JPH0885327A - Stabilizer device for vehicle - Google Patents

Abstract

PURPOSE: To provide a vehicle stabilizer device which can sharply improve the degree of freedom of the setting of roll rigidity, and can simultaneously improve the degree of freedom of the setting of housing rigidity. CONSTITUTION: The first and the second stabilizer 8, 9 are severally connected at both their ends to a pair of right and left wheel supporting members 2 to rotatably support the right and the left wheel 1, and arrangedly provided as they extendingly exist in the car lateral direction between the right and the left wheel. A plate spring 10 is unitedly connected to a longitudinal central part between the torsion shaft parts 8a, 9b of the first and the second stabilizer 8, 9 which separate mutually in parallel and exist extendingly in the car lateral direction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle stabilizer device.

[0002]

2. Description of the Related Art As a conventional vehicle stabilizer device,
For example, the technique described in Japanese Utility Model Laid-Open No. 63-98805 is known. This device uses a single stabilizer composed of a shaft part in the middle part and arm parts provided at both ends of the shaft part, and the arm part is bent at at least two places and twisted substantially parallel to the shaft part. The stabilizer is arranged such that the shaft portion is formed and the shaft portion faces the vehicle width direction. Then, a stopper is provided on the vehicle body so as to be rotatably attached to the vehicle body through one of the shaft portion and the torsion shaft portion, and a portion other than the attached portion is brought into contact with the vehicle body. Is a device in which a suspension arm is connected.

According to the stabilizer device having the above-mentioned structure, when the vehicle rolls during cornering, the left and right wheels move in opposite vertical phases, so that torsion occurs in the torsion shaft portion of the stabilizer, and due to this torsional rigidity, a predetermined roll is formed. The rigidity is set.

[0004]

However, in the above conventional apparatus, since the torsional rigidity of the stabilizer is set to be constant, there is a problem that the degree of freedom in setting the roll rigidity is low. The present invention has been made in view of the above circumstances, and provides a vehicle stabilizer device capable of significantly improving the setting freedom of roll rigidity and at the same time also improving the setting freedom of bouncing rigidity. To aim.

[0005]

In a vehicle stabilizer system according to a first aspect of the present invention, the left and right wheels are connected to a pair of left and right wheel support members or suspension link members that rotatably support the wheels. The first and second stabilizers are disposed so as to extend in the vehicle width direction between them, and the first and second stabilizers are separated from each other in parallel with each other and extend in the vehicle width direction. The elastic member is integrally connected at a predetermined position between the shaft portions.

Further, in the stabilizer device for a vehicle according to claim 2, in the invention according to claim 1, one elastic member is used, and one connecting portion of this elastic member is a twist of the first stabilizer. While being integrally connected to the central portion in the longitudinal direction of the shaft portion, the other connecting portion is integrally connected to the central portion in the longitudinal direction of the torsion shaft portion of the second stabilizer. It is a characteristic device.

Further, in the stabilizer device for a vehicle according to claim 3, in the invention according to claim 1, two elastic members are used, and one elastic member is a torsion shaft portion of the first and second stabilizers. Is connected to the right side from the central portion in the longitudinal direction of the first elastic member, and the other elastic member is connected to the first and second elastic members.
The device is characterized in that the torsion shaft of the stabilizer is connected to the left side of the central portion in the length direction.

Further, in the stabilizer device for a vehicle according to a fourth aspect, in the invention according to the first aspect, one elastic member is used, and one connecting portion of the elastic member is a twist of the first stabilizer. The shaft part is connected to the left side position from the lengthwise center part, and the other connecting part of the elastic member is connected to the right side position from the lengthwise center part of the torsion shaft part of the second stabilizer. It is a characteristic device.

[0009]

According to the vehicle stabilizer device of the first aspect of the present invention, both ends are respectively connected to a pair of left and right wheel support members or suspension link members that rotatably support the wheels. An elastic member is integrally connected to the stabilizer at a predetermined position between the torsion shaft portions of the first and second stabilizers, which are spaced apart from each other in parallel and extend in the vehicle width direction. Therefore, by appropriately changing the connecting position of the elastic members of the torsion shaft portion and the number of the elastic members to be connected, the degree of freedom in setting the bouncing rigidity and the roll rigidity can be significantly improved.

That is, as in the invention described in claim 2,
One elastic member is used, and one connecting portion of this elastic member is integrally connected to the central portion in the longitudinal direction of the torsion shaft portion of the first stabilizer, and the other connecting portion of the elastic member is If the structure is such that the torsion shaft of the second stabilizer is integrally connected to the center of the torsion shaft in the longitudinal direction, the left and right wheels move in the same phase vertically during bouncing, so the torsion of the first and second stabilizers The shaft part rotates around the same axis. Due to the rotation of the torsion shafts of the first and second stabilizers about their axes, the elastic members integrally connected at the central portion in the vehicle width direction of the torsion shafts are elastically deformed. Then, the elastic deformation generates a restoring force after the elastic deformation,
And, the torsion shaft of the second stabilizer is rotated about the opposite axis. As a result, the restoring force of the elastic member generated during bouncing acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels, so that the bouncing rigidity is set. On the other hand, when the vehicle rolls during cornering, the left and right wheels move in opposite phases, and twist occurs in the twisted portions of the first and second stabilizers, but the elastic members are integrally connected. Since no twist occurs in the central portion in the vehicle width direction, the first and second twist portions do not rotate around the axis. As a result, the roll rigidity generated during rolling is set as the soft torsional rigidity of the first and second stabilizers themselves.

Further, as in the third aspect of the invention, two elastic members are used, and one elastic member is used as the first and second elastic members.
The torsion shaft of the stabilizer is connected to the right side of the central part in the longitudinal direction, and the other elastic member is connected to the left side of the central part of the torsion shaft of the first and second stabilizers in the longitudinal direction. With such a structure, at the time of bouncing, the torsion shafts of the first and second stabilizers rotate around the same axis, and the torsion shafts move to the right and left from the center in the vehicle width direction. After being elastically deformed, the two leaf springs that are integrally connected to each other generate a restoring force, and impart the opposite axial rotations to the torsion shaft portions of the first and second stabilizers. Therefore, it acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels, and bouncing rigidity is obtained. On the other hand, at the time of rolling, twisting occurs in twisted portions of the first and second stabilizers other than the central portion in the vehicle width direction. Then, the torsion shaft portion on the right side of the center in the vehicle width direction and the torsion shaft portion on the left side of the center in the vehicle width direction rotate about the axes in opposite directions. At this time, the two elastic members generate a restoring force after elastically deforming, and the restoring force acts in a direction to return the twist of the first and second stabilizers, so that the torsional rigidity is high and the roll rigidity is set high. To be done.

Further, as in the invention described in claim 4, 1
Two elastic members are used, one connecting portion of this elastic member is connected to a position on the left side of the central portion in the longitudinal direction of the torsion shaft portion of the first stabilizer, and the other connecting portion of the elastic member is connected to the first connecting portion. If the structure is such that the torsion shaft of the stabilizer of No. 2 is connected to the right side position from the center in the length direction, at the time of bouncing,
Since the torsion shafts of the first and second stabilizers rotate about the same axis, the elastic member generates a restoring force after elastically deforming, and the torsion shafts of the first and second stabilizers. Since the reverse rotation about the axis is applied to the portion, it acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels, and bouncing rigidity is obtained. On the other hand, even during rolling, the elastic member generates a restoring force after elastically deforming. Then, this restoring force acts in a direction to return the twist of the first and second stabilizers, so that the roll rigidity is set high.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle stabilizer device according to the present invention will be described below with reference to the drawings. FIG. 1 shows a double wishbone type suspension according to the present invention, in which a pair of wheel support members 2 for rotatably supporting left and right wheels 1 are provided below the pair of wheel support members 2 in the vehicle width direction. The first and second lower arms 3 and 4 are extended to be connected to each other, an upper arm 5 is disposed above them, and a strut rod 6 is connected to a front side of the vehicle body of each wheel support member 2. ing. The lower end of the strut 7 including the coil spring 7a is connected to the upper portion of each wheel support member 2.

Between the left and right wheels 1, two stabilizer bars 8 and 9 made of steel rods, both ends of which are connected to the wheel support member 2 and extend in the vehicle width direction, and the stabilizer bars 8 and 9, A stabilizer device 11 is provided which is composed of one leaf spring (elastic member) 10 that is integrally connected at the center of the vehicle in the vehicle width direction. That is, as shown in FIG. 2, the stabilizer bars 8 and 9 are twisted shaft portions 8a and 9a that are spaced apart from each other in parallel and extend in the vehicle width direction.
The torsion shaft portions 8a and 9a and the connecting shaft portions 8b and 9b that are bent and continuous to each other are provided, and the torsion shaft portion and the connection shaft portion 8 are formed.
The boundary between a and 8b (9a, 9b) is swingably connected to the vehicle body by a connecting member 12 having a rubber bush or the like interposed therebetween. The ends 8c, 9c of the connecting shafts 8a, 8b (9a, 9b) are connected to the wheel support member 2 via connecting rods 11, as shown in FIG.

In this embodiment, as shown in FIG. 2, the torsion shaft portions 8a and 9a of the stabilizer bars 8 and 9 are formed.
Is L, the leaf spring 10 is integrally connected to the position separated from the connecting member 12 by L / 2, that is, the center portion of the torsion shaft portions 8a and 9a in the vehicle width direction. It has a feature. As shown in FIG. 4, the connection structure of the leaf spring 10 and the torsion shaft portions 8a and 9a has a structure in which both end portions 10a and 10b of the leaf spring 10 which has a curvature are bent.
They are connected to each other by abutting on the outer circumferences of a and 9a and fixing them by welding.

According to the vehicle provided with the stabilizer device 11 having the above-described structure, the left and right wheels 1 move in the same phase in the vertical direction in the bouncing state, so that as shown in FIG.
a and 9a rotate around the same axis (R ₁ direction).
By rotating these torsion shaft portions 8a and 9a around the R ₁ direction axis, the leaf spring 10 integrally connected at the vehicle width direction central portion of the torsion shaft portions 8a and 9a is elastic in an S shape. It will transform. Then, the elastically deformed leaf spring 10 generates a restoring force due to its original shape, and at that time, the torsion shaft portion 8
A and 9a are given rotation about the axis in the R ₂ direction (rotation in the opposite direction to the R ₁ direction). As a result, the restoring force of the leaf spring 10 that occurs during bouncing acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels 1.
The bouncing stiffness is set.

On the other hand, if a roll occurs during cornering of the vehicle, the left and right wheels 1 move in opposite phases, and twisting occurs in the twisted portions 8a and 9a of the stabilizer bars 8 and 9, respectively. Since twisting does not occur in the vehicle width direction central portion to which the spring 10 is integrally connected, twisting portions 8a, 9
a does not rotate around the axis. As a result, the roll rigidity generated during rolling is set as the soft torsional rigidity of the stabilizer bars 8 and 9 themselves.

Therefore, in the present embodiment, since the leaf spring 10 acts as an auxiliary spring for suppressing the vertical movement of the left and right wheels 1 during bouncing, it is possible to obtain bouncing rigidity and the leaf spring 10 is elastically deformed during rolling. Therefore, the roll rigidity can be set low by the torsional rigidity of the stabilizer bars 8 and 9 themselves. Next, FIG. 6 shows a second embodiment of the vehicle stabilizer device according to the present invention. The present embodiment is also mounted on the double wishbone type suspension shown in FIG. 1, and the overall structure of the suspension is omitted. Further, the same components as those shown in FIGS. 1 to 5 are designated by the same reference numerals and the description thereof will be omitted.

In the stabilizer device 15 of the present embodiment, the first twist shaft portions 8a, 9a on the right side of the twist bar portions 8a, 9a of the respective stabilizer bars 8, 9 are bordered by the center in the vehicle width direction. The leaf spring (elastic member) 16 is integrally connected, and the second leaf spring (elastic member) 17 is integrally formed on the left side twisting shaft portions 8a and 9a with the vehicle width direction center portion as a boundary. It is characterized by being connected to. The first and second leaf springs 16 and 1 used in this embodiment are
7 has the same spring constant as the leaf spring 10 used in the first embodiment.

The leaf springs 16 and 17 and the torsion shafts 8a and 9a are integrally connected by the same structure as that shown in FIG. According to the vehicle including the stabilizer device 15 having the above-described configuration, the left and right wheels 1 move in the same vertical phase during bouncing, so that the torsion shaft portions 8a and 9a rotate about the same axis (R ₁ direction). To go. By rotating the twisting shaft portions 8a and 9a about the axis in the R ₁ direction, the _{first and} the second shafts are integrally connected to the right side and the left side from the central portion in the vehicle width direction of the twisting shaft portions 8a and 9a. The second leaf springs 16 and 17 are elastically deformed into S-shapes similarly to the deformed state shown in FIG. 7. Then, the elastically deformed first and second leaf springs 16 and 17 generate a restoring force because they have the original shape, but at that time, the torsion shaft portions 8a and 9a are different from R _{1 with} respect to R _1. As a result, reverse rotation about the axis in the R direction is imparted. As a result, the restoring force of the first and second leaf springs 16 and 17 generated during bouncing acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels 1, so that the bouncing rigidity is set. And
In this embodiment, since the two leaf springs 16 and 17 are used, the bouncing rigidity higher than that in the first embodiment is set.

On the other hand, when the vehicle rolls, the left and right wheels 1 move in opposite phases, so that the twisted portion 8 other than the central portion in the vehicle width direction is used.
Twisting occurs in a and 9a. At this time, as shown in FIG. 7, the torsion shaft portion 8a on the right side of the vehicle width direction center,
When the shaft 9a rotates about the axis in the R ₁ direction, the torsion shaft portions 8a and 9a located on the left side of the center in the vehicle width direction rotate about the shaft in the direction R ₂ , as shown in FIG. At this time, the first leaf spring 16 imparts the rotation around the axis in the R ₂ direction to the right-hand side twisting shaft portions 8a and 9a by the restoring force after elastically deforming. In addition, the second leaf spring 17 has a restoring force after elastically deforming, so that the torsion shaft portions 8a and 9a on the left side are formed.
The rotation around the axis in the R ₁ direction is given to a. As described above, the restoring force of the leaf springs 16 and 17 generated at the time of rolling acts in the direction to return the twist of the stabilizer bars 8 and 9, and becomes higher than the twist rigidity of the stabilizer bars 8 and 9, so that the roll rigidity is high. Set high.

Therefore, in this embodiment, since the leaf springs 16 and 17 act as auxiliary springs for suppressing the vertical movement of the left and right wheels 1 during bouncing, a higher bouncing rigidity can be obtained as compared with the first embodiment. At the time of rolling, the restoring force of the leaf springs 16 and 17 acts in the direction to return the twist of the stabilizer bars 8 and 9, so that the stabilizer bars 8 and 9 are
It is possible to set a roll rigidity higher than its own torsional rigidity.

Next, FIG. 9 shows a third embodiment of the vehicle stabilizer device according to the present invention. The present embodiment is also mounted on the double wishbone type suspension shown in FIG. 1, and the overall structure of the suspension is omitted. Further, the same components as those shown in FIGS. 1 to 5 are designated by the same reference numerals and the description thereof will be omitted.

In the stabilizer device 20 of this embodiment, 1
Two leaf springs (elastic members) 21 are used, and one end portion 21a of the leaf spring 21 is integrally formed on the left side with the center of the torsion shaft portion 8a of the one stabilizer bar 8 in the vehicle width direction as a boundary. Is connected to the other end 2
1b is integrally connected to the right side of the torsion bar 9a of the other stabilizer bar 9 with the central portion in the vehicle width direction as a boundary. The leaf spring 21 used in this embodiment has the same spring constant as the leaf spring 10 used in the first embodiment.

Then, the leaf spring 21 and the torsion shaft portion 8 are
The connection structure of a and 9a is integrally connected by the same structure as the structure shown in FIG. According to the vehicle including the stabilizer device 15 having the above-described configuration, the left and right wheels 1 move in the same phase in the vertical direction during bouncing.
a and 9a rotate around the same axis (R ₁ direction).
By rotating the stabilizer bars 8 and 9 about the axis in the R ₁ direction, the leaf springs 2 connected to the torsion shaft portions 8 a and 9 a
Similar to the deformed state shown in FIG. 5, 1 is elastically deformed into an S shape. The elastically deformed leaf spring 21
Causes a restoring force because it has the original shape, but at that time, the torsion shaft portions 8a and 9a are given the rotation about the axis opposite to R ₁ . As a result, the restoring force of the leaf spring 21 generated at the time of bouncing acts as an auxiliary spring that suppresses the vertical movement of the left and right wheels 1, so that the bouncing rigidity is set. Thus, in this embodiment, the bouncing rigidity equivalent to that of the first embodiment is set.

On the other hand, at the time of rolling, the left and right wheels 1 are in opposite phases.
Since the vehicle moves in the torsional portions 8a, 9 other than the central portion in the vehicle width direction,
Twist occurs in a. At this time, as shown in FIG.
In addition, the torsion shaft portion 8a on the left side from the center in the vehicle width direction is R₁
Rotation about the axis in the direction of
Torsion shaft 9a is R₂Rotation about the axis of
The knee 21 is elastically deformed while protruding toward the front side of the vehicle body.
Then, due to the restoring force after this elastic deformation, the vehicle width direction
R with respect to the twisting shaft portion 8a located on the left side from the center ₂Directional
A rotation about the axis is applied, and the screw is moved to the right from the center in the vehicle width direction.
R for twist shaft 9a₁Rotation around the axis
To go. In this way, leaf springs generated during rolling
The restoring force of 21 restores the twist of the stabilizer bars 8 and 9.
The stabilizer bars 8 and 9 themselves are twisted.
Since it is higher than the rigidity, the roll rigidity is set high.

Therefore, in the present embodiment, during bouncing, the leaf spring 21 acts as an auxiliary spring for suppressing the vertical movement of the left and right wheels 1, so that the bouncing rigidity equivalent to that of the first embodiment can be obtained and the roll can be rolled. Sometimes leaf spring 21
Since the restoring force of 1 acts in the direction to return the twist of the stabilizer bars 8 and 9, it is possible to set the roll rigidity approximately in the middle between the roll rigidity of the first embodiment and the roll rigidity of the second embodiment.

In the first to third embodiments described above, the leaf springs 10, 16, 17, which have the same spring constant,
Although No. 21 is used, similar effects can be obtained by appropriately changing it. Further, the arrangement position of the leaf spring is not limited to the above-mentioned position, and the torsion shaft portions 8a and 9a in the bouncing and rolling of the vehicle in the first to third embodiments.
If is a position that rotates around the axis or a position that does not rotate, the same operational effect can be obtained even if it is connected to another position.

Further, even with the structure in which the first to third embodiments are combined, the degree of freedom in setting the bouncing rigidity and the roll rigidity can be greatly changed.

[0030]

As described above, in the stabilizer device for a vehicle according to the first aspect of the present invention, the first and second end portions are respectively connected to the pair of left and right wheel support members or suspension link members that rotatably support the wheels. An elastic member is integrally connected to the second stabilizer at a predetermined position between the torsion shaft portions of the first and second stabilizers, which are separated from each other in parallel and extend in the vehicle width direction. Since the structure is adopted, the degree of freedom in setting bouncing rigidity and roll rigidity can be greatly improved by appropriately changing the connection position of the elastic members of the torsion shaft portion and the number of elastic members connected. .

Further, in the invention as set forth in claim 2, during bouncing, the left and right wheels move vertically in phase to generate a restoring force in the elastic member, which acts as an auxiliary spring for suppressing the vertical movement of the left and right wheels. , A predetermined bouncing rigidity can be obtained. On the other hand, at the time of rolling, even if the left and right wheels move upside down, no restoring force is generated in the elastic member.
Also, roll rigidity can be obtained from the torsional rigidity of the second stabilizer itself.

Further, in the invention according to the third aspect, at the time of bouncing, a restoring force is generated in the two elastic members to act as an auxiliary spring for suppressing the vertical movement of the left and right wheels, so that high bouncing rigidity can be obtained. . On the other hand, when rolling, a restoring force is generated in the two elastic members, and the first and second elastic members
Since the stabilizer acts in the direction to return the twist of the stabilizer, it is possible to obtain high roll rigidity.

Further, in the invention according to claim 4, at the time of bouncing, a restoring force is generated in one elastic member to act as an auxiliary spring for suppressing the vertical movement of the left and right wheels, so that a predetermined bouncing rigidity is obtained. You can On the other hand, even during rolling, a restoring force is generated in one elastic member and acts in a direction to return the twist of the first and second stabilizers, so that high roll rigidity can be obtained.

[Brief description of drawings]

FIG. 1 is a perspective view showing a double wishbone type suspension equipped with a vehicle stabilizer device according to a second aspect of the present invention.

FIG. 2 is a perspective view showing a vehicle stabilizer device according to claim 2 of the present invention.

FIG. 3 is a side view of essential parts showing the structure of a connecting portion between the first and second stabilizers and the wheel support member according to the present invention.

FIG. 4 is a side view showing an elastic member integrally connected to the torsion shaft portions of the first and second stabilizers according to the present invention.

FIG. 5 is a side view showing a state in which the elastic member according to claim 1 of the present invention is elastically deformed during bouncing.

FIG. 6 is a perspective view showing a vehicle stabilizer device according to claim 3 of the present invention.

FIG. 7 is a side view showing a deformed state of an elastic member arranged on the right side in the vehicle width direction in the vehicle stabilizer device according to claim 3 of the present invention.

FIG. 8 is a side view showing a deformed state of an elastic member arranged on the left side in the vehicle width direction in the vehicle stabilizer device according to claim 3 of the present invention.

FIG. 9 is a perspective view showing a vehicle stabilizer device according to claim 4 of the present invention.

FIG. 10 is a side view showing a deformed state of an elastic member used in the vehicle stabilizer device according to claim 3 of the present invention.

[Explanation of symbols]

1 Wheel 2 Wheel Support Member 8 Stabilizer Bar (First Stabilizer or Second Stabilizer) 9 Stabilizer Bar (Second Stabilizer or First Stabilizer) 10, 16, 17, 21 Elastic Member 8a, 9a Torsion Shaft Department

Claims (4)

[Claims] 1. A pair of left and right wheel support members or suspension link members that rotatably support wheels, both ends of which are respectively connected and extend in the vehicle width direction between the left and right wheels to provide first and second stabilizers. An elastic member is integrally connected to a predetermined position between the torsion shaft portions of the first and second stabilizers which are arranged and are separated from each other in parallel with each other and extend in the vehicle width direction. The stabilizer device for vehicles characterized by the above. 2. One elastic member is used, and one connecting portion of the elastic member is integrally connected to a central portion in the longitudinal direction of the torsion shaft portion of the first stabilizer, and
2. The vehicle stabilizer device according to claim 1, wherein the other connecting portion is integrally connected to a central portion in the lengthwise direction of the torsion shaft portion of the second stabilizer. 3. Two elastic members are used, and one elastic member is connected to the right side from the longitudinal center of the torsion shafts of the first and second stabilizers, and the other elastic member is connected. 2. The vehicle stabilizer device according to claim 1, wherein the members are connected to the left side of the longitudinal center portions of the torsion shaft portions of the first and second stabilizers. 4. One elastic member is used, and one connecting portion of this elastic member is connected to a position leftward of a central portion in the longitudinal direction of the torsion shaft portion of the first stabilizer, and the other elastic member is connected. 2. The vehicle stabilizer device according to claim 1, wherein the connecting portion is connected to a position on the right side of the central portion in the lengthwise direction of the torsion shaft portion of the second stabilizer.