KR19980031442A - Stabilizer Bar Structure of Vehicle - Google Patents

Abstract

The present invention relates to a stabilizer bar structure of a vehicle.

According to the present invention, the stabilizer bar is formed by separating the first stabilizer bar 20 and the second stabilizer bar 30, and the center bar 40 having a diameter smaller than the diameter of the body is formed by the first fixing pin 50 and the first stabilizer bar 20. 2 is coupled to the first coupling groove 24 and the second coupling groove 34 so that the rotation is prevented by the fixing pin 60, and the concave inlet groove 28 and the protrusion piece 38 are in contact with the weak during normal driving The fluctuation is controlled by the center bar 40 and the strong fluctuation, that is, the large inclination, is such that the first stabilizer bar 20 and the second stabilizer bar 30 are in contact with each other and control the diameter. The small center bar 40 is twisted so that the rolling rigidity is weak, giving a comfortable ride. In sharp turns, the recess grooves and the protruding pieces contact each other so that the diameter of the left and right stabilizer bars 20 and 30 is larger than that of the center bar 40. Is twisted to control the sudden change of the rolling angle It is an invention that can give a feeling, and can control a wide range of rolling angle.

Description

Stabilizer Bar Structure of Vehicle

The present invention relates to a structure of a stabilizer bar (STABILIZER BAR), and in particular, a stabilizer bar which is installed at a suspension of a vehicle and controls a slope of a vehicle body by separating left and right sides, and stabilizer bar. Stabilizer bar that can be combined by the center bar smaller than the body diameter to improve the riding comfort when going straight and to suppress the rolling phenomenon when turning or uneven road driving to improve steering stability It's about structure.

In general, a stabilizer bar is installed in the suspension of the vehicle body for the purpose of controlling rolling due to the inclination of the vehicle body.

The stabilizer bar acts only when there is a difference in the movement of the left and right wheels of the vehicle, i.e., when the vehicle turns a curve or when driving on a rough road, the slope of the vehicle is increased. Since the inclination causes rolling, it is used to reduce the inclination of the vehicle and to equilibrate as soon as possible.

As such, the principle that the stabilizer bar installed in the suspension device controls the inclination of the vehicle is due to the torsional rigidity of the stabilizer bar, and the torsional rigidity is determined by the diameter of the stabilizer bar.

In other words, when the diameter of the stabilizer bar is large, the torsional rigidity is strong, so that the torsion is not easily generated during normal straight driving, but rolling is less likely to occur. In addition, when the diameter of the stabilizer bar is small, the torsional stiffness is weak, and during normal straight running, the torsion easily occurs and rolling is smoothly generated, resulting in improved riding comfort. To bring.

This conventional stabilizer bar is as shown in FIG.

The stabilizer bar 2 installed in the left and right suspension apparatuses 1a and 1b of the vehicle body and controlling the inclination of the vehicle body was formed of a round bar having a constant body diameter.

As such, the stabilizer bar 2 formed to a constant diameter may have a limited rolling angle due to the slope that the stabilizer bar 2 can control when driving in a straight straight road, in a sharp turn, or when driving on a rough road. There was only a problem, and this caused a problem that the riding comfort when going straight and the stability during sharp turning could not be widely solved.

The technical problem of the present invention is to install the stabilizer bar for controlling the inclination of the vehicle body is installed on the suspension of the vehicle is formed by separating the first stabilizer bar and the second stabilizer bar and to be coupled by the center bar smaller than the body diameter when the vehicle is going straight It is to provide a stabilizer bar of the vehicle that can improve the driving stability by suppressing the rolling phenomenon when improving the riding comfort and turning, or uneven road driving.

The technical problem of the present invention is that one end is fastened to one side suspension of the vehicle and the first fitting hole formed on the upper surface of the first coupling portion and the first coupling portion formed on the other end surface and the first coupling groove formed on the end surface of the first coupling portion. And a first stabilizer bar having recessed grooves formed at left and right outer periphery of the first coupling groove, and having a second coupling portion formed at one end thereof to face the first coupling portion, and having a second fitting hole formed at an upper surface thereof. The second coupling groove formed on the end surface of the second coupling portion and the recessed groove is fitted with a predetermined step and is provided with a protrusion piece protruding on the left and right sides of the outer circumferential edge of the second coupling groove and the other end is suspended. A second stabilizer bar fastened to the center bar, the center bar being fitted into the first coupling groove and the second coupling groove of the second coupling portion, and having a first fixing hole and a second fixing hole drilled on the upper surfaces of the second coupling portion, It is achieved by providing a stabilizer bar of a vehicle consisting of a first fixing pin and a second fixing pin which are interfitted by the first fitting hole and the second fitting hole to prevent rotation of the center bar.

1 is a perspective view showing a stabilizer bar of a conventional design.

Figure 2 is a partial perspective view showing a stabilizer bar according to the present invention.

Figure 3 is a perspective view of the bonded state of the present invention.

4 is a cross-sectional view taken along the line A-A of FIG.

5 is a cross-sectional view taken along line B-B of FIG. 3, a) is a state cross-sectional view before the stabilizer bar is twisted, and b) is a state cross-sectional view where the stabilizer bar is twisted and in contact with each other.

Explanation of symbols on the main parts of the drawing

10A, 10B: suspension 20: first stabilizer bar

22: first coupling portion 24: first coupling groove

26: the first fitting hole 28: recessed groove

30: second stabilizer 32: second coupling portion

34: second coupling groove 36: second fitting hole

38: protrusion 40: center bar

41: first fixing hole 42: second fixing hole

50: first fixing pin 60: second fixing pin

Referring to the configuration and operation of the stabilizer bar according to the present invention in detail based on the accompanying drawings as follows.

Figure 2 is a perspective view of the main part of the stabilizer bar according to the present invention, Figure 3 is a perspective view of the bonded state of the present invention, Figure 4 is a cross-sectional view taken along line AA of Figure 3, Figure 5 is a cross-sectional view taken along the line BB of Figure 3 Is a cross-sectional view of the stabilizer bar before twisting, and b) is a cross-sectional view of the stabilizer bar being twisted and in contact with each other.

As shown in the drawing, one end is fastened to the suspension 10A of the vehicle, and the first coupling part 22 and the upper end of the first coupling part 22 formed to have a diameter larger than the diameter of the body on the other end surface. Indentation grooves 28 formed at the left and right sides of the outer peripheral portion of the first coupling groove 24 and the first coupling groove 24 formed at the end surface of the formed first fitting hole 26 and the first coupling portion 22. The first stabilizer bar 20 having a) and one end thereof is formed to face the first coupling portion 22 of the first stabilizer bar 20, and a second fitting hole 36 is formed on the upper surface thereof. By maintaining a predetermined step in the second coupling portion 32 and the second coupling groove 34 formed in the end surface of the second coupling portion 32 and the recess groove 28 of the first coupling portion 22 A second stabilizer bar 30 fitted with a protruding piece 38 protruding from the left and right sides of the outer periphery of the second coupling groove 34, the other end of which is fastened to the suspension device 10B; Both ends are fitted into the first coupling groove 24 of the first coupling portion 22 and the second coupling groove 34 of the second coupling portion 32, and the first fixing holes 42 and the second fixing holes are disposed on the upper surfaces thereof. A first fixing hole is inserted into the center bar 40 in which the fixing hole 44 is drilled and the first fitting hole 26 and the second fitting hole 36 to prevent rotation of the center bar 40. Reference numeral t denotes a step formed by a first fixing pin 50 and a second fixing pin 60 fitted through the 42 and the second fixing hole 44.

Referring to the operation of the present invention configured as described above is as follows.

As shown in the accompanying drawings, the first stabilizer bar 20 and the second stabilizer bar 30 coupled by the center bar 40 fitted into the first coupling groove 24 and the second coupling groove 34. ) Is installed on the left and right suspensions 10A and 10B to perform normal driving, the left and right tires are weakly moved upward and downward depending on the road surface, whereby the first stabilizer bar The coupling part of the 20 and the second stabilizer bar 30 has a different direction, that is, the suspension 10B to which the second stabilizer bar 30 is coupled as shown in FIG. When moving upward by the first stabilizer bar 20 is twisted downwards and the second stabilizer bar 30 is twisted upwards and eventually the engaging portions are twisted in opposite directions with respect to the axis of the center bar 40, Smaller than the body diameter of the stabilizer bars (20,30) to easily twist in weak fluctuations A center bar formed in a diameter and fitted at both ends of the first coupling groove 24 and the second coupling groove 34 and fixed to prevent rotation by the first fixing pin 50 and the second fixing pin 60 ( 40) is the first to flexibly control the inclination of the car body due to weak swing.

However, the angle of twisting the center bar 40 is as shown in Fig. 5 (a) (b) is the concave groove 28 and the concave groove 28 formed at the end of the first coupling portion 22 Only the gap between the protrusions 38 of the second engaging portion 32, which is inserted into the protrusions 38, that is, the gap t caused by the difference in thickness between the width of the concave groove 28 and the protrusions 38, is twisted. This gap (t) is to be able to adjust arbitrarily.

On the other hand, if the left and right tires are moved up and down, respectively, when driving on a road with severe unevenness or turning sharply, and the height of the left and right tires is severely different, the center bar 40 may be twisted. After twisting to an angle, as shown in FIG. 5 (b), the protruding piece 38 protruding from the end of the second coupling portion 32 on one surface of the recessed groove 28 formed at the end of the first coupling portion 22 is shown. One end of the contact is a twisting force is transmitted to the body of the first stabilizer bar 20 and the second stabilizer bar 30.

That is, during the sharp turn, the rolling angle is large, so that it is twisted larger than the gap t so that the recessed grooves 28 of the first stabilizer bar 20 and the protruding pieces 38 of the second stabilizer bar 30 come into contact with each other. As a result, the stabilizer bars 20 and 30 having a larger diameter than the small center bar 40 are twisted to increase the rolling stiffness, thereby controlling the rapid change and angle of the rolling angle to maintain the equilibrium state of the vehicle body. It will be possible.

The stabilizer bar structure of the vehicle according to the present invention is formed by separating the stabilizer bar from the first stabilizer bar and the second stabilizer bar and configured to be joined by a center bar having a diameter smaller than the diameter of the body. As the center bar is twisted, the rolling stiffness is weak, giving a comfortable ride.In sharp turns, the recess groove and the protruding piece come into contact with each other. By providing a sense of stability is an invention that has the effect of controlling a wide range of rolling angle.

Claims (1)

In the stabilizer bar for fastening holes are formed to adjust the inclination of the vehicle body to be installed on the left and right suspension devices (10A, 10B) of the vehicle, one end is coupled to the suspension device (10A) and the other end (1) 22 and the first fitting hole 26 formed on the upper surface of the first coupling part 22 and the first coupling groove 24 and the first coupling groove formed on the end surface of the first coupling part 22. A first stabilizer bar 20 having a concave indentation groove 28 formed on the left and right outer periphery of the outer periphery 24, and one end thereof is formed to face the first coupling portion 22, and a second fitting hole on the upper surface thereof. The second coupling part 32 formed with the second coupling part 32 and the second coupling groove 34 formed on the end surface of the second coupling part 32 and the recessed groove 28 are fitted to maintain a predetermined step. A second stabilizer bar having a protruding piece 38 protruding from the left and right sides of the outer circumferential edge of the second coupling groove 34 and the other end coupled to the suspension device 10B ( 30 and the first coupling hole 42 of the first coupling groove 24 of the first coupling portion 22 and the second coupling groove 34 of the second coupling portion 32 and on both upper surfaces thereof. And a center bar 40 in which the second fixing hole 44 is drilled, and the first fitting hole 26 and the second fitting hole 36 are fitted to the center bar 40 to prevent rotation of the center bar 40. Stabilizer bar structure of the vehicle, characterized in that consisting of the first fixing pin 50 and the second fixing pin (60).