JPS60252015A - Structure of stabilizer in car - Google Patents

Abstract

PURPOSE:To secure the steering stability of a chassis and improve drive feeling by installing a switching apparatus which is controlled according to the travelling condition and freely varies the spring constant of a stablilizer, onto a proper position on the stabilizer. CONSTITUTION:In a stabilizer 1, a torque shaft part 5 is supported onto a rear axle 6 through a pair of rubber bushes 4 at right and left. An intermission part 2 which is intermittently switched by a switching apparatus 3 is installed between the torque shaft part 5 of the stabilizer 1 and a left arm pat 7a. The intermission part 2 forms connection state through the engagement of the engaging arm integrally formed with the torque shaft part 5, with an engaging rod installed at the top edge of a cable, when the pulling of a cable 17 is released, and disconnection state is formed when the cable 17 is pulled. Said cable 17 is installed so that a passage switching valve 28 is controlled by a controller 20 according to the engine operation state, and the cable is pulled when the intake negative-pressure is introduced into an actuator 3b.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to the structure of a stabilizer used in a suspension for suppressing rolling of an automobile to obtain steering stability.

(Prior art and its problems) Conventional stabilizers are composed of a single U-shaped torsion bar, and when the left and right wheels move in opposite phases, their torsional rigidity acts as resistance and prevents the vehicle body from tilting. , which functions to increase steering stability.

However, the above-mentioned torsional rigidity impairs the cushioning properties for the wheels, resulting in a problem of poor riding comfort.

It is advantageous for the driver to be satisfied with both steering stability and ride comfort, but as described above, conventional stabilizers have a negative effect on ride comfort.

Therefore, considering the relationship between the driving conditions of a car and the function of the stabilizer, the function of the stabilizer is indispensable when driving at high speed or when turning when heavily loaded, as steering stability is important, but when the car is lightly loaded, the function of the stabilizer is essential. When driving at low speeds, it is relatively easy to ensure steering stability even when the stabilizer function is weak or absent.
It is considered to be a good idea to have a structure that focuses on improving riding comfort. Especially when driving on rough roads at medium to low speeds, there is an urgent need to improve ride comfort.

(Object of the Invention) In view of the above, the present invention automatically activates the stabilizer when driving conditions require emphasis on steering stability, and automatically activates the stabilizer when driving conditions require emphasis on ride comfort. The purpose of the present invention is to provide a stabilizer structure that can stop or weaken the function of the stabilizer.

Japanese Utility Model Application No. 56-4908 discloses a device whose spring constant increases automatically when the torsion angle of the stabilizer exceeds a predetermined angle. The present invention that variably controls the constant (Structure of the invention) In order to achieve the above object, the present invention provides a switching device 3 that variably switches the spring constant of the stabilizer 1 at an appropriate position of the stabilizer 1. The present invention is characterized in that the structure of the stabilizer for an automobile is constructed by providing a control device 20 that detects driving conditions and controls the switching device 3 according to the detected signal.

(Embodiment) The embodiment shown in FIGS. 1 to 3 relates to the structure of a stabilizer 1 used in a rear suspension. (stage). The torque shaft portion 5 of the stabilizer I is supported by a rear axle 6 via a pair of left and right rubber bushes 4. Among the left and right arm parts 7a and 7b of the stabilizer 1, one arm part 7b is integrally formed with the torque shaft part 5, but there is an intermittent connection between the other arm part 7a and the torque shaft part 5. Section 2 is provided.

The rear axle 6 is supported on its left and right sides by coil springs and shock absorbers (not shown). On the other hand, both the left and right arm portions 7a and 7b are attached to the vehicle body at their tips. 1, 8 is an upper control arm, 9 is a lower control arm, and 10 is a lateral control rod.

The intermittent section 2 of the stabilizer 1 and the switching device 3 for switching the intermittent section 2 on and off are constructed as shown in FIGS. 2 and 3.

A swing box 11 is swingably supported in the vicinity of one end of the torque shaft section 5, and a base end of the arm section 7a is fixed to the swing box 11.

Further, an engaging arm 12 is fixed to one end of the torque shaft portion 5 so as to move integrally therewith. A locking rod 15 that is slidably supported by the guide portion 141ζ of the swing box 11 is disposed at a right position facing the locking groove 13 provided at the tip of the engagement arm 12. This locking rod 15 engages with the locking groove 13 in the forward position, and releases this locking in the backward position.

As described above, the switching mechanism 3a constituted by the swing box 11, the engaging arm 12, and the engaging rod 15 switches between the retaining arm 12 and the engaging rod 15 by the forward and backward movement of the retaining rod 1'5. The function is to switch on and off the intermittent portion 2 of the stabilizer 1 formed between the stabilizer 1 and the stabilizer 1. To explain this in detail, when the locking rod 15 is in the backward position [)ζ, the locking arm 12 integrally rotates with the torque shaft portion 5ρ.
While the arm part 7a swings, the ζ swing box 11 swings together with it due to the swing of the arm part 7a.
2 and the swing box 11 swing independently from each other, no torque is transmitted between them, and the disconnection section 2 is in a disconnected state. On the other hand, when the locking rod 15 is in the forward position, the locking rod 15 engages with the locking groove 13, and the locking arm 12 and the swing box 11 are integrated, so that the torque shaft portion Torque is transmitted between the arm portion 5 and the arm portion 7a, and the disconnection portion 2 is brought into a connected state.

The intermittent switching of the switching mechanism 3a is performed by the intake passage 26 of the engine.
This is done by a diaphragm actuator 3b which is operated by introducing negative pressure downstream of the sushittle valve.

This actuator 3b and the switching mechanism 38 are connected to a push-pull cable 17 as an inner cable.
It is connected by an operation cable 3c equipped with.

A transmission lever 16 is attached to the actuator 3b, and swings as the diaphragm 18 moves. A holding cylinder 19 that slidably holds an actuator 17a provided at one end of the push-pull cable 17 is connected to the transmission lever 16. A compression spring 21 that exerts a force-storing action on the operating element 17a is housed in the holding cylinder 19.

The engagement rod 15 of the switching mechanism 3a is formed hollow,
The actuator 17b provided at the other end of the push-pull cable 17 is slidably held in the actuator 17b, and a compression spring 22 that exerts a force-storing action on the actuator 17b is housed inside. One end 30a of the outer cable 30 of the operating cable 3C is connected to an outer cable receiving portion 31 provided on the vehicle body 23.
The other end 30b is fixed to an outer cable receiving portion 32 provided in the swing box 11 of the switching mechanism 3a.

As described above, the switching device 3 includes the switching mechanism 3a, the actuator 3b, and the operating cable 3c'''cm, and operates as follows.In the state shown in FIG. When you move,
The push-pull cable 17 also moves to the right, and its bushing action advances the engagement rod 15 to engage it in the engagement groove 13 of the engagement arm 12.

At this time, if the engaging arm 12 is in the rotational position shown by the imaginary line in FIG. When the locking groove] 3 comes on the line in the advancing and retreating direction of the locking rod 15, the engagement is immediately performed.

Conversely, when the diaphragm 18 moves to the left, the engagement rod 15 is moved by the pull action of the push-pull cable 17.
is released from the engagement. In this case as well, the retention rod 15 is smoothly retracted due to the biasing action of the compression spring 22 within the retention rod 15.

2 and 3, reference numeral 34 indicates a cover of the switching mechanism 3a, and reference numeral 35 indicates a cover for the switching mechanism 3a, and a reference numeral 35 indicates a cover for the switching mechanism 3a.
Nuts 36 are clamp bolts for fixing the arm portion 7a to the swing box 11.

As shown in FIG. 1, the control device 20 that controls the switching device 3 includes a sensor section 24, a microcomputer section 25, and a passage switching valve 28 provided in a pressure guiding passage 27 that leads negative pressure to the actuator 3b. ing.

It is preferable to provide the following sensor in the sensor section 24.

・ Speed meter (speed sensor) that detects vehicle speed O Acceleration sensor 0 that detects centrifugal acceleration when turning A steering angle sensor 0 that detects the rotation angle of the steering shaft Weight sensor that detects vehicle weight ・ Detects road surface irregularities Detection signals from an acceleration sensor that measures the magnitude and frequency of the vertical acceleration of the suspension spring and an acceleration sensor that detects the speed of the own vehicle and an acceleration sensor that detects centrifugal acceleration during turning are sent to the microcomputer section 25. Although it is particularly important to input the signals and thereby control the switching device 3, it is also possible to input other signals to the microcomputer section 25 as necessary.

ntJ iB child microcomputer 25 is sensor section 2
4 and outputs a signal to control the passage switching valve 28.

The passage switching valve 28 is switched from one of two switching positions: a position in which negative pressure is introduced to the pressure chamber 29 of the actuator 3b and a position in which atmospheric pressure is introduced into the pressure chamber 29.

In this manner, when the microcomputer section 25 issues a control signal to disconnect the disconnection section 2 of the stabilizer 1 by comprehensively judging the detection signals sent from the sensor section 2''4, the passage switching valve 28 switches to the actuator 3b. pressure chamber 2
9, the diaphragm 18 of the actuator 3b moves to the left in FIG. 1, and as described above,
The push-pull cable 17 of the operation cable 3c is pulled and the switching mechanism 3a causes the disconnection section 2 to be disconnected. On the other hand, when a control signal is issued from the microcomputer section 25 to connect the disconnection section 2 of the stabilizer 1, the passage switching valve 28 is switched to the position where atmospheric pressure is introduced into the pressure chamber 29, and the diaphragm 18 is switched to the position where atmospheric pressure is introduced into the pressure chamber 29. 1. Return to the right side in Figure 1 and connect the push-pull cable 1 as described above.
7 is pressed to bring the disconnection section 2 into the connected state.

In the embodiment shown in FIG. 4, the torque shaft 'gIS5 of the stabilizer 1 has a double structure, and an intermittent part 2a for intermittent torque transmission is provided between the inner shaft part 5b and one arm part 7a. The on/off section 2a is configured to be switched on and off by a switching mechanism 3a similar to the above embodiment.The pipe section 5a on the outside of the torque shaft section 5 is always in contact with the left and right arm sections 7a, 7b. Therefore, by operating the switching device 3 using the control device 20, the spring constant of the stabilizer 1 can be switched to two levels of strength and weakness.
is fixed to one end of the pipe portion 5a.

As described above, this embodiment is configured to switch the spring constant of the stabilizer 1 into two stages of strength and weakness, but the pipe portion 5a is also provided with an intermittent portion, so that the two intermittent portions can be switched intermittently. Then, under the control of the control device 20, the spring constant can be switched to three levels: zero, weak, and strong.

The present invention can be configured in various ways other than those shown in the above embodiments.

The aspects of the control device 20 and the switching device 3 are not limited to those shown in the above embodiments, and for example, the switching device 3 may be configured to operate electrically based on the control signal of the control device 200.

The present invention also provides both arm portions 7a of the stabilizer 1.

The present invention can be applied to a type of stabilizer structure in which a wheel portion is supported at the tip of the 7b, and can also be applied to a type of stabilizer used in a front suspension.

(Effects of the Invention) Since the present invention has the above-mentioned configuration, when driving under driving conditions where emphasis must be placed on steering stability, such as when driving at high speed during heavy load warfare or when turning, the automatic On the other hand, in driving conditions where riding comfort is important, such as when driving at medium to low speeds when loaded or when driving on rough roads, the stabilizer can be activated automatically according to the driving conditions. As a result of being able to stop or weaken the function, the vehicle can be driven with excellent handling stability and ride comfort.

^(

[Brief explanation of the drawing]

Fig. 1 is a system diagram of an embodiment of the present invention, Fig. 2 is a longitudinal sectional front view of its main parts, Fig. 3 is a longitudinal sectional plan view of its main parts, and Fig. 4 is a system diagram of an embodiment of the present invention.
The figure is a longitudinal sectional plan view of another embodiment of the invention. 1----Stabilizer 2.2a-m-Interruption part 3-m
-Switching device 20-m-Control device attorney Masaru Tsuchishihara

Claims (3)

[Claims] (1) A switching device for variably switching the spring constant of the stabilizer is provided at an appropriate location on the stabilizer, and a control device is also provided for detecting the driving conditions of the vehicle and controlling the switching device in accordance with the detection signal. A structure of a stabilizer in an automobile characterized by: (2) The structure of a stabilizer for an automobile according to claim 1, wherein the switching device for variably switching the spring constant of the stabilizer is configured to switch the intermittent portion of the stabilizer on and off. (3) The structure of a stabilizer for an automobile according to claim 1 or 2, comprising a control device that detects vehicle speed and centrifugal acceleration and controls a switching device according to the detection signal.