JP2006315431A - Mechanical type vehicle body sway preventing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate the problem that traveling performance changes for the worse since a vehicle body of an automobile tilts greatly forward or aside when a spring for supporting the vehicle body is adjusted too loosely. <P>SOLUTION: Link mechanisms which separately work but do not simultaneously move between each of the link mechanisms and each bearing are provided between the vehicle body and each bearing in a front part or a side part of the automobile. When the front part or the side part is going to sink, the vehicle body is not supported by a bearing part via a shock absorber, but the vehicle body is directly supported by the bearing part via the link mechanisms. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an apparatus for improving stability by reducing the change in posture of a vehicle body while improving the ride comfort of an automobile.

  In general, a spring is provided between the vehicle body and the wheel in order to improve the riding comfort of the automobile, so that the impact of the wheel received when overcoming the unevenness of the road surface is absorbed by the spring so that it is not transmitted to the vehicle body as much as possible. Moreover, in order to get over the large unevenness, it is necessary to increase the stroke of the suspension device that connects the vehicle body and the wheels.

  If the spring is adjusted loosely, the ride comfort of the vehicle is improved, and if the spring is adjusted tightly, the ride comfort is deteriorated. Therefore, if the spring is to be improved, it is adjusted loosely.

  However, if the spring is adjusted too loosely, if the car bends the curve at a high speed, the vehicle body will tilt greatly in the lateral direction and the vehicle weight will be applied to the outer wheel extremely. If the weight of the outer tire is extremely biased, it will not be able to turn completely, but if the curve continues to the right and left, the car body leans greatly to the left when turning the right curve, and the car body that leans greatly to the left when turning the left curve is now Will tilt to the right and the reaction may lead to a fall.

  The problem to be solved is that if the spring supporting the vehicle body is adjusted too loosely, the vehicle body will be greatly tilted forward and laterally and the running performance will be lowered.

  A vehicle body anti-sway device according to the present invention includes an attachment member attached to a main body frame of an automobile, a first rotation member rotatably attached to a first shaft portion provided on the attachment member, and the attachment member A second rotating member rotatably attached to a second shaft provided at a predetermined interval in the vehicle width direction or the vehicle length direction from the first shaft, and a third shaft provided on the first rotating member A floating connecting member that connects the first rotating portion and the fourth shaft provided on the second rotating member, and a first wheel that supports one of a pair of wheels adjacent in the vehicle width direction or the vehicle length direction. A first link mechanism that transmits the vertical movement of the bearing portion to the first rotating member in a direction in which the first rotating member is rotated; and a second bearing portion that supports the other wheel of the pair of wheels. Second to transmit the vertical movement to the second rotating member in the direction of rotating the second rotating member And a link mechanism.

  The distance between the third shaft portion and the fourth shaft portion is equal to the space between the first shaft portion and the second shaft portion, and the first shaft portion and the third shaft portion. Is equal to the distance between the second shaft portion and the fourth shaft portion.

  Further, the third shaft portion may be coaxial with the second shaft portion, and when the third shaft portion is coaxial with the second shaft portion, the floating connecting member moves the third shaft portion. When the fourth shaft portion is coaxial with the first shaft portion, the fourth shaft portion is coaxial with the first shaft portion. The floating connecting member is rotatable with the first rotating member about the fourth shaft portion.

  Here, the first link mechanism and the second link mechanism may be respectively connected to each bearing portion of the front wheel, the first link mechanism is connected to the bearing portion of the front wheel, and the second link mechanism is You may be connected with the bearing part of the rear wheel on the same side as this front wheel. Moreover, you may accommodate horizontally in the bottom part of the main body frame of a motor vehicle.

  In the case of a link mechanism similar to claim 1, except that the third shaft portion and the fourth shaft portion are offset in parallel to the second shaft portion and the first shaft portion, Even if the third shaft portion is not coaxial with the second shaft portion, the second rotating member is located on either the pushing side or the pulling side of the link mechanism together with the floating connecting member around the second shaft portion. The first rotating member is rotatable, and the fourth shaft portion is not coaxial with the first shaft portion, and the link mechanism is pushed or pulled with the floating connecting member around the first shaft portion. It can be rotated to either one of these.

  Here, the floating connecting member can be replaced with a damper having a small expansion / contraction stroke. Moreover, the conventional spring and damper of each wheel can be omitted by connecting the first rotating member and the second rotating member with a member having a spring and a damper function.

  When the left and right front wheels are connected by the mechanical body anti-sway device according to the present invention, the suspension system absorbs the impact of the wheel that receives the normal stroke and loosely adjusts the impact of the received wheel and transmits it to the vehicle body as much as possible. Thus, this device, which is a mechanism that cannot perform the strokes on both the left and right wheels at the same time, can prevent the vehicle body from leaning forward during braking and causing the vehicle weight to be excessively applied to the front wheels.

  In addition, because the weight of the front wheel tire is not extremely biased and there is no suspension process, the front wheel tire is kept perpendicular to the road surface, and the area where the road surface and the body are in contact with the ground can be maximized. There is no reduction in braking performance.

  In addition, by using two mechanical body vibration prevention devices according to the present invention and connecting the front and rear wheels on one side, the suspension system absorbs with a spring that loosely adjusts the impact of the wheel that receives the normal stroke when overcoming the unevenness of the road surface etc. However, this device is a mechanism that can not travel to the front and rear wheels at the same time while not transmitting to the car body as much as possible, even if the car bends the curve at a high speed, the car body does not tilt laterally, so the vehicle weight is extreme Even if the vehicle is held on the outer wheel or the weight of the outer body is not excessively biased, and the vehicle continues to curve from right to left, the posture of the vehicle is stable and does not fall.

  Moreover, the vehicle body anti-sway device according to the present invention prevents the front part of the automobile from being picked up when the brake is applied even if the shock absorber is loosely adjusted to improve the riding comfort of the automobile. This has the advantage that the front bottom of the car can be prevented from rubbing against the road surface.

  In addition, the vehicle body anti-sway device according to the present invention may prevent the inside of the automobile from sinking when traveling through a sharp curve at high speed even if the shock absorber is loosely adjusted to improve the ride comfort of the automobile. Therefore, there is an advantage that the automobile can run through a sharp curve at high speed.

  By adjusting the shock absorber to a loose state, the objective of preventing the bottom of the vehicle body from rubbing against the road surface was achieved with a simple configuration without changing the basic structure of the car.

  FIG. 1 is a perspective view of an example of a vehicle body shaking prevention device according to the present invention, FIG. 2 is an exploded perspective view of an example of a vehicle body shaking prevention device according to the present invention, and FIG. FIG. 4 is an explanatory view showing an example in which the vehicle body shaking prevention device according to the present invention is attached to the side of an automobile.

  In these drawings, reference numeral 10 denotes an attachment member, and the attachment member 10 is attached to the frame of the vehicle body at the front or side of the automobile. The mounting member 10 is provided with a first shaft portion 12 and a second shaft portion 14 at a predetermined interval.

  A first rotating member 16 is rotatably attached to the first shaft portion 12. The first rotating member 16 has a hook-like member 16a whose one end is rotatably attached to the first shaft portion 12, and a hook-like shape integrally connected to the hook-like member 16a in an obliquely intersecting state. It consists of a member 16b and a connecting rod 16c that connects the other end of the flange-shaped member 16a and one end of the flange-shaped member 16b. A third shaft portion 18 is provided at the other end of the bowl-shaped member 16b.

  A second rotating member 20 is rotatably attached to the second shaft portion 14. The second rotating member 20 includes a hook-shaped member 20a having one end rotatably attached to the second shaft portion 14, and a hook-shaped member integrally connected in a state of crossing the hook-shaped member 20a obliquely. 20b, and a connecting rod 20c that connects the other end of the flanged member 20a and one end of the flanged member 20b. A fourth shaft portion 22 is provided at the other end of the bowl-shaped member 20b.

  And the 3rd axial part provided in the other end part of the flanged member 20b of the 2nd rotating member 20 and the 3rd axial part 18 provided in the other end part of the flanged member 16b of the 1st rotating member 16 22 are connected by a floating connecting member 24. The interval between the first shaft portion 12 and the second shaft portion 14 is equal to the interval between the third shaft portion 18 and the fourth shaft portion 22, and the first shaft portion 12 and the third shaft portion 18 are separated from each other. The interval is equal to the interval between the second shaft portion 14 and the fourth shaft portion 22.

  The fourth shaft portion 22 may be coaxial with the first shaft portion 12. When the fourth shaft portion 22 is coaxial with the first shaft portion 12, the floating connection member 24 is centered on the fourth shaft portion 22. The first rotation member 16 is rotatable about the first shaft portion 12.

  The third shaft portion 18 may be coaxial with the second shaft portion 14. When the third shaft portion 18 is coaxial with the second shaft portion 14, the floating connection member 24 is centered on the third shaft portion 18. The second rotating member 20 is rotatable around the second shaft portion 14.

  However, the first rotating member 16 rotates around the first shaft portion 12, the floating connection member 24 rotates around the fourth shaft portion 22, and the third shaft portion 18 is coaxial with the second shaft portion 14. When it becomes no longer, the 2nd rotation member 20 becomes unable to rotate.

  The second rotating member 20 rotates about the second shaft portion 14, the floating connection member 24 rotates about the third shaft portion 18, and the fourth shaft portion 22 is coaxial with the first shaft portion 12. When it becomes no longer, the 1st rotation member 16 becomes unable to rotate.

  A first link mechanism 26 is connected to the second rotating member 20, and the first link mechanism 26 supports a first wheel 30 of a pair of wheels 30 adjacent in the vehicle width direction. The vertical movement of 32 is transmitted to the second rotating member 20 to rotate the second rotating member 20.

  A second link mechanism 28 is connected to the first rotating member 16, and the second link mechanism 28 supports the other wheel 30 of the pair of wheels 30 adjacent in the vehicle width direction. The vertical movement of 34 is transmitted to the first rotating member 16, and the first rotating member 16 is rotated.

  Next, the operation of the vehicle body vibration preventing device according to the present invention will be described with reference to FIGS.

  First, as shown in FIG. 5, when the fourth shaft portion 22 is coaxial with the first shaft portion 12, the floating connection member 24 can rotate around the fourth shaft portion 22, and the first rotation member 16. Is rotatable about the first shaft portion 12.

  In addition, as shown in FIG. 6, when the third shaft portion 18 is coaxial with the second shaft portion 14, the floating connection member 24 can rotate around the third shaft portion 18, and the second rotation member 20. Is rotatable about the second shaft portion 14.

  However, the first rotating member 16 rotates about the first shaft portion 12, the floating connection member 24 rotates about the fourth shaft portion 22, and the third shaft portion 18 is coaxial with the second shaft portion 14. When it becomes no longer, the 2nd rotation member 20 becomes unable to rotate.

  The second rotating member 20 rotates about the second shaft portion 14, the floating connection member 24 rotates about the third shaft portion 18, and the fourth shaft portion 22 is coaxial with the first shaft portion 12. When it becomes no longer, the 1st rotation member 16 becomes unable to rotate.

  Therefore, as long as the bearings 32 and 34 of the wheel 30 are moved up and down separately, the first rotating member 16 and the second rotating member 20 rotate separately, and the automobile frame moves up and down via the shock absorber 36. When the front part or the side part of the automobile is going to sink, a force for simultaneously moving these from the bearing parts 32 and 34 of the wheel 30 to the first link mechanism 26 and the second link mechanism 28 of the device acts. When the force which moves the 1st rotation member 16 and the 2nd rotation member 20 acts simultaneously, this apparatus will not move and the sinking of the vehicle body of a motor vehicle will be prevented.

  In the above-described embodiment, the first link mechanism 26 is made of a bridging material obliquely spanned from the first bearing portion to the second rotating member 20, and the second link mechanism 28 is extended from the second bearing portion to the first rotating member 16. However, it may be of any structure as long as it can convert the vertical movement into the horizontal movement.

  Moreover, in the said Example, although this apparatus is attached to the front part side of a motor vehicle, you may attach this apparatus to the side part side of a motor vehicle. When it is attached to the side of the automobile, it has the effect of suppressing the sinking of the side of the automobile when the automobile goes around the corner.

  3 and 4 of the above embodiment, the device is drawn upright for convenience of drawing and explanation. However, in an actual automobile, the installation direction and size of the device are the same. There is no limitation as long as the effect can be obtained, and it may be appropriately incorporated in the bottom of the frame of an automobile, for example, where it does not interfere with other members and devices.

1 is a perspective view of an example of a vehicle body shake prevention device according to the present invention. It is a disassembled perspective view of an example of the vehicle body shaking prevention apparatus which concerns on this invention. It is explanatory drawing which shows an example which attached the vehicle body shaking prevention apparatus which concerns on this invention to the front part of the motor vehicle. It is explanatory drawing which shows an example which attached the vehicle body shaking prevention apparatus which concerns on this invention to the side part of the motor vehicle. It is explanatory drawing which shows an example of operation | movement of the vehicle body shaking prevention apparatus which concerns on this invention. It is explanatory drawing which shows another example of operation | movement of the vehicle body shake prevention apparatus which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Attachment member 12 1st axial part 14 2nd axial part 16 1st rotation member 16a, 16b ridge-like member 16c connection rod 18 3rd axis | shaft part 20 2nd rotation member 20a, 20b ridge-shaped member 20c connection rod 22 4th axis Portion 24 Floating connection member 26 First link mechanism 28 Second link mechanism 30 Wheels 32, 34 Bearing portion 36 Shock absorber

Claims (9)

  An attachment member attached to a body frame of an automobile, a first rotation member rotatably attached to a first shaft portion provided on the attachment member, and a vehicle width direction or vehicle from the first shaft portion of the attachment member A second rotating member rotatably attached to a second shaft provided at a predetermined interval in the longitudinal direction; a third shaft provided on the first rotating member; and the second rotating member. The first and second movements of the first bearing portion supporting one of the pair of wheels adjacent to each other in the vehicle width direction or the vehicle length direction, and the floating connecting member that connects the fourth shaft portion. A first link mechanism for transmitting the rotating member to the rotating direction of the first rotating member, and a vertical movement of the second bearing portion supporting the other wheel of the pair of wheels to the second rotating member. A second link mechanism for transmitting the second rotating member in a rotating direction, and the third shaft portion; The spacing between the fourth shaft portion is equal to the spacing between the first shaft portion and the second shaft portion, and the third shaft portion may be coaxial with the second shaft portion, When the third shaft portion is coaxial with the second shaft portion, the floating connecting member can rotate with the second rotating member around the third shaft portion, and the fourth shaft portion can be rotated with the second shaft portion. When the fourth shaft portion is coaxial with the first shaft portion, the floating connecting member rotates together with the first rotation member around the fourth shaft portion. A vehicle body shaking prevention device characterized in that it is possible.   The space between the first shaft portion and the third shaft portion of the first rotating member is equal to the space between the second shaft portion and the fourth shaft portion of the second rotating member. Item 4. The vehicle body shaking prevention device according to Item 1.   3. The vehicle body shaking prevention device according to claim 1, wherein the first link mechanism and the second link mechanism are respectively connected to bearing portions of a front wheel.   The first link mechanism is connected to a bearing portion of a front wheel, and the second link mechanism is connected to a bearing portion of a rear wheel on the same side as the front wheel. The vehicle body shaking prevention apparatus described in 1.   The vehicle body shaking prevention device according to any one of claims 1 to 4, wherein the vehicle body shaking prevention device is housed substantially horizontally at a bottom portion of a body frame of the automobile.   In the case of a link mechanism similar to claim 1, except that the third shaft portion and the fourth shaft portion are offset in parallel to the second shaft portion and the first shaft portion, Even if the shaft portion is not coaxial with the second shaft portion, the second rotating member can rotate on the pushing side or the pulling side of the link mechanism together with the floating connecting member around the second shaft portion. The first rotating member also has either the pushing side or the pulling side of the link mechanism together with the floating connecting member around the first shaft portion even if the fourth shaft portion is not coaxial with the first shaft portion. A vehicle body shaking prevention device characterized by being rotatable in either direction.   A vehicle body vibration preventing device characterized in that the floating connecting member can be replaced with a damper having a small expansion / contraction stroke.   A vehicle body shaking prevention device characterized in that the conventional spring and damper of each wheel can be omitted by connecting the first rotating member and the second rotating member with a spring and a member having a damper function.   In the case of the link mechanism according to claim 6, the vehicle body anti-sway device characterized by not necessarily satisfying claim 2.

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