JP6441561B2 - Suspension arm - Google Patents

Suspension arm Download PDF

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JP6441561B2
JP6441561B2 JP2013211370A JP2013211370A JP6441561B2 JP 6441561 B2 JP6441561 B2 JP 6441561B2 JP 2013211370 A JP2013211370 A JP 2013211370A JP 2013211370 A JP2013211370 A JP 2013211370A JP 6441561 B2 JP6441561 B2 JP 6441561B2
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side end
arm
suspension arm
vehicle body
diameter
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和彦 松尾
和彦 松尾
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Toyota Motor Corp
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Description

本発明は、サスペンションアームに関する。   The present invention relates to a suspension arm.

特許文献１には、鋼板によって管状に形成された本体部分が、中央に位置する大径部と、両端に位置する小径部と、大径部と両側の小径部とを連結する徐変部とで構成されるサスペンションアームが開示されている。   In Patent Document 1, a main body portion formed into a tubular shape by a steel plate includes a large diameter portion located in the center, a small diameter portion located at both ends, and a gradually changing portion that connects the large diameter portion and the small diameter portions on both sides. Is disclosed.

特開２０１３−０３２１５８号公報JP 2013-032158 A

車両の乗り心地を改善したいという要求に対して、サスペンションアームの捻り剛性を下げることが考えられる。しかしながら、サスペンションアームの捻り剛性を下げると、サスペンションアームの強度や車両の操安性能の低下を引き起こす可能性があった。例えば、サスペンションアームの捻り剛性を下げるためにプレスアーム（板物）で設計することが考えられるが、この場合、低下を望まない曲げ剛性まで低下してしまい、その結果サスペンションアームの強度や操安性能が低下するおそれがあった。   It is conceivable to reduce the torsional rigidity of the suspension arm in response to a request to improve the riding comfort of the vehicle. However, when the torsional rigidity of the suspension arm is lowered, there is a possibility that the strength of the suspension arm and the steering performance of the vehicle are lowered. For example, it is conceivable to design with a press arm (plate) to reduce the torsional rigidity of the suspension arm, but in this case, the bending rigidity is lowered to an undesired decrease, resulting in the suspension arm strength and safety. There was a risk of performance degradation.

本発明はこうした状況に鑑みてなされたものであり、その目的とするところは、サスペンションアームの曲げ剛性の低下を抑制しながら捻り剛性を低下させるための技術を提供することにある。   The present invention has been made in view of such circumstances, and an object of the present invention is to provide a technique for reducing torsional rigidity while suppressing reduction in bending rigidity of a suspension arm.

上記課題を解決するために、本発明のある態様のサスペンションアームは、車体側から車輪側に延在する管状のアーム本体と、アーム本体の車体側端部に接合される第１連結部と、アーム本体の車輪側端部に接合される第２連結部と、を備える。アーム本体は、一定の径で所定の長さに形成された中央部を有しており、中央部から車体側端部及び車輪側端部へ向かって径が大きくなる形状を有するとともに、中央部の径よりも車体側端部及び車輪側端部の径が大きく、車輪側端部の径よりも車体側端部の径が大きい形状を有する。この態様によれば、サスペンションアームの曲げ剛性の低下を抑制しながら捻り剛性を低下させることができる。 In order to solve the above-described problem, a suspension arm according to an aspect of the present invention includes a tubular arm body extending from the vehicle body side to the wheel side, a first connecting portion joined to the vehicle body side end of the arm body, A second connecting portion joined to a wheel side end portion of the arm main body. The arm main body has a central portion formed with a constant diameter and a predetermined length, and has a shape in which the diameter increases from the central portion toward the vehicle body side end portion and the wheel side end portion, and the central portion. The vehicle body side end and the wheel side end are larger in diameter than the wheel diameter, and the vehicle body side end is larger in diameter than the wheel side end. According to this aspect, the torsional rigidity can be reduced while suppressing the decrease in the bending rigidity of the suspension arm.

本発明によれば、サスペンションアームの曲げ剛性の低下を抑制しながら捻り剛性を低下させるための技術を提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the technique for reducing torsional rigidity can be provided, suppressing the fall of the bending rigidity of a suspension arm.

図１（Ａ）は、サスペンションアームが車体側及び車輪側に連結された状態を示す斜視図である。図１（Ｂ）は、比較例に係るサスペンションアームの概略構造を示す側面図である。図１（Ｃ）は、図１（Ｂ）のＡ−Ａ線に沿った断面図である。FIG. 1A is a perspective view showing a state in which the suspension arm is connected to the vehicle body side and the wheel side. FIG. 1B is a side view showing a schematic structure of a suspension arm according to a comparative example. FIG. 1C is a cross-sectional view taken along the line AA in FIG. 実施の形態に係るサスペンションアームの概略構造を示す側面図である。It is a side view which shows schematic structure of the suspension arm which concerns on embodiment.

以下、図面を参照しながら、本発明を実施するための形態（以下、実施の形態という）について詳細に説明する。なお、図面の説明において同一の要素には同一の符号を付し、重複する説明を適宜省略する。   Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described in detail with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and repeated descriptions are omitted as appropriate.

図１（Ａ）は、サスペンションアームが車体側及び車輪側に連結された状態を示す斜視図である。図１（Ｂ）は、比較例に係るサスペンションアームの概略構造を示す側面図である。図１（Ｃ）は、図１（Ｂ）のＡ−Ａ線に沿った断面図である。図１（Ｂ）に示すように、比較例に係るサスペンションアーム１００は、アーム本体１１０と、第１連結部１２０と、第２連結部１３０とを備える。アーム本体１１０は、車体側から車輪側に延在する管状の部材である。アーム本体１１０は、例えば１枚の金属板を筒状に曲げて形成され、図１（Ｃ）に示すように中空状の形状を有する。アーム本体１１０の車体側端部には、第１連結部１２０が接合される。アーム本体１１０の車輪側端部には、第２連結部１３０が接合される。第１連結部１２０は車体側のサブフレームに連結され、第２連結部１３０は車輪側のナックルに連結される（図１（Ａ）参照）。   FIG. 1A is a perspective view showing a state in which the suspension arm is connected to the vehicle body side and the wheel side. FIG. 1B is a side view showing a schematic structure of a suspension arm according to a comparative example. FIG. 1C is a cross-sectional view taken along the line AA in FIG. As shown in FIG. 1B, the suspension arm 100 according to the comparative example includes an arm main body 110, a first connecting part 120, and a second connecting part 130. The arm body 110 is a tubular member extending from the vehicle body side to the wheel side. The arm main body 110 is formed, for example, by bending a single metal plate into a cylindrical shape, and has a hollow shape as shown in FIG. The first connecting portion 120 is joined to the end of the arm body 110 on the vehicle body side. The second connecting portion 130 is joined to the wheel side end portion of the arm body 110. The first connecting portion 120 is connected to a vehicle-side subframe, and the second connecting portion 130 is connected to a wheel-side knuckle (see FIG. 1A).

サスペンションアーム１００の捻り剛性を下げるために、アーム本体１１０は、図１（Ｂ）に示すように設定される。チューブとの合わせ形状は、必要とされる溶接長により決定され、アーム本体１１０の中央部形状は、座屈性能により決定される。この場合、サスペンションがストロークする際に、ブッシュ反力からのＨ方向曲げ剛性が低くなり得る。Ｈ方向曲げ剛性とは、サスペンションの上下ストローク方向（図１（Ｂ）において矢印Ｂで示す方向）における曲げ剛性である。Ｈ方向曲げ剛性を確保するためには、アーム本体１１０の板厚を増大させることが考えられるが、この場合は、板厚の３乗に比例して捻り剛性も高まってしまう。また、アーム本体１１０の断面形状を一律に変更することも考えられるが、この場合は、断面周長の１乗に比例して捻り剛性も高まってしまう。これに対し、本実施の形態に係るサスペンションアームは、以下の構成を備えることで、Ｈ方向曲げ剛性を確保しながら、捻り剛性の低下を図ることができる。   In order to reduce the torsional rigidity of the suspension arm 100, the arm body 110 is set as shown in FIG. The mating shape with the tube is determined by the required welding length, and the central shape of the arm body 110 is determined by the buckling performance. In this case, when the suspension strokes, the H direction bending rigidity from the bush reaction force can be lowered. The H direction bending stiffness is the bending stiffness in the vertical stroke direction of the suspension (the direction indicated by the arrow B in FIG. 1B). In order to ensure the H-direction bending rigidity, it is conceivable to increase the plate thickness of the arm body 110, but in this case, the torsional rigidity also increases in proportion to the cube of the plate thickness. Although it is conceivable to uniformly change the cross-sectional shape of the arm body 110, in this case, the torsional rigidity is also increased in proportion to the first power of the cross-sectional circumference. On the other hand, the suspension arm according to the present embodiment can reduce the torsional rigidity while ensuring the H-direction bending rigidity by including the following configuration.

図２は、実施の形態に係るサスペンションアームの概略構造を示す側面図である。本実施の形態に係るサスペンションアーム１は、車体側から車輪側に延在する管状のアーム本体１０と、アーム本体１０の車体側端部１４に接合される第１連結部２０と、アーム本体１０の車輪側端部１６に接合される第２連結部３０と、を備える。アーム本体１０は、比較例に係るサスペンションアーム１００と同様に、車体側から車輪側に延在する管状の部材であり、例えば１枚の金属板を筒状に曲げて形成されて中空状の形状を有する（図１（Ｃ）参照）。第１連結部２０は車体側のサブフレームに連結され、第２連結部３０は車輪側のナックルに連結される（図１（Ａ）参照）。   FIG. 2 is a side view showing a schematic structure of the suspension arm according to the embodiment. The suspension arm 1 according to the present embodiment includes a tubular arm body 10 extending from the vehicle body side to the wheel side, a first connecting portion 20 joined to the vehicle body side end portion 14 of the arm body 10, and the arm body 10. The 2nd connection part 30 joined to the wheel side edge part 16 of this is provided. Similar to the suspension arm 100 according to the comparative example, the arm body 10 is a tubular member extending from the vehicle body side to the wheel side, and is formed by bending, for example, a single metal plate into a cylindrical shape. (See FIG. 1C). The 1st connection part 20 is connected with the sub-frame on the vehicle body side, and the 2nd connection part 30 is connected with the knuckle on the wheel side (refer FIG. 1 (A)).

また、アーム本体１０は、その延在方向の中央部１２の径Ｒａよりも車体側端部１４及び車輪側端部１６の径Ｒｂ，Ｒｃが大きく、車輪側端部１６の径Ｒｃよりも車体側端部１４の径Ｒｂが大きい形状を有する。本実施の形態のアーム本体１０は、中央部１２から車体側端部１４及び車輪側端部１６へ向けて径が大きくなるとともに、車輪側端部１６の径Ｒｃよりも車体側端部１４の径Ｒｂが大きい形状を有する。   Further, the arm body 10 has the vehicle body side end portion 14 and the wheel side end portion 16 having diameters Rb and Rc larger than the diameter Ra of the central portion 12 in the extending direction, and the vehicle body is larger than the diameter Rc of the wheel side end portion 16. The side end portion 14 has a large diameter Rb. The arm main body 10 of the present embodiment has a diameter that increases from the central portion 12 toward the vehicle body side end portion 14 and the wheel side end portion 16, and the vehicle body side end portion 14 has a diameter Rc greater than the wheel side end portion 16. It has a shape with a large diameter Rb.

サスペンションアーム１の曲げ剛性を確保するためには、ＥＩ（ヤング係数Ｅと断面２次モーメントＩの積）を確保することが有効である。また、サスペンションアーム１の捻り剛性を低下させるためには、アーム本体１０の周を短くすることが有効である。また、サスペンションからの入力は、第２連結部３０側からサスペンションアーム１に伝達される。このため、サスペンションアーム１の曲げ剛性を確保し、且つ捻り剛性を低下させるためには、モーメントアーム長から、サスペンションアーム１の車体側の剛性を高めることが効果的である。   In order to ensure the bending rigidity of the suspension arm 1, it is effective to ensure EI (product of Young's modulus E and secondary moment I of cross section). In order to reduce the torsional rigidity of the suspension arm 1, it is effective to shorten the circumference of the arm body 10. Further, the input from the suspension is transmitted from the second connecting portion 30 side to the suspension arm 1. Therefore, in order to ensure the bending rigidity of the suspension arm 1 and to reduce the torsional rigidity, it is effective to increase the rigidity of the suspension arm 1 on the vehicle body side from the moment arm length.

そこで、本実施の形態に係るサスペンションアーム１は、アーム本体１０の中央部１２の径Ｒａを車体側端部１４及び車輪側端部１６の径Ｒｂ，Ｒｃよりも小さくし、車体側端部１４の径Ｒｂを車輪側端部１６の径Ｒｃよりも大きくしている。すなわち、中央部１２の断面を車体側端部１４及び車輪側端部１６の断面より小さくし、車体側端部１４の断面を車輪側端部１６の断面より大きくしている。これにより、サスペンションアーム１の曲げ剛性を確保しつつ、捻り剛性を下げることができる。   Therefore, in the suspension arm 1 according to the present embodiment, the diameter Ra of the central portion 12 of the arm body 10 is made smaller than the diameters Rb and Rc of the vehicle body side end portion 14 and the wheel side end portion 16, so Is made larger than the diameter Rc of the wheel side end portion 16. That is, the cross section of the central portion 12 is made smaller than the cross sections of the vehicle body side end portion 14 and the wheel side end portion 16, and the cross section of the vehicle body side end portion 14 is made larger than the cross section of the wheel side end portion 16. Thereby, the torsional rigidity can be lowered while ensuring the bending rigidity of the suspension arm 1.

以上説明したように、本実施の形態に係るサスペンションアーム１は、中央部１２から両端に向けて径が太くなるとともに、車輪側端部１６の径Ｒｃよりも車体側端部１４の径Ｒｂが太い形状のアーム本体１０を有する。これにより、サスペンションアーム１の捻り剛性を低下させるとともに、車輪側での曲げ剛性の低下を抑制できる。また、サスペンションアーム１の軸剛性も確保することができる。この結果、サスペンションアーム１の強度を保つことができ、また操安性能の低下を抑制することができる。   As described above, the suspension arm 1 according to the present embodiment has a diameter that increases from the central portion 12 toward both ends, and the diameter Rb of the vehicle body side end portion 14 is larger than the diameter Rc of the wheel side end portion 16. A thick arm body 10 is provided. As a result, the torsional rigidity of the suspension arm 1 can be reduced, and the decrease in bending rigidity on the wheel side can be suppressed. Moreover, the axial rigidity of the suspension arm 1 can also be ensured. As a result, the strength of the suspension arm 1 can be maintained, and the deterioration of the steering performance can be suppressed.

本発明は、上述した実施の形態に限定されるものではなく、当業者の知識に基づいて各種の設計変更などの変形を加えることも可能であり、そのような変形が加えられた実施の形態も本発明の範囲に含まれる。上述した実施の形態に変形を加えて生じる新たな実施の形態は、組み合わされる実施の形態及び変形それぞれの効果をあわせもつ。   The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art, and the embodiments to which such modifications are added. Are also included within the scope of the present invention. New embodiments that are generated by modifying the above-described embodiments have the effects of the combined embodiments and modifications.

１ サスペンションアーム、 １０ アーム本体、 １２ 中央部、 １４ 車体側端部、 １６ 車輪側端部、 ２０ 第１連結部、 ３０ 第２連結部。   DESCRIPTION OF SYMBOLS 1 suspension arm, 10 arm main body, 12 center part, 14 vehicle body side edge part, 16 wheel side edge part, 20 1st connection part, 30 2nd connection part.

Claims (1)

車体側から車輪側に延在する管状のアーム本体と、
前記アーム本体の車体側端部に接合される第１連結部と、
前記アーム本体の車輪側端部に接合される第２連結部と、を備え、
前記アーム本体は、一定の径で所定の長さに形成された中央部を有しており、前記中央部から前記車体側端部及び前記車輪側端部へ向かって径が大きくなる形状を有するとともに、前記中央部の径よりも前記車体側端部及び前記車輪側端部の径が大きく、前記車輪側端部の径よりも前記車体側端部の径が大きい形状を有することを特徴とするサスペンションアーム。 A tubular arm body extending from the vehicle body side to the wheel side;
A first connecting portion joined to the vehicle body side end of the arm body;
A second connecting part joined to the wheel side end of the arm body,
The arm main body has a central portion formed with a constant diameter and a predetermined length, and has a shape in which the diameter increases from the central portion toward the vehicle body side end portion and the wheel side end portion. And the diameter of the vehicle body side end and the wheel side end is larger than the diameter of the central portion, and the diameter of the vehicle body side end is larger than the diameter of the wheel side end. Suspension arm.
JP2013211370A 2013-10-08 2013-10-08 Suspension arm Active JP6441561B2 (en)

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JPH02106902U (en) * 1989-02-13 1990-08-24
JPH0717608U (en) * 1993-09-02 1995-03-31 株式会社ソミック石川 arm
JP2000074024A (en) * 1998-09-02 2000-03-07 Tokai Rubber Ind Ltd Member for arm
JP2002173046A (en) * 2000-12-05 2002-06-18 Somic Ishikawa Inc Manufacturing method for arm
JP5765257B2 (en) * 2012-02-01 2015-08-19 トヨタ自動車株式会社 Suspension arm

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