KR102756536B1 - Strut bearing assembly for vehicle - Google Patents

Abstract

The present invention relates to a strut bearing assembly for a vehicle, comprising: a first case coupled to an insulator mounted on a vehicle body and through which a strut passes; a second case mounted on a lower portion of the first case with respect to the up-down direction of the vehicle and provided so as to be rotatable relative to the first case and through which the strut passes; and a center plate interposed between the first case and the second case and supporting the first case so as to be rotatable relative to the second case; and the second case is characterized in that it includes a protrusion formed to protrude on a joint surface to which the center plate is coupled so that the center plate is press-fitted to the second case.

Description

{STRUT BEARING ASSEMBLY FOR VEHICLE}

The present invention relates to a strut bearing assembly for a vehicle, and more particularly, to a strut bearing assembly for a vehicle having improved workability and minimized play.

In general, the suspension of an automobile is a device that connects the axle and the body of the automobile, preventing the vibration or shock received by the axle from the road surface when the automobile is driven from being directly transmitted to the body of the automobile, thereby preventing damage to the body or cargo and improving ride comfort.

These suspension devices are classified in various ways depending on the method of connection to the body and the vibration control method. The front suspension device, which is classified according to the type of front axle, connects the body frame and the axle to support the weight of the vehicle, absorb vibrations generated from the wheels, and installs a portion of the vehicle's steering device.

Meanwhile, there are two types of front suspension: the wishbone type and the Macpherson type. Among them, the Macpherson type is widely used in passenger cars because it has a simpler structure and provides superior ride quality compared to the wishbone type.

This McPherson type suspension has no upper arm, and instead, the lower part of the strut with the built-in shock absorber is integrally connected to the lower arm through the steering knuckle, so that the steering knuckle and the strut rotate integrally when steering, and the upper part of the strut is installed so as to be able to rotate relative to the body or chassis via the strut bearing so that the strut can rotate integrally with the steering knuckle.

A conventional strut bearing may include an upper case, a lower case, and a center plate interposed therebetween. The upper case and the lower case may be provided to be capable of relative rotation by a lubricant between the center plate and the upper case.

Since the center plate must be integrally connected to the lower case, a structure is required to prevent rotation between the lower case and the center plate. In the past, a rough structure was formed on the contact surface between the lower case and the upper case.

However, in this case, since the assembly position must be aligned during assembly, it is disadvantageous in terms of productivity. In addition, when the position is not aligned, damage may occur when a load is applied in the upward direction during assembly. Therefore, structural improvement is needed to prevent play while improving workability.

The background technology of the present invention is disclosed in Korean Patent Publication No. 10-1479594 (registered on December 30, 2014, title of the invention: Insulator for suspension device).

The present invention has been made to solve the above-mentioned problems, and aims to provide a vehicle strut bearing assembly that improves joints by preventing play by preventing rotation or slip between a center plate and a second case during steering operation of a vehicle.

In order to achieve the above object, the vehicle strut bearing assembly according to the present invention comprises a first case coupled to an insulator mounted on a vehicle body and through which a strut passes, a second case mounted on a lower portion of the first case with respect to the up-down direction of the vehicle and provided so as to be rotatable relative to the first case and through which the strut passes, and a center plate interposed between the first case and the second case and supporting the first case so as to be rotatable relative to the second case, and the second case is characterized in that it includes a protrusion formed to protrude on a joint surface to which the center plate is coupled so that the center plate is press-fitted to the second case.

The above protrusion may include a press-fit protrusion formed long in a direction perpendicular to the above joining surface, and the press-fit protrusion may be characterized in that a plurality of such protrusions are formed spaced apart from each other along the circumferential direction of the second case.

The second case may include a vertical part formed in a cylindrical shape, an inclined part extending obliquely from the vertical part, and a horizontal part extending horizontally from the inclined part, and the press-fit protrusion may be formed vertically on an outer surface of the vertical part.

The above center plate may be characterized by being made of a material having lower rigidity than the second case.

By press-fitting the center plate and the second case during assembly, the center plate may be characterized in that the portion where the press-fit protrusion is formed is deformed and combined.

According to one embodiment of the present invention, when the vehicle is steered, rotation or slipping may not occur between the center plate and the second case. Therefore, according to the present invention, the joint can be improved by preventing play. In addition, since there is no need to align the assembly position during assembly, workability can be improved.

FIG. 1 is a perspective view illustrating a vehicle strut bearing assembly according to one embodiment of the present invention.
FIG. 2 is a perspective view illustrating a vehicle strut bearing assembly according to one embodiment of the present invention with the insulator removed from FIG. 1.
Figure 3 is an exploded perspective view of Figure 2.
Figure 4 is an exploded perspective view of Figure 3 viewed from below.
Figure 5 is a vertical cross-sectional view of Figure 2.
Figure 6 is an enlarged cross-sectional view of portion B of Figure 5.
Figure 7 is an enlarged view of Figure 6.
Figure 8 is an experimental example showing the stress distribution according to the angle of the inclined portion applied to the present invention.
Figure 9 is an enlarged view of part A of Figure 3.
FIG. 10 is a vertical cross-sectional view of a center plate according to one embodiment of the present invention.
Figure 11 is a partially enlarged view of a second case according to one embodiment of the present invention.
FIG. 12 is a perspective view illustrating a combined state of a second case and a center plate according to one embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings.

First, the embodiments described below are suitable embodiments for understanding the technical features of the vehicle strut bearing assembly of the present invention. However, the present invention is not limited to the embodiments described below, nor is the technical features of the present invention limited by the embodiments described, and various modifications can be implemented within the technical scope of the present invention.

FIG. 1 is a perspective view illustrating a vehicle strut bearing assembly according to an embodiment of the present invention, FIG. 2 is a perspective view illustrating a vehicle strut bearing assembly according to an embodiment of the present invention with an insulator removed from FIG. 1, FIG. 3 is an exploded perspective view of FIG. 2, FIG. 4 is an exploded perspective view of FIG. 3 as viewed from below, FIG. 5 is a vertical cross-sectional view of FIG. 2, FIG. 6 is an enlarged cross-sectional view of portion B of FIG. 5, FIG. 7 is an enlarged view of FIG. 6, and FIG. 8 is an experimental example showing stress distribution according to the angle of an inclined portion applied to the present invention.

FIG. 9 is an enlarged view of portion A of FIG. 3, FIG. 10 is a vertical cross-sectional view of a center plate according to one embodiment of the present invention, FIG. 11 is a partial enlarged view of a second case according to one embodiment of the present invention, and FIG. 12 is a perspective view showing a combined state of the second case and the center plate according to one embodiment of the present invention.

Referring to FIGS. 1 to 12, a vehicle strut bearing assembly (10) according to one embodiment of the present invention includes a first case (200), a second case (300), and a center plate (400).

The first case (200) is connected to an insulator (100) mounted on a body and a strut passes through it.

Specifically, the suspension includes a strut having a shock absorber built into it and a coil spring provided on the outside. The strut has an upper end connected to the vehicle body through a top mount assembly and a lower end connected to a knuckle, and is configured to rotate with respect to the vehicle body according to the steering of the wheel. The top mount assembly may include an insulator (100) and a vehicle strut bearing assembly (10).

The insulator (100) is connected to a shock absorber to alleviate shock transmitted from the road surface when the vehicle is driven, and may include an upper plate, a lower plate, and a rubber bushing (not shown) arranged between the upper plate and the lower plate. The upper and lower directions described below are based on the height direction of the vehicle (the longitudinal direction of the strut).

The first case (200) can be coupled to the lower part of the insulator (100). The first case (200) can be formed in a ring shape having a hollow portion, and a strut can be inserted into the hollow portion. The first case (200) can include a first hook (220). The first hook (220) is formed in the shape of a hook in which an end (413) is bent, and the end (413) can protrude radially outward from the inner surface of the first case. The first hook (220) can be formed in an arc shape along the circumferential direction of the first case (200), and a plurality of hooks can be formed to be spaced apart along the circumferential direction. The unexplained reference numeral 230 is a space portion into which a vertical portion of the second case (300) and the center plate (400) are inserted.

The second case (300) is mounted on the lower side of the first case (200) based on the up-down direction of the vehicle, but is provided to be rotatable relative to the first case (200), and a strut passes through it.

Specifically, the second case (300) can absorb a load according to the rotational movement of the shock absorber by rotating relative to the first case (200) when the vehicle is steering. The second case (300) can be formed in a hollow ring shape, and the upper side of the second case (300) can be arranged to face the lower side of the first case (200). A strut can be inserted into the hollow part of the second case (300).

The second case (300) may include a second hook (311). The second hook (311) may be formed at a position corresponding to the position of the first hook (220) and may be combined with the first hook (220). As a result, the second case (300) and the first case (200) may be combined. The second hook (311) may be formed in a hook shape in which an end (413) is bent, and the end (413) may protrude radially inward from the inner surface of the second case (300). The second hook (311) may be formed in an arc shape along the circumferential direction of the second case (300), and a plurality of hooks may be formed spaced apart from each other along the circumferential direction. However, the shapes of the first hook (220) and the second hook (311) are not limited thereto, and may be formed continuously along the circumferential direction of the first case (200) and the second case (300).

For example, the second case (300) may be injection molded including a thermoplastic resin material. For example, the second case (300) may be made of a polyamide material having excellent strength and durability.

The center plate (400) is interposed between the first case (200) and the second case (300) and supports the first case (200) so that it can rotate relative to the second case (300).

Specifically, the center plate (400) can support the load of the vehicle body applied to the suspension device transmitted through the insulator (100) and the first case (200) while allowing free rotation between the first case (200) and the second case (300). At this time, a lubricant can be supplied between the center plate (400) and the first case (200), and free rotation between the first case (200) and the second case (300) can be allowed by the supplied lubricant. Here, the lubricant can be a lubricant such as grease. That is, the strut bearing assembly (10) according to one embodiment of the present invention can be formed with a sliding bearing structure.

The center plate (400) may be formed, including by forming, a synthetic resin material having excellent sliding performance. For example, the center plate (400) may be formed of polybutylene terephthalate (PBT, hereinafter referred to as PBT), which is a type of engineering plastic. PBT has a certain degree of rigidity, good wear resistance, and self-lubricating properties.

Here, the center plate (400) may be made of a material having lower rigidity than the second case (300). As a result, the center plate (400) may be press-fitted and joined to the second case (300).

Referring to FIGS. 1 to 7, the center plate (400) is formed in a ring shape having a hollow portion and may include a plate body (410). The plate body (410) may include an inclined portion (412), a vertical portion (411), and an end portion (413).

The inclined portion (412) may be formed to slope downwards as it goes radially outward based on the central axis of the strut. The vertical portion (411) may extend vertically from the radially inner end (413) of the inclined portion (412). The end (413) may extend outward from the radially outer end (413) of the inclined portion (412).

Here, the angle (θ) of the slope (412) can be determined by considering the load acting on the first case (200), the second case (300), and the center plate (400).

For example, the inclined portion (412) may be formed at an angle (θ) that minimizes the stress applied to the strut bearing assembly (10) depending on the load distribution acting on the first case (200), the second case (300), and the center plate (400).

Specifically, one embodiment of the present invention can be applied to a Macpherson type suspension, and due to the characteristics of the Macpherson type suspension, the load applied to the strut bearing assembly (10) can be applied in the vertical direction as well as the transverse direction. When the center plate (400) includes only a vertical portion (411) and a horizontal portion, it is excellent in supporting a vertical load, but may be vulnerable to a transverse load. In this case, deformation may occur in the first case (200) and the second case (300) constituting the component, and in the center plate (400).

The present invention is intended to solve such problems, and by providing an optimal inclination angle to the center plate (400), not only the vertical load-bearing capacity but also the lateral load-bearing capacity can be improved. Accordingly, the strut bearing assembly (10) according to one embodiment of the present invention can have improved strength, thereby improving friction resistance performance and durability performance.

Here, the angle (θ) of the inclined portion (412) can be set to an optimal angle by considering the load applied to the suspension of the vehicle to which it is applied. FIG. 8 is an experimental example for proving the effect of one embodiment of the present invention, in which only the angle of the inclined portion (412) of the strut bearing assembly (10), which is the subject of the experiment, is changed in various examples.

In Fig. 8, in Experimental Example 1, the angle (θ) of the inclined portion (412) is 0°, in Experimental Example 2, the angle (θ) of the inclined portion (412) is 15°, and in Experimental Example 3, the angle (θ) of the inclined portion (412) is 30°. In addition, Fig. 8 illustrates a stress distribution diagram according to the load applied to the first case (C, 200) and the center plate (D, 400) under each experimental condition.

Referring to Fig. 8, it can be seen that the stress acting on the first case (C, 200) and the center plate (D, 400) is minimized when the angle (θ) of the inclined portion (412) is 15°. In this way, when the inclined portion (412) is applied to the center plate (400), the stress can be reduced compared to when there is no inclined portion (412), and the optimal angle can be set through experiments.

However, the above-mentioned experimental example and the resulting inclination angle are examples, and the angle of the inclination portion (412) may change depending on the distribution of the load applied to the suspension device (particularly the direction of the load).

Meanwhile, the second case (300) according to one embodiment of the present invention may include a vertical part (310), an inclined part (320), and a horizontal part (330) formed to correspond to the plate body (410).

The vertical part (310) can be formed vertically along the length of the strut so as to be in close contact with the vertical portion (411).

The inclined part (320) may be provided to extend obliquely from the vertical part (310) and be in close contact with the inclined portion (412). Here, the inclined angle of the inclined part (320) may be formed at an angle corresponding to the inclined portion (412).

The horizontal part (330) may be provided to extend horizontally from the inclined part (320) and be in close contact with the end (413). Accordingly, the second case (300) may be provided in close contact with the plate body (410), thereby stably supporting the center plate (400) and preventing the center plate (400) from moving with respect to the second case (300).

Meanwhile, the first case (200) includes a case body (210). The case body (210) is formed to correspond to the shape of the center plate (400) and the second case (300), but may form a lubricant space (213) to which lubricant is supplied while being spaced apart from the center plate (400). That is, the case body (210) may be formed such that the portion (211) facing the center plate (400) is spaced apart from the center plate (400).

Meanwhile, referring to FIG. 2, FIG. 9 and FIG. 10, the first case (200) and the second case (300) may be provided to be able to rotate relative to each other by a lubricant supplied between the center plate (400) and the first case (200). In addition, the center plate (400) may include a lubricant receiving groove (420) to maintain the lubricant.

The lubricant receiving groove (420) may be formed to be opened upward so that the lubricant is received on the surface facing the first case (200) to maintain the lubricant between the center plate (400) and the first case (200).

Specifically, as described above, the first case (200) and the second case (300) are provided to rotate relative to each other by a lubricant supplied between the center plate (400) and the first case (200). However, when the second case (300) rotates during steering operation of the vehicle, a problem may occur in which the lubricant provided between the center plate (400) and the first case (200) leaks out to the outside.

In particular, since the center plate (400) according to one embodiment of the present invention includes an inclined portion (412) that is formed to slope downward as it goes outward in the radial direction, there is a high possibility of external leakage of the lubricant.

Therefore, the present invention can ensure that a lubricant that provides lubrication is maintained between the first case (200) and the center plate (400) by including a lubricant receiving groove (420) in the center plate (400), especially when the center plate (400) includes an inclined structure. As a result, the frictional resistance between the first case (200) and the center plate (400) can be reduced, the joint problem can be improved, and durability can be enhanced.

Specifically, the base lubricant receiving groove (420) includes a first receiving groove (421) and a second receiving groove (423).

The first receiving groove (421) may be formed to be long in the radial direction based on the central axis of the strut. In addition, a plurality of first receiving grooves (421) may be formed to be spaced apart from each other along the circumferential direction of the center plate (400).

That is, a plurality of first receiving grooves (421) can be formed radially around the central axis of the strut on the center plate (400). At this time, the plurality of first receiving grooves (421) can be formed spaced apart from each other by a predetermined interval.

The above first receiving groove (421) may include a stopper portion (422). The stopper portion (422) may be provided vertically at the radial end (413) to prevent the lubricant from leaking due to the inclined portion (412).

The second receiving home (423) can be formed along the circumference of the center plate (400).

Specifically, the second receiving groove (423) may be arranged on an imaginary circle centered on the central axis of the strut on the center plate (400). The second receiving groove (423) may be formed to be recessed downward on the upper surface of the center plate (400).

In addition, a plurality of second receiving grooves (423) may be formed spaced apart from each other along the circumference of the center plate (400). In addition, each of the plurality of second receiving grooves (423) may be formed to be positioned between neighboring first receiving grooves (421) and communicate with the first receiving groove (421).

That is, the first receiving groove (421) may be formed in multiple numbers spaced apart in the circumferential direction, and the second receiving groove (423) may be formed to be interrupted by the first receiving groove (421).

In addition, for example, a plurality of virtual circles centered on the strut may be provided in concentric circles, and a group 1 of the plurality of second receiving grooves (423), which are part of the plurality of second receiving grooves (423), may be formed on one virtual circle, and a group 2 of the remainder of the plurality of second receiving grooves (423), may be formed on another virtual circle. As a result, the group 1 receiving grooves and the group 2 receiving grooves may be formed in concentric circles as a whole.

Meanwhile, the second case (300) may include a protrusion (313). The protrusion (313) may be formed to protrude from the joining surface where the center plate (400) is joined so that the center plate (400) is press-fitted into the second case (300).

Specifically, since the center plate (400) must be integrally connected to the second case (300), a structure is required to prevent rotation between the second case (300) and the center plate (400). In the past, a rough structure was formed on the contact surface between the second case (300) and the first case (200).

However, in this case, since the assembly position must be aligned during assembly, it is disadvantageous in terms of productivity. In addition, when the position is not aligned, a breakage problem may occur when a load in the upward direction is applied during assembly. Accordingly, the present invention seeks to solve this problem by forming a protrusion (313) in the second case (300).

Specifically, the protrusion (313) includes a press-fit protrusion (313) formed long in a direction perpendicular to the joining surface, and a plurality of press-fit protrusions (313) can be formed spaced apart along the circumferential direction of the second case (300).

More specifically, the second case (300) may include a vertical part (310) formed in a cylindrical shape, an inclined part (320) extending obliquely from the vertical part (310), and a horizontal part (330) extending horizontally from the inclined part (320).

Here, the press-fit projection (313) can be formed vertically on the outer surface of the vertical part (310).

A plurality of press-fit protrusions (313) are formed spaced apart from each other along the circumferential direction on the outer surface of the vertical part (310) and can be formed long in the vertical direction. However, the shape of the press-fit protrusions (313) is not limited thereto, and various modifications are possible if a plurality of press-fit protrusions can be formed spaced apart from each other.

Additionally, the center plate (400) may be made of a material with lower rigidity than the second case (300).

For example, as described above, the second case (300) may be made of polyamide material having excellent strength and durability. In addition, the center plate (400) may be made of polybutylene terephthalate (PBT, hereinafter referred to as PBT), which is a type of engineering plastic.

However, the materials of the second case (300) and the center plate (400) are not limited to those described above, and various materials may be applied as long as the center plate (400) is made of a material with lower rigidity than the second case (300).

In this way, the center plate (400) is provided with a material having lower rigidity than the second case (300), so that when the center plate (400) and the second case (300) are assembled by press-fitting, the center plate (400) can be provided so that the portion where the press-fit protrusion (313) is formed is deformed and combined.

That is, when the vertical part (411) of the center plate (400) is fitted into the vertical part (310) of the second case (300), the center plate (400) with relatively low rigidity may be deformed at the press-fit projection (313) portion. Due to this deformation, the press-fit projection (313) may be sunk into the outer surface of the center plate (400).

Accordingly, rotation or slipping may not occur between the center plate (400) and the second case (300) during steering operation of the vehicle. Therefore, according to the present invention, joints can be improved by preventing play. In addition, workability can be improved because there is no need to align the assembly position during assembly.

According to one embodiment of the present invention, when the vehicle is steered, rotation or slipping may not occur between the center plate and the second case. Therefore, according to the present invention, the joint can be improved by preventing play. In addition, since there is no need to align the assembly position during assembly, workability can be improved.

Although specific embodiments of the present invention have been described above, the spirit and scope of the present invention are not limited to these specific embodiments, and various modifications and variations can be made by a person skilled in the art to which the present invention pertains within a scope that does not change the gist of the present invention described in the claims.

10: Vehicle Strut Bearing Assembly
100: Insulator
200: Case 1
210: Case body
220: 1st hook
300: Case 2
310: Vertical part
311: 2nd Hook
313: Press-in projection
320: Slope part
330: Horizontal part
400: Center Plate
410: Plate body
411: Vertical section
412: Slope
413: Short section
420: Lubricant receiving groove
421: 1st Reception Home
422: Brace
423: 2nd Reception Home

Claims (5)

A first case coupled to an insulator mounted on a body and having a strut penetrating therethrough;
A second case mounted on the lower part of the first case based on the vertical direction of the vehicle and capable of rotating relative to the first case, through which the strut passes; and
A center plate interposed between the first case and the second case and supporting the first case so that it can rotate relative to the second case is included.
In order to allow the center plate to be press-fitted into the second case, the second case includes a protrusion formed to protrude from the joining surface to which the center plate is joined.
The center plate includes a lubricant receiving groove that is opened upward on a surface facing the first case and receives the lubricant to maintain lubricant between the center plate and the first case.
The above lubricant receiving groove is formed as a first receiving groove that is elongated along the radial direction based on the central axis of the strut, and
A vehicle strut bearing assembly characterized by including a second receiving groove formed spaced apart along the circumferential direction of the center plate. In the first paragraph,
The above protrusion includes a press-fit protrusion formed in a vertical direction on the above joining surface,
A vehicle strut bearing assembly, characterized in that a plurality of the above-mentioned pressing projections are formed spaced apart along the circumferential direction of the second case.
In the second paragraph,
The second case above
A vertical part formed into a cylindrical shape;
an inclined part extending obliquely from the above vertical part; and
Including a horizontal part extending horizontally from the above inclined part,
A vehicle strut bearing assembly, characterized in that the above-mentioned press-fit projection is formed vertically on the outer surface of the above-mentioned vertical part.
In the second paragraph,
A vehicle strut bearing assembly, characterized in that the center plate is made of a material having lower rigidity than the second case.
In paragraph 4,
A vehicle strut bearing assembly, characterized in that the center plate and the second case are combined by being pressed in during assembly, so that the portion where the press-fit projection is formed is deformed.

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