JP2000025439A - Suspension for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively utilize a space and to exert the function of a stabilizer by coaxially arranging the right and left outer tubes each storing a torsion bar respectively, connecting the right end of the left outer tube and the left end of the right outer tube directly or indirectly, and arranging the right and left outer tubes in the vehicle width direction. SOLUTION: The torsion bar main body 11 of a right/left symmetrical torsion bar mechanism 10 is constituted of outer tubes 21R, 21L, torsion bars stored in the outer tubes 21R, 21L, rubber bushes provided between the outer tubes 21R, 21L and the torsion bars, and junctions fixed to the right side end sections of the outer tubes 21R, 21L. When only a wheel 4R rides over a projection on the ground during a travel, for example, a lever 12R twists the outer tube 21R and the stored torsion bar, a twist occurs on the junction, it acts to suppress the difference between the right and left torsion bars and exerts a stabilizer function. The space can be more effectively utilized without separately providing a stabilizer.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an improvement in a vehicle suspension.

[0002]

2. Description of the Related Art As a vehicle suspension, for example, Japanese Patent Publication No. 6-69779 entitled "Automobile suspension device" is known. The above-mentioned technology is intended to improve ride comfort by modifying the support structure of the suspension arm with respect to the torsion bar, and as shown in FIG. Suspension arm 3 attached to
0, a wheel 18 rotatably mounted on the suspension arm 30, an outer tube 25 fixed to the subframe 16, and a torsion bar housed in the outer tube 25 and having one end fixed to an end of the outer tube 25. 26, and an anchor arm 33 attached to the other end of the torsion bar 26 and having a distal end slidably connected to the suspension arm 30.

Further, for example, in order to prevent the vehicle body from tilting during cornering of the vehicle body, that is, to prevent the vehicle body from rolling around the longitudinal axis (longitudinal axis) of the vehicle body, there is a technique of attaching stabilizers to left and right suspension arms. The case where this technique is applied to the above technique will be described below. FIG. 8 is a plan view showing a vehicle suspension device using a conventional stabilizer. The suspension device 100 includes the subframe 101, the suspension arm 102, the wheel 103, the outer tube 104,
This is obtained by adding a stabilizer 107 connected between the left and right suspension arms 102, 102 to a torsion bar 105 and an anchor arm 106.

[0004]

In the figure, since the anchor arm 106 is arranged in front of the suspension arm 102, the suspension arm 102 is extended, and the stabilizer 107 is connected to the anchor arm 106 and the wheel 103.
Attached to the suspension arm 102 between
The space S between the mounting portion of the suspension arm 102 to the sub-frame 101 and the wheel 103 is increased, and there is a disadvantage that the entire vehicle becomes larger. Therefore, an object of the present invention is to provide a vehicle suspension having a stabilizer function by effectively utilizing space.

[0005]

According to a first aspect of the present invention, a left torsion bar is housed in a left outer cylinder, the right ends thereof are fixed to each other, and the left end of the left outer cylinder is fixed to the left outer cylinder. A suspension for a vehicle in which one of the left ends of the torsion bar is connected to the left wheel via a lever, and the other is mounted on the vehicle body, and similarly, the right outer cylinder and the right torsion bar are interposed between the right wheel and the vehicle body. , The left and right outer cylinders are arranged coaxially in series, and the right end of the left outer cylinder and the left end of the right outer cylinder are directly or indirectly connected to each other, and the left and right outer cylinders are arranged in the vehicle width direction. .

[0006] By connecting the right end of the left outer cylinder and the left end of the right outer cylinder, when one of the left and right outer cylinders or one of the left and right torsion bars is twisted, a twist is generated between the other and the other. Exhibits the function of a stabilizer. In addition, the space can be more effectively used than when a conventional stabilizer is separately provided.

Further, for example, as compared with the conventional case where the torsion bars are independently arranged on the left and right sides, the number of mounting members for mounting the torsion bars on the vehicle body is reduced.
Furthermore, the attachment of one of the left end of the left outer cylinder and the left end of the left torsion bar and one of the right end of the right outer cylinder and the right end of the right torsion bar can be performed at the high rigidity portion outside the vehicle body.

[0008]

Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings should be viewed in the direction of reference numerals. Further, in the following description, for the configuration provided as a pair on the left and right sides of the vehicle, L is added to the reference number of the configuration on the left,
The symbol R on the right side configuration is added. However, the details of the configuration are not limited to this.

FIG. 1 is a perspective view of a vehicle suspension according to the present invention, showing a rear suspension using a torsion bar as a suspension spring. A rear suspension 1 as a vehicle suspension includes left and right mounting brackets 2L and 2R mounted on a vehicle body, support shafts 2a and 2a mounted on the mounting brackets 2L and 2R, and swingably mounted on the support shafts 2a and 2a. Left and right trailing arms 3L, 3R, and these trailing arms 3
Left and right wheels 4L rotatably mounted on the rear of L, 3R
4R, a cross beam 5 bridged over the trailing arms 3L, 3R, a shock absorber (not shown) which is a damping mechanism described later, and a torsion bar mechanism 10 having a function of a suspension spring.

FIG. 2 is a plan view of the rear suspension according to the present invention, and the left side of the figure is the front of the vehicle. The torsion bar mechanism 10 includes a torsion bar main body 11 mounted between the mounting brackets 2L and 2R, and left and right levers 12L and 12R extending rearward (rightward in the figure) from both ends of the torsion bar main body 11. Where 6 is the car body,
Reference numerals 7 and 7 denote shock absorbers interposed between the vehicle body 6 and the trailing arms 3L and 3R, and reference numeral 8 denotes spare tires housed in a trunk room.

FIG. 3 is a sectional view of a main part of the torsion bar mechanism of the rear suspension according to the present invention, showing a left half of the torsion bar mechanism symmetrical with respect to the center of the vehicle body.
The right half is omitted. The torsion bar body 11 of the torsion bar mechanism 10 includes an outer cylinder 21L, a torsion bar 22L housed in the outer cylinder 21L, and an outer cylinder 21L.
And a rubber bush 23L interposed between the torsion bar 22L and a connecting portion 24 fixed to the right end of the outer cylinder 21L.
Consists of

The outer cylinder 21L has a serration hole 21a formed on the inner surface at one end, a lever mounting portion 21b formed at the other end for fixing the lever 12L, and a large diameter portion 21c.
And The torsion bar 22L includes a first serration shaft portion 22a that fits into a serration hole portion 21a of an outer cylinder 21L formed in order from one end to the other end, and a straight portion 2
2b, a large-diameter portion 22c, and a second serration shaft portion 22d that fits into a serration hole 2b formed in the mounting bracket 2L.

The rubber bush 23L has an outer cylindrical member 23a.
And an inner cylinder member 23b, and a rubber 23c vulcanized and bonded between the outer cylinder member 23a and the inner cylinder member 23b.
The inner diameter of the large diameter portion 21c of the outer cylinder 21L and the outer surface of the large diameter portion 22c of the torsion bar 22 are press-fitted.

As described above, the outer cylinders 21L, 21R
By connecting the torsion bars to each other by the connecting portion 24, for example, when the conventional torsion bars are independently arranged on the left and right, at least two, two, Although a total of four torsion bars are required, the present invention requires at least two to attach the torsion bar mechanism 10 to the vehicle body 6 (see FIG. 2), so that the number of attachment members can be reduced and the cost can be reduced. be able to.

FIG. 4 is a view taken in the direction of arrow 4 in FIG. 2, and shows the trailing arm 3 mounted on the support shaft 2a of the mounting bracket 2L.
L is extended substantially horizontally, and the left end of the torsion bar main body 11 is mounted on the mounting bracket 2L at a position lowered by a predetermined distance D1 from the support shaft 2a, and the lever 12L is moved rearward (lower left in the figure) from the torsion bar main body 11. extend.

Then, it is shown that the rear end of the lever 12L is connected to the sub-bracket 3a provided in the middle of the trailing arm 3L by the link member 13L. In the figure, the torsion bar mechanism 10 is connected to mounting brackets 2L, 2R.
(Refer to FIG. 2 for 2R), it can be attached to a high-rigidity portion such as a rear side member provided outside the vehicle body 6, and as a result, the torsion bar mechanism 10 does not vibrate greatly or generate sound.

FIG. 5 is a sectional view taken along line 5-5 in FIG. 2, and shows that the trailing arm 3L is swingably attached to the support shaft 2a of the mounting bracket 2L via the rubber bush 31L. The outer cylinder 2 of the torsion bar body 11
A state where the lever 12L is fixed to 1L is shown. 3b is a bush mounting hole for mounting the rubber bush 31L.

The rubber bush 31L has an outer cylindrical member 31a.
And an inner cylinder member 31b, a rubber 31c vulcanized and bonded between the outer cylinder member 31a and the inner cylinder member 31b,
The outer cylinder 31a of the rubber bush 31L is press-fitted into the bush mounting hole 3b of the trailing arm 3L, and the support shaft 2a is inserted by loose fit into the inner surface of the inner cylinder 31b of the rubber bush 31L.

The operation of the torsion bar mechanism 10 described above will now be described. FIGS. 6A to 6C are schematic diagrams illustrating the operation of the torsion bar mechanism according to the present invention.
(A) shows a state in which the wheels 4L and 4R rest on the flat ground E. The trailing arms 3L and 3R are substantially horizontal, and the outer cylinders 21L and 21R of the torsion bar mechanism 10 are provided.
The built-in torsion bar is twisted at the same angle by levers 12L and 12R due to the weight of the vehicle. In this state, no twisting occurs in the connecting portion 24.

In (b), for example, the wheels 4
L, 4R rides on the convex portion P of the ground E, and the wheels 4L, 4R
Is raised by the same height, the trailing arm 3
L and 3R swing counterclockwise at the same angle, that is, rise backward. Trailing arm 3L, 3R
As a result, the link members 13L and 13R also rise, and the levers 12L and 12R also swing counterclockwise. As a result, the outer cylinders 21L and 21R rotate in the direction of the arrow, and the built-in torsion bar also twists in the direction of the arrow. However, since the right and left torsion bars have the same torsion direction and the same amount, no torsion occurs in the connecting portion 24.

In (c), for example, the wheels 4
When only R rides on the convex portion Q of the ground E, the trailing arm 3R rises backward, and the lever 12R
The outer cylinder 21R and the built-in torsion bar are twisted through the link member 13R as shown by arrows. On the other hand, since the height of the wheel 4L does not change, the torsion angle of the outer cylinder 21L and the built-in torsion bar does not change.

Therefore, twisting of the outer cylinder 21R and the built-in torsion bar causes twisting of the connecting portion 24. Thus, the torsional force of the connecting portion 24 acts to suppress the difference in the amount of torsion between the left and right torsion bars. This is the function of the stabilizer attached to the vehicle.
As described above, by providing the torsion bar mechanism 10 with the stabilizer function, the space can be used more effectively than in the case where the conventional stabilizer is separately provided.

The function of the stabilizer is further described below. FIGS. 7A and 7B are schematic diagrams illustrating the stabilizer function of the torsion bar mechanism according to the present invention.
(A) is a front view of the vehicle, showing that the torsion bar mechanism 10 attached to the vehicle body 6 is connected to the wheels 4L, 4R. In (b), for example, at the time of cornering, a centrifugal force acts on the vehicle body 6, and the vehicle body 6 shown by the imaginary line is inclined like the vehicle body 6 shown by the solid line.

As a result, the wheel 4R side of the vehicle body 6 sinks, and accordingly, the trailing arm and the lever on the wheel 4R side tilt forward and downward, resulting in the same state as shown in FIG. Become. Thereby, the outer cylinder 21R and the built-in torsion bar are twisted.

The vehicle suspension of the present invention can be applied not only to a rear suspension but also to a front suspension.

[0026]

According to the present invention, the following effects are exhibited by the above configuration. In the vehicle suspension according to the first aspect, since the right end of the left outer cylinder and the left end of the right outer cylinder are directly or indirectly connected, one of the left and right outer cylinders or one of the left and right torsion bars is twisted. Sometimes, a torsional force is generated between the other and the function of the stabilizer can be exhibited. Further, the space can be used more effectively than the conventional stabilizer provided separately.

Further, for example, as compared with the conventional case where the torsion bars are independently arranged on the left and right, the number of members for attaching the torsion bar to the vehicle body can be reduced, and the cost can be reduced. Furthermore, one of the left end of the left outer cylinder and the left end of the left torsion bar and one of the right end of the right outer cylinder and the right end of the right torsion bar can be attached to the high rigidity portion outside the vehicle body. The outer cylinder and the left and right torsion bars do not vibrate or generate sound.

[Brief description of the drawings]

FIG. 1 is a perspective view of a vehicle suspension according to the present invention.

FIG. 2 is a plan view of a rear suspension according to the present invention.

FIG. 3 is a sectional view of a main part of the torsion bar mechanism of the rear suspension according to the present invention.

FIG. 4 is a view taken in the direction of arrow 4 in FIG. 2;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 2;

FIG. 6 is a schematic view illustrating the operation of the torsion bar mechanism according to the present invention.

FIG. 7 is a schematic diagram illustrating a stabilizer function of the torsion bar mechanism according to the present invention.

FIG. 8 is a plan view showing a vehicle suspension device using a conventional stabilizer.

[Explanation of symbols]

1: Vehicle suspension (rear suspension), 4
L, 4R: wheels, 6: body, 21L, 21R: outer cylinder, 2
2L, 22R: torsion bar, 24: connecting portion.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuji Sato 1-4-1, Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Toru Shimakura 1-4-1, Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Takehiko Tsuji 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Junjiro Kawakami 1-4-1 Chuo, Wako-shi, Saitama Pref. F-term in Honda R & D Co., Ltd. (reference) 3D001 AA19 BA74 BA76 DA06 DA11

Claims (1)

[Claims] 1. A left torsion bar is housed in a left outer cylinder, right ends thereof are fixed to each other, and one of a left end of the left outer cylinder and a left end of the left torsion bar is connected to a left wheel via a lever,
The other is attached to the vehicle body side, similarly, in a vehicle suspension in which a right outer cylinder and a right torsion bar are interposed between the right wheel and the vehicle body, the left and right outer cylinders are coaxially arranged in series, and A vehicle suspension characterized in that the right end of the left outer cylinder and the left end of the right outer cylinder are directly or indirectly connected, and the left and right outer cylinders are arranged in the vehicle width direction.