JPH0347205B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a stabilizer device for vehicle suspension.

Prior Art and Problems to be Solved by the Invention A stabilizer for vehicle suspension has a structure in which an elastic rod is bent into a substantially U-shape, and arm parts are formed at both ends of the torsion part. By fitting the mounting bracket fixed to the vehicle body so that it can rotate freely, and by connecting the ends of both arms to the suspension arms that support the respective wheels, it will prevent twisting when the vehicle body tilts to the left or right due to turning, etc. There is a twist in the part, and
Each arm part bends, and its elastic restoring force acts to keep the car body horizontal.
When the left and right wheels relatively move up and down in the same direction, such as when the front or rear of the vehicle rises and falls when starting or braking, the stabilizer only rotates around the axis of its torsion. The vehicle does not operate to restrict the vertical movement of the wheels, and when the left and right wheels move independently as they go over uneven road surfaces, such as when driving on a rough, rough road. In this case, the stabilizer acted as a spring to suppress the vertical movement of each wheel, and the spring constant of the suspension spring temporarily increased, and the vertical vibration of the wheels was transmitted to the vehicle body, resulting in poor ride comfort.

The present invention has been completed in view of the above points, and in addition to the stabilizer's original function of suppressing rolling that occurs when turning, etc., the present invention also has the function of suppressing the rolling that occurs when turning. To provide a stabilizer device for a vehicle suspension, which has a function of suppressing the ups and downs of the front and rear parts of a vehicle body that occur when such a situation occurs, and which prevents the ride comfort from being impaired when driving on rough roads. This is the purpose.

Embodiment Hereinafter, an embodiment in which the present invention is applied to a front wheel will be described based on the accompanying drawings.

Fig. 1 shows one embodiment, in which 1 is a stabilizer, which is made by bending both ends of an elastic bar and connecting each end of a torsion part 2 attached to the vehicle body to a suspension arm a of a front wheel. The arm parts 3, 3 are interconnected, and the center part of the torsion part 2 is bent into a U-shape to form a central arm part 5 that protrudes in the same direction as the arm part 3.
is supported in a total of four locations near both ends and the base of the central arm portion 5 by fittings 6 fixed to the vehicle body, and is rotatably supported. The tip of a piston rod 12 protruding downward from a hydraulic cylinder 10, which is rotatably connected to the vehicle body through a bracket 8 of the cylinder body, is rotatably connected to the piston rod 12 by fitting a connecting portion 14 into the hydraulic cylinder 10. Furthermore, a bracket 8 of a hydraulic cylinder 10a is rotatably connected to the tips of the arm parts 3, 3 by a shaft, and a piston rod 12 projects downward from the hydraulic cylinder 10a.
A connecting portion 14 at the tip of the suspension arm a is rotatably connected to the suspension arm a by a shaft. These hydraulic cylinders 10, 10a, as shown in FIG.
6 and 17 are connected via an electromagnetic on-off valve 18 that closes when the solenoid is energized. Since the oil flows into the other oil chamber, the piston rod 12 is in a state where it can freely expand and contract, but when the electromagnetic on-off valve 18 is closed, the space between the two oil chambers is cut off, preventing the flow out and inflow of hydraulic oil. As a result, the piston rod 12 is locked in a state where it cannot expand or contract.
The hydraulic cylinder 10 is an accumulator (not shown) that absorbs the difference in volume change between the upper and lower oil chambers of the piston 15 due to the presence or absence of the piston rod 12.
installed inside or outside.

The car body has a longitudinal acceleration sensor that senses acceleration in the longitudinal direction of the car body and sends an excitation signal, and a lateral acceleration sensor that senses lateral acceleration of the car body and sends an excitation signal. A longitudinal acceleration sensor is connected to the solenoid of the hydraulic cylinder 10 of the central arm 5, and both a longitudinal acceleration sensor and a lateral acceleration sensor are connected to the hydraulic cylinders 10a, 10a on both sides. The hydraulic cylinders 10a on both sides close only when longitudinal acceleration occurs in the vehicle body, and the hydraulic cylinders 10a on both sides close even when acceleration occurs in either the longitudinal or lateral direction of the vehicle body.

To explain the operation of this embodiment, during normal straight-line travel, all the electromagnetic on-off valves 18 of each hydraulic cylinder 10, 10a are open, and each piston rod 1
Since the stabilizer 2 is in a state where it can expand and contract freely, even if the left and right wheels move up and down in the same direction or in opposite directions, the tips of both arm parts 3, 3 do not move up and down, and the stabilizer 1 does not bend or twist. Therefore, the stabilizer 1 does not act as a spring, which does not impair the ride comfort when driving on rough roads.In addition, when longitudinal acceleration occurs in the vehicle body, such as when starting or braking, each hydraulic pressure When all the electromagnetic on-off valves 18 of the cylinders 10 and 10a are closed, each piston rod 12 becomes unable to extend or contract, and the central arm 5 becomes unable to swing, causing the front of the vehicle to rise and fall when starting or braking. Furthermore, when lateral acceleration occurs on the vehicle body due to turning, etc.,
Only the electromagnetic on-off valves 18 of the hydraulic cylinders 10a, 10a on both sides are closed, and both piston rods 12 cannot extend or contract, and the central arm 5 is free to swing, so in this case, the stabilizer 1 does not perform its original function. Rolling is suppressed.

In addition, in this embodiment, both arm portions 3, 3
Hydraulic cylinders 10a, 10a
is connected to each suspension arm a, a, but the tip of one of the arm parts 3 may be connected with a connecting rod so that relative movement is impossible. At times, even if the arm part 3 directly connected to the suspension arm a by the connecting rod moves up and down with the wheels, the entire stabilizer 1 can freely rotate around the axis of the torsion part 2. Therefore, the stabilizer 1 does not function during normal straight-line driving.

In addition, as a method for detecting the lateral acceleration occurring in the vehicle body, in addition to directly detecting it with the lateral acceleration sensor described above, there is also a method of detecting the operating angle of the steering wheel and the vehicle speed and calculating from these two values. There are methods to detect this by using a brake switch or brake fluid pressure switch, or by detecting the opening speed of the throttle.

Furthermore, as a coupling device, the hydraulic cylinder 1
Instead of providing the electromagnetic opening/closing mechanism 18 on the outside of the piston 15, a communication hole may be formed in the oil chambers on both sides of the piston 15, and a mechanism may be provided to open and close the communication hole in response to an external signal.

Functions and Effects of the Invention As specifically explained in the above embodiments,
In the vehicle suspension stabilizer device of the present invention, the torsion part of the stabilizer is formed by bending arm parts at both ends of a substantially straight torsion part and is rotatably supported on the vehicle body, and the tips of the two arm parts are connected to the wheel support parts, respectively. a first connecting device which is connected to the torsion section, and has a central arm protruding in a direction perpendicular to the torsion section approximately at the center of the torsion section, and the tip of the central arm can be switched between a freely extendable state and a non-extendable state; to the wheel support section via a second coupling device that is connected to the vehicle body via a second coupling device that is capable of switching the tip of at least one of the arm sections between a freely extendable state and a non-extendable state. The gist is that it is connected,
During normal straight-line driving, all of the first and second coupling devices are allowed to expand and contract, thereby preventing the stabilizer from acting as a spring and impairing riding comfort. , when turning, etc., by making only the second coupling device non-extendable, the original function of the stabilizer bar to suppress rolling can be demonstrated.Furthermore, when starting or braking, the first coupling device By making all of the second coupling devices non-extendable, it is possible to act as a spring to prevent the front and rear parts of the vehicle body from rising and falling when starting or braking.

[Brief explanation of drawings]

FIG. 1 is a perspective view of an embodiment of the present invention, and FIG. 2 is a sectional view of the coupling device. 1: Stabilizer, 2: Torsion part, 3: Arm part, 5: Central arm, 8: Bracket, 10, 1
0a: Hydraulic cylinder, 14: Connection portion, a: Suspension arm.

Claims (1)

[Claims] 1. The torsion part of the stabilizer, which has arm parts curved at both ends of a substantially straight torsion part, is rotatably supported on the vehicle body, and the tips of both arm parts are connected to the wheel support part, respectively, and the torsion part is bent approximately at the center of the torsion part. a central arm protruding perpendicularly to the torsion portion, and the tip of the central arm is connected to the vehicle body via a first connecting device that can be switched between a freely extendable state and a non-extendable state; The vehicle suspension is characterized in that the tip of at least one of the arm portions is connected to the wheel support portion via a second connecting device that can be switched between a freely expandable state and a non-extensible state. stabilizer device.