JPH0114487Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] This invention is incorporated into the suspension of vehicles such as automobiles, and improves steering stability during cornering and high-speed driving by increasing the roll rigidity of the vehicle. This invention relates to improved torsion bar type stabilizer.

[Prior art]

Generally, this type of stabilizer has a central rod part that is rotatably supported by a sprung member or an unsprung member of the vehicle and extends in the left-right direction of the vehicle, and a center rod part that extends in the left-right direction of the vehicle from both ends of the central rod part in the front-rear direction of the vehicle. It consists of a pair of left and right arm parts that are connected to the unsprung member or sprung member of the vehicle so as to be tiltable in the vertical direction, and these arm parts and the central rod part are integrally bent and formed by a torsion bar. It has a U-shape.

Therefore, such a stabilizer has the effect of increasing the roll rigidity of the vehicle, and when the vehicle rolls, the central rod part is elastically twisted, and the spring force generated at that time returns the suspension member to the normal position. It acts to bias. However, this effect causes a phenomenon in which one wheel is separated from the road surface (one-wheel floating) when the vehicle is traveling on a rough road, which may affect ride comfort and ability to travel on rough roads. In particular, in a four-wheel drive vehicle that frequently travels on rough roads such as mountain roads, there is a risk that the so-called vehicle gets stuck due to phenomena such as one wheel floating and the driving force not being effectively transmitted to the ground. In order to solve these problems, Japanese Patent Publication No. 2861/1989 discloses a torsion bar type stabilizer in which a torsion bar is divided into two at the center and these divided bars are connected intermittently by a clutch mechanism.

[Problem that the invention attempts to solve]

By the way, in such a stabilizer, the connection between the two split bars is interrupted by activation/deactivation of the clutch mechanism, and the above problem is solved by combining the two split bars only when the function of the stabilizer is required. be. However, in such a stabilizer, since the split portion is located at the center where the displacement is large in the vertical direction, a large bending force acts on the clutch mechanism that connects the split portion.
That is, the acting force input to the end of each arm does not act on the central rod in a direction perpendicular to its axis, but causes displacement in the divided portion. In particular, when the left and right bounds and rebounds of the vehicle are in different directions, the displacement is large, and a large bending force acts on the clutch mechanism that connects the divided parts. For this reason, such a clutch mechanism is required to have great strength, and to meet this requirement, the clutch mechanism becomes larger and heavier.

Therefore, the object of the present invention is to solve the above-mentioned problems by dividing one arm portion and the central rod portion of a torsion bar type stabilizer and connecting one end of the two in an intermittent manner.

[Means for solving problems]

In order to achieve the above object, the present invention divides one of the arms of this type of stabilizer and the central rod, and connects one end of the arm and one end of the central rod to the same central rod when not in operation. Its structural feature is that it is connected by a clutch mechanism that allows the arm section to rotate with respect to the arm section and restricts rotation during operation.

[Functions and effects of the idea]

As a result, in the present invention, the rotatable connection of one arm part to the central rod part is disconnected by the clutch mechanism, so that the stabilizer functions as a stabilizer when necessary, thereby improving the handling stability of the vehicle. In addition, it is possible to disable the function of the stabilizer when it is not needed, thereby preventing the effect on the drivability, riding comfort, etc. of the vehicle when driving on rough roads.

Therefore, the divided part of the stabilizer in the present invention is between one end of the central rod part and one end of the arm part, and the divided part is a part where vertical displacement is small due to the vertical tilting movement of the arm part. be. Therefore, the bending force acting on the clutch mechanism that connects the divided parts is small, and the clutch mechanism is not required to have a large strength.
Therefore, the clutch mechanism can be made smaller and lighter, making it possible to reduce the weight and size of this type of stabilizer.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a torsion bar type stabilizer according to the present invention. This stabilizer 10 consists of a pair of left and right brackets 21a21b provided on an axle housing 21, which is an unsprung member.
Each bracket 22a is supported rotatably in the vertical direction via a rubber bushing, and is provided on both left and right side frames 22, 23, which are sprung members.
23a via links 22b and 23b.

The stabilizer 10 includes a central rod portion 11, a right arm portion 12 integrated therewith, a left arm portion 13, and a clutch mechanism 10a that connects one end of the left arm portion 13 and one end of the central rod portion 11. has been done. The central rod portion 11 and the right arm portion 12 integrated therewith are bent into an L-shape by a torsion bar, and the central rod portion 11 extends in the left-right direction of the vehicle and is supported by the axle housing 21, and the right arm portion 12 extends in the left-right direction of the vehicle. A portion 12 extends perpendicularly from the right end of the central rod portion 11 toward the front of the vehicle and is connected to a lower end portion of a link 23b fixed to the right side frame 23. A bush (not shown) made of an elastic material such as rubber is interposed in this connection part, and the right arm part 12 can be tilted in the vertical direction. The left arm portion 13 is
It is constructed separately from the central rod section 11 and the right arm section 12, and is connected to the central rod section 11 via a clutch mechanism 10a, extending perpendicularly from its left end toward the front of the vehicle to form the left side frame 2. The link 22b is connected to the lower end of the link 22b fixed to the link 22b. An elastic bushing is also interposed in this connecting portion, so that the left arm portion 13 can be tilted in the vertical direction.

Therefore, the clutch mechanism 10a is shown in FIGS.
As shown in the figure, the main components are a cylindrical clutch receiver 14, a cylindrical clutch 15, and a rod-shaped clutch guide 11a.

The clutch receiver 14 has a circular first inner hole 1.
4a and an oval second inner hole 14b, the inner surfaces of the second inner hole 14b facing each other are formed into flat surfaces to form a pair of engaging surfaces 14b1, 1.
It is formed at 4b1. The clutch receiver 14 is welded to one end of the left arm part 13 coaxially with the central rod part 1, and has a second inner hole 14b.
side is located on the outside.

The clutch 15 has a large diameter portion 15a and a medium diameter portion 15b.
It is formed into a stepped cylindrical shape consisting of a small diameter portion 15c, and a spline is carved in the axial direction on the circumferential surface of the inner hole 15d. In such a clutch 15, the large diameter portion 15a is connected to the clutch receiver 1.
4, and its middle diameter part 1
5b includes a pair of flat engagement surfaces 15b1,
It has a similar shape that is slightly smaller than the second inner hole 14b of the clutch receiver 14, and furthermore, the small diameter portion 15c is similar to the second inner hole 14b of the clutch receiver 14.
It is formed to have a slightly smaller diameter than the inner diameter of 4a.
The clutch 15 is fitted into the first inner hole 14a of the clutch receiver 14 via a bush 14c so as to be slidable in the left-right direction, and is prevented from coming out by a circlip 16 fitted to the outer circumference of the inner end thereof. The left outer periphery of the central rod portion 11 is inserted into the inner hole 15d. A spline that fits into a spline cut in the inner hole 15d of the clutch 15 is engraved in the axial direction on the left end outer peripheral portion, and the left end outer peripheral portion serves as a clutch guide 11a. In such a clutch guide 11a, a circlip 1 is fitted on the outer circumference of the outer end.
7, and is connected to the clutch 15 so as to be able to transmit torque.
is held so that it can slide in the axial direction. In addition, in such a clutch 15, its large diameter portion 15a
A plurality of holes 15a1, 15a1 are provided on the outer periphery of the clutch 15, and the tip of a screwdriver or other jig is inserted into one of the holes 15a1 to slide the clutch 15 in the left-right direction.

In the stabilizer 10 configured in this way, the clutch 15 constituting the clutch mechanism 10a is
By sliding the left arm portion 13 in the left-right direction, the connection of the left arm portion 13 to the central rod portion 11 in the circumferential direction can be disconnected. That is, in the clutch mechanism 10a, when the clutch 15 is slid to the right as shown in FIG. , the second inner hole 14
b, and each engagement surface 15b1, 15b1 at the middle diameter portion 15b of the clutch 15.
is engaged. Therefore, the left arm portion 13 of the stabilizer 10 is coupled to the central rod portion 11 in the circumferential direction, and in this state, the stabilizer 10 functions like a normal stabilizer. Furthermore, when the clutch 15 is slid from the state shown in FIG. 3 to the left as shown in FIG. Engagement surface 14b1,
14b1 and each engagement surface 15b1, 15b1 of clutch 15
The engagement with is released. Therefore, the connection of the left arm part 13 to the central rod part 11 in the circumferential direction is released, and these two parts 11 and 13 can rotate relative to each other, and in this state, the stabilizer 1
0 has that feature disabled.

Therefore, in the stabilizer 10, the function of the stabilizer 10 can be selectively enabled or disabled by moving the clutch 15 constituting the clutch mechanism 10a to the left or right, so by enabling the function of the stabilizer, the normal It is possible to improve the steering stability of the vehicle when driving on roads, and by disabling the stabilizer function, it improves the ride comfort of the vehicle when driving on rough roads.
It is possible to prevent effects on running performance and the like.
Further, in the stabilizer 10, the divided parts are one end of the central rod part 11 and one end of the left arm part 13;
Since this is a portion with small vertical displacement due to the vertical tilting movement of the clutch, the bending force acting on the clutch mechanism 10a connecting this portion is small.
The mechanism 10a does not require a large strength against bending force, and the clutch mechanism 10a and, by extension, the stabilizer 10 can be constructed to be lightweight and compact. Further, since the clutch mechanism 10a also functions as a bearing for the central rod portion 11 and the left arm portion 13, and holds both 11 and 13 in a substantially orthogonal configuration, the sliding movement of the clutch 15 in the left and right direction is prevented. In addition, since the clutch mechanism 10a is located on the side of the vehicle, operability and serviceability such as maintenance and inspection are good.

(Modification) In the above embodiment, the stabilizer 1
The central rod portion 11 and the left arm portion 13 are divided and both 11 and 13 are connected to the clutch mechanism 10a.
In the present invention, the central rod portion 11 and the right arm portion 12 are separated and the two are connected via the clutch mechanism 10a or a similar clutch mechanism. It's okay.

Further, in the above embodiment, an example was shown in which holes 15a1, 15a1 for operating the clutch 15 to move left and right were provided on the outer periphery of the large diameter portion 15a of the clutch 15. A knob for operation that protrudes in the direction may be provided.

Furthermore, in the above embodiment, an example was shown in which the clutch 15 was manually moved left and right, but
In the present invention, the clutch 15 may be moved left and right hydraulically or electrically. clutch 1
In a configuration in which the clutch 15 is moved horizontally manually, hydraulically, or electrically, it is preferable to provide a holding mechanism for holding the clutch 15 when the horizontal movement is completed.

[Brief explanation of the drawing]

FIG. 1 is a perspective view of a stabilizer according to an example of the present invention, FIG. 2 is an enlarged cross-sectional plan view of the stabilizer when the clutch mechanism is disengaged, and FIG. 3 is an enlarged cross-sectional plan view of the stabilizer when the clutch mechanism is engaged. 4 is a sectional view taken along the - line in FIG. 3, and FIG. 5 is an enlarged exploded perspective view of the clutch mechanism. Description of symbols 10... Stabilizer, 10a... Clutch mechanism, 11... Central rod portion, 11a... Clutch guide, 12, 13... Arm portion, 14... Clutch receiver, 15... Clutch, 21... Axle housing, 22, 23... Side frame .

Claims (1)

[Scope of utility model registration request] A central rod part is rotatably supported by a sprung member or an unsprung member of the vehicle body and extends in the left-right direction of the vehicle; In a torsion bar type stabilizer for a vehicle, which includes a pair of left and right arm parts connected to an upper member so as to be tiltable in the vertical direction, one of the arm parts and the central rod part are divided, and one end of the arm part is divided. and one end of the central rod part are connected by a clutch mechanism that allows rotation of the arm part with respect to the central rod part when not in operation and restricts rotation when in operation.