• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    PURPOSE: Mounting structure of a stabilizer bar for a suspension in a vehicle is provided to improve freedom of design by restricting interference with dividing the stabilizer bar into right and left sides, and to improve assembling efficiency by serration-combining the stabilizer bar and the pipe. CONSTITUTION: A stabilizer bar mounting system comprises a stabilizer bar(104) having serration and an assembling hole; a pipe(200) having serration combined with the end of the stabilizer bar; a suspension cross member(100) mounting the pipe; a bracket(300) integrally connecting the pipe to the suspension cross member; and a stabilizer link(105) connecting the assembling hole of the stabilizer bar to an installation bracket of a control arm. The width of a serration groove of the pipe is larger than the width of a projection of the stabilizer bar. Rolling is restricted by narrowing the width of the projection of the stabilizer bar, and the rigidity is improved by arranging the rib of the bracket vertically to the central axis of the pipe.
    公开号:KR20040003196A
    申请号:KR1020020037823
    申请日:2002-07-02
    公开日:2004-01-13
    发明作者:정달희
    申请人:현대모비스 주식회사；
    IPC主号:
    专利说明:

    Stabilizer Bar Mounting Structure for Vehicle Suspension {MOUNTING STRUCTURE FOR STABILIZER BAR}
    [13] The present invention relates to a vehicle suspension device employing a stabilizer bar, and more particularly, to a stabilizer bar mounting structure for a vehicle suspension device capable of improving assembly by forming a serration at an end portion of a stabilizer bar.
    [14] In general, the suspension of a vehicle is a device that connects the tire and the car body to prevent the tire from being directly transmitted to the car body during vibration, so as to prevent damage to the car body and cargo and to improve ride comfort. It consists of a spring to reduce the pressure, the shock absorber to control the free vibration of the spring to improve the ride comfort, and a stabilizer bar to prevent the rolling of the vehicle.
    [15] Here, the stabilizer bar is mounted at both ends of the left and right control arms and does not work when the left and right wheels move up and down at the same time. It serves to reduce the roll.
    [16] 1 is a perspective view (Patent No. 291058) showing a mounting structure of a conventional stabilizer bar and a lower arm as described above. Each distal end portion of the lower arm 101 attached to both distal ends of the suspension cross member 100 is engaged with the wheel via the knuckle 102 to appropriately support the wheel, and the respective lower arm 101 The mounting bracket 103 is bent to a portion adjacent to the front end portion of the mounting bracket 103, and both ends of the stabilizer bar 104 are connected to the other front end portion of the mounting bracket 103 via the stabilizer link 105, respectively. It is fastened. However, in FIG. 1, the stabilizer bar 104 may be mounted on the lower arm, or on the shock absorber outer cylinder of the strut (not shown). Hereinafter, the term control arm is used to mean both the lower arm and the strut.
    [17] The stabilizer bar 104 shown in FIG. 1 is of a solid (hollow) type, and a round through hole is formed at each tip. The other leading end of the stabilizer link 105, one of which is fastened to the mounting bracket 103, is fitted into the through hole and fastened through the nut. The bush 106 is fitted to an appropriate portion along the longitudinal direction of the stabilizer bar, and the bush 106 is fastened to the suspension cross member 100 via the clamp 107 so that the stabilizer bar 104 is rotatably supported. have.
    [18] Accordingly, when the wheels on the left and right sides move up and down in the opposite directions due to the uneven road surface while the vehicle is running, the stabilizer bar is properly twisted and the body is quickly stabilized by the elastic restoring force at that time.
    [19] 2 is a perspective view illustrating a structure in which the stabilizer bar 104 is connected to the suspension cross member 100 by using the bush 106 and the clamp 107. The bush 106 is comprised of the flat part 106B, the cylindrical part 106C, and the protrusion part 106D. The flat part 106B formed in the bush 106 is in contact with the suspension cross member.
    [20] 3 is a cross-sectional view showing a portion B-B of FIG. 2, and FIG. 4 is a cross-sectional view showing a portion A-A of FIG.
    [21] However, the stabilizer bar mounting structure as described above has many difficulties in the design of the stabilizer bar due to interference problems with peripheral parts such as a steering gear box in the middle part from the left side to the right side of the vehicle. In order to avoid the interference problem, since many bends are formed in the stabilizer bar, the weight of the stabilizer bar increases and the cost increases.
    [22] Moreover, in order to attach the stabilizer bar to the suspension cross member, many parts such as the bush 106, the clamp 107, the bolt and the nut are consumed, and thus there is a problem of the cost increase of the vehicle and the deterioration of the assembly workability.
    [23] The present invention is to solve the above problems, by adopting the left and right separate stabilizer bar to solve the interference problem with the steering gear box and the like, simplifying the mounting structure to reduce the cost and assembly workability stabilizer for vehicle To provide a bar mounting structure.
    [1] 1 is a perspective view showing a conventional suspension device
    [2] Figure 2 is a perspective view showing a conventional stabilizer bar mounting structure
    [3] 3 is a cross-sectional view taken along line B-B in FIG.
    [4] 4 is a cross-sectional view taken along line A-A of FIG.
    [5] 5 is a perspective view showing a stabilizer bar mounting structure of the present invention;
    [6] 6 is a cross-sectional view taken along the line A-A of FIG.
    [7] FIG. 7 is a cross-sectional view taken along line B-B in FIG.
    [8] * Brief description of the major symbols in the drawings *
    [9] 100 Suspension Cross Members
    [10] 104 Stabilizer Bar
    [11] 200 pipe
    [12] 300 bracket
    [24] In order to achieve the above object, the stabilizer bar mounting structure for a vehicle suspension device of the present invention includes: a stabilizer bar having a serration formed at one end thereof and a coupling hole formed at the other end thereof; A pipe having a serration formed on an inner surface thereof so that one end of the stabilizer bar is coupled; A suspension cross member in which the pipe is installed; A bracket for integrally connecting the pipe and the suspension cross member; And a stabilizer link for connecting the coupling hole of the other end of the stabilizer bar and the mounting bracket of the control arm.
    [25] In addition, the stabilizer mounting structure for a vehicle suspension vehicle of the present invention is characterized in that the width of the groove of the serration formed in the pipe is wider than the width of the projection of the serration formed at one end of the stabilizer bar.
    [26] In addition, the stabilizer mounting structure for a vehicle suspension vehicle of the present invention is formed of a support portion for surface contact of the shape of the bracket to the suspension cross member and a plurality of ribs formed integrally with the support portion, the longitudinal direction of the rib is the pipe It is characterized in that it is formed perpendicular to the central axis of the.
    [27] Hereinafter, exemplary embodiments of the present invention will be described with reference to FIGS. 5 to 7. 5 is a perspective view showing a stabilizer bar mounting structure of the present invention, FIG. 6 is a sectional view taken along line A-A of FIG. 5, and FIG. 7 is a sectional view taken along line B-B of FIG. In the case of the same parts as the prior art, the illustration is omitted.
    [28] 5 to 7, the stabilizer bar mounting structure for a vehicle suspension of the present invention, the suspension cross member 100, the bracket 300 is fixed to the suspension cross member 100, the bracket 300 It consists of a pipe 200 coupled to the stabilizer bar 104 and the stabilizer bar 104 connected to the pipe 200 and the stabilizer link 105 for connecting the other end of the stabilizer bar 104 to the mounting bracket of the control arm. 5 shows any one of the left and right sides of the vehicle, and the structure of the remaining part is the same.
    [29] The stabilizer bar 104 is formed of a detachable type rather than connecting both the left and right sides of the vehicle.
    [30] At one end of the stabilizer bar 104, the projection 110 and the groove 112 are alternately formed in the circumferential direction. At the other end of the stabilizer bar 104, a coupling hole for connecting to the stabilizer link 105 is formed.
    [31] On the inner surface of the pipe 200 is a serration 210 consisting of a projection 211 and the groove 212 is processed. The width of the groove 212 formed on the inner surface of the pipe 200 is formed to be wider than the width of the protrusion 111 formed at one end of the stabilizer bar 104.
    [32] The pipe 200 is integrally formed with the bracket 300 fixed to the suspension cross member 100 by welding or the like.
    [33] The bracket 300 is formed of a support 320 which is in surface contact with the suspension cross member 100 and a plurality of ribs 310 which are integrally formed on the support 320. The rib 310 and the pipe 200 are fixed by welding. The longitudinal direction of the rib 310 is disposed perpendicular to the central axis of the pipe 200 (body length direction). The bracket 300 is fixed to the suspension cross member 100 by welding the entire circumference of the support 320 or by using a bolt in a fastening hole formed in the support 320.
    [34] The other end of the stabilizer bar 104 is connected to the mounting bracket 103 fixed to the control arm (lower arm or strut). That is, both ends of the stabilizer link 105 is inserted into the coupling hole formed at the other end of the stabilizer bar 104 and the mounting bracket 103 and then fixed with a nut. The stabilizer link 105 is a structure in which ball joints are formed on the upper and lower sides thereof, and thus the detailed description thereof will be omitted. Of course, the stabilizer link 105 may adopt a structure using a rubber bush in the upper and lower portions instead of the structure in which ball joints are formed in the upper and lower portions. The stabilizer link for connecting the upper and lower portions of the stabilizer bar 104 and the upper and lower portions of the mounting bracket 103 by using a rubber bush is also known in the art, and thus detailed description thereof will be omitted.
    [35] Hereinafter, the operation of the present invention will be described.
    [36] After inserting one end of the stabilizer bar 104 having the serration 110 into the pipe 200, the other end of the stabilizer bar 104 is connected to the control arm using a stabilizer link.
    [37] Since the stabilizer bar 104 and the pipe 200 are combined by serrations, the assembling work is simply performed. Since the stabilizer bar 104 is separated from the left and right sides of the vehicle, the stabilizer bar 104 and the pipe 200 are separated from the left and right sides of the vehicle. There is no fear of interference.
    [38] When the vehicle makes a pivoting movement, one end of the stabilizer bar 104 is constrained to rotate with respect to the pipe 200 by the serration coupling, while the other end of the stabilizer bar 104 is raised as the control arm is raised or lowered. As it rises or falls, the torsion and bending forces act on the stabilizer bar 104 to suppress the roll movement during turning.
    [39] Of course, in the present invention, when the overload is applied to the vehicle and the left and right tires simultaneously move up or down, the stabilizer bar 104 assists the coil spring to act as an auxiliary spring for suppressing the up or down movement of the tire. Done.
    [40] Since the width of the protrusion 111 of the serration 110 formed in the stabilizer bar 104 is narrower than the groove 212 of the serration 210 formed in the pipe 200, the protrusion 111 and the groove 212. There is a play between). Therefore, the roll motion is suppressed only by the coil spring of the suspension up to a certain angle absorbed by the play when turning the vehicle, and when the roll motion occurs over a certain angle, both the coil spring and the stabilizer bar 104 suppress the roll motion. It acts as a rigid member. By adjusting the width of the protrusion 111 and the width of the groove 212, it is possible to adjust the angle at which the stabilizer bar 104 starts to suppress the roll movement.
    [41] Since the longitudinal direction of the rib 310 of the bracket 300 is disposed perpendicularly to the central axis of the pipe 200, the bracket 300 not only secures sufficient rigidity when the torsion acts on the stabilizer bar 104. Can reduce the height of the vehicle layout can be free.
    [42] In the present invention, since the stabilizer bar is separated from the center part, there is no fear of interference with other components such as a steering gear box, so that design freedom can be increased when setting the vehicle layout.
    [43] In addition, since the stabilizer bar and the pipe are coupled by serration, the assembly is completed by one insertion operation, thereby improving the assembly workability.
    [44] In addition, since the width of the protrusion formed on the stabilizer bar is smaller than the width of the groove of the pipe, the stabilizer bar does not act as a roll rigid member within a certain roll angle, and the roll is suppressed when excessive rolls are issued.
    [45] In addition, since the longitudinal direction of the rib of the bracket is disposed perpendicularly to the central axis of the pipe, not only sufficient rigidity can be secured but also the height of the bracket can be reduced, so that the vehicle layout can be set freely.
    权利要求:
    Claims (3)
    [1" claim-type="Currently amended] A stabilizer bar having a serration formed at one end and a coupling hole formed at the other end thereof;
    A pipe having a serration formed on an inner surface thereof so that one end of the stabilizer bar is coupled;
    A suspension cross member in which the pipe is installed;
    A bracket for integrally connecting the pipe and the suspension cross member;
    Stabilizer mounting structure for a vehicle suspension vehicle comprising a; stabilizer link for connecting the mounting holes of the control arm and the coupling hole of the other end of the stabilizer bar.
    [2" claim-type="Currently amended] The method of claim 1,
    The width of the groove of the serration formed in the pipe is wider than the width of the projection of the serration formed on one end of the stabilizer bar stabilizer mounting structure for a vehicle.
    [3" claim-type="Currently amended] The method according to claim 1 or 2,
    The bracket,
    A support part which is in surface contact with the suspension cross member,
    Is formed of a plurality of ribs integrally formed in the support,
    The longitudinal direction of the rib, the stabilizer mounting structure for a vehicle suspension characterized in that it is formed perpendicular to the central axis of the pipe.
    类似技术:
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    同族专利:
    公开号 | 公开日
    KR100469100B1|2005-01-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2002-07-02|Application filed by 현대모비스 주식회사
    2002-07-02|Priority to KR10-2002-0037823A
    2004-01-13|Publication of KR20040003196A
    2005-01-29|Application granted
    2005-01-29|Publication of KR100469100B1
    优先权:
    申请号 | 申请日 | 专利标题
    KR10-2002-0037823A|KR100469100B1|2002-07-02|2002-07-02|Mounting structure for stabilizer bar|
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