JPH046963Y2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Application Field The present invention relates to a torsion bar type stabilizer that is incorporated into the suspension of a vehicle such as an automobile.

BACKGROUND ART Conventionally, suspensions of vehicles such as automobiles have generally incorporated a torsion bar type stabilizer that increases the roll rigidity of the vehicle and thereby improves maneuverability when the vehicle is cornering or running at high speed. A torsion bar type stabilizer is generally a substantially U-shaped elastic rod-shaped member having a central rod portion and two arm portions integrally provided at both ends of the central rod portion, each of which has a central rod portion. The end of the arm is connected to a suspension member such as an axle housing or the vehicle body, and the tip of the arm is connected to a suspension member such as the vehicle body or control arm. When the vehicle rolls, the arm moves relative to the central rod. As a result of this pivoting, the central rod part is elastically twisted and the resulting spring force acts to bias the suspension member towards its normal position.

However, in a vehicle equipped with such a torsion bar type stabilizer, if one wheel bounces significantly or rides on a convex part of the road surface, such as when the vehicle is driving on a rough road, the stabilizer will also prevent the other wheel from bouncing. This causes the other wheel to be separated from the road surface, resulting in a problem that the vehicle's ability to travel on rough roads and ride comfort are deteriorated. Particularly in four-wheel drive vehicles that often drive on roads with very poor road conditions, such as mountain roads, so-called vehicle stagnation occurs because the driving force is not effectively transmitted to the ground due to the wheels lifting up. There is a risk. In addition, in order to solve the above-mentioned problems, for example, as described in Japanese Patent Application Laid-open No. 50-43619, the rod is separated into two parts at the central rod part, and the two ends of the separated parts are separated from each other. A two-piece torsion bar type stabilizer configured such that the two parts are selectively and integrally connected has already been proposed. However, in this type of stabilizer, it is difficult to connect the two ends when the amount of relative rotation between them is essentially zero, and a certain amount of relative rotation occurs between the two ends. As the two arms tend to be connected in the same state, the two arms tend to be misaligned with each other, that is, the initial roll of the vehicle body tends to occur, which causes the vehicle body to roll when the vehicle transitions from a turning state to straight-ahead driving or when driving in a slalom. The posture tends to become unnatural. In addition, as described in the above-mentioned Japanese Patent Application Laid-open No. 50-43619, when the means for connecting the two ends is a frictional engagement device, the stabilizer is relatively attached to the stabilizer rather than the wheels, for example, when the vehicle makes a sharp turn. When a large external force is applied, the two ends rotate relative to each other around their axes against the frictional force of the friction coefficient device, so that the stabilizer suddenly stops working, and as a result, the steering stability of the vehicle suddenly decreases. There is a risk that the roll of the vehicle body will increase rapidly.

Purpose of the invention In view of the above-mentioned problems in vehicles equipped with conventional one-piece and two-piece torsion bar stabilizers, the present invention provides an improved torsion bar stabilizer that eliminates these problems. is intended to provide.

According to the present invention, the object is to provide a torsion bar type stabilizer which has a central rod portion and two arm portions integrally provided at both ends of the central rod portion, and is substantially U-shaped. The central rod portion is separated into two parts with the middle portion as a boundary, and the end faces of the two opposing ends of the separated portions have both sides around the axis of the central rod portion. A protrusion and a recess are provided to selectively prevent relative rotation of the two ends, and a right-hand thread and a left-hand thread are provided on the outer peripheral surfaces of the two ends, respectively, and a right-hand thread and a left-hand thread are provided on the outer peripheral surfaces of the two ends, respectively. A sleeve member having a screw and a right-handed thread and a left-handed thread on its inner peripheral surface that are screwed into the left-handed thread is rotatably fitted around the axis, and the protrusion has a wedge-shaped cross section extending along the axis. the recess has a wedge-shaped cross section that substantially tightly receives the protrusion when the amount of relative rotation between the two ends is substantially zero, and the sleeve member is rotated along the axis by an actuator. This is accomplished by a torsion bar stabilizer that is configured to be selectively rotated around the periphery.

Effects and effects of the invention According to this configuration, the central rod part is separated into two parts with the middle part as a boundary, and the end faces of the two mutually opposing ends of the separated parts have mutually opposite ends. Protrusions and depressions are provided that selectively prevent relative rotation of the central rod portion about the axis of the central rod portion when engaged with each other, and the actuator rotates the sleeve member fitted to the two ends about the axis of the central rod portion. By rotating the rod, the protrusion and the recess can be selectively engaged, and the two ends can be selectively and integrally connected. By integrally connecting the two ends of the stabilizer, the stabilizer can perform its function and improve the vehicle's handling, and when driving on rough roads, the central rod By releasing the connection between the ends of the stabilizer and allowing the left and right arms to pivot freely independently of each other along with a portion of the central rod, the stabilizer is unable to perform its function. Therefore, it is possible to avoid deterioration in the vehicle's ability to travel on rough roads and ride comfort.

The protrusion also has a wedge-shaped cross-section extending along the axis, and the recess has a wedge-shaped cross-section that substantially tightly receives the protrusion when the amount of relative rotation between the two ends is substantially zero. Therefore, in the process of integrally connecting the two ends in a state where they can freely rotate relative to each other, the protrusion gradually enters the depth of the wedge-shaped depression as the end surfaces of the two ends approach each other. Even if the connection is started with some relative rotation between the two ends, when the protrusion and depression are finally engaged, the amount of relative rotation between them will be substantially reduced. Becomes zero. In this way, the two ends are always integrally connected with the amount of relative rotation between them being substantially zero, so that an initial roll occurs;
Moreover, it is possible to reliably avoid an unnatural posture of the vehicle body when the vehicle shifts from a turning state to straight running or when running in a slalom.

Furthermore, when the two ends are integrally engaged, the ends are not maintained in a state of relative rotation due to frictional force, but extend substantially along the axis of the protrusion and recess. Since the pair of existing side surfaces substantially tightly engage each other, their relative rotation is prevented, so that even if a relatively large external force is applied to the stabilizer than the wheel, the two ends will not rotate around the axis. There is no relative rotation, so the stabilizer can function reliably when the vehicle is turning, thereby preventing sudden loss of vehicle handling stability or sudden increase in vehicle body roll. This can be reliably prevented.

Further, between the state in which the two ends are free to rotate relative to each other and the state in which the protrusion and the recess are in substantially intimate engagement with each other, the protrusion can rotate relative to the axis to some extent within the recess. In this case, the amount of relative rotation becomes smaller as the protrusion penetrates into the recess. Therefore, by adjusting the position of the protrusion relative to the recess depending on the driving condition of the vehicle, etc., the degree of function of the stabilizer can be set appropriately as necessary.

Embodiment FIG. 1 is an illustrative perspective view showing an automobile rear suspension incorporating an embodiment of the torsion bar type stabilizer according to the present invention, and FIG.
Figures 3 and 3 are enlarged partial vertical sectional views showing the main parts of the embodiment shown in Fig. 1 in an unconnected state and a connected state, respectively, and Fig. 4 shows the main parts shown in Fig. 2. FIG. 5 is a perspective view with the sleeve member removed, and FIG. 5 is a cross-sectional view taken along line V-V in FIG. 3.

In these figures, reference numeral 1 indicates an axle housing that rotatably supports an axle 3 connected to a wheel 2. A pair of brackets 4 and 5 are provided on the axle housing 1 at positions spaced apart in the vehicle width direction.
are fixed thereto, and a torsion bar type stabilizer 6 according to the present invention is connected to the axle housing 1 by these brackets via rubber bushings not shown in the drawings.

The stabilizer 6 consists of a stabilizer light 7 disposed on the right side of the vehicle and having a substantially L-shape, and a stabilizer left 8 disposed on the left side of the vehicle and having a substantially L-shape. The stabilizer light 7 comprises a rod portion 10 extending along the axle housing 1 and an arm portion 11 formed integrally therewith at one end of the rod portion and extending substantially perpendicularly to the rod portion 10. It's summery. Similarly, the stabilizer left 8 includes a rod portion 12 extending substantially along the axle housing 1 and an arm formed integrally therewith at one end of the rod portion and extending substantially perpendicularly to the rod portion. It is more similar to part 13. The tips of the arms 11 and 13 are connected to brackets 18 and 19 fixed to side frames 16 and 17 of the vehicle by links 14 and 15, respectively.

End surfaces 22 and 23 of the opposite ends 20 and 21 of the stabilizer right 7 and the stabilizer left 8 are respectively provided with a protrusion 25 and a depression 26 that extend along the axis 24 and have a wedge-shaped cross section. Therefore, these protrusions and depressions are engaged with each other at a pair of side surfaces, so that the rod portion 10 of the stabilizer right 7 and the rod portion 12 of the stabilizer left 8 rotate relative to each other around the axis 24. definitely prevent that. Further, since the width between the pair of side surfaces of the recess 26 becomes smaller toward the depth thereof, the two end portions 20 and 2
Even if the connection is started with a certain amount of relative rotation between the projections and the depressions, when the protrusions and depressions are finally engaged with each other, the amount of relative rotation between them will be essentially zero. , This avoids the occurrence of defects such as initial rolls.

Furthermore, right-hand threads 27 and left-hand threads 28 are provided on the outer peripheral surfaces of mutually opposing ends 20 and 21 of the stabilizer right 7 and stabilizer left 8, respectively. 27 and the right-hand screw 2 screwed into the left-hand screw 28
A sleeve member 32 having a left-hand thread 30 and a left-hand thread 30 on its inner circumferential surface 31 is rotatably fitted around the axis 24 .

Thus, the sleeve member 32 is rotationally driven in the counterclockwise direction as viewed in FIG.
0 and 21 in the direction toward each other to form the protrusion 25.
The ends 20 and 21 are brought into engagement with each other and brought into the position shown in FIG. 3 and driven rotationally about axis 24 in a clockwise direction as viewed in FIG. by driving the protrusions 2 in the direction away from each other.
5 and the recess 26 and brought to the position shown in FIG. Furthermore, protrusion 25
A radius 33 is provided at the tip of the rod, so that the projection 25 is recessed even when the rod portions 10 and 12 are slightly rotated relative to each other around the axis 24. 26 so that it can be inserted relatively easily.

In the illustrated embodiment, sleeve member 32 is rotatably driven about axis 24 by actuator 34 . Actuator 34
is a motor 35 fixed to the axle housing 1
and a gear 36 fixed to the rotating shaft of the motor,
It consists of a gear 37 meshing with a gear 36,
The gear 37 meshes with a gear 38 fixed to the outer peripheral surface of the center of the sleeve member 32.

Thus, in the illustrated embodiment, when the vehicle is traveling on a good road, the actuator 34 rotates the sleeve member 32 in a counterclockwise direction about the axis 24 as viewed in FIG. As shown in the figure, the protrusion 25 and the depression 26 are engaged, and the stabilizer 6 is thereby brought into a state where it can perform its function, thereby improving steering stability when the vehicle turns, etc. be done. Further, when the vehicle is traveling on a rough road, the actuator 34 rotates the sleeve member 32 clockwise around the axis 24 as seen in FIG. and the recess 26, thereby bringing the rod portions 10 and 12 into a position where they can rotate relative to each other;
This improves the vehicle's ability to travel on rough roads and ride comfort.

Furthermore, when the protrusion 25 is partially fitted into the recess 26, the protrusion can rotate relative to the recess around the axis 24 to some extent, so by adjusting the position of the protrusion relative to the recess, the function of the stabilizer can be adjusted. The degree of stabilization can be continuously adjusted from a state in which it does not function at all to a state in which it functions as an integral stabilizer.

In the illustrated embodiment, the stabilizer 6 is separated at its center, but the stabilizer 6 may be separated at any arbitrary position on the rod between the arms 11 and 13. In the illustrated embodiment, the sleeve member 32 is connected to the motor 35 via a gear.
However, the driving force may be transmitted to the sleeve member 32 by belt transmission or the like, and the sleeve member 32 is configured to be driven to rotate manually or hydraulically. may be done. Furthermore, a sensor is provided to detect the inclination of the axle housing 1, such as when the wheels come off.
If the inclination angle of the axle housing is greater than a certain predetermined value, that is, if the angle of misalignment about the axis 24 between the rod portions 10 and 12 is greater than a certain predetermined value, the driver of the vehicle The sleeve member may be configured to be provided with a signal indicating that the sleeve member cannot be rotated.

[Brief explanation of the drawing]

FIG. 1 is an illustrative perspective view showing an axle-type rear suspension of an automobile incorporating a torsion bar type stabilizer according to the present invention, and FIGS. 2 and 3 show main parts of the embodiment shown in FIG. FIG. 4 is a perspective view of the main part shown in FIG. 2 with the sleeve member removed, and FIG. FIG. 3 is a cross-sectional view along line V-V. 1...Axle housing, 2...Wheel, 3...
...Axle, 4, 5... Bracket, 6... Stabilizer, 7... Stabilizer right, 8... Stabilizer left, 10... Rod section, 11... Arm section, 12... Rod section, 13... Arm section ,1
4, 15... Link, 16, 17... Side frame, 18, 19... Bracket, 20, 21...
...End, 22, 23...End face, 24...Axis, 2
5... Protrusion, 26... Recess, 27... Right-hand thread, 2
8...Left-hand thread, 29...Right-hand thread, 30...Left-hand thread, 31...Inner peripheral surface, 32...Sleeve member, 3
3...R handle, 34...actuator, 35...
...Motor, 36-38...Gear.

Claims (1)

[Scope of utility model registration request] The torsion bar type stabilizer is substantially U-shaped and has a central rod portion and two arm portions integrally provided at both ends of the central rod portion. The rod is separated into two parts, and the two opposing ends of the separated parts are provided with protrusions and depressions on the end surfaces thereof to selectively prevent relative rotation of the two parts about the axis of the central rod part. A right-hand thread and a left-hand thread are provided on the outer circumferential surfaces of the two ends, respectively, and a right-hand thread and a left-hand thread are provided on the two ends to be screwed into the right-hand thread and the left-hand thread, respectively. A sleeve member having a thread on its inner peripheral surface is rotatably fitted around the axis, the protrusion has a wedge-shaped cross section extending along the axis, and the recess is located between the two ends. The sleeve member is configured to be selectively rotated about the axis by an actuator, and the sleeve member is configured to be selectively rotated about the axis by an actuator. This torsion bar type stabilizer is characterized by: