, the bush is deformed in the axial direction. The suspension device as a whole rotates around the front end of the trailing arm, that is, the instantaneous rotation center located in the middle of the pair of left and right attachment points on the vehicle body so that the trailing arm on the outer side of the turn turns out As a result, the wheels on the outer side of the turn become toe-out, which tends to oversteer and the steering stability is lowered.

特開平８−３２４２１８号公報JP-A-8-324218

本発明は、従来技術が抱える上記の問題点を解決することを課題とするものであり、それの目的とするところは、上述したような構成のＨ型トーションビーム式サスペンションにおいて、オーバーステア傾向を抑制して、操縦安定性を高めることができる、アクスルとトレーリングアームを連結するアクスルブラケットおよびそれを用いたサスペンション装置を提供することにある。   The present invention has an object to solve the above-mentioned problems of the prior art, and an object of the present invention is to suppress an oversteer tendency in the H-type torsion beam suspension having the above-described configuration. An object of the present invention is to provide an axle bracket for connecting an axle and a trailing arm, and a suspension device using the same, which can improve steering stability.

請求項１に係わるアクスルブラケットは、車輪を回転自在に支持するアクスルを固定するアクスル固定部と、当該アクスル固定部の車両前方端をトレーリングアームに連結する前方脚部と、当該アクスル固定部の車両後方端をトレーリングアームに連結する後方脚部とからなる車両上方視における形状がコの字状のアクスルブラケットであって、
車両上方視において、前記アクスル固定部を車幅方向に平行な軸線に垂直に形成し、前記アクスル固定部と後方脚部とのなす角度を９０度以上とし、前記アクスル固定部と前方脚部とのなす角度を、前記アクスル固定部と後方脚部とのなす角度よりも大とすることを特徴とする。 An axle bracket according to claim 1 includes an axle fixing portion that fixes an axle that rotatably supports a wheel, a front leg portion that connects a vehicle front end of the axle fixing portion to a trailing arm, and the axle fixing portion. An axle bracket having a U-shaped shape in a vehicle upper view composed of a rear leg portion that connects a vehicle rear end to a trailing arm,
When viewed from above the vehicle, the axle fixing portion is formed perpendicular to an axis parallel to the vehicle width direction, and an angle formed by the axle fixing portion and the rear leg portion is 90 degrees or more, and the axle fixing portion and the front leg portion are The angle formed by is made larger than the angle formed by the axle fixing part and the rear leg part.

請求項２に係わるアクスルブラケットは、請求項１に記載のアクスルブラケットにおいて、車両上方視における、前方脚部の長さを、後方脚部の長さよりも長くしてなることを特徴とする。
請求項３に係わるアクスルブラケットは、請求項１もしくは２に記載のアクスルブラケットにおいて、車両上方視における、前記アクスル固定部と前方脚部とのなす角度を１２８度以上とし、前記アクスル固定部と後方脚部とのなす角度を９０度とすることを特徴とする。 The axle bracket according to claim 2 is characterized in that, in the axle bracket according to claim 1, the length of the front leg portion in the vehicle upper view is longer than the length of the rear leg portion.
The axle bracket according to claim 3 is the axle bracket according to claim 1 or 2, wherein an angle formed between the axle fixing portion and the front leg portion in the vehicle upper view is 128 degrees or more, and the axle fixing portion and the rear The angle formed with the leg is 90 degrees.

請求項４に係わるアクスルブラケットは、請求項１〜３のいずれかに記載のアクスルブラケットにおいて、車両上方視における、前記前方脚部の長さを１０５ｍｍ以上とすることを特徴とする。
請求項５に係わるアクスルブラケットは、請求項１〜４のいずれかに記載のアクスルブラケットにおいて、車両上方視における、前記後方脚部の長さを７８ｍｍ以下とすることを特徴とする。
請求項６に記載のサスペンション装置は、請求項１〜５のいずれかに記載のアクスルブラケットを用いてなることを特徴とする。
ここで、上述した角度はすべて、車輪に横力が加わっていない状態での数値を示すものとする。 According to a fourth aspect of the present invention, in the axle bracket according to any one of the first to third aspects, the length of the front leg portion is 105 mm or more as viewed from above the vehicle.
An axle bracket according to a fifth aspect is the axle bracket according to any one of the first to fourth aspects, wherein the length of the rear leg portion when viewed from above the vehicle is 78 mm or less.
A suspension device according to a sixth aspect is characterized by using the axle bracket according to any one of the first to fifth aspects.
Here, all the angles described above indicate numerical values when no lateral force is applied to the wheels.

請求項１に係わるアクスルブラケットによれば、旋回走行中の旋回外側の車輪に車幅方向外側から内側に向かう横力が作用した場合に、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量を、後方脚部のアクスル固定部への連結点の車幅方向内側への移動量よりも大きくすることができるため、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりも大きくして、アクスルおよび車輪をトーイン傾向とすることができる。
前記アクスル固定部と後方脚部とのなす角度を９０度未満とすると、横力が車輪に作用した場合の、車輪の車幅方向の支持剛性が小さくなりすぎて好ましくない。また、アクスル固定部の車両後方側の車幅方向内側への移動量が大きくなり、トーアウト傾向が増大し好ましくない。 According to the axle bracket according to claim 1, when a lateral force inward from the outside in the vehicle width direction is applied to the turning outer wheel during turning, the vehicle width at the connection point of the front leg portion to the axle fixing portion. The amount of movement inward in the direction can be made larger than the amount of movement inward in the vehicle width direction of the connecting point of the rear leg to the axle fixing portion, so that the axle fixing portion inward in the vehicle width direction on the vehicle front side Can be made larger than the amount of movement inward in the vehicle width direction on the rear side of the vehicle, so that the axle and the wheels have a toe-in tendency.
If the angle formed between the axle fixing part and the rear leg part is less than 90 degrees, the support rigidity in the vehicle width direction of the wheel when a lateral force acts on the wheel is not preferable. In addition, the amount of movement of the axle fixing portion toward the inner side in the vehicle width direction on the vehicle rear side is increased, which is not preferable because the toe-out tendency increases.

請求項２に係わるアクスルブラケットによれば、車両上方視において前方脚部の長さを後方脚部の長さよりも長くしているため、旋回走行中の旋回外側の車輪に車幅方向外側から内側に向かう横力が作用した場合に、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量を、後方脚部のアクスル固定部への連結点の車幅方向内側への移動量よりもさらに大きくすることができるため、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりも大きくして、アクスルおよび車輪をさらにトーイン傾向とすることができる。   According to the axle bracket according to claim 2, the length of the front leg is longer than the length of the rear leg when viewed from above the vehicle. When a lateral force toward the vehicle acts, the amount of movement of the connecting point of the front leg to the axle fixing part to the inner side in the vehicle width direction is determined by Since the amount of movement of the axle fixing portion inward in the vehicle width direction on the vehicle front side can be made larger than the amount of movement inward in the vehicle width direction on the vehicle rear side, Can be made a toe-in tendency.

請求項３に係わるアクスルブラケットによれば、前方脚部のアクスル固定部に対する角度を大きくしているので、旋回走行中に旋回外側の車輪に車幅方向外側から内側に向かう横力が作用した場合に、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量をさらに大きくすることができるとともに、後方脚部をアクスル固定部に対して９０度つまりは垂直としているので、後方脚部のアクスル固定部への連結点の車幅方向内側への移動量を、後方脚部の圧縮による変形量のみとしてなるべく小さくすることができるため、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりもさらに大きくして、アクスルおよび車輪をさらにトーイン傾向とすることができる。
車両上方視における、前方脚部とアクスル固定部とのなす角度を１２８度よりも小さくすると、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量を十分に大きくできず、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりも大きくして、アクスルおよび車輪をトーイン傾向とする効果が小さくなる。 According to the axle bracket according to the third aspect, since the angle of the front leg with respect to the axle fixing portion is increased, a lateral force inward from the outer side in the vehicle width direction acts on the outer wheel during turning. In addition, the amount of movement of the connecting point of the front leg to the axle fixing part inward in the vehicle width direction can be further increased, and the rear leg is 90 degrees, that is, perpendicular to the axle fixing part. Since the amount of movement of the connecting point of the rear leg part to the axle fixing part inward in the vehicle width direction can be reduced as much as possible only by the deformation amount due to compression of the rear leg part, the vehicle width on the vehicle front side of the axle fixing part The amount of movement inward in the direction can be made larger than the amount of movement inward in the vehicle width direction on the rear side of the vehicle, so that the axle and the wheels can have a toe-in tendency.
If the angle formed between the front leg and the axle fixing part in the vehicle upper view is smaller than 128 degrees, the amount of movement of the connecting point of the front leg to the axle fixing part inward in the vehicle width direction cannot be increased sufficiently. The effect of making the axle and wheels toe-in tends to be reduced by making the amount of movement of the axle fixing portion inward in the vehicle width direction on the vehicle front side larger than the amount of movement inward in the vehicle width direction on the vehicle rear side.

請求項４に係わるアクスルブラケットによっても、旋回走行中に旋回外側の車輪に車幅方向外側から内側に向かう横力が作用した場合に、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量をさらに大きくすることができるため、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりもさらに大きくして、アクスルおよび車輪をさらにトーイン傾向とすることができる。
車両上方視における、前方脚部の長さを１０５ｍｍより小さくすると、前方脚部のアクスル固定部への連結点の車幅方向内側への移動量を十分に大きくできず、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりも大きくして、アクスルおよび車輪をトーイン傾向とする効果が小さくなる。 Also in the axle bracket according to claim 4, when a lateral force inward from the outside in the vehicle width direction acts on the outer wheel during turning, the vehicle width direction of the connecting point to the axle fixing portion of the front leg portion Since the amount of movement to the inside can be further increased, the amount of movement of the axle fixing portion to the vehicle width direction inside of the vehicle front side is further made larger than the amount of movement to the vehicle width direction inside of the vehicle rear side, The axle and wheels can be further toe-in.
If the length of the front leg in the vehicle upper view is smaller than 105 mm, the amount of movement of the connecting point of the front leg to the axle fixing part inward in the vehicle width direction cannot be increased sufficiently, and the axle fixing part in front of the vehicle The effect of making the axle and wheels toe-in tends to be reduced by making the movement amount inward in the vehicle width direction on the side larger than the movement amount inward in the vehicle width direction on the vehicle rear side.

請求項５に係わるアクスルブラケットによっても、旋回走行中に旋回外側の車輪に車幅方向外側から内側に向かう横力が作用した場合に、後方脚部のアクスル固定部への連結点の車幅方向内側への移動量をなるべく小さくすることができるため、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりもさらに大きくして、アクスルおよび車輪をさらにトーイン傾向とすることができる。
車両上方視における、後方脚部の長さを７８ｍｍより大きくすると、後方脚部のアクスル固定部への連結点の車幅方向内側への移動量を十分に小さくできず、アクスル固定部の車両前方側の車幅方向内側への移動量を車両後方側の車幅方向内側への移動量よりも大きくして、アクスルおよび車輪をトーイン傾向とする効果が小さくなる。 Also in the axle bracket according to claim 5, when a lateral force inward from the outside in the vehicle width direction acts on the outer wheel during turning, the vehicle width direction of the connecting point to the axle fixing portion of the rear leg portion Since the amount of movement inward can be reduced as much as possible, the amount of movement of the axle fixing portion inward in the vehicle width direction on the vehicle front side is further increased than the amount of movement inward in the vehicle width direction on the vehicle rear side, The axle and wheels can be further toe-in.
If the length of the rear leg portion is larger than 78 mm when viewed from the top of the vehicle, the amount of movement of the connecting point of the rear leg portion to the axle fixing portion inward in the vehicle width direction cannot be made sufficiently small. The effect of making the axle and wheels toe-in tends to be reduced by making the movement amount inward in the vehicle width direction on the side larger than the movement amount inward in the vehicle width direction on the vehicle rear side.

請求項６に記載のサスペンション装置によれば、上述したようなアクスルブラケットの作用に基づき、旋回走行時に車輪に横力が作用した場合に、アクスルおよび車輪をトーイン傾向として、操縦安定性を高めて、乗り心地性能との両立を図ることができる。   According to the suspension device of the sixth aspect, on the basis of the action of the axle bracket as described above, when a lateral force acts on the wheel during turning, the axle and the wheel are made toe-in and the steering stability is improved. It is possible to achieve a balance with ride performance.

以下、本発明の実施の形態を、図面に示すところに基づいて詳細に説明する。
図１は、本発明の一実施例になるアクスルブラケットおよびそれを用いたＨ型トーションビーム式のサスペンション装置の要部を車両上方から見て示す模式図である。 Embodiments of the present invention will be described below in detail based on the drawings.
FIG. 1 is a schematic view showing a main part of an axle bracket and an H-type torsion beam type suspension device using the same according to an embodiment of the present invention as viewed from above the vehicle.

本発明の一実施例になるアクスルブラケット１は、図示しない車輪を回転自在に支持する図示しないアクスルを固定するアクスル固定部２と、アクスル固定部２の車両前方端をトレーリングアーム３に連結する前方脚部４と、アクスル固定部２の車両後方端をトレーリングアーム３に連結する後方脚部５とからなる車両上方視における形状がコの字状のアクスルブラケットであって、
車両上方視において、アクスル固定部２を車幅方向に平行な軸線に垂直に形成し、アクスル固定部２と後方脚部５とのなす角度βを９０度以上とし、アクスル固定部２と前方脚部４とのなす角度αを、アクスル固定部２と後方脚部５とのなす角度βよりも大としている。（請求項１に相当）
ここでは、車両上方視における、前方脚部４の長さａを、後方脚部５の長さｂよりも長くし（請求項２に相当）、アクスル固定部２と前方脚部４とのなす角度αを１２８度とし、アクスル固定部２と後方脚部５とのなす角度βを９０度としている。（請求項３に相当）
なお、当該ブラケット１はプレス成型等により成型される。 An axle bracket 1 according to an embodiment of the present invention includes an axle fixing portion 2 for fixing an axle (not shown) that rotatably supports a wheel (not shown), and a vehicle front end of the axle fixing portion 2 connected to a trailing arm 3. An axle bracket having a U-shaped shape in the vehicle upper view, which includes a front leg 4 and a rear leg 5 connecting the rear end of the axle fixing part 2 to the trailing arm 3,
When the vehicle is viewed from above, the axle fixing portion 2 is formed perpendicular to the axis parallel to the vehicle width direction, the angle β formed by the axle fixing portion 2 and the rear leg portion 5 is 90 degrees or more, and the axle fixing portion 2 and the front leg The angle α formed by the portion 4 is set larger than the angle β formed by the axle fixing portion 2 and the rear leg portion 5. (Equivalent to claim 1)
Here, the length a of the front leg 4 in the vehicle upper view is made longer than the length b of the rear leg 5 (corresponding to claim 2), and the axle fixing part 2 and the front leg 4 are formed. The angle α is 128 degrees, and the angle β formed by the axle fixing portion 2 and the rear leg portion 5 is 90 degrees. (Equivalent to claim 3)
The bracket 1 is molded by press molding or the like.

本発明の一実施例たるサスペンション装置は、図示しない車輪を回転自在に支持する図示しないアクスルを、アクスルブラケット１を介して車両前後方向に延在するトレーリングアーム３に連結するとともに、当該トレーリングアーム３の前端部をブッシュ６を介して図示しない車体と連結し、当該トレーリングアーム２を車幅方向に延びるビーム７にて、車幅方向中心ＣＨを挟んで車幅方向反対側に位置する図示しないトレーリングアームに連結してなるものであって（請求項６に相当）、当該トレーリングアーム３の車幅方向内側に突出させてスプリングシート８が設けられ、当該スプリングシート５には車両上下方向に延びるコイルスプリング９の下端部が着座され、コイルスプリング９の上端部は図示しない車体に連結される。   A suspension apparatus according to an embodiment of the present invention connects an unillustrated axle that rotatably supports a wheel (not shown) to a trailing arm 3 that extends in the vehicle front-rear direction via an axle bracket 1. The front end of the arm 3 is connected to a vehicle body (not shown) via a bush 6 and the trailing arm 2 is positioned on the opposite side in the vehicle width direction with the beam 7 extending in the vehicle width direction across the center CH in the vehicle width direction. It is connected to a trailing arm (not shown) (corresponding to claim 6), and a spring seat 8 is provided so as to protrude inward in the vehicle width direction of the trailing arm 3, and the spring seat 5 is provided with a vehicle. A lower end portion of the coil spring 9 extending in the vertical direction is seated, and an upper end portion of the coil spring 9 is connected to a vehicle body (not shown).

図２は、本発明の他の実施例になるアクスルブラケットおよびそれを用いたＨ型トーションビーム式のサスペンション装置の要部を車両上方から見て示す模式図である。   FIG. 2 is a schematic view showing the main part of an axle bracket and an H-type torsion beam type suspension device using the same according to another embodiment of the present invention as viewed from above the vehicle.

本発明の他の実施例になるアクスルブラケット１は、図示しない車輪を回転自在に支持する図示しないアクスルを固定するアクスル固定部２と、アクスル固定部２の車両前方端をトレーリングアーム３に連結する前方脚部４と、アクスル固定部２の車両後方端をトレーリングアーム３に連結する後方脚部５とからなる車両上方視における形状がコの字状のアクスルブラケットであって、
車両上方視において、アクスル固定部２を車幅方向に平行な軸線に垂直に形成し、アクスル固定部２と後方脚部５とのなす角度βを９０度以上とし、アクスル固定部２と前方脚部４とのなす角度αを、アクスル固定部２と後方脚部５とのなす角度βよりも大としている。（請求項１に相当） An axle bracket 1 according to another embodiment of the present invention includes an axle fixing portion 2 for fixing an axle (not shown) that rotatably supports a wheel (not shown), and a vehicle front end of the axle fixing portion 2 connected to a trailing arm 3. An axle bracket having a U-shaped shape in a vehicle upper view comprising a front leg 4 and a rear leg 5 connecting the rear end of the axle fixing part 2 to the trailing arm 3;
When the vehicle is viewed from above, the axle fixing portion 2 is formed perpendicular to the axis parallel to the vehicle width direction, the angle β formed by the axle fixing portion 2 and the rear leg portion 5 is 90 degrees or more, and the axle fixing portion 2 and the front leg The angle α formed by the portion 4 is set larger than the angle β formed by the axle fixing portion 2 and the rear leg portion 5. (Equivalent to claim 1)

ここでは、車両上方視における、前方脚部４の長さａを、後方脚部５の長さｂよりも長くし、（請求項２に相当）、アクスル固定部２と前方脚部４とのなす角度αを１２８度とし、アクスル固定部２と後方脚部５とのなす角度βを９０度としている（請求項３に相当）。
さらに、車両上方視における、前記前方脚部の長さを１０５ｍｍ以上としている。（請求項４に相当） Here, the length a of the front leg 4 in the vehicle upper view is made longer than the length b of the rear leg 5 (corresponding to claim 2), and the axle fixing part 2 and the front leg 4 are The angle α formed is 128 degrees, and the angle β formed between the axle fixing portion 2 and the rear leg portion 5 is 90 degrees (corresponding to claim 3).
Furthermore, the length of the front leg portion when viewed from above the vehicle is set to 105 mm or more. (Equivalent to claim 4)

図２に示す、本発明の他の実施例たるサスペンション装置は、図示しない車輪を回転自在に支持する図示しないアクスルを、アクスルブラケット１を介して車両前後方向に延在するトレーリングアーム３に連結するとともに、当該トレーリングアーム３の前端部をブッシュ６を介して図示しない車体と連結し、当該トレーリングアーム２を車幅方向に延びるビーム７にて、車幅方向中心ＣＨを挟んで車幅方向反対側に位置する図示しないトレーリングアームに連結してなるものであって（請求項６に相当）、当該トレーリングアーム３の車幅方向内側に突出させてスプリングシート８が設けられ、当該スプリングシート５には車両上下方向に延びるコイルスプリング９の下端部が着座され、コイルスプリング９の上端部は図示しない車体に連結される。   A suspension apparatus according to another embodiment of the present invention shown in FIG. 2 connects an axle (not shown) that rotatably supports a wheel (not shown) to a trailing arm 3 extending in the vehicle longitudinal direction via an axle bracket 1. At the same time, the front end of the trailing arm 3 is connected to a vehicle body (not shown) via a bush 6, and the trailing arm 2 is extended by a beam 7 extending in the vehicle width direction with the vehicle width direction center CH interposed therebetween. It is connected to a trailing arm (not shown) located on the opposite side of the direction (corresponding to claim 6), and a spring seat 8 is provided to protrude inward in the vehicle width direction of the trailing arm 3, A lower end portion of a coil spring 9 extending in the vehicle vertical direction is seated on the spring seat 5, and the upper end portion of the coil spring 9 is connected to a vehicle body (not shown). It is.

図３は、本発明の他の実施例になるアクスルブラケットおよびそれを用いたＨ型トーションビーム式のサスペンション装置の要部を車両上方から見て示す模式図である。   FIG. 3 is a schematic view showing an essential part of an axle bracket and an H-type torsion beam type suspension device using the same according to another embodiment of the present invention as viewed from above the vehicle.

本発明の他の実施例になるアクスルブラケット１は、図示しない車輪を回転自在に支持する図示しないアクスルを固定するアクスル固定部２と、アクスル固定部２の車両前方端をトレーリングアーム３に連結する前方脚部４と、アクスル固定部２の車両後方端をトレーリングアーム３に連結する後方脚部５とからなる車両上方視における形状がコの字状のアクスルブラケットであって、
車両上方視において、アクスル固定部２を車幅方向に平行な軸線に垂直に形成し、アクスル固定部２と後方脚部５とのなす角度βを９０度以上とし、アクスル固定部２と前方脚部４とのなす角度αを、アクスル固定部２と後方脚部５とのなす角度βよりも大としている。（請求項１に相当） An axle bracket 1 according to another embodiment of the present invention includes an axle fixing portion 2 for fixing an axle (not shown) that rotatably supports a wheel (not shown), and a vehicle front end of the axle fixing portion 2 connected to a trailing arm 3. An axle bracket having a U-shaped shape in a vehicle upper view comprising a front leg 4 and a rear leg 5 connecting the rear end of the axle fixing part 2 to the trailing arm 3;
When the vehicle is viewed from above, the axle fixing portion 2 is formed perpendicular to the axis parallel to the vehicle width direction, the angle β formed by the axle fixing portion 2 and the rear leg portion 5 is 90 degrees or more, and the axle fixing portion 2 and the front leg The angle α formed by the portion 4 is set larger than the angle β formed by the axle fixing portion 2 and the rear leg portion 5. (Equivalent to claim 1)

ここでは、車両上方視における、前方脚部４の長さａを、後方脚部５の長さｂよりも長くし、（請求項２に相当）、アクスル固定部２と前方脚部４とのなす角度αを１２８度とし、アクスル固定部２と後方脚部５とのなす角度βを９０度としている（請求項３に相当）。
さらに、車両上方視における、前方脚部４の長さａを１０５ｍｍ以上とし（請求項４に相当）、後方脚部５の長さｂを７８ｍｍ以下としている（請求項５に相当）。前方脚部４の長さａを長くした上で、後方脚部５の長さｂを短くするため、前方脚部４のトレーリングアーム３への連結点４ａを、トレーリングアーム３の車幅方向内側への湾曲点３ａよりも車両前方側に位置させている。 Here, the length a of the front leg 4 in the vehicle upper view is made longer than the length b of the rear leg 5 (corresponding to claim 2), and the axle fixing part 2 and the front leg 4 are The angle α formed is 128 degrees, and the angle β formed between the axle fixing portion 2 and the rear leg portion 5 is 90 degrees (corresponding to claim 3).
Further, the length a of the front leg 4 in the vehicle upper view is 105 mm or more (corresponding to claim 4), and the length b of the rear leg 5 is 78 mm or less (corresponding to claim 5). In order to lengthen the length a of the front leg 4 and shorten the length b of the rear leg 5, the connecting point 4a of the front leg 4 to the trailing arm 3 is set to the vehicle width of the trailing arm 3. It is located on the vehicle front side with respect to the bending point 3a toward the inside in the direction.

図３に示す、本発明の他の実施例たるサスペンション装置は、図示しない車輪を回転自在に支持する図示しないアクスルを、アクスルブラケット１を介して車両前後方向に延在するトレーリングアーム３に連結するとともに、当該トレーリングアーム３の前端部をブッシュ６を介して図示しない車体と連結し、当該トレーリングアーム２を車幅方向に延びるビーム７にて、車幅方向中心ＣＨを挟んで車幅方向反対側に位置する図示しないトレーリングアームに連結してなるものであって（請求項６に相当）、当該トレーリングアーム３の車幅方向内側に突出させてスプリングシート８が設けられ、当該スプリングシート５には車両上下方向に延びるコイルスプリング９の下端部が着座され、コイルスプリング９の上端部は図示しない車体に連結される。
なお、それぞれの請求項に相当する構成の作用効果は、発明の効果の欄で説明済みであるためここでは割愛する。 A suspension device according to another embodiment of the present invention shown in FIG. 3 connects an axle (not shown) that rotatably supports a wheel (not shown) to a trailing arm 3 extending in the vehicle longitudinal direction via an axle bracket 1. At the same time, the front end of the trailing arm 3 is connected to a vehicle body (not shown) via a bush 6, and the trailing arm 2 is extended by a beam 7 extending in the vehicle width direction with the vehicle width direction center CH interposed therebetween. It is connected to a trailing arm (not shown) located on the opposite side of the direction (corresponding to claim 6), and a spring seat 8 is provided to protrude inward in the vehicle width direction of the trailing arm 3, A lower end portion of a coil spring 9 extending in the vehicle vertical direction is seated on the spring seat 5, and the upper end portion of the coil spring 9 is connected to a vehicle body (not shown). It is.
In addition, since the effect of the structure corresponded to each claim has already been demonstrated in the column of the effect of invention, it omits here.

ところで、本発明に係わるアクスルブラケットを使用したサスペンション装置においては、表１に示すように、図４に示した従来構造のアクスルブラケット５１を使用したサスペンション装置５２に比して、トーアウトが解消されるものの、車輪の接地点横剛性は、低下することとなる。この横剛性の低下を補償するためには、トレーリングアーム前端部のブッシュの軸方向剛性を４０％高める必要があるが、そうすると、横力コンプライアンスのトーアウト傾向は若干残るものの、従来構造に比してはトーイン傾向となり、トータルとしての操縦安定性能を高めることができる。

Figure 2006143001
By the way, in the suspension device using the axle bracket according to the present invention, as shown in Table 1, the toe-out is eliminated as compared with the suspension device 52 using the axle bracket 51 having the conventional structure shown in FIG. However, the ground contact point lateral rigidity of the wheel is reduced. To compensate for this decrease in lateral stiffness, it is necessary to increase the axial stiffness of the bushing at the front end of the trailing arm by 40%. As a result, it becomes a toe-in tendency, and it is possible to improve the overall steering stability performance.
Figure 2006143001

図５は、本発明に係わるアクスルブラケットを、車両上方から見て、リンク機構に模して示す模式図である
図中Ｘは車両前後方向を、Ｙは車幅方向を示し、ｒａは前方脚部の長さを、ｒｂはアクスル固定部の長さを、ｒｃは後方脚部の長さを、ｒｄは前方脚部のトレーリングアーム側の連結点と、後方脚部のトレーリングアーム側の連結点との距離を示す。Ｑａは前方脚部と車両前後方向に平行な軸線とのなす角度を、Ｑｃは後方脚部と車両前後方向に平行な軸線とのなす角度を、Ｑｂはアクスル固定部と、車両前後方向に平行な軸線とのなす角度を示す。さらに図中実線は横力が加わらない場合を示し、二点差線は横力が作用した場合を示す。 FIG. 5 is a schematic view of the axle bracket according to the present invention as seen from above the vehicle, simulating the link mechanism. In the figure, X indicates the vehicle longitudinal direction, Y indicates the vehicle width direction, and ra indicates the front leg. Rb is the length of the axle fixing part, rc is the length of the rear leg, rd is the connecting point of the front leg on the trailing arm side, and the rear leg is on the trailing arm side. Indicates the distance to the connection point. Qa is the angle between the front leg and the axis parallel to the vehicle longitudinal direction, Qc is the angle between the rear leg and the axis parallel to the vehicle longitudinal direction, and Qb is parallel to the axle fixing portion and the vehicle longitudinal direction. Indicates the angle between the axis and the axis. Further, in the figure, a solid line indicates a case where no lateral force is applied, and a two-point difference line indicates a case where a lateral force is applied.

図６は、Ｑａを変化させた場合の、Ｑｂの変化を示すグラフである。前述したように、本発明のアクスルブラケットを用いることにより、サスペンションによる車輪の横方向の支持剛性が下がるため、図１〜３に示す、ブッシュ６の軸方向の剛性を高くする必要がある。乗り心地性能の悪化を防止するために、ブッシュ６の軸方向の剛性のみを高くした状態で、車輪に横力が作用すると、トレーリングアーム３の前端部の、車幅方向の移動量が減り、サスペンション装置としての回転量が増えて、トーアウト傾向が増加する。それを補償するために、最低限０．０５度のトーインを、アクスルブラケットにより補償する必要がある。このため、Ｑａは５２度以下であることが好ましく、図１に示すαは、Ｑａの補角に相当するため１２８度以上であることが好ましいことがわかる。   FIG. 6 is a graph showing changes in Qb when Qa is changed. As described above, by using the axle bracket of the present invention, the lateral support rigidity of the wheel by the suspension is lowered. Therefore, it is necessary to increase the axial rigidity of the bush 6 shown in FIGS. If lateral force is applied to the wheels with only the axial rigidity of the bush 6 increased in order to prevent deterioration in riding comfort, the amount of movement in the vehicle width direction of the front end of the trailing arm 3 is reduced. The rotation amount as a suspension device increases, and the toe-out tendency increases. To compensate for this, a minimum 0.05 degree toe-in must be compensated by the axle bracket. Therefore, it is preferable that Qa is 52 degrees or less, and α shown in FIG. 1 corresponds to the complementary angle of Qa, and is preferably 128 degrees or more.

図７は、ｒａを変化させた場合の、Ｑｂの変化を示すグラフである。同様に、最低限０．０５度のトーインをアクスルブラケットにより補償する必要があるため、ｒａは１０５ｍｍ以上であることが好ましいことがわかる。
図８は、ｒａ＝１０５ｍｍ、Ｑａ＝５２ｄｅｇにおいて、ｒｃを変化させた場合の、Ｑｂの変化を示すグラフである。同様に、最低限０．０５度のトーインをアクスルブラケットにより補償する必要があるため、ｒｃは７８ｍｍ以下であることが好ましいことがわかる。 FIG. 7 is a graph showing changes in Qb when ra is changed. Similarly, it is necessary to compensate for a toe-in at a minimum of 0.05 degrees with the axle bracket, so that it is understood that ra is preferably 105 mm or more.
FIG. 8 is a graph showing changes in Qb when rc is changed at ra = 105 mm and Qa = 52 deg. Similarly, since it is necessary to compensate for a toe-in of 0.05 degrees at least by the axle bracket, it can be seen that rc is preferably 78 mm or less.

なお、本発明は、上記実施の形態にのみ限定されるものではなく、幾多の変形または変更が可能である。   In addition, this invention is not limited only to the said embodiment, Many deformation | transformation or a change is possible.

本発明は、車室内空間を広げるとともに操縦安定性をも高めることができるサスペンション装置に適用して効果的なものである。   The present invention is effective when applied to a suspension device capable of expanding the interior space of the vehicle and improving the steering stability.

本発明の一実施例になるアクスルブラケットおよびそれを使用したサスペンション装置の要部を車両上方から見て示す模式図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing an essential part of an axle bracket and a suspension device using the same according to an embodiment of the present invention as viewed from above the vehicle. 本発明の他の実施例になるアクスルブラケットおよびそれを使用したサスペンション装置の要部を車両上方から見て示す模式図である。It is a schematic diagram which shows the principal part of the axle bracket which becomes another Example of this invention, and the suspension apparatus using the same seeing from vehicle upper direction. 本発明のさらに他の実施例になるアクスルブラケットおよびそれを使用したサスペンション装置の要部を車両上方から見て示す模式図である。It is a schematic diagram which shows the principal part of the axle bracket which becomes further another Example of this invention, and the suspension apparatus using the same seeing from vehicle upper direction. 従来のアクスルブラケットおよびそれを使用したサスペンション装置の要部を車両上方から見て示す模式図である。It is the model which shows the principal part of the conventional axle bracket and the suspension apparatus using the same seeing from the vehicle upper direction. 本発明に係るアクスルブラケットを車両上方から見てリンク機構に模して示す模式図である。It is a schematic diagram imitating an axle bracket according to the present invention by simulating a link mechanism when viewed from above the vehicle. Ｑａを変化させた場合の、Ｑｂの変化を示すグラフである。It is a graph which shows the change of Qb when changing Qa. ｒａを変化させた場合の、Ｑｂの変化を示すグラフである。It is a graph which shows the change of Qb when ra is changed. ｒａ＝１０５ｍｍ、Ｑａ＝５２ｄｅｇにおいて、ｒｃを変化させた場合の、Ｑｂの変化を示すグラフである。It is a graph which shows the change of Qb when changing rc in ra = 105mm and Qa = 52deg.

符号の説明Explanation of symbols

１ アクスルブラケット
２ アクスル固定部
３ トレーリングアーム
４ 前方脚部
５ 後方脚部
６ ブッシュ
７ ビーム
８ スプリングシート
９ スプリング DESCRIPTION OF SYMBOLS 1 Axle bracket 2 Axle fixing part 3 Trailing arm 4 Front leg part 5 Rear leg part 6 Bush 7 Beam 8 Spring seat 9 Spring

Claims (6)

車輪を回転自在に支持するアクスルを固定するアクスル固定部と、当該アクスル固定部の車両前方端をトレーリングアームに連結する前方脚部と、当該アクスル固定部の車両後方端をトレーリングアームに連結する後方脚部とからなる車両上方視における形状がコの字状のアクスルブラケットであって、
車両上方視において、前記アクスル固定部を車幅方向に平行な軸線に垂直に形成し、前記アクスル固定部と後方脚部とのなす角度を９０度以上とし、前記アクスル固定部と前方脚部とのなす角度を、前記アクスル固定部と後方脚部とのなす角度よりも大とすることを特徴とするアクスルブラケット。 An axle fixing part that fixes an axle that rotatably supports a wheel, a front leg part that connects a vehicle front end of the axle fixing part to a trailing arm, and a vehicle rear end of the axle fixing part that is connected to a trailing arm A rear bracket that has a U-shaped axle bracket as viewed from above the vehicle,
When viewed from above the vehicle, the axle fixing portion is formed perpendicular to an axis parallel to the vehicle width direction, and an angle formed by the axle fixing portion and the rear leg portion is 90 degrees or more, and the axle fixing portion and the front leg portion are The axle bracket is characterized in that the angle formed by the angle is greater than the angle formed by the axle fixing portion and the rear leg portion. 車両上方視における、前方脚部の長さを、後方脚部の長さよりも長くしてなる請求項１に記載のアクスルブラケット。   The axle bracket according to claim 1, wherein the length of the front leg portion is longer than the length of the rear leg portion when viewed from above the vehicle. 車両上方視における、前記アクスル固定部と前方脚部とのなす角度を１２８度以上とし、前記アクスル固定部と後方脚部とのなす角度を９０度とすることを特徴とする請求項１もしくは２に記載のアクスルブラケット。   The angle formed between the axle fixing portion and the front leg portion when viewed from above the vehicle is set to 128 degrees or more, and the angle formed between the axle fixing portion and the rear leg portion is set to 90 degrees. Axle bracket as described in 車両上方視における、前記前方脚部の長さを１０５ｍｍ以上とすることを特徴とする請求項１〜３のいずれかに記載のアクスルブラケット。   The axle bracket according to any one of claims 1 to 3, wherein a length of the front leg portion when viewed from above the vehicle is 105 mm or more. 車両上方視における、前記後方脚部の長さを７８ｍｍ以下とすることを特徴とする請求項１〜４のいずれかに記載のアクスルブラケット。   The axle bracket according to any one of claims 1 to 4, wherein a length of the rear leg portion when viewed from above the vehicle is set to 78 mm or less. 請求項１〜５のいずれかに記載のアクスルブラケットを用いてなるサスペンション装置。   A suspension device using the axle bracket according to any one of claims 1 to 5.
JP2004336128A 2004-11-19 2004-11-19 Axle bracket and suspension device using it Withdrawn JP2006143001A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010221818A (en) * 2009-03-23 2010-10-07 Honda Motor Co Ltd Rear wheel control device
KR20170008015A (en) * 2015-07-13 2017-01-23 현대자동차주식회사 Coupled torsion beam axle of vehicles

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010221818A (en) * 2009-03-23 2010-10-07 Honda Motor Co Ltd Rear wheel control device
KR20170008015A (en) * 2015-07-13 2017-01-23 현대자동차주식회사 Coupled torsion beam axle of vehicles
KR102212574B1 (en) * 2015-07-13 2021-02-04 현대자동차 주식회사 Coupled torsion beam axle of vehicles

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