Suspension tower

An outer housing of a suspension tower has a storage compartment which supports and stores an absorber at an upper part thereof, and an outer housing front leg and an outer housing rear leg which extend from ends, in a vehicle front-and-rear direction, of the storage compartment in a downward direction. An inner panel of the suspension tower has an inner panel front leg which extends from a front end, in the vehicle front-and-rear direction, of a reinforcement in the downward direction, and an inner panel rear leg which extends from a rear end, in the vehicle front-and-rear direction, of the reinforcement in the downward direction. A lower end of the inner panel front leg is positioned at an upper position in a vehicle up-and-down direction in relation to the outer housing front leg.

CROSS REFERENCE TO RELATED APPLICATION

This application claims priority to Japanese Patent Application No. 2018-063821 filed on Mar. 29, 2018, which is incorporated herein by reference in its entirety including the specification, claims, drawings, and abstract.

TECHNICAL FIELD

The present disclosure relates to a suspension tower of a vehicle which supports an absorber which suppresses vibration of wheels.

BACKGROUND

In a vehicle, there is provided a frame which is formed in a ladder shape by a pair of left and right main frames (side frames) which extend in a vehicle length direction (vehicle front-and-rear direction) and a plurality of cross members which connect between the main frames. At a front part of each main frame, there is provided a suspension tower which supports and stores an absorber or the like of a front wheel suspension apparatus.

The suspension tower is formed by welding an outer housing and an inner panel, and, on the outer housing, there is formed an absorber support unit which supports an apex of the absorber.

In addition, from respective ends of the outer housing in the vehicle front-and-rear direction, an outer housing front leg and an outer housing rear leg are formed in a downward direction, and, at inner sides of the outer housing front leg and the outer housing rear leg, an inner panel front leg and an inner panel rear leg are formed in the downward direction from respective ends of the inner panel in the vehicle front-and-rear direction.

Moreover, on the outer housing front leg, the outer housing rear leg, the inner panel front leg, and the inner panel rear leg, there are respectively formed flanges which facilitate fixation between the suspension tower and the main frame (for example, JP 05367151 B).

SUMMARY

Vehicle front wheels are provided at a front side in the vehicle front-and-rear direction in relation to the suspension towers, and the absorbers which extend from the respective suspension towers are inclined toward a side of the vehicle front wheels.

Thus, the suspension tower receives a large impact force on the vehicle front wheel side, and, in addition, a stress generated in the inner panel front leg is larger than a stress generated in the outer housing front leg.

However, in the related art, the outer housing front leg and the inner panel front leg have been formed in the same length.

Because of this structure, in order for the suspension tower to tolerate the impact force received from the absorber, in particular, a protrusion width and a protrusion area of the flange respectively formed in the outer housing front leg and the inner panel front leg must be set large, leading to a problem that a component mass is increased.

The present disclosure relates to a suspension tower in which the stresses generated in the outer housing front leg and the inner panel front leg of the suspension tower are uniformalized so that an increase in weight is avoided while securing the strength of the suspension tower.

According to one aspect of the present disclosure, there is provided a suspension tower that supports and stores an apex of an absorber which buffers vibration received from a wheel, wherein the suspension tower is formed by combining an outer housing and an inner panel, the outer housing comprises: a storage compartment which protrudes in an outer side direction of the vehicle at an upper part thereof, and which supports and stores the apex of the absorber; an outer housing front leg which extends from a front end, in a vehicle front-and-rear direction, of the storage compartment in a downward direction, and which is fixed to a frame of the vehicle; and an outer housing rear leg which extends from a rear end, in the vehicle front-and-rear direction, of the storage compartment in the downward direction, and which is fixed to the frame of the vehicle; the inner panel of the suspension tower comprises: a reinforcement which reinforces the outer housing; an inner panel front leg which extends from a front end, in the vehicle front-and-rear direction, of the reinforcement in the downward direction, which is combined to an inner side surface of the outer housing front leg, and which is fixed to the frame of the vehicle; and an inner panel rear leg which extends from a rear end, in the vehicle front-and-rear direction, of the reinforcement in the downward direction, which is combined to an inner side surface of the outer housing rear leg, and which is fixed to the frame of the vehicle, and a lower end of the inner panel front leg is positioned at an upper position in a vehicle up-and-down direction in relation to the outer housing front leg.

Because the suspension tower of the present disclosure has the above-described structure, the stresses generated in the legs of the outer housing and the legs of the inner panel forming the suspension tower can be uniformalized. In addition, because the front leg of the inner panel is shorter than the outer housing front leg, it becomes unnecessary to increase the amounts of protrusion and the protrusion areas of the flanges formed on the outer housing legs and the inner panel legs, and thus, there can be obtained an advantage in that an increase in weight of the suspension tower can be avoided.

DESCRIPTION OF EMBODIMENTS

A frame of a vehicle will now be described with reference to the drawings.FIG. 1is a perspective diagram explaining a typical frame of a typical vehicle.

InFIG. 1, the vehicle comprises a frame10at a lower part thereof. The frame10includes a pair of left and right main frames (side frames)12which extend in a length direction (front-and-rear direction) of the vehicle. The main frame12at a right side of the vehicle in the front direction may also be referred to as a “first main frame12a” as necessary.

Six cross members14are bridged in a ladder shape between the main frames12in the order from the front side in the vehicle front-and-rear direction, and are welded to the main frames12. The number of the cross members is not limited to six, and may be suitably selected according to the type of the vehicle. In addition, the cross members14may also be referred to as a first cross member14, a second cross member14, . . . in the order from the front side of the vehicle.

In each of the main frames12on both sides, a suspension tower16which supports an apex of an absorber (not shown inFIG. 1) to be described later is attached at a position near the second cross member14. The suspension tower16supports and stores the apex of the absorber (not shown; to be described later) which buffers vibration received from the wheel of the vehicle (not shown).

With regard to the suspension towers16, a suspension tower fixed on the right side in a vehicle width direction may be particularly referred to as a “first suspension tower16a” when necessary.

(Structure of Suspension Tower of Related Art)

A structure of a suspension tower of related art will now be described with reference to the drawings.

FIG. 2is an outer appearance perspective diagram showing the structure of the suspension tower of the related art, and in particular, enlarging the suspension tower16ofFIG. 1.

InFIG. 2, the suspension tower16is generally formed by combining an outer housing18and an inner panel20by welding.

At an upper part of the outer housing18of the suspension tower16, a storage compartment22which protrudes to an outer side in the vehicle width direction and which supports and stores the apex of the absorber is formed. In the storage compartment22, a hole24is formed to which the apex of the absorber is fitted and fixed. The support and storage of the absorber in the storage22will be described later.

At a lower part of the outer housing18of the suspension tower16, there are formed an outer housing front leg26which extends from a front end, in the vehicle front-and-rear direction, of the storage compartment22in a downward direction and which is fixed to the main frame12of the vehicle by welding or the like, and an outer housing rear leg28which extends from a rear end, in the vehicle front-and-rear direction, of the storage compartment22in the downward direction, and which is fixed to the main frame12of the vehicle by welding or the like.

At a lower and outer side of the outer housing front leg26, a first flange30protrudes in the front side in the vehicle front-and-rear direction.

At a lower and outer side of the outer housing rear leg28, a second flange32protrudes in the rear side in the vehicle front-and-rear direction.

The first flange30and the second flange32help welding and fixation of the outer housing front leg26and the outer housing rear leg28with the main frame12of the vehicle.

An opening34is formed by the storage compartment22of the outer housing18, the outer housing front leg26, and the outer housing rear leg28. An opening34at an inner side in the vehicle width direction is also particularly referred to as a “back-side opening34a,” and an opening34at an outer side in the vehicle width direction is also particularly referred to as a “face-side opening34b,” as necessary.

Next, in the inner panel20of the suspension tower16, there are formed a reinforcement36which reinforces the outer housing18, an inner panel front leg38which extends from a front end, in the vehicle front-and-rear direction, of the reinforcement36in the downward direction, and an inner panel rear leg40which extends from a rear end, in the vehicle front-and-rear direction, of the reinforcement36.

The inner panel front leg38is combined with an inner side surface of the outer housing front leg26by welding or the like, and the inner panel rear leg40is combined with an inner side surface of the outer housing rear leg28by welding or the like. The inner panel front leg38and the inner panel rear leg40are further respectively fixed to the main frame12of the vehicle by welding or the like, so that the first suspension tower16ais combined and fixed to the main frame12of the vehicle.

At a lower and inner side of the inner panel front leg38, a third flange42protrudes in the rear side in the vehicle front-and-rear direction.

At a lower and outer side of the inner panel rear leg40, a fourth flange44protrudes in the front side in the vehicle front-and-rear direction.

The third flange42and the fourth flange44facilitate the welding and fixation of the inner panel front leg38and the inner panel rear leg40with the main frame12of the vehicle.

The inner panel20is formed in a shape to fit the back-side opening34aformed by the storage compartment22of the outer housing18, the outer housing front leg26, and the outer housing rear leg28. As shown by a dotted line inFIG. 2, the reinforcement36of the inner panel20and the storage22of the outer housing18are fitted at the back-side opening34aand are combined and fixed by welding or the like. In addition, the inner side surface of the outer housing front leg26of the outer housing18and an outer side surface of the inner panel front leg38of the inner panel20are fitted at the back-side opening34a, and are combined and fixed by welding or the like. Further, the inner side surface of the outer housing rear leg28of the outer housing18and an outer side surface of the inner panel rear leg40of the inner panel20are fitted at the back-side opening34a, and are combined and fixed by welding or the like.

FIG. 3is an outer appearance perspective diagram showing a structure of the suspension tower of the related art, and shows a state after the outer housing18and the inner panel20are fitted at the back-side opening34aand are combined and fixed by welding or the like, as explained above with reference toFIG. 2.

A thick solid line ofFIG. 3shows a portion where the outer housing18and the inner panel20are fitted at the back-side opening34a, and are combined and fixed by welding or the like.

FIG. 4is an outer appearance perspective diagram showing a structure of the suspension tower of the related art, and shows a state in which an apex48of an absorber46is stored and supported in the storage compartment22of the first suspension tower16a.

The absorber46is also called a strut, and alternatively, a spring may be wound around the absorber46.

The apex48of the absorber46is fitted to and fixed in the hole24formed in the storage compartment22of the first suspension tower16a. The absorber46extends from the face-side opening34bof the first suspension tower16ain a front wheel direction of the vehicle. A lower end of the absorber46is combined to an axle of the wheel (not shown), and the absorber46buffers vibration of a vehicle body due to an impact force received by the wheel.

Because the absorber46receives the impact force from the axle, the impact force is transferred from the storage compartment22of the first suspension tower16ato the outer housing front leg26, the outer housing rear leg28, the inner panel front leg38, and the inner panel rear leg40, and a stress (resistive force) is generated respectively in the outer housing front leg26, the outer housing rear leg28, the inner panel front leg38, and the inner panel rear leg40.

In this process, as shown inFIG. 4, because the absorber46provided on the first suspension tower16ais inclined toward the front side in the vehicle front-and-rear direction; that is, the front wheel side, inFIG. 3, a large stress is generated in the outer housing front leg26and the inner panel front leg38at the front side in the vehicle front-and-rear direction.

However, as shown inFIG. 3, because lengths of the outer housing front leg26and the inner panel front leg38are the same in the first suspension tower16a, a larger stress is generated in particular in the inner panel front leg38than in the outer housing front leg26.

Because of this, in order for the combining force of the first suspension tower16aand the main frame12(FIG. 1) to tolerate the stress generated in the outer housing legs and the inner panel legs, in particular, in the outer housing front leg26and the inner panel front leg38, as shown inFIG. 3, amounts of protrusion and protrusion areas are increased for the first flange30of the outer housing front leg26, the second flange32of the outer housing rear leg28, the third flange42of the inner panel front leg38, and the fourth flange44of the inner panel rear leg40, to strengthen the combining force with the frame10. Thus, the mass of the first suspension tower16ais consequently increased.

Embodiments

Next, details of a suspension tower according to embodiments of the present disclosure will be described with reference to the drawings.

FIG. 5is an outer appearance perspective diagram showing details of the suspension tower according to embodiments of the present disclosure.

First Embodiment

The first suspension tower16aaccording to a first embodiment of the present disclosure is characterized in a length or a position of legs of the outer housing18and the inner panel20, and the other structures of the first suspension tower16aare similar to those of the structure described above with reference toFIGS. 1-4.

Similar to the structure described above with reference toFIG. 4, the absorber46provided in the first suspension tower16aaccording to the first embodiment of the present disclosure is inclined toward the front side in the vehicle front-and-rear direction; that is, the front wheel side shown by a hollow white arrow.

Because of this, inFIG. 5, a large stress is generated in the outer housing front leg26and the inner panel front leg38at the front side in the vehicle front-and-rear direction, and a larger stress is particularly generated in the inner panel front leg38than in the outer housing front leg26.

In the first embodiment, as shown inFIG. 5, a position of a first lower end54of the outer housing front leg26is at a position of a hollow white arrow B, and a position of a third lower end56of the inner panel front leg38of the first suspension tower16ais at a position of a hollow white arrow A which is at an upper position in the vehicle upward direction relative to the position of the hollow white arrow B. In other words, the position of the third lower end56of the inner panel front leg38is set at an upper position in the vehicle upward direction with respect to the position of the first lower end54of the outer housing front leg26.

The structure may alternatively be described as a structure in which a length of a normal extending from the third lower end56of the inner panel front leg38of the first suspension tower16ato the storage compartment22of the first suspension tower16ais shorter than a length of a normal extending from the first lower end54of the outer housing front leg26to the storage compartment22of the first suspension tower16a.

Further, as shown inFIG. 5, in the first suspension tower16a, the position of the first lower end54of the outer housing26provided on the front wheel side of the vehicle (front wheel side shown by a hollow white arrow) is at the position of the hollow white arrow B, and the position of the third lower end56of the inner panel front leg38is at the position of the hollow white arrow A which is at an upper position in the vehicle upward direction relative to the position of the hollow white arrow B. In other words, the structure may be described as a structure in which the position of the third lower end56of the inner panel front leg38provided on the front wheel side of the vehicle is set at an upper position in the vehicle upward direction in relation to the position of the first lower end54of the outer housing front leg26.

By employing such a configuration, the stress applied to the inner panel front leg38of the first suspension tower16aand the stress applied to the outer housing front leg26may be set uniform.

Second Embodiment

In a first suspension tower16aaccording to a second embodiment of the present disclosure, the first main frame12aat the right side in the front-and-rear direction of the vehicle is formed in a hollow, approximate block shape, with a thin plate of aluminum alloy or iron as a material. The first main frame12ahas a relatively high rigidity at a corner portion52and a relatively low rigidity at a middle portion50.

Because of this, the first lower end54of the outer housing front leg26of the first suspension tower16amay be provided near the corner52of the first main frame12ahaving relatively high rigidity, and the third lower end56of the inner panel front leg38of the first suspension tower16amay be provided at the middle portion50of the first main frame12ahaving relatively weak rigidity.

With such a configuration, because the middle portion50of the first main frame12ahas a relatively weak rigidity and may be deflected, the received stress can be distributed. Thus, the strong stress applied to the inner panel front leg38having a shorter length is distributed to the middle portion50of the first main frame12a, and the stress may be tolerated.

Third Embodiment

A third embodiment of the present disclosure is applied to the first and second embodiments. As shown inFIG. 5, in the first suspension tower16a, a position of a second lower end58of the outer housing rear leg28provided at the rear wheel side of the vehicle (rear wheel side shown by a hollow white arrow) is at a position of a hollow white arrow C, and a position of a fourth lower end60of the inner panel rear leg40is at a position of a hollow white arrow D. These positions are at the same height in the vehicle up-and-down direction. In other words, the position, in the vehicle up-and-down direction, of the second lower end58of the outer housing rear leg28provided at the rear wheel side of the vehicle and the position, in the vehicle up-and-down direction, of the fourth lower end60of the inner panel rear leg40are the same.

By employing such a configuration, the stresses applied to the outer housing front leg26, the inner panel front leg38, the outer housing rear leg28, and the inner panel rear leg40of the first suspension tower16acan be set uniform.

Because of this, it becomes unnecessary to increase the amount of protrusion and the protrusion area for the first flange30through the fourth flange44, and the increase in weight of the first suspension tower16acan be avoided.