JP3330726B2 - Vehicle suspension device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system which changes the efficiency of a stabilizer.

[0002]

2. Description of the Related Art Various types of vehicle suspensions having variable characteristics have been proposed. In Japanese Patent Publication No. Sho 61-42642, utilizing the behavior of the hub,
There is disclosed an apparatus for obtaining an anti-lift during braking. Japanese Patent Publication No. 61-54604 discloses a defke
There is disclosed one that performs camber control during acceleration by utilizing the behavior of the engine. Japanese Utility Model Publication No. 61-38808 discloses an apparatus in which an anti-dive and a toe are obtained during braking by utilizing the behavior of a hub. Japanese Patent Laying-Open No. 4-257710 discloses a technique in which the damping force of a suspension damper is changed when an accelerator pedal is depressed.

Incidentally, there is a stabilizer as a member for setting suspension characteristics, and the roll rigidity of a vehicle is set by the stabilizer. JP 6
Japanese Patent Application Laid-Open No. 3-28709 discloses an apparatus in which a stabilizer is variably controlled using vehicle speed, steering angle, and lateral G as parameters.

[0004]

The variable control of the stabilizer, for example, to change the efficiency of the stabilizer (the ratio of the amount of twist of the stabilizer to the amount of displacement of the suspension arm) is optimized according to various conditions of the vehicle. This is preferable for obtaining a high roll rigidity. However, if the stabilizer is variably controlled by electronic control as disclosed in JP-A-63-28709, the configuration becomes complicated and the cost is increased.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle suspension apparatus capable of mechanically variably controlling a stabilizer by utilizing a change in behavior of a drive system component such as a differential case with respect to a vehicle body.

[0006]

In order to achieve the above object, the present invention is based on the premise that it has the following basic requirements. That is, in a vehicle suspension apparatus provided with a stabilizer for connecting left and right suspension arms, a drive system component constituting a drive system, the suspension arm and the stabilizer are interconnected, and the suspension arm, the stabilizer and the drive system are connected to each other. A control link for changing the efficiency of the stabilizer in accordance with a change in the behavior of the drive system component with respect to the vehicle body is provided in the connection system path with the component. The present invention further has the following first to tenth configurations on the premise that the above-mentioned basic configuration requirements are satisfied.

The first aspect of the present invention is as follows. That is, the stabilizer is attached to the driving system component while extending in the vehicle longitudinal direction.
It is like that. In the first configuration, the control links may be provided as a pair of right and left sides extending in the vehicle width direction. First
In the configuration, the left suspension arm is further connected to the stabilizer via the left control link, and the right suspension arm is
Connected to the stabilizer via the right control link.

The present invention has the following configuration as a second configuration. That is, the control link is connected to an arm unit integral with the stabilizer, and the angle formed between the arm unit and the control link is changed by the behavior of the drive system component, whereby the stabilizer is changed. So that the efficiency of the work is changed. In the first configuration, the rotation of the engine is further set to be transmitted to a gear mechanism in a differential case via a propeller shaft, and the differential case is moved relative to a vehicle body during driving and braking. The engine side and the differential case are set to be vertically displaced, and the engine side and the differential case are connected by a power plant frame which is set to be resistant to bending, so that the vertical direction displacement of the differential case is reduced. The engine is set to be displaced in the vertical direction via the power plant frame, and the front wheel suspension is set so that the efficiency of the front wheel stabilizer is changed as a front drive system component for the front wheel suspension. The rear wheel suspension is set so that the efficiency of the rear wheel stabilizer is changed by using the differential case as a driving system component on the rear side with respect to the rear wheel suspension. It can be so.

The third aspect of the present invention is as follows. That is, the stabilizer is disposed so as to extend in the vehicle width direction. In the third configuration, a pair of left and right control arms are further provided to extend in a vertical direction, and the left suspension arm is connected to a left end of the stabilizer via the left control link. The right suspension arm may be connected to a right end of the stabilizer via the right control link, and an intermediate portion of the stabilizer may be connected to the driving system component.

The fourth aspect of the present invention is as follows. That is, the driving system component is a differential
It is so.

The fifth aspect of the present invention is as follows. That is, the drive system component is an engine.

The sixth aspect of the present invention is as follows. That is, the suspension arm and the stabilizer are for rear wheels. 6th above
In the configuration described above, the driving efficiency and the braking operation may be set so that the efficiency of the stabilizer is reduced as compared with the driving time.

The seventh aspect of the present invention is as follows. That is, the suspension arm and the stabilizer are used for front wheels. 7th above
In the configuration of the above, further, when braking, compared to when driving,
The efficiency of the stabilizer can be improved.

The eighth aspect of the present invention is as follows. That is, the stabilizers whose efficiency is changed by using the control link are used for both the front wheels and the rear wheels. When the stabilizers are driven, the efficiencies of the front wheel and the rear wheel stabilizers are different from those of the respective bases. During braking, the efficiency of the front-wheel stabilizer is improved as compared to when the braking is performed, and the efficiency of the rear-wheel stabilizer is reduced as compared to when the braking is performed.

The ninth aspect of the present invention is as follows. That is, when the drive system component is driven,
At the time of braking, it is set so as to be displaced in the vertical direction with respect to the vehicle body, so that the efficiency of the stabilizer is changed at the time of driving and at the time of braking, respectively, as compared with the case of the base. In the ninth configuration, the driving system component may be a rear wheel differential case, and the driving system and the braking may be set so that the efficiency of the stabilizer is lower at the time of driving and at the time of braking than at the time of driving. Can be like that.

The present invention has the following tenth configuration. That is, for a rear wheel drive vehicle in which only the rear wheels of the front wheels and the rear wheels are driven, the drive system component is set to include at least a rear wheel differential case, and The efficiency of the rear wheel stabilizer is changed according to the change in the behavior of the rear differential case with respect to the vehicle body.

[0017]

According to the present invention, basically, it is possible to change the efficiency of the stabilizer by utilizing the change in the behavior of the drive system components with respect to the vehicle body, and the efficiency of the stabilizer can be changed by a simple configuration. be able to. In addition to the above, the present invention has the following effects.

By adopting the structure as described in the first aspect, the present invention can be applied to a vehicle having a stabilizer extending in the longitudinal direction of the vehicle body. With the configuration as described in claim 2 or claim 3, a more specific structure including a control link can be obtained.

According to the fourth aspect of the present invention, the efficiency of the stabilizer is changed by utilizing a very clearly recognizable parameter such as an angle between the arm of the stabilizer and the control link. Can be configured.

[0020] By adopting the configuration as described in claim 5, the power plant frame is used to make the differential
The vertical displacement of the wheel is transmitted to the engine side, and the efficiency of both the front wheel stabilizer and the rear wheel stabilizer is
Can be changed using the behavior of the application. of course,
Since the power plant frame is set to be resistant to bending, it is preferable for firmly connecting the engine side and the differential case.

According to the structure described in claim 6, the present invention can be applied to a vehicle having a stabilizer extending in the vehicle width direction.

With the configuration as described in claim 7, a specific structure including a control link can be obtained.

[0023] By adopting the structure as described in claim 8, the differential case, which often changes its behavior with respect to the vehicle body, is effectively used as a drive system component for changing the efficiency of the stabilizer. be able to.

[0024] By adopting the configuration as described in claim 9, the engine which is often changed in behavior with respect to the vehicle body can be effectively used as a drive system component for changing the efficiency of the stabilizer. it can.

According to the tenth aspect of the present invention, the present invention is applied to a stabilizer for a rear wheel which has a higher degree of freedom in setting suspension characteristics as compared with a front wheel serving as a steered wheel. Can be sufficiently changed for adjusting the roll rigidity.

According to the eleventh aspect, the efficiency of the stabilizer is reduced at the time of driving and braking, thereby reducing the roll stiffness, that is, increasing the contact property of the wheels, thereby improving the stability of the vehicle. It is preferable in increasing the value.

[0027] The configuration as described in claim 12 is preferable in optimizing the roll rigidity at the front portion of the vehicle body.

According to the structure of the thirteenth aspect, the efficiency of the front-wheel stabilizer is improved at the time of braking that requires higher stability than at the time of driving, that is, by increasing the roll rigidity at the front of the vehicle body. The understerling tendency is strengthened, and the stability can be sufficiently increased.
In addition, when driving is actively performed by the driver, the roll rigidity at the front of the vehicle body is set to be lower than that at the time of braking, that is, the understeering tendency is weakened, and the followability of the vehicle body to the steering wheel operation, that is, maneuverability is sufficiently ensured You can keep.

By adopting the structure as described in claim 14, vehicle stability can be improved both during driving and during braking.

According to the structure as described in claim 15, the efficiency of the stabilizer can be changed by using the drive system components that are vertically displaced.

According to the structure described in claim 16, the vehicle stability can be improved both during driving and during braking by utilizing the vertical displacement of the differential case.

According to the structure described in claim 17, the weight ratio of the rear portion of the vehicle body to the front wheel drive vehicle or the four-wheel drive vehicle in which only the front wheels are driven is considerably large. In a rear-wheel-drive vehicle in which the contact property of the vehicle tends to greatly affect the vehicle characteristics, the vehicle characteristics can be sufficiently changed by changing the efficiency of the rear-wheel stabilizer.

[0033]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the accompanying drawings. Description of FIGS. 1 and 2 FIGS. 1 and 2 show a first embodiment of the present invention.
This shows a case where the present invention is applied to a rear wheel drive vehicle in which only rear wheels are used as drive wheels. In FIG. 1, 1L and 1R are left and right rear wheel suspension arms. Each suspension arm 1L,
1R is a trailing type extending in the front-rear direction of the vehicle body, the front end of which is rotatably connected to the vehicle body B,
A rear wheel (not shown) is attached to the rear end. As a result, the rear wheels are held by the vehicle body B so as to be vertically swingable by the suspension arms 1L and 1R.

The front ends of the left and right suspension arms 1L and 1R are connected by a cross beam 2. The cross beam 2 is formed to have a substantially U-shaped cross section, and is set so as to be strong against bending and weak against torsion.

Numeral 3 denotes a rear wheel differential case, the front end of which is attached to the cross beam 2, and the rear end of which is fixed to an attachment frame 4 extending in the vehicle width direction. The mounting frame 4 is mounted on the vehicle body B via a pair of left and right rubber mounts 5 made of an elastic member such as rubber. The rubber mount 5 is set so as to be soft in the vertical direction and hard in the vehicle width direction.
Thus, the differential case 2 can move up and down with respect to the vehicle body B within the range of elastic deformation of the rubber mount when receiving an external force in the up and down direction.

Reference numeral 6 denotes a stabilizer extending in the vehicle width direction, and reference numerals 7L and 7R denote control links extending in the vertical direction. Each end of the stabilizer 6
It has a pair of left and right arms 6L and 6R that extend forward and backward by being bent 90 degrees toward the front. The lower ends of the control links 7L and 7R are fixed to the suspension arms 1L and 1R. The upper end of the left control link 7L is rotatably connected to the front end of the left arm 6L of the stabilizer 6, and this connection is indicated by reference numeral 8L. The upper end of the right control link 7R is rotatably connected to the front end of the right arm 6R of the stabilizer 6, and this connection is indicated by reference numeral 8R.

The main body 6C of the stabilizer 6 extending between the left and right arms 6L and 6R and extending in the vehicle width direction is mounted on the mounting frame 4 via a pair of right and left mounting members 9. ing. The attachment member 9 is a main body 6C.
Are held rotatably about the axis of the main body 6C.

In the above configuration, the right and left suspension arms 1L and 1R swing at different positions during rolling. For example, when turning right, the left suspension arm 1L is bumped and the right suspension arm 1R is bumped.
Is rebounded. At this time, the stabilizer 6 (the main body 6C thereof) is twisted due to the difference between the swing positions of the left and right suspension arms 1L and 1R, and the swing positions of the left and right suspension arms 1L and 1R are the same. Is generated. That is, in the case of the right turn, the stabilizer 6 applies a torsional force for urging the left suspension arm 1L in the rebound direction, and the right suspension arm 1R applies a torsional force for urging in the bump direction.

The torsional force of the stabilizer 6 determines the roll rigidity at the rear of the vehicle body, and the greater the torsional force, the higher the roll rigidity. Now, considering the efficiency of the stabilizer 6, that is, the ratio of the amount of torsion of the stabilizer 6 (the main body 6C thereof) to the amount of swing of the suspension arms 1L and 1R, the efficiency is high (the suspension arm 1).
When the amount of swing of L and 1R is constant, the amount of twist increases, and the roll rigidity increases.

The efficiency of the stabilizer 6 is changed according to the vertical movement of the differential case 3 with respect to the vehicle body B, that is, the vertical movement. This point will be described with reference to FIG. 2. The solid line in FIG.
1R indicates a neutral position where no bump rebound occurs and a state where no external force acts on the drive system. In this state, the arm portions 6L and 6R of the stabilizer 6 extend in the horizontal direction, and the control links 7L and 7R extend in the vertical direction, and the angle between the arm portions 6L and 6R and the control links 7L and 7R is exactly 90.
It is a degree.

On the other hand, at the time of driving, the differential case 3 receives a rotating force such that its front end is displaced upward and its rear end is displaced downward, and its rotation fulcrum is indicated by the symbol O. When the rear end of the differential case 3 is displaced downward during driving, the angle formed between the arm 6 and the control links 7L and 7R is smaller than 90 degrees as shown by the dashed line in FIG. Becomes This means that the efficiency of the stabilizer 6 is lower than that of the stabilizer. At the time of braking, the differential case 6 behaves such that its rear end is displaced upward with respect to the pivot point O, and also at this time, the efficiency of the stabilizer 6 is higher than that at the time of driving, as in the case of driving. Is reduced.

As described above, during driving and braking, the efficiency of the stabilizer 6 is reduced as compared with the case of the base, so that the roll rigidity at the rear portion of the vehicle body is reduced. This means
The contact property of the rear wheels with respect to the road surface is enhanced, and the stability of the vehicle is improved (understeering tendency is increased).

Description of FIGS. 3 to 10 FIGS. 3 to 10 show a second embodiment of the present invention. The same components as those of the above embodiment are denoted by the same reference numerals, and the description thereof will not be repeated. Omitted. In this embodiment, the stabilizer efficiency is changed not only for the rear wheel suspension but also for the front wheel suspension. Further, the stabilizer 16 is set as extending in the front-rear direction. Suspension arm 1
L, 1R are set to extend in the vehicle width direction, and a pair of left and right control links 17L, 17R are also set to extend in the vehicle width direction.

As shown in FIGS. 3 to 5, a stabilizer 16 is mounted on the rear end face of the differential case 3. As shown in FIG. That is, as shown in FIG. 5, a support shaft 11 is provided at the rear end surface of the differential case 3 so as to extend rearward.
A cylindrical stabilizer 16 is rotatably fitted.
The stabilizer 16 has an inner / outer double structure with an inner cylinder 16A and an outer cylinder 16B, and the front ends of 16A and 16B are fixed to each other. The inner cylinder 16A and the outer cylinder 16B are set so that their torsion characteristics are identical to each other, and substantially constitute a long stabilizer. The connection link 12L is fixed to the rear end of the inner cylinder 16A, and the connection link 12R is fixed to the rear end of the outer cylinder 16B.

The connecting link 12R is rotatably fitted to the outer periphery of the outer cylinder 16B, and the connecting link 12L is rotatably fitted to the outer periphery of the boss portion of the connecting link 12R. Reference numeral 13 in FIG. 5 denotes a retaining member fixed to the support shaft 11. Of course, each link 12L, 12R
Constitute an arm for applying a torsional force to the stabilizer 16.

With the above configuration, when the connecting links 12L and 12R are rotated around the support shaft 11 by the same amount in the same direction, the stabilizer 16 is moved to the support shaft 11
The torsional force is not generated simply by pivoting around.
When the rotation directions of the connecting links 12L and 12R are opposite to each other, or when the rotation amounts are different from each other even if the rotation directions are the same, a torsional force is generated in the stabilizer 16.

A left suspension arm 1L is connected to the connecting link 12L via a left control link 17L, and the connecting portions 21 and 22 are pivot joints. Also, for the link 12R,
A crank lever 2 rotatably held by a right suspension arm 1R on a right control link 17R and a vehicle body B.
3. Each connection portion 25 is connected via a connection link 24.
28 are rotary joints. The connection mode is such that when the swinging directions of the left and right suspension arms 1L and 1R are the same, that is, when both are swinging upward or both are swinging downward, the connecting link 12L
12R are set to rotate in the same direction.

FIG. 6 shows a state in which the left and right suspension arms 1L and 1R are at the neutral position, and when the right and left suspension arms are at the neutral position. At this time, the angle between the left control link 17L and the connecting link 12L is 90 degrees, and similarly, the angle between the right control link 17R and the connecting link 12R is also 90 degrees, and the efficiency of the stabilizer 16 is reduced. Maximum state. FIG. 7 shows a state where the differential case 3 (rear end) is displaced upward during braking. As is clear from the comparison between FIG. 7 and FIG.
6 is reduced. Although not shown, during operation, the differential case 3 (rear end) is displaced downward, so that the efficiency of the stabilizer 16 is reduced as compared to when braking, as in braking. .

Referring again to FIG. 3, reference numeral 31 denotes an engine,
The clutch 33 is a transmission, and these 31 to 33 constitute a front drive system component. The output shaft of the transmission 33 and the differential case 3 (internal gear mechanism) as a rear drive system component are connected by a propeller shaft 34. A power plant frame 35 extending in the front-rear direction is provided along the propeller shaft 34. The power plant frame 35 includes a transmission 33
(Casing) and the differential case 3 are connected, and the bending rigidity thereof is sufficiently high. This allows
The vertical displacement of the differential case 3 is sufficiently transmitted to the engine 31 via the power plant frame 35, and the engine 31 receives an upward displacement force as a driving reaction force.
A downward displacement force is received as a braking reaction force.

For the stabilizer of the front wheel suspension, the efficiency of the front wheel stabilizer is changed by utilizing the driving reaction force and the braking reaction force of the engine 31 described above. Therefore, the engine 31 is soft in the vertical direction,
The characteristics of the mount member are set so as to be hard in the engine rotation direction (the mount member of the differential case 6 is also set to have the same characteristics). Since the configuration for varying the efficiency of the front wheel stabilizer is substantially the same as that for the rear wheel, the members corresponding to the rear wheel members further include the same reference numerals as those used for the rear wheel members. The duplicate description is omitted by attaching the symbol “F”.

FIG. 8 shows the front wheel corresponding to FIG. 6 for the rear wheel, and FIG. 9 shows the rear wheel corresponding to FIG. 7 for the rear wheel. As is clear from FIGS. 8 and 9, the efficiency of the stabilizer 16F is increased during braking as compared with the braking operation. Conversely, at the time of driving, the efficiency of the stabilizer 16F is lower than at the time of driving. In other words, the efficiency of the front-wheel stabilizer 16F is changed to three stages, and the efficiency at the time of braking is the highest, the time at the base is the next highest, and the efficiency at the time of driving is the lowest.

By combining the efficiencies of the front wheel stabilizer 16 and the front wheel stabilizer 16F, the efficiency during driving and during braking is as follows. During driving, the front wheel side and rear wheel side stabilizer efficiencies are each reduced.
As a result, it is considered that the steering tendency such as understeering hardly changes as a whole, but the contact property of each wheel is enhanced. During braking, the front wheel side stabilizer efficiency is improved, and the rear wheel side stabilizer efficiency is reduced. As a result, the understeering tendency is strengthened, and the stability of the vehicle is improved.

Although the embodiment has been described above, the present invention can be similarly applied to a front wheel drive vehicle in which only the front wheels are driven, and a four wheel drive vehicle in which both the front wheels and the rear wheels are driven.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a first embodiment of the present invention.

FIG. 2 is a diagram for explaining the principle of changing the efficiency of a stabilizer.

FIG. 3 is a perspective view showing a second embodiment of the present invention.

FIG. 4 is an enlarged perspective view of a differential case in FIG. 3;

FIG. 5 is a sectional view of a stabilizer part in FIG. 3;

FIG. 6 is a diagram for explaining the setting of the efficiency of the stabilizer at the time of sexual response, and shows the differential case from the rear.

FIG. 7 is a view for explaining the efficiency setting of the stabilizer at the time of braking, in which the differential case is viewed from the rear.

[Fig. 8] To explain the efficiency setting of the stabilizer in the engine, viewed from the front.

FIG. 9 is a diagram for explaining the setting of the efficiency of the stabilizer at the time of braking, when the engine is viewed from the front.

[Explanation of symbols]

1L, 1R: Suspension arm 3: Deflection case 6: Stabilizer 6L, 6R: Arm part of stabilizer 7L, 7R: Control link 16: Stabilizer 12L, 12R: Connection link (arm part of stabilizer) 17L, 17R: Control Lulink 31: Engine 35: Power plant frame 16F: Stabilizer (for front wheels) 17L, 17R: Control link (for front wheels)

──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-4-8620 (JP, A) JP-A-62-1221909 (JP, A) JP-A-51-131024 (JP, A) JP-A-58-58 78810 (JP, A) JP-A-58-149810 (JP, A) JP-A-4-257710 (JP, A) JP-A-63-28709 (JP, A) Japanese Utility Model Publication No. 58-129210 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60G 21/055 B60G 21/05

Claims (17)

(57) [Claims] 1. A suspension system for a vehicle having a stabilizer for connecting left and right suspension arms to each other, wherein a drive system component constituting a drive system, the suspension arm and the stabilizer are interconnected, and the suspension arm and the stabilizer are connected to each other. A control link for changing the efficiency of the stabilizer in accordance with a change in the behavior of the drive system component with respect to the vehicle body is interposed in a connection path between the vehicle and the drive system component member, and the stabilizer is provided in the vehicle longitudinal direction. Extend to the drive
A suspension device for a vehicle , which is attached to a system component . 2. A method according to claim 1, wherein the controller - Rurinku are provided pair stretched each vehicle width direction, of the vehicle, characterized in that support
Spencer . 3. The system according to claim 2 , wherein the left suspension arm is connected to the stabilizer via the left control link, and the right suspension arm is connected to the stabilizer via the right control link. It is, suspension system for a vehicle, characterized in that. 4. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
And a drive system component and a suspension constituting a drive system
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
The control link is connected to an arm unit integral with the stabilizer, and the angle formed between the arm unit and the control link by the behavior of the drive system component member. There the efficiency of the stabilizer is modified by being changed, a suspension device for a vehicle, characterized in that. 5. The engine according to claim 4, wherein the rotation of the engine is controlled by a differential shaft via a propeller shaft.
The differential case is set so as to be transmitted to a gear mechanism in the chassis, and the differential case is set to be vertically displaced with respect to the vehicle body during driving and braking, and the engine side and the differential case are bent. A front-wheel is connected by a power plant frame which is set so as to be strong against the front wheels, and the vertical displacement of the differential case is set to vertically displace the engine through the power plant frame. The suspension is set so that the efficiency of the front wheel stabilizer is changed by using the engine as the front drive system component, and the differential case is used as the rear drive system component for the rear wheel suspension. efficiency of the rear wheel stabilizer is set to be changed, a suspension device for a vehicle, characterized in that. 6. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
And a drive system component and a suspension constituting a drive system
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
That control - Rurinku is interposed, said stabilizer are arranged stretched in the vehicle width direction, the suspension apparatus of a vehicle, characterized in that. 7. The control link according to claim 6 , wherein a pair of left and right control arms are provided extending in a vertical direction, and the left suspension arm is connected to a left end of the stabilizer via the left control link. And the right suspension arm is connected to the right control arm.
Is connected to the right end portion of the stabilizer through the Rurinku, middle portion of the stabilizer is coupled to the drive system components, a suspension device for a vehicle, characterized in that. 8. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
And a drive system component and a suspension constituting a drive system
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
That control - Rurinku is interposed, the drive system components are differential casing - a scan, the suspension apparatus of a vehicle, characterized in that. 9. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
And a drive system component and a suspension constituting a drive system
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
That control - Rurinku is interposed, the drive system component is an engine suspension system for a vehicle, characterized in that. 10. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
Oite, wherein the drive system components constituting the driving system Suspension
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
That control - Rurinku is interposed, the suspension arm, the stabilizer is a rear wheel suspension system for a vehicle, characterized in that. 11. The method of claim 10, respectively at the time of driving and when braking, as compared with the time of sexual groups, the efficiency of the stabilizer is set to decrease, that suspension apparatus for a vehicle according to claim. 12. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
Oite, wherein the drive system components constituting the driving system Suspension
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
That control - Rurinku is interposed, the suspension arm, the stabilizer is a front wheel suspension system of a vehicle, characterized in that. 13. The suspension system according to claim 12 , wherein the efficiency of the stabilizer is improved at the time of braking as compared with the time of driving.
Place . 14. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
Oite, wherein the drive system components constituting the driving system Suspension
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
The stabilizers whose efficiency is changed by using the control links are used for both front wheels and rear wheels, and when driven, stabilizers for front wheels and rear wheels are provided. Respectively, the efficiency of the front wheel stabilizer is improved as compared to the base, and the efficiency of the rear wheel stabilizer is reduced as compared to the base when braking . A suspension device for a vehicle, comprising: 15. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
Oite, wherein the drive system components constituting the driving system Suspension
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
A control link is interposed, and the drive system component is set to be vertically displaced with respect to the vehicle body during driving and braking. efficiency of the stabilizer is modified suspension system of a vehicle, characterized in that. 16. The stabilizer according to claim 15 , wherein the drive system member is a rear wheel deflector, and the efficiency of the stabilizer is set to be lower at the time of driving and at the time of braking, respectively, than at the time of driving. It is, that the suspension apparatus for a vehicle according to claim. 17. The left and right suspension arms are connected to each other.
Suspension system for vehicles with stabilizers
Oite, wherein the drive system components constituting the driving system Suspension
An arm and a stabilizer are connected to each other, and the suspension arm, the stabilizer, and a drive system configuration
During the connection system path with the member, the drive system component
Change the efficiency of the stabilizer in accordance with
For a rear wheel drive vehicle in which only the rear wheels of the front wheels and the rear wheels are driven, wherein the drive system component includes at least a rear wheel differential case is set as, rear wheel differential casing - scan efficiency of the rear wheel stabilizer according behavior change with respect to the vehicle body is changed within the suspension system of a vehicle, characterized in that.