JPH0665021U - Vehicle stabilizer device - Google Patents

Abstract

(57) [Summary] [Purpose] To obtain the optimum roll rigidity of the vehicle body for running conditions, the torsional rigidity of the torsion bar can be adjusted steplessly. [Structure] A lateral torsion bar 14 rotatably supported on a vehicle body 2 is provided with a first arm 14a in the front-rear direction at one end thereof, and a spline shaft 27 formed at the other end of the torsion bar 14 is provided with a sleeve 2
5 is externally fitted. The sleeve 25 supports the base end boss portion 24a of the second arm 24 so as to be relatively movable in the axial direction and not relatively rotatable. The tip ends of the first and second arms 14a and 24 are connected to each suspension arm 10 that supports the left and right wheels 13. Sleeve 2
An actuator 31 that drives 5 in the axial direction is supported on the vehicle body 2.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a vehicle stabilizer device capable of continuously adjusting the roll rigidity of a vehicle.

[0002]

[Prior art]

 In the vehicle stabilizer device disclosed in Japanese Utility Model Laid-Open No. 61-7504, longitudinal arms are integrally formed at both ends of a horizontal torsion bar (torsion bar) rotatably supported on the vehicle body. The tip is connected to each suspension arm that supports the left and right wheels. For example, when one wheel is pushed up by a road surface input, the torsion bar is twisted by one arm and works to pull up the other wheel via the other arm, thereby suppressing roll (sideways tilt) of the vehicle body. The sleeve is externally inserted into the torsion bar, and the spline holes at both ends of the sleeve can be engaged with and disengaged from the spline shafts formed at two points on the left and right of the torsion bar. When the sleeve is moved in the axial direction and spline-fitted to the torsion bar, the torsional rigidity of the torsion bar increases. Therefore, the roll rigidity of the vehicle body is increased and the steering stability at high speed is improved.

However, in the above-described vehicle stabilizer device, the torsional rigidity of the torsion bar can be changed in two levels, that is, the torsional rigidity cannot be adjusted steplessly so as to obtain the optimal torsional rigidity for running conditions.

[0004]

[Problems to be solved by the device]

 In view of the above-mentioned problems, an object of the present invention is to provide a stabilizer device for a vehicle, which can continuously adjust the torsional rigidity of a torsion rod in order to obtain the roll rigidity of a vehicle body which is optimum for a running condition.

[0005]

[Means for Solving the Problems]

 In order to achieve the above-mentioned object, the structure of the present invention is provided with a lateral torsion bar rotatably supported on a vehicle body and a first arm in the front-rear direction at one end of the torsion bar, and a spline formed at the other end of the torsion bar. The sleeve is fitted onto the shaft so as to be movable in the axial direction, and the base end boss portion of the second arm is supported by the sleeve so as to be relatively movable in the axial direction and non-rotatable, and the tips of the first and second arms are moved to the left and right. It is connected to each suspension arm that supports the wheels.

[0006]

[Action]

 The sleeve, which is spline-fitted to one end of the torsion bar, externally fits and supports the arm that is relatively movable in the axial direction but is not rotatable relative to each other. Therefore, when the sleeve is moved in the axial direction, the length from the other end of the torsion bar to the base end of the sleeve (the shaft part of the torsion bar where the sleeve is not fitted) changes, that is, the length that can be twisted and deformed. In addition, the torsional rigidity of the torsion bar can be adjusted steplessly, and the roll rigidity of the vehicle body suitable for running conditions can be obtained.

[0007]

【Example】

 FIG. 1 is a rear view showing a suspension mechanism for a front wheel equipped with a vehicle stabilizer device according to the present invention. The knuckle 12 that supports the front wheel 13 is connected to the end of a suspension arm 10 that is tiltably supported by a support shaft 9 in the front-rear direction on the bottom of the vehicle body 2. A hydraulic shock absorber 4 and a suspension spring (not shown) are interposed between the suspension arm 10 and the vehicle body 2. The hydraulic shock absorber 4 is formed by fitting a piston 6 into a cylinder 5. The support plate 5a integral with the cylinder 5 is attached to the vehicle body 2 by the elastic bush 3, and the rod 7 protruding from the piston 6 is attached to the suspension arm 10 by the joint 8. Each is connected.

According to the present invention, the torsion bar 14 extending in the lateral direction of the vehicle body 2 is rotatably supported on the bottom of the vehicle body 2 by a pair of left and right bearings 15. The right end of the torsion bar 14 is integrally formed with a first arm 14a extending in the front-rear direction, and is connected to the suspension arm 10 by a joint 16. The left end of the torsion bar 14 forms a spline shaft. The highly rigid sleeve 25 fitted onto the spline shaft is fitted on the distal end side of the base end boss portion 24a of the second arm 24 extending in the front-rear direction so as to be relatively movable in the axial direction and not relatively rotatable. The front end of the arm 24 is connected to the suspension arm 10 by a joint 16.

The sleeve 25 is fitted onto the base end portion of the lever 26 such that the base end portion of the lever 26 is axially relatively immovable and relatively rotatable. The tip of the lever 26 is connected to an actuator 31 for driving the sleeve 25 in the axial direction. The actuator 31 is formed by inserting a piston 33 into a cylinder 32 supported by the vehicle body 2, and a rod 34 protruding from the piston 33 is connected to the tip of the lever 26.

As shown in FIGS. 2 and 3, in order to support the sleeve 25 with respect to the torsion bar 14 and the base end boss portion 24 a of the arm 24 so as to be relatively movable in the axial direction and non-rotatable relative to the arm 24, The proximal boss portion 24a is fitted onto the sleeve 25, and a pair of pins 28 projecting radially inward from the boss portion 24a are engaged with an axial groove 25a provided on the outer peripheral wall of the sleeve 25. The sleeve 25 is fitted onto the torsion bar 14 by a spline 27. The base end boss portion 24 a of the arm 24 may be spline-fitted to the sleeve 25.

As shown in FIG. 4, an intermediate portion of the lever 26 is rotatably supported by a vehicle body 2 by a support shaft 30, and a pair of pins 29 connected to a bifurcated base end portion 26 a is attached to a sleeve 25. It is engaged with an annular groove 25b provided on the outer peripheral wall. The bifurcated tip 26b of the lever 26 is connected to the rod 34 of the actuator 31 by a pin 34a.

Next, the operation of the vehicle stabilizer device according to the present invention will be described. When the road surface inputs acting on the left and right front wheels 13 or the vehicle body loads are equal, the torsional force does not act on the torsion bar 14. For example, when only the left front wheel 13 is pushed up by a road surface input, the suspension arm 10 is rotated clockwise around the support shaft 9, the tip of the arm 24 is pushed up, and the torsion bar 14 is twisted. The torsion bar 14 suppresses the push-up force of the arm 24, and at the same time exerts a pull-up force on the arm 14a so as to reduce the deviation of the rotation amount of the left and right suspension arms 10 and suppress the roll of the vehicle body 2.

Since the left end of the torsion bar 14 has increased rigidity by the sleeve 25, the torsion bar 14 has a length L from the right end to the base end of the sleeve 25 (a shaft part where the sleeve 25 is not fitted). ) Undergoes torsional deformation. Therefore, when the sleeve 25 is moved in the axial direction by the actuator 31 in accordance with the running condition and the length L is shortened, the torsional rigidity of the torsion bar 14, that is, the roll rigidity of the vehicle body becomes large, and the high-speed running becomes possible. The steering stability is improved. On the contrary, if the length L is increased, the roll rigidity of the vehicle body is reduced, and the riding comfort at low speed traveling is improved.

[0014]

[Effect of device]

 As described above, the present invention is provided with a first arm in the front-rear direction at one end of a lateral torsion bar rotatably supported by a vehicle body, and a sleeve is axially provided on a spline shaft formed at the other end of the torsion bar. It is movably fitted to the outside, and the base end boss portion of the second arm is supported on the sleeve so as to be relatively movable in the axial direction and non-rotatable, and the tips of the first and second arms support the left and right wheels. Since it is characterized by being connected to each suspension arm, the torsion bar is partially reinforced by the sleeve, and the axial displacement of the sleeve changes the torsionally deformable length of the torsion bar. The torsional rigidity of the vehicle, that is, the roll rigidity of the vehicle body, can be continuously adjusted to a value suitable for the running condition of the vehicle.

[Brief description of drawings]

FIG. 1 is a rear view of a front wheel suspension system including a vehicle stabilizer system according to the present invention.

FIG. 2 is an enlarged side view showing a main part of the stabilizer device.

FIG. 3 is a side cross-sectional view showing an enlarged main part of the stabilizer device.

FIG. 4 is a left side sectional view showing, in an enlarged scale, another main part of the stabilizer device.

[Explanation of symbols]

2: vehicle body 7: rod 8: joint 9: support shaft 10: suspension arm 13: front wheel 14: torsion bar 14a: first arm
15: Bearing 16: Joint 24: Second arm 24a: Proximal boss portion 25: Sleeve 25a: Axial groove 26:
Lever 25b: Annular groove 27: Spline shaft 31:
Actuator

Claims (1)

[Scope of utility model registration request] 1. A lateral torsion bar rotatably supported on a vehicle body is provided with a first arm in the front-rear direction at one end thereof, and a sleeve is axially movable on a spline shaft formed at the other end of the torsion bar. The base end boss portion of the second arm is supported by the sleeve so as to be relatively movable in the axial direction and non-rotatable relative to the sleeve, and the tips of the first and second arms are attached to the suspension arms that support the left and right wheels. A stabilizer device for a vehicle, characterized by being connected.