JP2010052540A - Cross member-integrated trunnion bracket - Google Patents

Cross member-integrated trunnion bracket Download PDF

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JP2010052540A
JP2010052540A JP2008218468A JP2008218468A JP2010052540A JP 2010052540 A JP2010052540 A JP 2010052540A JP 2008218468 A JP2008218468 A JP 2008218468A JP 2008218468 A JP2008218468 A JP 2008218468A JP 2010052540 A JP2010052540 A JP 2010052540A
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cross member
trunnion
trunnion bracket
vehicle width
width direction
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JP5373340B2 (en
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Atsushi Hata
敦史 畑
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Hino Motors Ltd
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Hino Motors Ltd
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Priority to JP2008218468A priority Critical patent/JP5373340B2/en
Priority to EP09809499.8A priority patent/EP2322365B1/en
Priority to CN200980133646.4A priority patent/CN102131660B/en
Priority to US13/059,239 priority patent/US8342565B2/en
Priority to PCT/JP2009/003939 priority patent/WO2010023843A1/en
Publication of JP2010052540A publication Critical patent/JP2010052540A/en
Priority to HK11110379.7A priority patent/HK1155995A1/en
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Abstract

<P>PROBLEM TO BE SOLVED: To remarkably reduce a workload by remarkably reducing labor and time for alignment adjusting than ever. <P>SOLUTION: This cross member-integrated trunnion bracket 20 includes a cross member part 16 connecting between right and left frames, and a pair of trunnion bracket parts 19 integrally formed at a lower face of both ends of the cross member 16 to open outward in the vehicle width direction toward the lower part and each having a boss part 18 for pivotably supporting a trunnion shaft. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、後輪２軸の大型トラック等に用いられているトラニオン式サスペンションに適用することが可能なクロスメンバ一体型トラニオンブラケットに関するものである。   The present invention relates to a cross member-integrated trunnion bracket that can be applied to a trunnion suspension used in a large truck with two rear wheels.

図７〜図９はトラニオン式サスペンションと称されるタンデムアクスル専用のサスペンションを示すもので、前後にタンデム配置された一対の車軸１，２の間でトラニオンシャフト３をトラニオンブラケット４によりフレーム５に固定し、このトラニオンシャフト３にリーフスプリング６の中央部を回動ベース７を介し回動自在に取り付け、このリーフスプリング６の両端部により前記前後の車軸１，２を支えると共に、これら各車軸１，２の前後方向位置を保持するためのアッパロッド８及びロアロッド９を備えた構造となっている。   7 to 9 show a suspension dedicated to a tandem axle called a trunnion type suspension. The trunnion shaft 3 is fixed to a frame 5 by a trunnion bracket 4 between a pair of axles 1 and 2 arranged in front and rear. Then, a central portion of the leaf spring 6 is rotatably attached to the trunnion shaft 3 via a rotation base 7, and the front and rear axles 1 and 2 are supported by both ends of the leaf spring 6. 2 has an upper rod 8 and a lower rod 9 for holding the position in the front-rear direction.

ここで、トラニオンブラケット４がフレーム５に固定されている位置には、クロスメンバ１０が左右のフレーム５の相互間に渡されて補強されるようにしてあり、このクロスメンバ１０の中央部の前後面と前記各車軸１，２の中央部上側との間がアッパロッド８により夫々連結され、前記トラニオンブラケット４の下端部の前後面と前記各車軸１，２の両端部下側との間がロアロッド９により連結されている。   Here, at the position where the trunnion bracket 4 is fixed to the frame 5, the cross member 10 is passed between the left and right frames 5 to be reinforced. The upper rod 8 is connected to the upper surface of the axle 1 and the center of the axles 1 and 2, and the lower rod 9 is provided between the front and rear surfaces of the lower end of the trunnion bracket 4 and the lower sides of both ends of the axles 1 and 2. It is connected by.

この結果、斯かるトラニオン式サスペンションでは、前後の車軸１，２の上下動がリーフスプリング６により吸収され、前後方向の力はアッパロッド８及びロアロッド９を介してフレーム５に伝えられ、しかも、リーフスプリング６がトラニオンシャフト３を中心に回動することで良好な段差乗り越しが実現されることになる。   As a result, in such a trunnion type suspension, the vertical movement of the front and rear axles 1, 2 is absorbed by the leaf spring 6, and the force in the front-rear direction is transmitted to the frame 5 via the upper rod 8 and the lower rod 9, and the leaf spring By turning 6 around the trunnion shaft 3, a good step over the step is realized.

尚、図中における符号の１１はリーフスプリング６の中央部を回動ベース７上に装着するためのＵボルト、１２はクロスメンバ１０の中央部の前後面に設けられたアッパロッド８の取付部、１３は各車軸１，２の中央部上側に設けられたアッパロッド８の取付部、１４はトラニオンブラケット４の下端部の前後面に設けられたロアロッド９の取付部、１５は各車軸１，２の両端部下側に設けられたロアロッド９の取付部を示している。   In the figure, reference numeral 11 denotes a U bolt for mounting the central portion of the leaf spring 6 on the rotating base 7, and 12 denotes a mounting portion of the upper rod 8 provided on the front and rear surfaces of the central portion of the cross member 10. Reference numeral 13 denotes a mounting portion of the upper rod 8 provided on the upper center of each axle 1, 2, 14 denotes a mounting portion of the lower rod 9 provided on the front and rear surfaces of the lower end portion of the trunnion bracket 4, and 15 denotes each axle 1, 2. The attachment part of the lower rod 9 provided in the lower part of both ends is shown.

また、この種のトラニオン式サスペンションに関連する先行技術文献情報としては下記の特許文献１，２等がある。
特開平７−２６６８１８号公報 実開平５−３７５１１号公報 Further, as prior art document information related to this type of trunnion type suspension, there are the following Patent Documents 1 and 2 and the like.
JP-A-7-266818 Japanese Utility Model Publication No. 5-37511

しかしながら、斯かる従来構造においては、図１０及び図１１に夫々示している通り、クロスメンバ１０とトラニオンブラケット４がフレーム５に対し個別に組み付けられるようになっていたため、夫々の組み付け時に生じたバラツキによりクロスメンバ１０とトラニオンブラケット４との相対関係にずれが生じることがあり、これらクロスメンバ１０とトラニオンブラケット４の夫々に対しアッパロッド８とロアロッド９により連結される各車軸１，２が、前後方向に傾斜したり車幅方向に横ずれしたりして本来の適正位置に配置されなくなる虞れがあった。   However, in such a conventional structure, as shown in FIGS. 10 and 11, the cross member 10 and the trunnion bracket 4 are individually assembled to the frame 5. May cause a shift in the relative relationship between the cross member 10 and the trunnion bracket 4, and the axles 1 and 2 connected to the cross member 10 and the trunnion bracket 4 by the upper rod 8 and the lower rod 9 may There is a possibility that it will not be arranged at the proper proper position due to incline or lateral displacement in the vehicle width direction.

このため、トラニオン式サスペンションの組み付け後には、前後の車軸１，２が適正位置に配置されるようにアッパロッド８やロアロッド９等の取り付け位置を調整し直すアライメント調整が必要となり、このアライメント調整に多大な手間と時間がかかってしまうことで作業負担が大きくなるという問題があった。   For this reason, after the trunnion type suspension is assembled, it is necessary to adjust the alignment of the upper rod 8 and the lower rod 9 so that the front and rear axles 1 and 2 are arranged at appropriate positions. There is a problem that the work load increases due to the time and effort required.

本発明は上述の実情に鑑みてなしたもので、従来よりもアライメント調整にかかる手間と時間を著しく減少させて作業負担の大幅な軽減化を図り得るようにすることを目的としている。   The present invention has been made in view of the above-described circumstances, and an object of the present invention is to significantly reduce the labor and time required for alignment adjustment as compared with the prior art so as to significantly reduce the work load.

本発明は、左右のフレーム間を連結するクロスメンバ部と、該クロスメンバ部の両端部下面に下方に向かうにつれ車幅方向外側へ開くように一体成形され且つトラニオンシャフトを軸支するためのボス部を有する一対のトラニオンブラケット部とを備えたことを特徴とするクロスメンバ一体型トラニオンブラケット、に係るものである。   The present invention relates to a cross member portion that connects the left and right frames, and a boss that is integrally formed so as to open outward in the vehicle width direction as it goes downward on the lower surfaces of both end portions of the cross member portion and to support the trunnion shaft. A cross member integrated trunnion bracket characterized by comprising a pair of trunnion bracket portions having a portion.

而して、このようにすれば、クロスメンバ部とトラニオンブラケット部との相対関係が不変となり、両者の相対関係に従来の如きずれが全く生じなくなるため、これらクロスメンバ部とトラニオンブラケット部の夫々に対し各車軸を連結すると、該各車軸のクロスメンバ部とトラニオンブラケット部に対する前後方向の位置が正確に決まり、各車軸が前後方向に傾斜してしまうような事態が回避される。   Thus, in this way, the relative relationship between the cross member portion and the trunnion bracket portion becomes invariant, and there is no difference in the relative relationship between the cross member portion and the trunnion bracket portion. When the axles are connected to each other, the positions of the axles in the front-rear direction with respect to the cross member portion and the trunnion bracket portion are accurately determined, and a situation in which each axle is inclined in the front-rear direction is avoided.

この結果、組み付け後に作業員が行わなければならないアライメント調整が従来よりも少なくて済むことになり、アライメント調整にかかる手間と時間を著しく減少させることが可能となるので、トラニオン式サスペンションの組み付けに従事する作業員の作業負担が大幅に軽減される。   As a result, the number of alignment adjustments that must be done by the operator after assembly is less than before, and the labor and time required for alignment adjustment can be significantly reduced. This greatly reduces the work burden on workers.

また、従来三つの部品に分割されていたクロスメンバと左右のトラニオンブラケットとがクロスメンバ一体型トラニオンブラケットとして一部品となったことで部品点数及び組立工数が大幅に削減されるので、更なる作業負担の軽減とコスト削減が実現されることになる。   In addition, the cross member and the left and right trunnion brackets, which were conventionally divided into three parts, become one part as a cross member integrated trunnion bracket, so the number of parts and assembly man-hours are greatly reduced. Reduction of burden and cost reduction will be realized.

更に、本発明をより具体的に実施するに際しては、クロスメンバ部にＶロッドを連結するための取付部を形成し、各トラニオンブラケット部の下端に平行リンク式のロアロッドの端部を連結するための取付部を形成することが好ましい。   Further, in carrying out the present invention more specifically, an attachment portion for connecting the V rod to the cross member portion is formed, and the end portion of the parallel link type lower rod is connected to the lower end of each trunnion bracket portion. It is preferable to form a mounting portion.

このようにすれば、クロスメンバ部と前後の車軸との間をＶロッドにより夫々連結することで各車軸の車幅方向の位置決めを図ることが可能となり、前記トラニオンブラケット部の下端と前記前後の車軸の両端部下側との間を平行リンク式のロアロッドにより夫々連結することで各車軸の前後方向の位置決めを図ることが可能となる。   In this way, it is possible to position each axle in the vehicle width direction by connecting the cross member part and the front and rear axles with the V rods, respectively, and the lower end of the trunnion bracket part and the front and rear It is possible to position each axle in the front-rear direction by connecting the lower ends of both ends of the axle with parallel link type lower rods.

また、本発明では、クロスメンバ部の中央部分に、各トラニオンブラケット部上側の車幅方向内側部分の傾斜姿勢と連続するようにリブを形成し、該各リブと前記各トラニオンブラケット部上側の車幅方向内側部分と前記クロスメンバ部の上部構造とが全体としてアーチ構造を成すように形成すると良く、このようにすれば、上下方向の荷重に対する全体剛性がアーチ構造により効果的に高められる。   In the present invention, a rib is formed in the central portion of the cross member portion so as to be continuous with the inclined posture of the inner portion in the vehicle width direction on the upper side of each trunnion bracket portion. The inner part in the width direction and the upper structure of the cross member part may be formed so as to form an arch structure as a whole, and in this way, the overall rigidity against the load in the vertical direction is effectively enhanced by the arch structure.

上記した本発明のクロスメンバ一体型トラニオンブラケットによれば、下記の如き種々の優れた効果を奏し得る。   According to the cross member integrated trunnion bracket of the present invention described above, various excellent effects as described below can be obtained.

（Ｉ）本発明の請求項１に記載の発明によれば、少なくとも従来の如きクロスメンバとトラニオンブラケットとの相対関係のずれに起因して必要となっていたアライメント調整が不要となり、組み付け後に作業員が行わなければならないアライメント調整が従来より大幅に軽減されるので、アライメント調整にかかる手間と時間を著しく減少させることができ、トラニオン式サスペンションの組み付けに従事する作業員の作業負担を大幅に軽減することができる。   (I) According to the invention described in claim 1 of the present invention, the alignment adjustment required due to the shift in the relative relation between the cross member and the trunnion bracket as in the prior art becomes unnecessary, and the work is performed after the assembly. Alignment adjustments that have to be performed by personnel are significantly reduced compared to conventional methods, which can significantly reduce the labor and time required for alignment adjustments and greatly reduce the work burden on workers engaged in assembly of trunnion suspensions. can do.

（ＩＩ）本発明の請求項１に記載の発明によれば、従来三つの部品に分割されていたクロスメンバと左右のトラニオンブラケットとをクロスメンバ一体型トラニオンブラケットとして一部品とし、これによって、部品点数及び組立工数を大幅に削減することができるので、更なる作業負担の軽減化を図ることができ且つコストの大幅な削減を実現することもできる。   (II) According to the invention described in claim 1 of the present invention, the cross member and the left and right trunnion brackets which have been conventionally divided into three parts are made into one part as a cross member integrated trunnion bracket. Since the number of points and the number of assembly steps can be greatly reduced, the work burden can be further reduced and the cost can be greatly reduced.

（ＩＩＩ）本発明の請求項２に記載の発明によれば、前後の車軸をＶロッド及びロアロッドを介して組み付けることにより、フレームを介在させることなく前後の車軸の前後方向及び車幅方向の位置決めを行うことが可能となるので、クロスメンバ一体型トラニオンブラケットと前後の車軸とＶロッド及びロアロッドとを一つの構成単位にまとめ、フレームへの組み付け作業に先行して組み立て可能な車軸支持構造のモジュール化を実現することができる。   (III) According to the invention described in claim 2 of the present invention, the front and rear axles are positioned in the front-rear direction and the vehicle width direction without interposing a frame by assembling the front and rear axles via the V rod and the lower rod. A cross-member integrated trunnion bracket, front and rear axles, V rods and lower rods are combined into a single structural unit, and an axle support structure module that can be assembled prior to assembly to the frame Can be realized.

（ＩＶ）本発明の請求項３に記載の発明によれば、上下方向の荷重に対する全体剛性をアーチ構造により効果的に高めることができるので、クロスメンバ部及び各トラニオンブラケット部における強度面での貢献度が低い部分を減肉したり軽減孔として省いたりすることで大幅な軽量化を図ることができる。   (IV) According to the invention described in claim 3 of the present invention, since the overall rigidity against the load in the vertical direction can be effectively increased by the arch structure, the strength in the cross member portion and each trunnion bracket portion is improved. Significant weight reduction can be achieved by reducing the thickness of the low-contribution part or omitting it as a reduction hole.

以下本発明の実施の形態を図面を参照しつつ説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１〜図６は本発明を実施する形態の一例を示すもので、図７〜図１１と同一の符号を付した部分は同一物を表わしている。   FIGS. 1-6 shows an example of the form which implements this invention, and the part which attached | subjected the code | symbol same as FIGS. 7-11 represents the same thing.

本形態例においては、図１及び図２に示す如く、左右のフレーム５（図３参照）間を連結するクロスメンバ部１６と、該クロスメンバ部１６の両端部下面に下方に向かうにつれ車幅方向外側へ開くように一体成形され且つトラニオンシャフト１７（図６参照）を軸支するためのボス部１８を有する一対のトラニオンブラケット部１９とによりクロスメンバ一体型トラニオンブラケット２０を構成している。   In this embodiment, as shown in FIGS. 1 and 2, the cross member 16 connecting the left and right frames 5 (see FIG. 3), and the vehicle width as it goes downward on the bottom surfaces of both ends of the cross member 16. A cross member integrated trunnion bracket 20 is constituted by a pair of trunnion bracket portions 19 integrally formed so as to open outward in the direction and having a boss portion 18 for supporting the trunnion shaft 17 (see FIG. 6).

即ち、このクロスメンバ一体型トラニオンブラケット２０は、従来のトラニオン式サスペンションにおけるクロスメンバとトラニオンブラケットとに換えて適用できるように一体成形の鋳造品として製造されたものである。   That is, the cross member integrated trunnion bracket 20 is manufactured as an integrally molded casting so that it can be applied in place of the cross member and trunnion bracket in the conventional trunnion type suspension.

ここで、従来のクロスメンバに相当するクロスメンバ部１６は、その両端部にフレーム５（図３参照）のウェブに対しボルト締結し得るよう取付部２１を備えており、しかも、その両端部がフレーム５のウェブに向かうに従い上面視で末広がり状を成すように形成されていて、前記各取付部２１がフレーム５の長手方向に十分なスパンをとって配置されるようにしてある。   Here, the cross member portion 16 corresponding to the conventional cross member is provided with attachment portions 21 at both ends so that bolts can be fastened to the web of the frame 5 (see FIG. 3). The frame 5 is formed so as to expand toward the web as viewed from above, and each of the attachment portions 21 is arranged with a sufficient span in the longitudinal direction of the frame 5.

更に、クロスメンバ部１６の両端部の前後面には、後述するＶロッド２２（図３及び図５参照）の開き側端部を連結するための取付部２３が車幅方向に対し傾斜面を成すように形成されており、また、各トラニオンブラケット部１９の下端には、平行リンク式のロアロッド９（図３及び図４参照）の端部を連結するための取付部２４が形成されている。   Further, on the front and rear surfaces of both end portions of the cross member portion 16, mounting portions 23 for connecting an open side end portion of a V rod 22 (see FIGS. 3 and 5) to be described later are inclined with respect to the vehicle width direction. In addition, a mounting portion 24 for connecting the end portion of the parallel link type lower rod 9 (see FIGS. 3 and 4) is formed at the lower end of each trunnion bracket portion 19. .

しかも、前記クロスメンバ部１６の中央部分には、各トラニオンブラケット部１９上側の車幅方向内側部分１９ａの傾斜姿勢と連続するように山形にリブ２５が形成されており、該各リブ２５と前記各トラニオンブラケット部１９上側の車幅方向内側部分１９ａと前記クロスメンバ部１６の上部構造とが全体としてアーチ構造を成すように形成されている。   In addition, a rib 25 is formed in the central portion of the cross member portion 16 so as to be continuous with the inclined posture of the vehicle width direction inner portion 19a on the upper side of each trunnion bracket portion 19. The vehicle width direction inner side portion 19a above each trunnion bracket portion 19 and the upper structure of the cross member portion 16 are formed so as to form an arch structure as a whole.

尚、図１及び図２中における符号の２６は、配管類や配線類を固定するための雌ネジ部であり、前述した如きクロスメンバ一体型トラニオンブラケット２０の一体成形時に一緒にボス部分を鋳造しておいてネジ切り加工を施したものである。   Reference numeral 26 in FIGS. 1 and 2 denotes a female screw portion for fixing pipes and wirings. The boss portion is cast together when the cross member integrated trunnion bracket 20 is integrally formed as described above. Then, it is threaded.

図３〜図５は、このようなクロスメンバ一体型トラニオンブラケット２０を用いて実際にトラニオン式サスペンションを構成した場合を例示しており、前記クロスメンバ部１６の両端部前後面の取付部２３と前記各車軸１，２の中央部上側の取付部１３との間がＶロッド２２により夫々連結され、前記トラニオンブラケット部１９の下端部前後面の取付部２４と前記各車軸１，２の両端部下側の取付部１５との間が従来通りの平行リンク式のロアロッド９により夫々連結されている。   3 to 5 exemplify a case where a trunnion type suspension is actually configured using such a cross member integrated trunnion bracket 20, and mounting portions 23 on the front and rear surfaces of both ends of the cross member portion 16. The axles 1 and 2 are respectively connected to the upper attachment portions 13 by V-rods 22 so that the front and rear attachment portions 24 of the trunnion bracket portion 19 and the both ends of the axles 1 and 2 are below. The side mounting portion 15 is connected to each other by a conventional parallel link type lower rod 9.

また、前記クロスメンバ部１６は、左右のフレーム５のウェブ間に渡されて該ウェブに対し取付部２１を介してボルト締結されるようになっており、前記各トラニオンブラケット部１９のボス部１８には、車幅方向外側へ所要長さ張り出すトラニオンシャフト１７が夫々嵌合設置され、該各トラニオンシャフト１７の突出端には、リーフスプリング６の中央部が従来通りに回動ベース７を介し回動自在に取り付けられており、このリーフスプリング６の両端部が前後の車軸１，２の両端部上側に固定されるようにしてある。   Further, the cross member portion 16 is passed between the webs of the left and right frames 5 and is bolted to the web via the attachment portion 21, and the boss portions 18 of the trunnion bracket portions 19. Each of the trunnion shafts 17 extending to the outside in the vehicle width direction is fitted and installed, and the central portion of the leaf spring 6 is interposed between the projecting ends of the trunnion shafts 17 via the rotation base 7 as usual. The leaf spring 6 is fixed to the upper ends of the front and rear axles 1 and 2.

ここで、本形態例においては、トラニオンシャフト１７が左右のトラニオンブラケット部１９毎に個別に装備されていて、従来の如き車幅方向に亘る一本のトラニオンシャフトを共用する形式になっていないため、各トラニオンシャフト１７を左右のトラニオンブラケット部１９の間を連結するビームとして機能させることができない構造となっているが、その替わりに前記トラニオンブラケット部１９のボス部１８の周辺部位とその上側のフレーム５との間を補強プレート２７により連結する形式を採用している。   Here, in the present embodiment, the trunnion shaft 17 is individually provided for each of the left and right trunnion bracket portions 19 and is not in the form of sharing a single trunnion shaft in the vehicle width direction as in the prior art. The trunnion shafts 17 are structured so as not to function as beams connecting the left and right trunnion bracket portions 19, but instead, the peripheral portions of the boss portion 18 of the trunnion bracket portion 19 and the upper side thereof A form in which the frame 5 is connected by a reinforcing plate 27 is employed.

即ち、ここに図示している例では、トラニオンブラケット部１９のボス部１８を挟んだ前後二箇所と、該前後二箇所の直上に相当する夫々の位置から前後方向の互いに離反する向きにオフセットしたフレーム５上の適宜位置との間が二枚の補強プレート２７（一枚に繋がったものでも可）により連結されており、しかも、前記フレーム５のウェブに対する補強プレート２７の連結箇所の少なくとも一部がクロスメンバ部１６の取付部２１との共締めで締結されるようになっていて、図６に示す如く、各補強プレート２７とフレーム５とクロスメンバ一体型トラニオンブラケット２０とにより強固なボックス構造が形成されるようにしてある。   That is, in the example illustrated here, the trunnion bracket portion 19 is offset in the front and rear positions sandwiching the boss portion 18 and the positions corresponding to the two positions directly above the front and rear directions in the direction away from each other. The appropriate position on the frame 5 is connected by two reinforcing plates 27 (which may be connected to one frame), and at least a part of the connecting portion of the reinforcing plate 27 to the web of the frame 5 Are fastened together with the attachment portion 21 of the cross member portion 16 and, as shown in FIG. 6, each of the reinforcing plates 27, the frame 5, and the cross member integrated trunnion bracket 20 have a strong box structure. Is formed.

而して、前述した如きクロスメンバ一体型トラニオンブラケット２０をトラニオン式サスペンションに採用すれば、クロスメンバ部１６とトラニオンブラケット部１９との相対関係が不変となり、両者の相対関係に従来の如きずれが全く生じなくなるため、前記クロスメンバ部１６の両端部の前後面と前後の車軸１，２の中央部上側との間をＶロッド２２により夫々連結し且つ前記トラニオンブラケット部１９の下端部の前後面と前記前後の車軸１，２の両端部下側との間を平行リンク式のロアロッド９により夫々連結した際に、該各車軸１，２のクロスメンバ部１６とトラニオンブラケット部１９に対する各車軸１，２の車幅方向の位置がＶロッド２２により正確に決まり、前後方向の位置もロアロッド９により正確に決まることになるので、各車軸１，２が前後方向に傾斜したり車幅方向に横ずれしたりしてしまうような事態が回避される。   Thus, if the cross member integrated trunnion bracket 20 as described above is employed in the trunnion type suspension, the relative relationship between the cross member portion 16 and the trunnion bracket portion 19 is unchanged, and the relative relationship between the two is not different from the conventional one. Since it does not occur at all, the front and rear surfaces of both ends of the cross member portion 16 are connected to the upper center portions of the front and rear axles 1 and 2 by V rods 22 and the front and rear surfaces of the lower end portion of the trunnion bracket portion 19 are connected. And the lower ends of both ends of the front and rear axles 1 and 2 are respectively connected by parallel link type lower rods 9, the respective axles 1 and 1 with respect to the cross member portion 16 and trunnion bracket portion 19 of each axle 1 and 2 are connected. The position in the vehicle width direction of 2 is accurately determined by the V rod 22, and the position in the front-rear direction is also accurately determined by the lower rod 9. , A situation such as the axles 1 and 2 will be or lateral in the vehicle width direction or inclined in the front-rear direction is avoided.

この結果、組み付け後に作業員が行わなければならないアライメント調整が従来よりも少なくて済むことになり、アライメント調整にかかる手間と時間を著しく減少させることが可能となるので、トラニオン式サスペンションの組み付けに従事する作業員の作業負担が大幅に軽減される。   As a result, the number of alignment adjustments that must be done by the operator after assembly is less than before, and the labor and time required for alignment adjustment can be significantly reduced. This greatly reduces the work burden on workers.

しかも、従来三つの部品に分割されていたクロスメンバと左右のトラニオンブラケットとがクロスメンバ一体型トラニオンブラケット２０として一部品となったことで部品点数及び組立工数が大幅に削減されるので、更なる作業負担の軽減とコスト削減が実現されることになる。   In addition, since the cross member and the left and right trunnion brackets, which were conventionally divided into three parts, become one part as the cross member integrated trunnion bracket 20, the number of parts and assembly man-hours are greatly reduced. Work burden and cost reduction will be realized.

従って、上記形態例によれば、少なくとも従来の如きクロスメンバとトラニオンブラケットとの相対関係のずれに起因して必要となっていたアライメント調整が不要となり、組み付け後に作業員が行わなければならないアライメント調整が従来より大幅に軽減されるので、アライメント調整にかかる手間と時間を著しく減少させることができ、トラニオン式サスペンションの組み付けに従事する作業員の作業負担を大幅に軽減することができる。   Therefore, according to the above-described embodiment, the alignment adjustment that is required due to the shift in the relative relationship between the cross member and the trunnion bracket as in the prior art becomes unnecessary, and the alignment adjustment that must be performed by the operator after assembly. Therefore, the labor and time required for alignment adjustment can be remarkably reduced, and the work load on the workers engaged in assembling the trunnion type suspension can be greatly reduced.

また、従来三つの部品に分割されていたクロスメンバと左右のトラニオンブラケットとをクロスメンバ一体型トラニオンブラケット２０として一部品とし、これによって、部品点数及び組立工数を大幅に削減することができるので、更なる作業負担の軽減化を図ることができ且つコストの大幅な削減を実現することもできる。   In addition, the cross member and the left and right trunnion brackets, which were conventionally divided into three parts, are made into one part as a cross member integrated trunnion bracket 20, which can greatly reduce the number of parts and the number of assembly steps. It is possible to further reduce the work load and to realize a significant cost reduction.

しかも、前後の車軸１，２をＶロッド２２及びロアロッド９を介して組み付けることにより、フレーム５を介在させることなく前後の車軸１，２の前後方向及び車幅方向の位置決めを行うことが可能となるので、クロスメンバ一体型トラニオンブラケット２０と前後の車軸１，２とＶロッド２２及びロアロッド９とを一つの構成単位にまとめ、フレーム５への組み付け作業に先行して組み立て可能な車軸支持構造のモジュール化を実現することができる。   Moreover, by assembling the front and rear axles 1 and 2 via the V rod 22 and the lower rod 9, it is possible to position the front and rear axles 1 and 2 in the front and rear direction and the vehicle width direction without interposing the frame 5. Therefore, the cross member integrated trunnion bracket 20, the front and rear axles 1, 2, the V rod 22 and the lower rod 9 are combined into one structural unit, and the axle support structure that can be assembled prior to the assembling work to the frame 5. Modularization can be realized.

更に、クロスメンバ部１６の中央部分に、各トラニオンブラケット部１９上側の車幅方向内側部分１９ａの傾斜姿勢と連続するように山形にリブ２５を形成し、該各リブ２５と前記各トラニオンブラケット部１９上側の車幅方向内側部分１９ａと前記クロスメンバ部１６の上部構造とが全体としてアーチ構造を成すように形成しているので、上下方向の荷重に対する全体剛性をアーチ構造により効果的に高めることができ、クロスメンバ部１６及び各トラニオンブラケット部１９における強度面での貢献度が低い部分を減肉したり軽減孔として省いたりすることで大幅な軽量化を図ることができる。   Further, a rib 25 is formed in a mountain shape at the center portion of the cross member portion 16 so as to be continuous with the inclined posture of the vehicle width direction inner portion 19a above each trunnion bracket portion 19, and each rib 25 and each trunnion bracket portion is formed. 19 Since the vehicle width direction inner side portion 19a on the upper side and the upper structure of the cross member portion 16 are formed so as to form an arch structure as a whole, the overall rigidity against the load in the vertical direction can be effectively increased by the arch structure. It is possible to reduce the weight of the cross member portion 16 and each trunnion bracket portion 19 with low strength by reducing the thickness or omitting them as the reduction holes.

尚、本発明のクロスメンバ一体型トラニオンブラケットは、上述の形態例にのみ限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。   Incidentally, the cross member integrated trunnion bracket of the present invention is not limited to the above-described embodiments, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

本発明を実施する形態の一例を示す斜視図である。It is a perspective view which shows an example of the form which implements this invention. 図１の正面図である。It is a front view of FIG. 本形態例のトラニオン式サスペンションへの適用例を示す斜視図である。It is a perspective view which shows the example of application to the trunnion type suspension of this embodiment. 図３のトラニオン式サスペンションの側面図である。FIG. 4 is a side view of the trunnion suspension of FIG. 3. 図４のＶ−Ｖ方向の矢視図である。FIG. 5 is an arrow view in the VV direction of FIG. 4. 補強プレートの取り付け状態を説明する拡大図である。It is an enlarged view explaining the attachment state of a reinforcement plate. 一般的なトラニオン式サスペンションの構造を示す側面図である。It is a side view showing the structure of a general trunnion type suspension. 図７の斜視図である。FIG. 8 is a perspective view of FIG. 7. 図８の要部の分解図である。It is an exploded view of the principal part of FIG. 従来のクロスメンバの詳細を示す斜視図である。It is a perspective view which shows the detail of the conventional cross member. 従来のトラニオンブラケットの詳細を示す斜視図である。It is a perspective view which shows the detail of the conventional trunnion bracket.

符号の説明Explanation of symbols

５ フレーム
９ ロアロッド
１６ クロスメンバ部
１７ トラニオンシャフト
１８ ボス部
１９ トラニオンブラケット部
１９ａ 車幅方向内側部分
２０ クロスメンバ一体型トラニオンブラケット
２２ Ｖロッド
２３ 取付部
２４ 取付部
２５ リブ 5 Frame 9 Lower rod 16 Cross member portion 17 Trunnion shaft 18 Boss portion 19 Trunnion bracket portion 19a Inner portion in the vehicle width direction 20 Cross member integrated trunnion bracket 22 V rod 23 Mounting portion 24 Mounting portion 25 Rib

Claims (3)

左右のフレーム間を連結するクロスメンバ部と、該クロスメンバ部の両端部下面に下方に向かうにつれ車幅方向外側へ開くように一体成形され且つトラニオンシャフトを軸支するためのボス部を有する一対のトラニオンブラケット部とを備えたことを特徴とするクロスメンバ一体型トラニオンブラケット。   A pair having a cross member portion that connects the left and right frames, and a boss portion that is integrally formed so as to open outward in the vehicle width direction as it goes downward on the lower surfaces of both end portions of the cross member portion and that supports the trunnion shaft. A trunnion bracket integrated with a cross member, characterized by comprising a trunnion bracket portion. クロスメンバ部にＶロッドを連結するための取付部を形成し、各トラニオンブラケット部の下端に平行リンク式のロアロッドの端部を連結するための取付部を形成したことを特徴とする請求項１に記載のクロスメンバ一体型トラニオンブラケット。   An attachment portion for connecting the V rod to the cross member portion is formed, and an attachment portion for connecting the end portion of the parallel link type lower rod is formed at the lower end of each trunnion bracket portion. Cross member integrated trunnion bracket described in 1. クロスメンバ部の中央部分に、各トラニオンブラケット部上側の車幅方向内側部分の傾斜姿勢と連続するようにリブを形成し、該各リブと前記各トラニオンブラケット部上側の車幅方向内側部分と前記クロスメンバ部の上部構造とが全体としてアーチ構造を成すように形成したことを特徴とする請求項１又は２に記載のクロスメンバ一体型トラニオンブラケット。   Ribs are formed in the central portion of the cross member portion so as to be continuous with the inclined posture of the inner portion in the vehicle width direction on the upper side of each trunnion bracket portion, and the inner portion in the vehicle width direction on the upper side of each trunnion bracket portion and the above The cross member-integrated trunnion bracket according to claim 1 or 2, wherein the cross member portion and the upper structure form an arch structure as a whole.
JP2008218468A 2008-08-27 2008-08-27 Cross member integrated trunnion bracket Active JP5373340B2 (en)

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JP2008218468A JP5373340B2 (en) 2008-08-27 2008-08-27 Cross member integrated trunnion bracket
EP09809499.8A EP2322365B1 (en) 2008-08-27 2009-08-19 Cross member-integrated trunnion bracket
CN200980133646.4A CN102131660B (en) 2008-08-27 2009-08-19 Cross member-integrated trunnion bracket
US13/059,239 US8342565B2 (en) 2008-08-27 2009-08-19 Cross member-integrated trunnion bracket
PCT/JP2009/003939 WO2010023843A1 (en) 2008-08-27 2009-08-19 Cross member-integrated trunnion bracket
HK11110379.7A HK1155995A1 (en) 2008-08-27 2011-09-30 Cross member-integrated trunnion bracket

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WO2014108978A1 (en) * 2013-01-11 2014-07-17 日野自動車株式会社 Trunnion suspension structure
JP2014133518A (en) * 2013-01-11 2014-07-24 Hino Motors Ltd Trunnion type suspension structure
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