JPH11180124A - Trailing arm type suspension with stabilizer - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent vertical vibration of the stabilizer by simple means, enable the stabilizer to improve the efficiency of inherent functions and thus improve riding comfort in a vehicle. SOLUTION: The present suspension provides a pair of left and right trailing arms 1, 1, a torsion beam 2 that connects with this pair of trailing arms 1, 1, and a bar-shaped stabilizer 3 that is connected to both ends of the pair of trailing arms 1, 1. Rear wheel support means 11, which supports the rear wheels farther to the back of the vehicle than the torsion beam 2, is provided on the pair of trailing arms 1, 1. In this case, connecting locations A, A of both ends of the stabilizer 3 and the pair of trailing arms 1, 1 are arranged farther to the rear of the vehicle than the torsion beam 2, and both ends 30, 30 of the stabilizer 3 are formed so that the shape of the end face of the vertical thickness is larger than the horizontal width.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a trailing arm type suspension having a stabilizer used as a rear suspension of an automobile.

[0002]

2. Description of the Related Art As an example of this type of trailing arm type suspension, the present applicant has disclosed Japanese Patent Application Laid-Open No. Hei 8-216.
No. 639 has previously been proposed. As shown in FIGS. 7 and 8 of the present application, a conventional torsion beam 2e extending in the vehicle width direction is attached to a pair of left and right trailing arms 1e, 1e having a rear end provided with a spindle shaft 11 for mounting wheels. Are connected at both ends in the longitudinal direction. At the front of the trailing arms 1e, 1e, bushes 10, 10 for attachment to the vehicle body are welded. Swingable in the vertical direction. The torsion beam 2e has a substantially V-shaped cross-section or a substantially U-shaped cross-section with an open front side of the vehicle.
The stabilizer 8 is arranged inside the trailing arm 2e, and penetrates each trailing arm 1e in the vehicle width direction. The stabilizer 8 is formed by pressing both ends of a round bar-shaped member, and the end 80 has a horizontal width b in the vehicle height direction, for example, as shown in FIG. 9 of the present application. Is crushed into a horizontally long rectangular cross-sectional shape larger than the vertical width h, and the end portion 80 is bolted to each trailing arm 1e.

In the trailing arm type suspension having the above structure, a pair of right and left trailing arms 1e, 1e are provided.
If there is an input that causes a vertical step in the torsion beam 2e, the input can be absorbed and mitigated by the bending and torsional deformation of the torsion beam 2e. In this case, the stabilizer 8 exerts a function of suppressing the rolling of the vehicle by increasing the roll rigidity of the suspension in order to exhibit resistance to the input.

[0004]

However, the above-mentioned conventional trailing arm type suspension still has room for improvement as described below.

First, in the above-mentioned conventional trailing arm type suspension, since both ends 80, 80 serving as support ends of the stabilizer 8 are horizontally long and flat, bolting work to each trailing arm 1e is required. Although this is facilitated, there is a disadvantage in increasing the natural frequency of the stabilizer 8. That is, the natural frequency ωn of the member is, for example, ωn = (k / m) ^1/2 for a cantilever beam having a mass m at one end fixed and free at the other end.
Here, k = 3EJ / L is ^3, E is Young's modulus, J
The second moment of the beam, L is the length of the beam, when the beam cross-sectional shape is rectangular is J = bh ^3/12.
The end portion 80 of the conventional stabilizer 8 has a large horizontal width b, but a small numerical value of the vertical width h. For this reason,
Conventionally, the second moment of area of the end portion 80 of the stabilizer 8 and the rigidity thereof are relatively small.
Tended to have a low natural frequency when vibrating vertically. On the other hand, when the natural frequency of the stabilizer 8 is low, the stabilizer 8 is likely to vibrate with a large amplitude in the vertical direction during running of the vehicle, and this vibration is transmitted to other members of the suspension and various parts of the vehicle.
This causes a problem that the ride comfort of the vehicle is deteriorated. Therefore,
Conventionally, there is still room for improvement in reducing the vibration of the stabilizer 8 and improving the riding comfort of the vehicle.

Second, in the above-mentioned conventional trailing arm type suspension, the stabilizer 8 is disposed at a position forward of the torsion beam 2e, more precisely, inside the opening of the torsion beam 2e. However,
In such a configuration, the stabilizer 8 is located far away from the mounting position (spindle shaft 11) of the rear wheel, which is the load input point to the suspension. , The ratio of the input load received by the stabilizer 8 decreases. That is, if the distance between the mounting point of the stabilizer 8 and the rear wheel is large, the possibility that the input load is absorbed by the deformation of the trailing arm 1e itself or the deformation of the torsion beam 2e increases, and the stabilizer is correspondingly increased. 8 will be reduced. Therefore, there has been room for improvement in this respect in the past.

FIG. 1 of Japanese Utility Model Laid-Open Publication No. 55-71906 discloses a structure in which a stabilizer is disposed behind a beam connecting a pair of right and left trailing arms. Therefore, with the structure described in the publication, it is possible to enhance the original function of the stabilizer by bringing the support point of the stabilizer closer to the rear wheel. However, in the structure described in the publication, a beam is supported at an intermediate portion in the longitudinal direction of the stabilizer. Therefore, as in the suspension shown in FIGS. 7 and 8, only the two ends of the stabilizer are connected to the trailing arm, and the middle part in the longitudinal direction is not fixed to the beam or the like, and the entire length of the stabilizer is reduced. In order to reduce the rolling of the vehicle by using the spring property, the means described in Japanese Utility Model Laid-Open No. 55-71906 cannot be applied. Further, in the structure described in the publication, the configuration of the connection point between both ends of the stabilizer and the trailing arm is unclear, and in any case, the points described above with reference to FIGS. There was still room for improvement.

The present invention has been conceived under such circumstances, and makes it difficult for the stabilizer to vibrate in the vertical direction by simple means, and the stabilizer can efficiently exhibit its original function. The object is to improve the riding comfort of a vehicle in this way.

[0009]

DISCLOSURE OF THE INVENTION In order to solve the above problems, the present invention employs the following technical means.

The present invention relates to a pair of left and right trailing arms which are arranged at intervals in the vehicle width direction and can swing in the vehicle height direction around a mounting point of a front end portion with respect to a vehicle body,
A torsion beam extending in the vehicle width direction and connecting the pair of trailing arms to each other, and a bar-shaped stabilizer having both ends connected to each of the pair of trailing arms; and The trailing arm is provided with a rear wheel supporting means for supporting a rear wheel behind the torsion beam in the vehicle, a trailing arm type suspension including a stabilizer, wherein both ends of the stabilizer and the pair of the stabilizer are provided. The connection position with the trailing arm is located behind the torsion beam in the vehicle, and both ends of the stabilizer have a vertically long cross-sectional shape in which the vertical width in the vehicle height direction is larger than the horizontal width. It is characterized by being formed in.

In the present invention, both ends of the stabilizer connected to each of the pair of trailing arms are formed to have a vertically long cross-sectional shape in which the vertical width in the vehicle height direction is larger than the horizontal width in the horizontal direction. Therefore, as compared with the conventional case where both ends of the stabilizer have a horizontally long cross-sectional shape, the strength of the both ends at the load in the vehicle height direction of the stabilizer, that is, the second moment of area and rigidity of both ends are increased. For this reason, the natural frequency of the entire stabilizer can be increased. Therefore, it is possible to prevent the stabilizer from easily vibrating in the vehicle height direction with a large amplitude during traveling of the vehicle, and to obtain an effect that the riding comfort of the vehicle can be improved as compared with the related art.

In the present invention, for example, when the stabilizer is made from a round bar member, the direction in which both ends of the round bar member are squashed only needs to be different from the conventional direction. Therefore, according to the present invention, the manufacturing cost of the stabilizer can be reduced without the trouble that the manufacturing operation of the stabilizer becomes more complicated than before. Furthermore, in the present invention, the connection position between the both ends of the stabilizer and each trailing arm is located behind the torsion beam in the vehicle, and both ends of the stabilizer are closer to the rear wheel than the torsion beam. Such a load can be efficiently received by the stabilizer, and the original function of the stabilizer can be efficiently exhibited. More specifically, the roll rigidity can be increased as compared with the related art, so that the rolling of the vehicle can be reduced as compared with the related art, and an effect of suppressing roll steer generated at the time of cornering of the vehicle can be obtained.

In a preferred embodiment of the present invention, each of the trailing arms is formed by joining an upper member having a flange formed on an outer peripheral edge thereof to a lower member. The respective flange portions of the member are overlapped with each other, and these flange portions are provided with a first plate portion which is fixed by being overlapped on the flange portions, and a vehicle height direction from one end of the first plate portion. A bracket having a second plate portion bent so as to extend to the bracket is attached, and an end of the stabilizer is fixedly connected to the second plate portion of the bracket.

According to such a configuration, since the second plate portion of the bracket attached to each trailing arm is a portion extending in the vehicle height direction, that is, in the vertical direction, it has a so-called vertically long cross-sectional shape. The stabilizer can be attached properly, for example, by bolting the end of the formed stabilizer along the second plate portion. Also,
Since the first plate portion of the bracket is overlapped and fixed on the respective flange portions of the upper member and the lower member constituting each trailing arm, the flange portions and the first plate portion overlap each other. Thereby, the rigidity of this portion is increased. Therefore, it is advantageous in increasing the support strength of the end of the stabilizer.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be specifically described below with reference to the drawings.

FIG. 1 is a partially omitted plan view showing an example of a trailing arm type suspension having a stabilizer according to the present invention. FIG. 2 is a perspective view of a main part of the suspension shown in FIG. FIG. 3 is an exploded perspective view of a main part of the suspension shown in FIG. FIG.
It is sectional drawing. FIG. 5 is a sectional view taken along line VV of FIG. FIG. 6 is an exploded perspective view of a mounting portion of the stabilizer of the suspension shown in FIG. In these drawings, the arrow Fr indicates the front of the vehicle, the arrow w indicates the vehicle width direction, and the arrow Up indicates the vehicle width direction.

In FIG. 1, the trailing arm type suspension of this embodiment includes a pair of left and right trailing arms 1, 1, a torsion beam 2, a stabilizer 3, and two left and right brackets 4, 4 for supporting the stabilizer 3. It is configured.

Each of the trailing arms 1 and 1 extends in the front-rear direction of the vehicle, and is arranged opposite to each other at a predetermined interval in the vehicle width direction. A bush 10 for attaching the trailing arm 1 to a body frame (not shown) is provided at the front end of each of the trailing arms 1.
The entire trailing arm 1 is swingable about the mounting center C of the bush 10 in the vehicle height direction (vertical direction). At the rear end of each trailing arm 1, a spindle shaft 11 for mounting wheels is protruded, and a mounting seat 12 for mounting a suspension spring and the like are appropriately provided.

As best seen in FIGS. 2 and 3,
Each of the trailing arms 1 has a so-called monaka-like hollow shape formed by joining an upper member 1a and a lower member 1b which are divided into upper and lower parts. The upper member 1a and the lower member 1b are formed by pressing (deep drawing) a metal plate, and are provided at a lower peripheral edge of the upper member 1a and an upper peripheral edge of the lower member 1b. 13a and 13b are overlapped and welded.

As best seen in FIGS. 3 and 4,
The torsion beam 2 includes an inclined upper piece 21a and a lower piece 21b that form an opening 20 that opens to the front of the vehicle.
And a substantially U-shaped cross-section, for example, formed by bending or bending a metal plate having a constant thickness. The torsion beam 2 extends in the vehicle width direction, and both ends in the longitudinal direction are provided on inner side surfaces of the trailing arms 1 facing inward in the vehicle width direction as shown in FIGS. 1 to 3. 1 is inserted into the opening 14. The distal ends of both ends in the longitudinal direction of the torsion beam 2 extend further outward in the vehicle width direction than the first openings 14, and are formed on the outer side surfaces of the trailing arms 1 facing outward in the vehicle width direction. It is also inserted into the second opening 15 provided. As a result, the torsion beam 2 has both ends in the longitudinal direction penetrating in the vehicle width direction of each of the trailing arms 1. Welds Wa and Wad are provided on the outer periphery of the torsion beam 2 and each of the periphery of the first opening 14 and the periphery of the second opening 15.
Wb is applied, whereby the trailing arm 1 and the torsion beam 2 are connected and fixed.

As shown in FIG. 3, the first opening 14 provided in each of the trailing arms 1 is provided.
Is an opening formed by shaping the periphery of both the upper member 1a and the lower member 1b without providing the upper and lower members 1a and 1b of the trailing arm 1 with flanges 13a and 13b. It is. The first opening 14 is formed at a substantially central portion in the longitudinal direction of the trailing arm 1 so that when the end of the torsion beam 2 is inserted into the opening 14, a portion in front of the vehicle with respect to the torsion beam 2 is opened. From the vicinity of the bush 10. By opening the front side of the insertion position of the torsion beam 2 in this manner, a relatively large torsional deformation can be generated in the trailing arm 1, and not only the deformation of the torsion beam 2 but also the trailing arm 1 The deformation can absorb the input load to the suspension. At the tip of the peripheral edge of the first opening 14, upstanding flange plate portions 19 a and 19 b formed by bending the tip in the outward direction of the first opening 14 are provided. Is provided. These flange plate portions 19a and 19b increase the strength of the peripheral edge of the first opening portion 14, particularly the strength near the welding end 90 of the welding Wa, where stress concentration is likely to occur, or
This facilitates finishing the opening dimension of the opening 14 with high precision.

As shown in FIG. 2, the second opening 15 differs from the first opening 14 in that a part of the flange 13a of the upper member 1a is bent upward. , By bending a part of the lower flange 13b downward.
13b is a portion formed as an opening whose outer periphery is surrounded by 13b. The second opening 15 is connected to the flange 13
The shape surrounded by a and 13b is advantageous in increasing the rigidity of the peripheral edge of the second opening 15. The torsion beam 2 is formed such that the width S2 of the portion to be inserted into the second opening 15 is smaller than the width S1 of the portion to be inserted into the first opening 14.
Is made as small as possible to reduce the strength of the trailing arm 1 as much as possible.

As shown in FIG. 1, the stabilizer 3 is formed by bending or curving a metal bar-like member having a certain dimension into a substantially U-shape in plan view. The vehicle includes a linear intermediate portion 3a extending in the width direction, and bent portions 3b, 3b bent from both ends of the intermediate portion 3a and extending toward the rear of the vehicle. This stabilizer 3
For example, a round bar member is used.
Therefore, each part of the stabilizer 3 is basically circular in cross section, but the bent part 3 of the stabilizer 3
Pressing is performed on both ends 30 and 30 in the longitudinal direction of b and 3b, and the cross-sectional shape of this portion is a vertically long and substantially rectangular shape. That is, as is well shown in FIG. 6, the end portion 30 of the stabilizer 3 has a vertically long substantially rectangular cross-sectional shape in which the height h in the vehicle height direction is considerably larger than the width b in the horizontal direction. Has become.

Each of the brackets 4 is formed by bending a metal plate having an appropriate thickness into a substantially L-shaped cross section, and the like. The first plate portion 41 and one end of the first plate portion 41 are connected to each other. A second plate portion bent in a direction orthogonal to the first plate portion. As is best seen in FIG.
After the first plate portion 41 is set in a substantially horizontal posture, the two flange portions 13a, 1
3b and bolted to that part. More specifically, the flange portions 13a and 13b and the first plate portion 41 are provided with an appropriate number of bolt insertion holes 50 and 43 through which the bolts 5a are inserted.
The bracket 4 is fixedly attached to the flange portions 13 and 13b by tightening the nut 5a and the nut 5b screwed thereto. As a result, the second plate portion 42 of the bracket 4 has a posture extending from the first plate portion 41 by a certain dimension in the vehicle height direction.
The end portion 30 of the stabilizer 3 is bolted to the side surface portion 2. More specifically, the end portion 30 of the stabilizer 3 and the second plate portion 42 are provided with an appropriate number of bolt insertion holes 31 and 44 through which the bolts 5c are inserted, and are screwed with the bolts 5c. The end of the stabilizer 3 is fixedly attached to the second plate portion 42 of the bracket 4 by tightening the nut 5c.

As shown in FIG. 1, the stabilizer 3 is disposed so that the entirety thereof is located rearward of the vehicle with respect to the torsion beam 2.
30 with respect to the connecting position A with respect to the trailing arm 1, 1
A is also located behind the torsion beam 2 in the vehicle,
It is disposed at a position substantially equivalent to the mounting position of the spindle shaft 11 in the vehicle longitudinal direction.

Next, the operation of the trailing arm type suspension having the above configuration will be described.

First, in the trailing arm type suspension, both ends 30, 30 of the stabilizer 3 are formed in a vertically long, substantially rectangular cross section, and the value of the vertical width h is large. Meanwhile, the value J of the second moment of the cross section rectangular member (J = bh ^3/12), in order proportional to the cube of the vertical width h, by increasing the vertical width h, sectional 2 The value of the second moment can be very large. Accordingly, the natural frequency of the entire stabilizer 3 can be increased by an amount corresponding to an increase in the second moment of area J of the end portions 30, 30 serving as the support points of the stabilizer 3 and an increase in its rigidity. as a result,
During traveling of the vehicle, the stabilizer 3 is prevented from vibrating with a large amplitude in the vertical direction in response to a change in road surface unevenness or the like, and the vibration of the entire vehicle can be reduced. Intermediate part 3a of the stabilizer 3
Is not supported by the torsion beam 2, and it is possible to sufficiently exhibit the original function of the stabilizer by utilizing the spring property of the entire length region of the stabilizer 3, but such a structure that does not support the intermediate portion 3a In this case, although the vibration of the stabilizer 3 is originally likely to occur, in the present embodiment, the vibration of the stabilizer 3 can be appropriately suppressed as described above.

Further, in the trailing arm type suspension, when there is a load input causing a vertical step to the pair of trailing arms 1, 1,
This input load can be efficiently received by the stabilizer 3, and the roll of the vehicle can be suppressed by the resistance of the stabilizer 3. That is, the load input to the suspension is input from the rear wheel to the spindle shaft 11 that supports the rear wheel.
Since 0 and 30 are provided at positions near the spindle shaft 11, the load input thereof is
Can be received efficiently. More specifically, the stabilizer 3 does not act after the torsion beam 2 located in front of the stabilizer 3 than the stabilizer 3 greatly deforms, but acts on the torsion beam 2 and the deformation of each part of each trailing arm 1. Can be received by the stabilizer 3 in advance. Therefore, the function of the stabilizer 3 is preferable in that the roll rigidity of the vehicle is increased, and the angle of the so-called toe-out of the rear wheels during the turning of the vehicle is reduced to reduce the roll steer that causes oversteer. Further, both ends 30,
30 is connected to a position close to the rear wheels, so that the stabilizer 3 also exerts a function of stretching the pair of left and right rear wheels in the vehicle width direction and regulating the distance between them to a certain size. Becomes

In the above embodiment, the stabilizer 3
The first plate portion 41 of each bracket 4 supporting both end portions 30, 30 of the trailing arm 1 is
Since these are superimposed on a and 13b and are integrally bolted, the strength of the mounting portion of the bracket 4 can be efficiently increased. However, the present invention is not limited to this, and for example, the above-mentioned flange portions 13a, 13b
May be employed in which the end of the stabilizer 3 is bent in the vertical direction and the end of the stabilizer 3 is directly bolted to the bent portion. The point of the invention of the present application is that the connection position between the end of the stabilizer and the trailing arm only needs to be located behind the torsion beam in the vehicle, and the specific connection structure between the end of the stabilizer and the trailing arm is Various design changes are possible. Of course, as the trailing arm, the flange portions 13a, 13
It is also possible to adopt a configuration that does not have a flange portion as in b.

In the present invention, the cross-sectional shape of the end portion of the stabilizer may be any shape as long as the vertical width in the vehicle height direction is larger than the horizontal width. The specific dimensional ratio with the above is not limited.

In addition, the specific structure of each part of the trailing arm type suspension according to the present invention is not limited to the above-described embodiment, and can be variously changed in design. For example, in the above-described embodiment, the first opening and the second opening are provided in the trailing arm, and the torsion beam is inserted through the openings in series, but the present invention is different from this. An opening may be formed only on the inner side surface of the trailing arm facing inward in the vehicle width direction, and a suspension structure may be used in which a torsion beam is inserted and joined only to this opening.

[Brief description of the drawings]

FIG. 1 is a partially omitted plan view showing an example of a trailing arm type suspension according to the present invention.

FIG. 2 is a perspective view of a main part of the suspension shown in FIG.

FIG. 3 is an exploded perspective view of a main part of the suspension shown in FIG. 1;

FIG. 4 is a sectional view taken along line IV-IV of FIG. 1;

FIG. 5 is a sectional view taken along line VV of FIG. 1;

FIG. 6 is an exploded perspective view of a mounting portion of a stabilizer of the suspension shown in FIG. 1;

FIG. 7 is a plan view showing an example of a conventional trailing arm type suspension.

FIG. 8 is a sectional view taken along line VIII-VIII of FIG. 7;

FIG. 9 is a perspective view of an essential part showing an example of a conventional stabilizer.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Trailing arm 1a Upper member (of trailing arm) 1b Lower member (of trailing arm) 2 Torsion beam 3 Stabilizer 4 Bracket 11 Spindle shaft (rear wheel support means) 30 End part (of stabilizer) 41 First plate part ( 42 Second plate part (of the bracket) b Width (at the end of the stabilizer) h Height (at the end of the stabilizer)

Claims (2)

[Claims] 1. A pair of left and right trailing arms arranged at intervals in a vehicle width direction and swingable in a vehicle height direction around a mounting point of a front end portion with respect to a vehicle body, and extending in a vehicle width direction. A torsion beam that connects the pair of trailing arms to each other, and a bar-shaped stabilizer having both ends connected to the pair of trailing arms, respectively, and the pair of trailing arms includes A trailing arm type suspension including a stabilizer, provided with rear wheel supporting means for supporting a rear wheel behind the torsion beam in a vehicle, wherein a connection position between both ends of the stabilizer and the pair of trailing arms is provided. Is arranged rearward of the vehicle with respect to the torsion beam, and both ends of the stabilizer are Characterized in that towards the horizontal direction of the vehicle height direction of the vertical width than the transverse width is formed on the large elongated cross-sectional shape, trailing arm with the stabilizer. 2. Each of the trailing arms is formed by joining an upper member and a lower member each having a flange portion formed on an outer peripheral edge thereof, and each of the flange portions of the upper member and the lower member. Are overlapped with each other, and these flange portions are provided with a first plate portion that is overlapped and fixed on these flange portions and a first plate portion bent to extend from one end of the first plate portion in the vehicle height direction. 2
The trailing arm type suspension equipped with a stabilizer according to claim 1, wherein a bracket having a plate portion is attached, and an end of the stabilizer is fixedly connected to a second plate portion of the bracket.