JP5111121B2 - Suspension structure - Google Patents

Suspension structure Download PDF

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JP5111121B2
JP5111121B2 JP2008003120A JP2008003120A JP5111121B2 JP 5111121 B2 JP5111121 B2 JP 5111121B2 JP 2008003120 A JP2008003120 A JP 2008003120A JP 2008003120 A JP2008003120 A JP 2008003120A JP 5111121 B2 JP5111121 B2 JP 5111121B2
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axle
support member
fitting
axle support
fitted
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JP2009161151A (en
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大治 赤川
浩司 松田
秀利 仲里
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Honda Motor Co Ltd
Yorozu Corp
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Honda Motor Co Ltd
Yorozu Corp
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Description

本発明は、車両の車輪を支持しているサスペンション構造に関するものである。   The present invention relates to a suspension structure that supports wheels of a vehicle.

車両のサスペンション構造では、一般的に鋼板をプレス成形加工し、成形した板材を組み合わせ、それらを溶接結合して構成されている。そのため、プレス成形時のズレや溶接時の熱歪みのために、高精度での組立てが非常に困難である。
そのため、スプリングを掛止しているサスペンション部材に車輪支持部材を取り付ける際には、車輪支持部材の位置調節であるアライメント調節を行って固定する必要がある。
そこで、車輪支持部材をサスペンション部材に取り付ける際に、サスペンション部材の端部やスピンドル（車軸）支持部材に機械加工を施すことで、所定のアライメントを取ることができるようにするサスペンションの構造が知られている。しかし、加工コストが嵩むとともに、作業性も悪くなる。
また、溶接に伴う熱歪みの発生を防止するために、スピンドル支持プレートに曲げフランジを形成し、その曲げフランジをトレーリングアームに溶接することで、スピンドル支持プレートの本体部に溶接熱が及び難い構造をとっている（例えば、特許文献１参照。）。
さらに、通孔が設けられた第２のエンドプレートはトーションビームの端部に溶接され、スピンドル用通孔が設けられた第１のエンドプレートは、そのスピンドル用通孔の内周部分に第２のエンドプレートの通孔に嵌合するボス部を有する構成が開示されている（例えば、特許文献２参照。）。
特開２００４−４２６９０公報（第８頁、図４） 実開平７−３７７１９号公報（第３頁、図６） The suspension structure of a vehicle is generally configured by press forming a steel plate, combining the formed plate materials, and welding them together. For this reason, it is very difficult to assemble with high accuracy due to displacement during press molding and thermal distortion during welding.
For this reason, when the wheel support member is attached to the suspension member that holds the spring, it is necessary to perform alignment adjustment, which is the position adjustment of the wheel support member, and fix the suspension.
Therefore, a suspension structure is known in which, when the wheel support member is attached to the suspension member, the end portion of the suspension member and the spindle (axle) support member are machined to achieve predetermined alignment. ing. However, the processing cost increases and workability also deteriorates.
Also, in order to prevent the occurrence of thermal distortion due to welding, a bending flange is formed on the spindle support plate, and the bending flange is welded to the trailing arm, so that it is difficult for welding heat to reach the main body of the spindle support plate. The structure is taken (for example, refer to Patent Document 1).
Further, the second end plate provided with the through hole is welded to the end portion of the torsion beam, and the first end plate provided with the spindle through hole is provided on the inner peripheral portion of the spindle through hole. The structure which has the boss | hub part fitted to the through-hole of an end plate is disclosed (for example, refer patent document 2).
JP 2004-42690A (8th page, FIG. 4) Japanese Utility Model Publication No. 7-37719 (page 3, FIG. 6)

しかし、特許文献１のサスペンションでは、曲げフランジをスピンドル支持プレートに形成するためには、スピンドル支持プレートの板厚を薄くする必要があり、薄板のスピンドル支持プレートだけではスピンドルの支持剛性を確保することが難しいという問題がある。   However, in the suspension of Patent Document 1, in order to form the bending flange on the spindle support plate, it is necessary to reduce the thickness of the spindle support plate, and it is necessary to ensure the support rigidity of the spindle only with the thin spindle support plate. There is a problem that is difficult.

特許文献２のサスペンションでは、第１エンドプレートはボス部よりも径方向外側に延出する部分を有するため、仮にボス部と第２エンドプレートとの嵌合状態（ボス部の長手方向）を調節しようとしても、延出する部分は第２エンドプレートの車両外側の面と接触してしまうため、調節幅は小さく、アライメント調節を行うことは難しいという問題がある。   In the suspension of Patent Document 2, since the first end plate has a portion extending radially outward from the boss portion, the fitting state (the longitudinal direction of the boss portion) between the boss portion and the second end plate is temporarily adjusted. Even if it is going to do, since the extended part will contact the surface of the 2nd end plate on the vehicle outer side, there is a problem that it is difficult to perform alignment adjustment because the adjustment width is small.

本発明は、前述の事情に鑑みてなされたもので、車軸支持部だけで車軸の支持強度を確保し、車軸のアライメントの調節域を広く確保し、車軸を含めて車軸支持部のサスペンションアーム部材への取付けが容易になり、車軸のアライメントの調節範囲を調節するのは容易で、車軸の組み付け精度を高め、車軸の取付け強度を高め、車軸の組み付け作業性が良く、車軸の組み付け作業性が向上するサスペンション構造を提供することを課題とする。   The present invention has been made in view of the above-described circumstances. The suspension arm member of the axle support portion including the axle is ensured by securing the axle support strength only by the axle support portion, ensuring a wide adjustment range of the axle alignment. It is easy to adjust the adjustment range of the axle alignment, improve the axle assembly accuracy, increase the axle mounting strength, improve the axle assembly workability, and improve the axle assembly workability. It is an object to provide an improved suspension structure.

請求項１に係る発明では、車両の左右の車輪を回転自在に支持している車軸と、車軸を支持している車軸支持部材と、車軸支持部材を固定した一端を上下動自在に他端が車体に連結されているサスペンションアーム部材と、を備えるサスペンション構造において、サスペンションアーム部材の一端に嵌合開口部が形成され、車軸支持部材は、嵌合開口部に嵌合する板部材であり、車両の外側へ向いている平坦な外側面と、外側面に対向して車両の内側へ向いている平坦な内側面と、外側面の中央に貫通して開けられ車軸を圧入している嵌合孔と、内側面及び外側面に連なる外縁部と、からなり、外縁部は、嵌合開口部に嵌合している第１側面部と、第１側面部を車両の外側へ嵌合可能に延設して嵌合していない残りの第２側面部と、を備え、板部材の板厚が第１側面部の長さと第２側面部の長さとからなり、嵌合開口部に第２側面部がビードで溶接され固定されていることを特徴とする。 According to the first aspect of the present invention, the axle that rotatably supports the left and right wheels of the vehicle, the axle support member that supports the axle, and one end to which the axle support member is fixed can be moved up and down. A suspension arm member coupled to the vehicle body, wherein a suspension opening is formed at one end of the suspension arm member, and the axle support member is a plate member fitted into the fitting opening. A flat outer surface facing the outside, a flat inner surface facing the outer surface and facing the inside of the vehicle, and a fitting hole that is opened through the center of the outer surface and press-fits the axle And an outer edge portion connected to the inner surface and the outer surface, and the outer edge portion extends so that the first side surface portion fitted in the fitting opening and the first side surface portion can be fitted to the outside of the vehicle. And the remaining second side surface portion not fitted and Thickness of the member is made of the length of the length and the second side surface portion of the first side portion, second side portion, characterized in that it is welded with a bead fixed to the fitting opening.

請求項２に係る発明では、車軸支持部材は、板部材であり、板部材の中央に車軸を嵌合している嵌合孔が開けられ、車軸は、嵌合孔に支持している固定端に連ねて、車両の内側へ向いている車軸支持部材の内側面に当接させている抜け止めフランジ部を備えていることを特徴とする。 In the invention according to claim 2 , the axle support member is a plate member, a fitting hole for fitting the axle is formed in the center of the plate member, and the axle is a fixed end supported by the fitting hole. And a retaining flange portion that is in contact with the inner surface of the axle support member facing inward of the vehicle.

請求項１に係る発明では、サスペンションアーム部材の一端に嵌合開口部が形成され、車軸支持部材は、嵌合開口部に嵌合する板部材であり、車両の外側へ向いている平坦な外側面と、外側面に対向して車両の内側へ向いている平坦な内側面と、外側面の中央に貫通して開けられ車軸を圧入している嵌合孔と、内側面及び外側面に連なる外縁部と、からなり、嵌合開口部に嵌合して固定されているので、車軸支持部の外縁部をサスペンションアーム部材に固定するために、例えば、曲げフランジなどを塑性加工で成形する必要がないため、車軸支持部の板厚（外縁部）に厚みを持たせることができ、車軸支持部だけで車軸の支持強度を確保することができるという利点がある。 In the invention according to claim 1, a fitting opening is formed at one end of the suspension arm member, and the axle support member is a plate member that fits into the fitting opening , and is a flat outside facing the outside of the vehicle. A side inner surface, a flat inner surface facing the outer surface facing the inner side of the vehicle, a fitting hole penetrating through the center of the outer surface and press-fitting the axle, and connected to the inner surface and the outer surface and the outer edge portion made of, since they are fixed by fitting the fitting opening, in order to secure the outer edge portion of the axle support portion to the suspension arm member, for example, need to be molded and bent flange at plastic working Therefore, there is an advantage that the thickness (outer edge portion) of the axle support portion can be increased, and the axle support strength can be secured only by the axle support portion.

また、車軸支持部の外縁部をサスペンションアーム部材の一端の嵌合開口部に嵌合できる外縁部の範囲であれば自由に車軸支持部の取付位置を調節することができるため、車両の基準に対して左右の車軸のアライメントの調節域を広く確保することができる。   In addition, the mounting position of the axle support portion can be freely adjusted within the range of the outer edge portion where the outer edge portion of the axle support portion can be fitted to the fitting opening at one end of the suspension arm member. On the other hand, it is possible to secure a wide adjustment range for alignment of the left and right axles.

さらに、車軸支持部は、サスペンションアーム部材の嵌合開口部に嵌合・固定すると、車軸の固定も同時に完了するので、例えば車軸の中央と端の２点を固定する必要がなく、取付けるために新たな溶接作業が必要ないため、車軸を含めて車軸支持部のサスペンションアーム部材への取付けが容易になり、作業性が向上するとともに、生産コストを削減することができる。   Further, when the axle support portion is fitted and fixed to the fitting opening of the suspension arm member, the axle is also fixed at the same time. For example, it is not necessary to fix the center and the end of the axle, and the axle support portion is attached. Since no new welding work is required, it is easy to attach the axle support portion including the axle to the suspension arm member, improving workability and reducing production costs.

請求項１に係る発明では、外縁部は、嵌合開口部に嵌合している第１側面部と、第１側面部を車両の外側へ嵌合可能に延設して嵌合していない残りの第２側面部と、を備えているので、車軸支持部の外縁部が嵌合可能に厚みを持っているため、嵌合状態をズラすことができる調節代が大きくなるため、車軸のアライメントの調節範囲（調節代）を調節するのは容易になるという利点がある。 In the invention according to claim 1 , the outer edge portion is not fitted to the first side surface portion fitted to the fitting opening and the first side surface portion so as to be fitted to the outside of the vehicle. Since the outer edge portion of the axle support portion has a thickness that can be fitted, the adjustment margin that can shift the fitting state becomes large. There is an advantage that it is easy to adjust the alignment adjustment range (adjustment allowance).

請求項１に係る発明では、車軸支持部材は、板部材であり、板部材の板厚が第１側面部の長さと第２側面部の長さとからなり、第２側面部がビードで溶接され、板部材の中央に車軸を圧入している嵌合孔が開けられているので、車軸支持部が嵌合可能に厚みをもっているため、車軸を車軸支持部に圧入するだけで車軸を固定することができ、車軸の組み付け精度を高めることができるとともに、車軸の取付け強度を高めることができるという利点がある。 In the invention according to claim 1 , the axle support member is a plate member, the plate thickness of the plate member is composed of the length of the first side surface portion and the length of the second side surface portion, and the second side surface portion is welded with a bead. , since the fitting hole that press-fitting the axle in the center of the plate member is opened, since the axle support portion has a thickness capable fitting, fixing the axle simply by press-fitting the axle in the axle support portion Thus, there are advantages that the axle assembly accuracy can be increased and the mounting strength of the axle can be increased.

また、車軸支持部材は、板部材であり、車軸支持部の外縁部が嵌合可能に厚みをもっているため、車軸を車軸支持部に圧入するだけで車軸を固定することができ、車軸の組み付け作業性が良くなる。 Also, the axle support member is a plate member, and the outer edge of the axle support part is thick enough to fit, so the axle can be fixed simply by press-fitting the axle into the axle support part, and the axle assembly work Sexuality is improved.

請求項２に係る発明では、車軸支持部材は、板部材であり、板部材の中央に車軸を嵌合している嵌合孔が開けられ、車軸は、嵌合孔に支持している固定端に連ねて、車両の内側へ向いている車軸支持部材の内側面に当接させている抜け止めフランジ部を備えているので、抜け止め部を形成することにより、車軸が脱落するのを確実に防止することができ、車軸を車軸支持部に必要以上の圧力で圧入する必要がないため、車軸の組み付け作業性が向上するという利点がある。 In the invention according to claim 2 , the axle support member is a plate member, a fitting hole for fitting the axle is formed in the center of the plate member, and the axle is a fixed end supported by the fitting hole. In addition to this, it is provided with a retaining flange that is in contact with the inner surface of the axle support member facing the inside of the vehicle, so that the axle can be prevented from falling off by forming the retaining portion. This can be prevented, and it is not necessary to press the axle into the axle support portion with an unnecessarily high pressure. Therefore, there is an advantage that the workability of assembling the axle improves.

本発明を実施するための最良の形態を添付図に基づいて以下に説明する。
図１は、本発明のサスペンション構造と車輪の関係を示す斜視図である。
図２は、本発明のサスペンション構造の斜視図である。
図３は、本発明のサスペンション構造の平面図である。 The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a perspective view showing the relationship between the suspension structure of the present invention and wheels.
FIG. 2 is a perspective view of the suspension structure of the present invention.
FIG. 3 is a plan view of the suspension structure of the present invention.

サスペンション構造１１は、車両１２の後部に採用され、車両１２の左右（Ｘ軸方向）に延びている１本のクロスビーム１３と、クロスビーム１３の両端に固定したサスペンションアーム部材１４と、サスペンションアーム部材１４と車輪１５との間に設けた車軸接続部１６と、を備える。   The suspension structure 11 is employed in the rear portion of the vehicle 12, and includes a single cross beam 13 extending in the left and right direction (X-axis direction) of the vehicle 12, a suspension arm member 14 fixed to both ends of the cross beam 13, and a suspension arm. An axle connecting portion 16 provided between the member 14 and the wheel 15.

サスペンション構造１１はまた、左右（Ｘ軸方向）に延びるクロスビーム１３が左右のサスペンションアーム部材１４の中央に接続され、サスペンションアーム部材１４の一端２１にスプリング２２、ショックアブソーバ２３が配置され、サスペンションアーム部材１４の他端２４が連結部材２５を介して車体２６のアンダボデー２７に連結され、他端（支点部）２４を支点に一端２１が上下動（Ｚ軸方向）する。サスペンション構造１１は対称軸線Ｃを基準に左右対称である。   In the suspension structure 11, a cross beam 13 extending in the left and right (X-axis direction) is connected to the center of the left and right suspension arm members 14. A spring 22 and a shock absorber 23 are disposed at one end 21 of the suspension arm member 14. The other end 24 of the member 14 is connected to the underbody 27 of the vehicle body 26 via the connecting member 25, and the one end 21 moves up and down (Z-axis direction) with the other end (fulcrum portion) 24 as a fulcrum. The suspension structure 11 is symmetric with respect to the symmetry axis C.

クロスビーム１３は、鋼板を略Ｖ字形の溝形に成形したビーム材で、両端に溶接開先端３１を形成して、サスペンションアーム部材１４に第１ビード（図に示していない）で溶接している。
サスペンションアーム部材１４は、鋼板を略溝形に成形して上方に配置した第１半割部材３２の縁と第２半割部材３３の縁を第２ビード３４（図５参照、図示以外含む）で溶接したものである。 The cross beam 13 is a beam material in which a steel plate is formed into a substantially V-shaped groove, and weld open tips 31 are formed at both ends and welded to the suspension arm member 14 with a first bead (not shown). Yes.
The suspension arm member 14 has a second bead 34 (see FIG. 5, including other than the illustration) including the edge of the first half member 32 and the edge of the second half member 33, which are formed on the upper side by forming a steel plate into a substantially groove shape. Welded with.

図４は、図３の４部詳細図である。
図５は、図４の５矢視図である。図６は、図５の６矢視図である。図７は、図５の７矢視図である。図１〜図３を併用して説明する。 FIG. 4 is a detailed view of part 4 of FIG.
FIG. 5 is a view taken in the direction of arrow 5 in FIG. FIG. 6 is a view taken in the direction of arrow 6 in FIG. FIG. 7 is a view taken in the direction of arrow 7 in FIG. 1 to 3 will be used in combination.

サスペンションアーム部材１４はまた、嵌合開口部３６を車両１２の外側（矢印ａ１の方向）へ向けて形成するために、上に配置した第１半割部材３２の第１外壁部３７を開けるように第１開口開先部４１、第２開口開先部４２が成形され、これらの第１開口開先部４１と第２開口開先部４２の間に軸位置調節凹部４３を形成している。下に配置した第２半割部材３３の第２外壁部４４を開けるように第３開口開先部４５が成形されている。軸位置調節凹部４３は、車軸４７の位置を調節するときに車軸４７を固定した車軸支持部材４８との干渉を防止するように形成している。
車軸支持部材４８は、嵌合開口部３６に嵌合し、車軸接続部１６に含まれる。 The suspension arm member 14 is also configured to open the first outer wall portion 37 of the first half member 32 disposed on the suspension arm member 14 so as to form the fitting opening 36 toward the outside of the vehicle 12 (in the direction of the arrow a1). The first opening groove portion 41 and the second opening groove portion 42 are formed, and an axial position adjusting recess 43 is formed between the first opening groove portion 41 and the second opening groove portion 42. . A third opening groove 45 is formed so as to open the second outer wall 44 of the second half member 33 disposed below. The shaft position adjusting recess 43 is formed so as to prevent interference with the axle support member 48 to which the axle 47 is fixed when adjusting the position of the axle 47.
The axle support member 48 is fitted into the fitting opening 36 and is included in the axle connecting portion 16.

車軸接続部１６を主体にすると、車軸接続部１６は、サスペンションアーム部材１４に形成した嵌合開口部３６と、嵌合開口部３６に固定した車軸支持部材４８と、車軸支持部材４８に固定した車軸４７と、からなる。   When the axle connecting portion 16 is mainly used, the axle connecting portion 16 is fixed to the fitting opening 36 formed in the suspension arm member 14, the axle supporting member 48 fixed to the fitting opening 36, and the axle supporting member 48. And an axle 47.

具体的には、嵌合開口部３６の第１開口開先部４１に車軸支持部材４８を第３ビード５１で溶接し、嵌合開口部３６の第２開口開先部４２に車軸支持部材４８を第４ビード５２で溶接し、第３開口開先部４５に車軸支持部材４８を第５ビード５３で溶接している。また、車軸支持部材４８の中央に車軸４７を一体的に嵌合している。   Specifically, the axle support member 48 is welded to the first opening groove 41 of the fitting opening 36 with the third bead 51, and the axle support member 48 is connected to the second opening groove 42 of the fitting opening 36. Is welded with the fourth bead 52, and the axle support member 48 is welded to the third opening groove 45 with the fifth bead 53. Further, the axle 47 is integrally fitted in the center of the axle support member 48.

図８は、図５の８−８線断面図である。
図９は、図５の９−９線断面図である。図１０は、図９の１０−１０線断面図である。図１１は、図５の１１−１１線断面図である。図１を併用して説明する。 8 is a cross-sectional view taken along line 8-8 in FIG.
9 is a cross-sectional view taken along line 9-9 of FIG. 10 is a cross-sectional view taken along line 10-10 of FIG. 11 is a cross-sectional view taken along line 11-11 of FIG. This will be described with reference to FIG.

車軸支持部材４８は、厚板鋼板から加工（板取）した板部材であり、車両１２の外側へ向いている平坦な外側面５６と、外側面５６に対向して車両１２の内側（矢印ａ２の方向）へ向いている平坦な内側面５７と、外側面５６の中央に開け内側面５７に貫通している嵌合孔６１と、内側面５７及び外側面５６に連なる外縁部６２と、からなる。   The axle support member 48 is a plate member processed (chamfered) from a thick steel plate, and has a flat outer surface 56 facing the outer side of the vehicle 12 and an inner side of the vehicle 12 (indicated by an arrow a2). A flat inner side surface 57 facing in the direction), a fitting hole 61 opened in the center of the outer side surface 56 and penetrating the inner side surface 57, and an outer edge portion 62 connected to the inner side surface 57 and the outer side surface 56. .

外縁部６２は、板厚ｔが外縁部６２の長さＴ（Ｔ＝ｔ）であり、嵌合開口部３６に嵌合している部位（範囲）を第１側面部６４とし、嵌合していない部位（範囲）を第２側面部６５とし、この一例では、第１側面部６４の長さはＴ１で、第２側面部６５の長さはＴ２（Ｔ２＝Ｔ−Ｔ１）である。   The outer edge portion 62 has a thickness t that is the length T (T = t) of the outer edge portion 62, and a portion (range) fitted to the fitting opening 36 is defined as the first side face portion 64. The portion (range) that is not present is the second side surface portion 65. In this example, the length of the first side surface portion 64 is T1, and the length of the second side surface portion 65 is T2 (T2 = T−T1).

外縁部６２は、言い換えると、嵌合した第１側面部６４と、第１側面部６４を車両１２の外側へ延設して嵌合していない残りの第２側面部６５と、を有する。
すなわち、第１側面部６４は、車軸４７を基準に調節したときに定まる部位であり、調節代を含むこともある。 In other words, the outer edge portion 62 includes the fitted first side surface portion 64 and the remaining second side surface portion 65 that extends from the first side surface portion 64 to the outside of the vehicle 12 and is not fitted.
That is, the 1st side part 64 is a site | part which becomes settled when it adjusts on the basis of the axle shaft 47, and may include the adjustment allowance.

第２側面部６５には、第３ビード５１、第４ビード５２、第５ビード５３が所定の脚長Ｗｋだけ形成されている。第２側面部６５の長さＴ２は、脚長Ｗｋ越えとするのが望ましい。その結果、調節代は 最小位置〜最大位置（Ｔ−Ｗｋ）の範囲である。   On the second side surface portion 65, a third bead 51, a fourth bead 52, and a fifth bead 53 are formed for a predetermined leg length Wk. It is desirable that the length T2 of the second side surface portion 65 exceeds the leg length Wk. As a result, the adjustment allowance ranges from the minimum position to the maximum position (T-Wk).

「第２側面部６５がビードで溶接され」とは、脚長Ｗｋが第２側面部６５の長さＴ２と一致して第２側面部６５の全面に第３ビード５１、第４ビード５２、第５ビード５３が施される場合と、図８、図１１に示しているように、脚長Ｗｋが第２側面部６５の長さＴ２より小さく、第２側面部６５の一部（例えば５０％）に第３ビード５１、第４ビード５２、第５ビード５３が施される場合との両方の場合である。   “The second side surface portion 65 is welded with a bead” means that the leg length Wk matches the length T2 of the second side surface portion 65 and the third bead 51, the fourth bead 52, As shown in FIGS. 8 and 11, when the 5 beads 53 are applied, the leg length Wk is smaller than the length T2 of the second side surface portion 65, and a part of the second side surface portion 65 (for example, 50%). This is both the case where the third bead 51, the fourth bead 52, and the fifth bead 53 are applied.

なお、第２側面部６５は、嵌合孔６１に嵌めた車軸４７を基準に調節したときに定まる部位である。
嵌合孔６１は、「しまりばめ」又は「中間ばめ」となる内径（公差を含む）に研削したものである。 The second side surface portion 65 is a part that is determined when the axle 47 fitted in the fitting hole 61 is adjusted as a reference.
The fitting hole 61 is ground to an inner diameter (including a tolerance) that becomes a “fitting fit” or “intermediate fit”.

車軸４７は、車軸支持部材４８の嵌合孔６１に貫通嵌合している固定端６７を形成し、固定端６７に連ねて車輪１５を回転自在に支持している軸受け６８（図３参照）を嵌合する軸受け軸部７１が形成され、軸受け軸部７１に連ねておねじ部７２を形成し、固定端６７に連ねて抜け止めフランジ部７３を車軸支持部材４８の内側面５７に当接させるように形成し、内側面５７に抜け止めフランジ部７３を第６ビード７４で溶接している。
固定端６７は、「しまりばめ」又は「中間ばめ」となる外径（公差を含む）である。 The axle 47 forms a fixed end 67 that is fitted through the fitting hole 61 of the axle support member 48, and is a bearing 68 (see FIG. 3) that is connected to the fixed end 67 and rotatably supports the wheel 15. Is formed, a threaded portion 72 is formed continuously with the bearing shaft portion 71, and a retaining flange portion 73 is abutted against the inner side surface 57 of the axle support member 48 with the fixed end 67. The retaining flange portion 73 is welded to the inner side surface 57 by a sixth bead 74.
The fixed end 67 has an outer diameter (including tolerance) that becomes a “fitting fit” or “intermediate fit”.

なお、固定端６７及び嵌合孔６１は、それぞれの直径を「しまりばめ」又は「中間ばめ」の直径としたが、それぞれの直径を「すきまばめ」の直径としてもよい。   In addition, although the fixed end 67 and the fitting hole 61 have the diameters of “fitting fit” or “intermediate fit”, the respective diameters may be the diameter of “clear fit”.

次に、サスペンション構造１１の製造要領の一例を簡単に説明する。
図１２は、サスペンション構造の分解図である。図８〜図１１を併用して説明する。
まず、サスペンションアーム部材１４を組み立てる。図に示していないサスペンションアーム治具に第１半割部材３２と第２半割部材３３をセットすることで、嵌合開口部３６を所定の寸法に保持して、縁同士を第２ビード３４で溶接する。サスペンションアーム治具から取り外した後、クロスビーム１３に取り付ける。 Next, an example of the manufacturing procedure of the suspension structure 11 will be briefly described.
FIG. 12 is an exploded view of the suspension structure. This will be described with reference to FIGS.
First, the suspension arm member 14 is assembled. By setting the first half member 32 and the second half member 33 on a suspension arm jig not shown in the drawing, the fitting opening 36 is held at a predetermined size, and the edges are second bead 34. Weld with. After being removed from the suspension arm jig, it is attached to the cross beam 13.

予め車軸支持部材４８を形成する。厚板から板取後、ＮＣ工作機械にセットして、特に、外縁部６２、内側面５７、嵌合孔６１及び他を仕上げる。嵌合孔６１は、「しまりばめ」となる内径（公差を含む）で仕上げる。
予め車軸４７を形成する。所望の調質後、ＮＣ工作機械にセットして、固定端６７、抜け止めフランジ部７３及び他を仕上げる。固定端６７は、「しまりばめ」となる外径（公差を含む）で仕上げ、抜け止めフランジ部７３は、所定の直角度で仕上げる。 The axle support member 48 is formed in advance. After removing the plate from the thick plate, it is set on the NC machine tool, and in particular, the outer edge 62, the inner side surface 57, the fitting hole 61 and others are finished. The fitting hole 61 is finished with an inner diameter (including tolerance) that becomes a “fitting fit”.
An axle 47 is formed in advance. After the desired tempering, it is set on the NC machine tool, and the fixed end 67, the retaining flange 73 and others are finished. The fixed end 67 is finished with an outer diameter (including tolerance) to be a “fit fit”, and the retaining flange portion 73 is finished with a predetermined squareness.

その次に、車軸支持部材４８の嵌合孔６１に車軸４７を矢印ａ３のように嵌め、溶接する。まず、「しまりばめ」では、車軸支持部材４８を所定の温度まで昇温して、所定温度を保持した後、嵌合孔６１に固定端６７を嵌めて内側面５７に抜け止めフランジ部７３を当接させることで、「しまりばめ」で組み付ける。引き続き、内側面５７を上方へ向け、抜け止めフランジ部７３に下向き溶接を施すことで、結果的に第６ビード７４で一体的に固定する。   Next, the axle 47 is fitted into the fitting hole 61 of the axle support member 48 as indicated by an arrow a3 and welded. First, in the “seam fitting”, the axle support member 48 is heated to a predetermined temperature and maintained at a predetermined temperature, and then the fixing end 67 is fitted into the fitting hole 61 to prevent the retaining flange portion 73 from being attached to the inner surface 57. Assemble with “Fitting”. Subsequently, the inner side surface 57 is directed upward and the retaining flange portion 73 is welded downward, so that the sixth bead 74 is integrally fixed as a result.

最後に、サスペンションアーム部材１４に車軸支持部材４８を取付ける。クロスビーム１３に接合したサスペンションアーム部材１４を治具にセットし、左右の嵌合開口部３６に車軸４７を固定した車軸支持部材４８を仮に矢印ａ４のように嵌める。続けて、車軸４７の軸受け軸部７１のＸ軸方向（車幅方向）の位置を微調節することでＸ軸方向（正確には３軸方向）の位置を定める。その際、車軸支持部材４８の外縁部６２を嵌合開口部３６に出し入れすることで調節し、決定後、車軸４７を拘束治具で拘束する。そして、下向き溶接による第３ビード５１、第４ビード５２、第５ビード５３で溶接する。   Finally, the axle support member 48 is attached to the suspension arm member 14. The suspension arm member 14 joined to the cross beam 13 is set on a jig, and an axle support member 48 having an axle 47 fixed to the left and right fitting openings 36 is temporarily fitted as indicated by an arrow a4. Subsequently, by finely adjusting the position of the bearing shaft portion 71 of the axle 47 in the X-axis direction (vehicle width direction), the position in the X-axis direction (more precisely, the three-axis direction) is determined. At that time, the outer edge 62 of the axle support member 48 is adjusted by taking it into and out of the fitting opening 36, and after the determination, the axle 47 is restrained by a restraining jig. And it welds with the 3rd bead 51, the 4th bead 52, and the 5th bead 53 by downward welding.

このように、サスペンション構造１１では、サスペンションアーム部材１４に対して、車軸４７を固定した車軸支持部材４８を嵌め、車軸支持部材４８の調節代で車軸４７の位置を調節することができる。従って、車軸４７のアライメントの調節域を広く確保することができる。
「アライメント」とは、車両１２の中心（Ｘ軸、Ｙ軸、Ｚ軸の中心）に対する左右の車軸４７のＸ軸方向、Ｙ軸方向、Ｚ軸方向の位置関係である。 Thus, in the suspension structure 11, the axle support member 48 to which the axle 47 is fixed is fitted to the suspension arm member 14, and the position of the axle 47 can be adjusted by adjusting the axle support member 48. Accordingly, a wide adjustment range of the alignment of the axle 47 can be secured.
“Alignment” refers to the positional relationship of the left and right axles 47 in the X-axis direction, Y-axis direction, and Z-axis direction with respect to the center of the vehicle 12 (X-axis, Y-axis, and Z-axis centers).

次に、本発明のサスペンション構造の作用を図４〜図１２で説明する。
サスペンション構造１１において、車軸接続部１６は、サスペンションアーム部材１４に嵌合開口部３６を形成して、嵌合開口部３６に板状の車軸支持部材４８を嵌めて、溶接（第３ビード５１、第４ビード５２、第５ビード５３）して一体的に接合しているので、例えば車軸支持部をサスペンションアームに固定するために、車軸支持部に曲げフランジなどを塑性加工で成形する必要がないため、車軸支持部材４８の板厚に強度確保に必要な厚みを持たせることができ、車軸支持部材４８だけで車軸４７を支持する強度を確保することができる。 Next, the operation of the suspension structure of the present invention will be described with reference to FIGS.
In the suspension structure 11, the axle connecting portion 16 forms a fitting opening 36 in the suspension arm member 14, and a plate-like axle support member 48 is fitted into the fitting opening 36, and welding (third bead 51, Since the fourth bead 52 and the fifth bead 53 are integrally joined, for example, in order to fix the axle support portion to the suspension arm, it is not necessary to form a bending flange or the like in the axle support portion by plastic working. Therefore, the plate thickness of the axle support member 48 can be provided with a thickness necessary for ensuring the strength, and the strength for supporting the axle 47 can be ensured only by the axle support member 48.

また、車軸支持部材４８は、板厚ｔに一致している外縁部６２の長さＴを設けたので、車軸支持部材４８をサスペンションアーム部材１４の嵌合開口部３６に嵌合できる範囲（Ｔ−Ｗｋ）であれば自由に車軸支持部材４８の取付位置（Ｘ軸方向）を調節することができ、アライメントの調節域を広く確保することができる。   Further, since the axle support member 48 is provided with the length T of the outer edge portion 62 that coincides with the plate thickness t, a range in which the axle support member 48 can be fitted into the fitting opening 36 of the suspension arm member 14 (T -Wk), the mounting position (X-axis direction) of the axle support member 48 can be freely adjusted, and a wide adjustment range of alignment can be secured.

さらに、車軸支持部材４８は、サスペンションアーム部材１４の嵌合開口部３６に嵌合・固定すると、車軸４７の固定も同時に完了するので、例えば車軸の中央と端の２点を固定する必要がなく、取付けるための新たな溶接作業が必要ないため、車軸４７を含めて車軸支持部材４８のサスペンションアーム部材１４への取付けが容易になり、作業性が向上するとともに、生産コストを削減することができる。   Further, when the axle support member 48 is fitted and fixed to the fitting opening 36 of the suspension arm member 14, the axle 47 is also fixed at the same time, so there is no need to fix the center and the end of the axle, for example. Since no new welding work is required for attachment, it is easy to attach the axle support member 48 including the axle 47 to the suspension arm member 14, thereby improving workability and reducing production costs. .

図８、図１１に示しているように、車軸支持部材４８は、嵌合開口部３６に嵌合している第１側面部６４と嵌合していない残りの第２側面部６５を平坦に連ねて形成しているので、第２側面部６５の長さＴ２を長く設定すると、嵌合の長さ（第１側面部６４の長さＴ１）を調節することができる調節代が大きくなるため、車軸４７のアライメントの調節範囲（調節代）を調節するのは容易になる。   As shown in FIGS. 8 and 11, the axle support member 48 flattens the first side surface portion 64 fitted to the fitting opening 36 and the remaining second side surface portion 65 not fitted. Since they are formed in series, if the length T2 of the second side surface portion 65 is set to be long, the adjustment allowance for adjusting the fitting length (the length T1 of the first side surface portion 64) increases. It becomes easy to adjust the adjustment range (adjustment allowance) of the alignment of the axle 47.

車軸支持部材４８は、板部材であり、板部材の中央に車軸４７を圧入している嵌合孔６１が開けられているので、車軸支持部材４８が厚みをもつことで嵌合孔６１の長さが長くなり、車軸４７を車軸支持部材４８（嵌合孔６１）に圧入するだけで車軸４７を固定することができ、車軸４７の組み付け精度（直角度）を高めることができるとともに、車軸４７の取付け強度を高めることができる。   The axle support member 48 is a plate member, and since the fitting hole 61 into which the axle 47 is press-fitted is formed in the center of the plate member, the axle support member 48 has a thickness so that the length of the fitting hole 61 is increased. The axle 47 can be fixed simply by press-fitting the axle 47 into the axle support member 48 (fitting hole 61), and the assembly accuracy (perpendicularity) of the axle 47 can be increased. The mounting strength can be increased.

車軸支持部材４８は、板部材であり、車軸支持部材４８が厚みをもっているため、車軸４７を車軸支持部材４８に圧入するだけで車軸４７を固定することができ、車軸４７の組み付け作業性が良くなる。   The axle support member 48 is a plate member, and since the axle support member 48 has a thickness, the axle 47 can be fixed simply by press-fitting the axle 47 into the axle support member 48, and the assembly workability of the axle 47 is good. Become.

車軸４７は、車軸支持部材４８に支持している固定端６７に連ねて車軸支持部材４８の内側面５７に当接させている抜け止めフランジ部７３を備えているので、車軸４７を「すきまばめ」で嵌合しても、車軸４７の抜けを確実に防止することができ、車軸４７を車軸支持部材４８に必要以上の圧力で圧入する必要がなく、作業性が向上する。   The axle 47 includes a retaining flange portion 73 that is connected to a fixed end 67 supported by the axle support member 48 and is in contact with the inner surface 57 of the axle support member 48. Even if fitted, the axle 47 can be reliably prevented from coming off, and it is not necessary to press the axle 47 into the axle support member 48 with a pressure higher than necessary, thereby improving workability.

次に、参考例を説明する。
図１３は、参考例図であり、図９に対応する図である。上記図１〜図１２に示す実施の形態と同様の構成については、同一符号を付し説明を省略する。 Next, a reference example will be described.
13 is a reference example diagram and corresponds to FIG. The same components as those in the embodiment shown in FIGS. 1 to 12 are given the same reference numerals and the description thereof is omitted.

参考例のサスペンション構造１１Ｂは、車軸接続部１６Ｂを備え、車軸接続部１６Ｂは、車軸４７Ｂに車軸支持部材４８Ｂを一体に形成していることを特徴とする。 The suspension structure 11B of the reference example includes an axle connection portion 16B, and the axle connection portion 16B is characterized by integrally forming an axle support member 48B on the axle 47B.

参考例のサスペンション構造１１Ｂは、サスペンション構造１１と同様の作用・効果を発揮する。
また、参考例のサスペンション構造１１Ｂでは、車軸支持部材４８Ｂと車軸４７Ｂとを一体的に形成することにより、分割したものに比べ、分割したサスペンション構造１１の車軸４７を車軸支持部材４８に圧入するという作業は必要なくなり、サスペンション構造１１Ｂの組立は容易になる。
また、車軸４７Ｂの抜け落ちを確実に防止することができる。 The suspension structure 11B of the reference example exhibits the same operations and effects as the suspension structure 11.
Further, in the suspension structure 11B of the reference example , the axle support member 48B and the axle 47B are integrally formed, so that the axle 47 of the divided suspension structure 11 is press-fitted into the axle support member 48 compared to the divided structure. No work is required, and the assembly of the suspension structure 11B is facilitated.
Further, it is possible to reliably prevent the axle 47B from falling off.

尚、車軸支持部材４８は、図５に示した正面から見て、略四角形に形成したが、四角形以上の多角形でもよい。   The axle support member 48 is formed in a substantially rectangular shape when viewed from the front shown in FIG.

本発明のサスペンション構造は、車両（ＦＦ車）の後サスペンションに好適である。   The suspension structure of the present invention is suitable for the rear suspension of a vehicle (FF vehicle).

本発明のサスペンション構造と車輪の関係を示す斜視図である。It is a perspective view which shows the relationship between the suspension structure of this invention, and a wheel. 本発明のサスペンション構造の斜視図である。It is a perspective view of the suspension structure of this invention. 本発明のサスペンション構造の平面図である。It is a top view of the suspension structure of this invention. 図３の４部詳細図である。FIG. 4 is a detailed view of part 4 of FIG. 3. 図４の５矢視図である。FIG. 5 is a view taken in the direction of arrow 5 in FIG. 4. 図５の６矢視図である。FIG. 6 is a view taken along arrow 6 in FIG. 5. 図５の７矢視図である。FIG. 7 is a view taken in the direction of arrow 7 in FIG. 5. 図５の８−８線断面図である。FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 5. 図５の９−９線断面図である。FIG. 9 is a sectional view taken along line 9-9 in FIG. 5. 図９の１０−１０線断面図である。FIG. 10 is a sectional view taken along line 10-10 in FIG. 9; 図５の１１−１１線断面図である。FIG. 11 is a cross-sectional view taken along line 11-11 in FIG. 5. サスペンション構造の分解図である。It is an exploded view of a suspension structure. 参考例図である。 It is a reference example figure.

符号の説明Explanation of symbols

１１…サスペンション構造、１２…車両、１４…サスペンションアーム部材、１５…車輪、２６…車体、３６…嵌合開口部、４７…車軸、４８…車軸支持部材、５１…ビード（第３ビード）、５２…ビード（第４ビード）、５３…ビード（第５ビード）、５７…車軸支持部材の内側面、６１…嵌合孔、６２…外縁部、６４…第１側面部、６５…第２側面部、６７…固定端、７３…抜け止めフランジ部。   DESCRIPTION OF SYMBOLS 11 ... Suspension structure, 12 ... Vehicle, 14 ... Suspension arm member, 15 ... Wheel, 26 ... Vehicle body, 36 ... Fitting opening, 47 ... Axle, 48 ... Axle support member, 51 ... Bead (third bead), 52 ... bead (fourth bead), 53 ... bead (fifth bead), 57 ... inner side surface of axle support member, 61 ... fitting hole, 62 ... outer edge portion, 64 ... first side portion, 65 ... second side portion , 67 ... fixed end, 73 ... retaining flange part.

Claims (2)

車両の左右の車輪を回転自在に支持している車軸と、該車軸を支持している車軸支持部材と、該車軸支持部材を固定した一端を上下動自在に他端が車体に連結されているサスペンションアーム部材と、を備えるサスペンション構造において、
前記サスペンションアーム部材の一端に嵌合開口部が形成され、
前記車軸支持部材は、前記嵌合開口部に嵌合する板部材であり、前記車両の外側へ向いている平坦な外側面と、該外側面に対向して前記車両の内側へ向いている平坦な内側面と、前記外側面の中央に貫通して開けられ前記車軸を圧入している嵌合孔と、前記内側面及び前記外側面に連なる外縁部と、からなり、
前記外縁部は、前記嵌合開口部に嵌合している第１側面部と、該第１側面部を車両の外側へ嵌合可能に延設して嵌合していない残りの第２側面部と、を備え、
前記板部材の板厚が前記第１側面部の長さと前記第２側面部の長さとからなり、
前記嵌合開口部に前記第２側面部がビードで溶接され固定されていることを特徴とするサスペンション構造。 An axle that rotatably supports left and right wheels of the vehicle, an axle support member that supports the axle, and one end to which the axle support member is fixed are connected to the vehicle body so that the other end can be moved up and down. In a suspension structure comprising a suspension arm member,
A fitting opening is formed at one end of the suspension arm member,
The axle support member is a plate member that fits into the fitting opening , and includes a flat outer surface that faces the outside of the vehicle, and a flat that faces the outer surface and faces the inside of the vehicle. An inner side surface, a fitting hole opened through the center of the outer side surface and press-fitting the axle, and an outer edge portion connected to the inner side surface and the outer side surface,
The outer edge portion includes a first side surface portion that is fitted in the fitting opening, and a remaining second side surface that extends so that the first side surface portion can be fitted to the outside of the vehicle and is not fitted. And comprising
The plate thickness of the plate member consists of the length of the first side surface portion and the length of the second side surface portion,
The suspension structure according to claim 1, wherein the second side surface portion is welded and fixed to the fitting opening . 前記車軸支持部材は、板部材であり、板部材の中央に前記車軸を嵌合している前記嵌合孔が開けられ、
前記車軸は、前記嵌合孔に支持している固定端に連ねて、車両の内側へ向いている前記車軸支持部材の前記内側面に当接させている抜け止めフランジ部を備えていることを特徴とする請求項１記載のサスペンション構造。 The axle support member is a plate member, it opened said fitting hole is fitted to the axle in the center of the plate member,
The axle, that said chosen the fixed end which supports the fitting hole, and a retaining flange portion is brought into contact with the inner surface of the axle supporting member facing the inside of the vehicle suspension structure of claim 1, wherein.
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