JP2006273070A - Variable stabilizer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable stabilizer, capable of sufficiently showing torsion reaction force originally equipped to the stabilizer, and varying roll stiffness. <P>SOLUTION: The variable stabilizer comprises a stabilizer body 2 respectively coupled to right and left wheel supporting members 3, 3 at tip ends, generating torsion torque according to difference of vertical action of right and left wheels WR, WL; a fixing portion 10 fixed to a vehicle body S, and having a rotation shaft 11 in a fore-and-aft direction of a vehicle V; a base member 20 coupled a rotation shaft 11 of the fixing portion 10 and the stabilizer body 2; and an actuator 30 rotation driving the rotation shaft 11. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a variable stabilizer that can suppress a roll of a vehicle body that occurs when the vehicle turns.

Conventionally, as a variable stabilizer capable of making the roll rigidity of a stabilizer variable, a pair of rods formed in an L shape are connected via a hydraulic pressure generating member as an actuator at the center, and the tip is connected to left and right wheels. There has been proposed one that is configured to be connected to a wheel support member attached to the vehicle (see Patent Document 1).
JP-A-8-113025 (paragraph 0017, FIG. 1)

  However, the conventional variable stabilizer has a configuration in which the stabilizer generally used so far is divided into two, and the actuator is arranged on a shaft that is twisted and becomes a rotating shaft when a difference occurs in the vertical movement of the left and right wheels. Therefore, the torsional reaction force inherent to the stabilizer cannot be fully exhibited.

  The present invention solves the above-described conventional problems, and provides a variable stabilizer that can sufficiently exert the torsional reaction force that the stabilizer originally has and that can make the roll rigidity variable. Objective.

  The present invention relates to a stabilizer body that has a tip connected to left and right wheel support members and generates torsional torque according to the difference in vertical movement of the left and right wheels, and a fixed body that is fixed to the vehicle body and has a rotation shaft in the vehicle front-rear direction. A base member that connects the rotating shaft of the fixed portion and the stabilizer main body, and an actuator that rotationally drives the rotating shaft.

  According to the present invention, when a torsion torque is generated in the stabilizer body, the actuator is driven to rotate the vehicle body in a direction to suppress the roll while the torsion torque is generated in the stabilizer body. It becomes possible to move.

  Further, the driving force of the actuator may be applied at a position deviated from the rotation axis. As a result, the roll of the vehicle body can be suppressed with a smaller driving force than when the driving force of the actuator is applied at a position coaxial with the rotation axis.

  According to the present invention, the roll rigidity can be made variable while sufficiently exerting the torsional torque inherent to the stabilizer without impairing it.

(First embodiment)
FIG. 1 is a plan view showing a variable stabilizer according to the first embodiment, FIG. 2 is a view taken along the arrow A in FIG. 1, FIG. 3 is an operation diagram of the variable stabilizer according to the first embodiment, and FIG. (B) is a state after correcting the roll. In the following, the suspension will be described with reference to a simplified drawing, but it can be applied to various types of suspension such as double wishbone, strut, and multilink.

  As shown in FIG. 1, the variable stabilizer 1 </ b> A of the first embodiment includes a stabilizer main body 2, a fixing portion 10, a base member 20, and an actuator 30. In the following, a case where the variable stabilizer 1A is mounted on the rear wheel side of the vehicle V will be described as an example, but the same can be applied to the front wheel side of the vehicle V in the same manner.

  The stabilizer body 2 is formed by bending a member formed of a metal material in a rod shape so that the shape when viewed in plan is a U shape as shown in FIG. The torsion part 2a extends and the arm parts 2b and 2c extend in a direction orthogonal to the torsion part 2a. The ends of the arm portions 2b, 2c of the stabilizer body 2 are directly or directly connected to the wheel support members 3, 3 attached to the right wheel WR and the left wheel WL (not shown). It is connected via. The wheel support members 3 and 3 in the present embodiment mean members that move up and down following the up and down movement of the wheels WR and WL such as a lower arm and a knuckle, for example. Further, as shown in FIG. 2, the wheels WL and WR are provided with dampers 4b and 5b having coil springs 4a and 5a, and the lower ends of the dampers 4b and 5b are supported by the wheel support member 3, and the upper ends. Is supported by the vehicle body S.

  The fixing portion 10 has a plate portion 10 a and is provided on the front side with respect to the stabilizer body 2. The plate portion 10a of the fixing portion 10 is fixed to the vehicle body S via bolts and nuts (not shown) at both left and right (vehicle width direction) end portions 10b and 10b (see FIG. 1). In addition, a rotating shaft 11 having an axis in the front-rear direction of the vehicle V is rotatably supported by the fixed portion 10. The rotating shaft 11 has a tip positioned on the rear side of the stabilizer body 2. In addition, the vehicle body S in this embodiment means the part of structural materials, such as an auxiliary | assistant frame extended in the vehicle width direction of the vehicle V, and a cross member, for example.

  As shown in FIGS. 1 and 2, the base member 20 includes a disk portion 21 and a pair of arm portions 22 and 23. The center of rotation of the disk portion 21 is fixed to the rotation shaft 11 and is arranged at the center of the stabilizer body 2 in the vehicle width direction. The arm portions 22, 23 are formed in an elongated plate shape along the stabilizer body 2, the base ends thereof are fixed to the disk portion 21, and the distal ends thereof extend to the vicinity of the left and right ends of the torsion portion 2 a of the stabilizer body 2. Yes. Moreover, the arm parts 22 and 23 have attachment parts 22a and 23a at their tips, and the stabilizer body 2 is supported by the attachment parts 22a and 23a via support members 24 and 25 (see FIG. 1). The support members 24 and 25 include bushes 24a and 25a formed of an elastic material such as rubber, and brackets 24b and 25b for holding the bushes 24a and 25a and fixing them to the mounting portions 22a and 23a. The mounting portions 22a and 23a and the brackets 24b and 25b are fixed via bolts and nuts (not shown). Note that the configuration of the base member 20 is not limited to the above-described shape. For example, the disk portion 21 and the arm portions 22 and 23 may be formed of a single plate material, and various changes are made. be able to.

  As shown in FIG. 1, the actuator 30 includes a motor (electric motor) M and a speed reduction part G, and is supported by the fixed part 10. In the actuator 30 of the present embodiment, the power obtained from the motor M is transmitted to the speed reduction unit G, and the rotational power decelerated by the speed reduction unit G is transmitted to the rotary shaft 11, and is transmitted to the disk portion 21 of the base member 20. Communicated. In the variable stabilizer 1A of the first embodiment, the driving force from the actuator 30 may be transmitted coaxially with the rotating shaft 11, and the driving force of the actuator 30 is transmitted at a position away from the rotating shaft 11. Also good.

  Next, the operation of the variable stabilizer 1A of the first embodiment will be described with reference to FIG. In FIG. 3A, for convenience of explanation, the state when the variable stabilizer 1A is not operating is illustrated and described. However, in actual control, the actuator 30 is not tilted or hardly tilted. Is driven in real time. FIG. 3A shows a state where the vehicle V (see FIG. 1) suddenly turns to the left during traveling, and the coil spring 4a on the wheel WR side contracts and the coil spring on the wheel WL side contracts. 5a extends and the vehicle body S is tilted to the right. In this embodiment, since the torsion part 2a of the stabilizer body 2 is supported by the base member 20 at the attachment parts 22a and 23a, the vehicle body S is inclined to the right side as shown and the torsion part 2a is similarly inclined to the right side. Sometimes, with the torsion part 2a as an axis, the tip of the right arm part 2b is lifted and the left arm part 2c is twisted so as to be pulled down, and a torsion torque (torsion reaction force) is generated in the stabilizer body 2. .

  Therefore, in the variable stabilizer 1A of the first embodiment, the stabilizer 30 is driven by driving the actuator 30 so that the vehicle body S rotates in the counterclockwise direction W1 (see FIG. 3A) about the rotation shaft 11. The main body 2 can be operated in a direction in which the inclination of the vehicle body S is reduced or eliminated while the torsional torque is generated (see FIG. 3B). That is, by driving the actuator 30 and applying a driving force in the clockwise direction W2 about the rotation shaft 11 to the base member 20, the fixing portion 10 and the vehicle body S are caused by the reaction force received by the fixing portion 10 at this time. It rotates in the counterclockwise direction W1.

  As described above, in the variable stabilizer 1A according to the first embodiment, a pair of rods (stabilizer bodies divided into two parts) are not connected via an actuator as in the conventional variable stabilizer described in the background art. Since the stabilizer main body 2 similar to that employed in general can be used, the torsional reaction force that the stabilizer main body 2 originally has can be fully utilized. Furthermore, by controlling the actuator 30, the torsional reaction force transmitted to the wheel support members 3 and 3 can be adjusted, so that the roll rigidity of the stabilizer body 2 can be made variable. For example, the vehicle body S can be made more difficult to roll by driving the actuator 30 so as to increase the roll rigidity. As a result, when it is assumed that a roll has occurred as shown in FIG. 3A, a driving force that drives the actuator 30 to rotate the base member 20 about the rotation shaft 11 in a predetermined direction. Therefore, as shown in FIG. 3B, it is possible to prevent or suppress the roll of the vehicle body S and to keep the posture of the vehicle body S always stable.

(Second Embodiment)
FIG. 4 is a plan view showing the variable stabilizer according to the second embodiment, FIG. 5 is a view as seen from the direction of arrow B in FIG. 4, FIG. 6 is an operation diagram of the variable stabilizer according to the second embodiment, and FIG. (B) is a state after correcting the roll. The variable stabilizer 1B of the second embodiment is provided with an actuator 31 instead of the actuator 30 of the first embodiment, and the other components are the same as those of the variable stabilizer 1A, and therefore the same reference numerals are used. A description thereof will be omitted.

  As shown in FIGS. 4 and 5, the actuator 31 in the variable stabilizer 1 </ b> B includes a motor (electric motor) M, a speed reduction unit G, and a rack and pinion unit 32. The rack and pinion portion 32 includes, for example, a rod-shaped rack shaft g1 (see FIG. 5) having a helical thread groove formed on the peripheral surface and a pinion shaft g2 having a helical thread groove that meshes with the rack shaft g1. (See FIG. 5). In the rack and pinion unit 32, the rotational force applied from the motor M to the pinion shaft g2 via the speed reduction unit G is transmitted to the rack shaft g1, so that the rack shaft g1 moves linearly in the axial direction. The rack and pinion part 32 is extended and contracted. Further, one end portion 32a (upper end side in FIG. 5) of the rack and pinion portion 32 is rotatably connected to the vehicle body S, and the other end portion 32b (lower end side in FIG. 5) rotates to the base member 20. It is connected freely. Note that, in the variable stabilizer 1B of the second embodiment, the position where the driving force of the actuator 31 is input is set to a position deviated from the rotating shaft 11 in the distal direction of the arm portion 23.

  In the variable stabilizer 1B of the second embodiment, when the vehicle V suddenly turns to the left while traveling and the vehicle body S is tilted to the right as shown in FIG. The actuator 31 is driven in a direction in which the rack and pinion unit 32 is contracted. Thus, by applying a driving force in the clockwise direction W2 about the rotation shaft 11 to the base member 20, the vehicle body S is applied to the base member 20 in a state in which a torsional reaction force is generated in the stabilizer body 2. On the other hand, it can be rotated in the counterclockwise direction W1. Therefore, also in the variable stabilizer 1B of the second embodiment, the stabilizer main body 2 can be used as it is as in the first embodiment, so that the torsional reaction force originally provided in the stabilizer main body 2 can be sufficiently exhibited. At the same time, the roll rigidity can be made variable by the control of the actuator 31. Furthermore, in the second embodiment, the input point of the driving force applied to the base member 20 by the actuator 31 is set at a position greatly deviated from the rotating shaft 11, so that it is smaller than the variable stabilizer 1A of the first embodiment. The vehicle body S can be rotated by the driving force. As a result, the actuator 31 can be reduced in size to reduce the weight of the device.

  In the variable stabilizers 1A and 1B of the first and second embodiments, the actuator 30, based on a load sensor (not shown) mounted on the vehicle V, various acceleration sensors, a yaw rate sensor, a vehicle speed sensor, a steering angle sensor, and the like. The output of 31 is controlled.

  The present invention is not limited to the variable stabilizers 1A and 1B described above. For example, instead of the actuator 31 including the rack and pinion portion 32, an actuator including a piston using hydraulic pressure or air pressure, It may be a ball screw or the like. Further, the actuator 31 in the second embodiment may be provided on both the arm portion 22 and the arm portion 23 of the base member 20. Further, in each of the embodiments described above, the fixed portion 10 and the actuator 30 are disposed on the front side of the stabilizer body 2 and the base member 20 is disposed on the rear side. However, the present invention is not limited to this, and the fixed portion 10, The base member 20 and the actuator 30 may be provided on the front side or the rear side of the stabilizer body 2.

It is a top view which shows the variable stabilizer of 1st Embodiment. It is A arrow directional view of FIG. The operation | movement figure of the variable stabilizer of 1st Embodiment is shown, (a) is a state when it assumes that the vehicle body rolled, (b) is a state after correcting a roll. It is a top view which shows the variable stabilizer of 2nd Embodiment. It is a B arrow view of FIG. The operation | movement figure of the variable stabilizer of 2nd Embodiment is shown, (a) is a state when it assumes that the vehicle body rolled, (b) is a state after correcting a roll.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1A, 1B Variable stabilizer 2 Stabilizer main body 3 Wheel support member 10 Fixing part 11 Rotating shaft 20 Base member 30, 31 Actuator S Car body WR, WL Wheel V Vehicle

Claims (2)

A stabilizer body that connects the tip to the left and right wheel support members, respectively, and generates a torsion torque according to the difference in the vertical movement of the left and right wheels;
A fixed portion fixed to the vehicle body and having a rotation axis in the vehicle longitudinal direction;
A base member that connects the rotating shaft of the fixed portion and the stabilizer body;
And an actuator for rotating the rotating shaft.   The variable stabilizer according to claim 1, wherein the driving force of the actuator is applied at a position deviated from the rotation axis.

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