JPH02136319A - Suspension device of vehicle - Google Patents

Abstract

PURPOSE:To improve the riding comfort with a simple structure by providing input/output cylinders between the left-hand and the right-hand suspension arms and a car body respectively, and linking the cylinders to an absorber hydraulically so as to generate a damping force when the car body generates a roll. CONSTITUTION:Between the left-hand and the right-hand lower arms 2L and 2R to hold the left and the right wheels (front wheels) 1L and 1R, and a car body, input/output cylinders 3L and 3R are hung respectively. A relay cylinder 4 and an absorber 5 linked to the cylinders 3L and 3R hydraulically are held to the car body, and when a roll to incline the car body right side down is generated by steering to the left, for example, the right side cylinder 3R is contracted and the left side cylinder 3L is expanded, to lower the left and the right pistons 42L and 42R of the relay cylinder 4, and the left and the right pistons 52L and 52R of the absorber 5 altogether. In this case, the oil flow passes through an orifice 56 to generate a damping force, and damps the vibrations of the left and the right wheels 1L and 1R.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a suspension system for a vehicle, and in particular, to a vehicle suspension system that can improve both ride comfort and handling stability, and also increase the degree of freedom in installing a stabilizer system. The present invention relates to a suspension device for a vehicle.

[Conventional technology]

Generally, suspension devices for vehicles such as automobiles are provided with suspension springs and shock absorbers that dampen shocks and vibrations from the road surface. In order to improve the riding comfort of a vehicle, soft suspension springs and shock absorbers are used.

In this case, a roll in which the vehicle body is inclined outwardly when cornering is likely to occur, which is disadvantageous in improving steering stability, so a stabilizer device is provided to suppress I-call.

As a stabilizer device, the intermediate part of the 1-version bar is rotatably supported on the vehicle body, and both ends of the bar are connected to the lower arm, and both axles that are about to move in opposite directions with respect to the vehicle body when rolling are connected to the 1-1. Structures in which the elastic restoring force of the shock absorber is suppressed are known, for example, as disclosed in Japanese Utility Model Application Publication No. 150114/1983,
A structure has been proposed that attempts to suppress roll by using coil springs housed in cylinders linked to both axles.

[Problem to be solved by the invention]

However, as mentioned above, conventional stabilizer devices that use torsion bars or coil springs produce vibrations in which elastic deformation and restoration are repeated alternately, so there is a problem in that sufficient steering stability cannot be obtained. There is.

In the embodiment shown in FIGS. 1 and 2 of the above-mentioned Japanese Utility Model Publication No. 150114, a piston is slidably inserted into a cylindrical body whose both ends are closed. A coil spring is inserted into each chamber divided on both sides of the piston, and the cylindrical body is interlocked and connected to one suspension arm (lower arm) via a link lever mechanism, while the piston is connected to the other suspension arm via a link lever mechanism. An interlocking configuration is adopted. In such a configuration, rolling in both directions can be suppressed by a pair of coil springs, and by filling the cylinder with oil and communicating the chambers on both sides of the piston with each other via an orifice, the configuration is simple. This can attenuate the above-mentioned vibrations that occur when rolling occurs. however,
The mechanism that connects the cylinder body and piston to each suspension arm is composed of a link lever mechanism, and is used when installation space is not available due to the arrangement of parts such as the engine, or when installing a stabilizer device. For example, it may be necessary to sacrifice other space such as the passenger compartment.

On the other hand, in the embodiment shown in FIGS. 3 and 4 of the same publication, a configuration is adopted in which the movement of each suspension arm and the cylinder are hydraulically connected to increase the degree of freedom in the installation location of the cylinder. ing. However, in this embodiment, the cylinder includes a cylindrical body, a coil spring slidably inserted into the cylindrical body, and a pair of free pistons slidably fitted into the cylindrical body on both sides of the coil spring. , 1 partitioned on both sides of each free piston within the cylinder
The structure includes a pair of oil chambers, and each oil chamber is connected to an input/output cylinder mounted between each suspension arm and the vehicle body. In order to generate this, it is necessary to separately install a component that generates a damping force, such as an oil damper, between both free pistons, which makes the structure extremely complicated.

[Means to solve the problem]

In order to solve the above problems, a vehicle suspension device according to the present invention includes a pair of input/output cylinders mounted between left and right suspension arms and a vehicle body, and a pair of input/output cylinders supported by the vehicle body. It is characterized by having an absorber hydraulically connected to the input/output cylinder so as to generate a damping force when the vehicle body rolls.

[For production]

In the present invention, since a stabilizer device is provided, soft suspension springs and shock absorbers can be used. Furthermore, since the stabilizer device uses an absorber that generates a damping force when rolling, the damping force of the absorber can damp the vehicle body vibration when a roll occurs. In addition, it has a simple configuration in which a pair of input/output cylinders and an absorber are hydraulically connected, and by employing hydraulic connection, the degree of freedom such as where to install the absorber and in which direction to install it is increased.

In the present invention, the structure of the absorber is not particularly limited as long as it is hydraulically connected to a pair of input/output cylinders so as to generate damping force when the vehicle body rolls. a pair of movable members that are interlocked with each other, a pair of chambers whose volume increases or decreases when the direction of movement and amount of movement of both suspension arms, or one of these differs, depending on the relative displacement of both rotational members; It can be configured to include an orifice for communication.

[Embodiment 1] A front suspension device for an automobile according to a first embodiment of the present invention will be explained as follows based on FIG. 1.

First, the left and right input/output cylinders 3. are placed between the left and right lower arms 2L and 2R that support the left and right axles IL and IR and the vehicle body.・3+t is mounted. The left and right input/output cylinders 3L and 3R each have a cylindrical body 311. whose both ends are closed and whose lower ends are pivotally connected to the lower arms 2L and 2R.・31R
Pistons 32I-, 32R are slidably and oil-tightly fitted into the cylindrical bodies 31L and 31R, and the upper ends are pivotally connected to the vehicle body. Upper chamber 33 divided above 32H
L・33R2 and cylindrical body 311・31. Lower chambers 34, 34R partitioned below the pistons 32L32R
It is equipped with

The vehicle body supports a relay cylinder 4 and an absorber 5 which are hydraulically connected to the left and right input/output cylinders 3□ and 3R.

This relay cylinder 4 consists of left and right relay cylinders 4, 4R, and left and right relay cylinders 41.・4R is each cylinder 41L ・Piston 42L is slidably and oil-tightly fitted inside 41R ・42R1 cylinder 411 ・4
An upper chamber 43. is defined above the pistons 421 and 42M in 1R. - ・43R1 and cylindrical body 418.・Piston 42L in 41R ・Lower chamber 4 partitioned below 42R
It is equipped with 4L and 44R. And left relay cylinder 4. and the left input/output cylinder 3L, these lower chambers 33L and 431° are connected to each other and the lower chamber 34.・4・4. Between the right relay cylinder 4R and the right input/output cylinder 3R, the upper chamber 43R of the former is connected to the lower chamber 34R of the latter, and the lower chamber 44. are connected to the latter's first chamber 33R. In addition, in order to absorb the volume fluctuation due to the movement of the piston in the pressure oil system and to prevent cavitation, the lower chambers 44 of each of the left and right relay cylinders 4L and 4R. .

- At the lower end of 44R, each cylinder body 410.・41. l
Free pistons 45L and 45R are slidably and oil-tightly fitted into the lower ends of the cylindrical bodies 411 and 45R.・Gas chamber sealed at 45 degrees 46. , ·46R are provided.

The absorber 5 has left and right 1 which communicate with each other at both the upper and lower ends.
A body 51 forming a pair of cylinder chambers, and left and right pistons 52 slidably and oil-tightly fitted into each cylinder chamber.
1-・52R, left piston 522 in body 51. The upper left chamber 530 is partitioned on the upper side, and the right piston 52 is located inside the body 51. an upper right chamber 53R divided above the left piston 52I in the body 51, a lower left chamber 540 divided below the right piston 52R in the body 51, a lower right chamber 54R1 divided below the right piston 52R in the body 51; an upper left chamber 53 and the upper right chamber 53R, the lower left chamber 54□, and the lower right chamber 54R, a communication path 55, and a variable orifice 56 interposed in the communication path 55.
It also includes an accumulator 57 for absorbing changes in volume due to the movement of both the left and right pistons 52t and 52m and for preventing cavitation. The degree of opening of the orifice 56 is determined by a controller 7 that operates based on information from a sensor 6 that detects vehicle speed, etc. When the vehicle speed is high, for example, the degree of opening of the orifice 56 is narrowed to increase the damping force.

A suspension spring 8 and a shock absorber (MacPherson strut) 9 are mounted between the free ends of the lower arms 2L and 2R and the vehicle body.

In the above configuration, for example, when the steering wheel is turned to the left, the centrifugal force acting on the vehicle body causes the vehicle body to roll toward the right.

In this case, the right input/output cylinder 3R is shortened and the left input/output cylinder 3L is extended. As a result, relay cylinder 4
The left and right pistons 42L and 42M both descend, and in the absorber 5, both the left and right pistons 52I and 52R descend. And both left and right pistons 521.・The oil discharged from the left and right lower chambers 54I, 54R by the lowering of 52R passes through the communication passage 55 and the orifice 56, and then reaches both the left and right pistons 52I.

・Both left and right upper chambers 531.5 enlarged by descending 52R
3R, and the resistance provided to this oil flow by orifice 56 creates a damping force. Vibrations of the left and right wheels IL and IR during roll are damped by this damping force.

Furthermore, even if there is a difference in the operation of the left and right wheels and the IR, such as when only one wheel moves up and down with respect to the vehicle body while driving, both upper and lower left chambers 53 of the absorber 5.・54+
- There is a difference between the volume change of the upper and lower right chambers 53, 54R, and the volume change of the upper and lower right chambers 53, 53R and the lower left and right rain chambers 54.・54. Since the oil driven between the two passes through the communication passage 55 and the orifice 56, a damping force is generated and the steering stability is improved.

While driving, both left and right wheels 1.・1. If l simultaneously moves in the same direction relative to the vehicle body, e.g. upward, then
No damping force is generated by the absorber 5.

That is, in this case, both left and right input/output cylinders 31,
・3R are both shortened, the piston 42L of the left relay cylinder 4L rises, and the piston 42B of the right relay cylinder 4R rises.
is descending. Therefore, in the absorber 5, the left piston 52
The oil discharged from the left upper chamber 53L by the rise of L is expanded by the lowering of the right piston 52+t.
The oil does not flow into the communication path 55, which has a large resistance, and no damping force is generated due to the oil passing through the orifice 56. Further, in this case, the elasticity of the suspension spring 8 normally causes vibrations of several hertz to ten-odd hertz, and the vibrations are damped by the shock absorber 9.

[Embodiment 2] A front suspension device for an automobile according to a second embodiment of the present invention will be explained as follows based on FIG. 2. For convenience of explanation, the same reference numerals are given to the members corresponding to those shown in FIG. 1, and the explanation thereof is omitted.

In this embodiment, the left and right relay cylinders 4L and 4R are arranged at points symmetrical positions on a pair of mutually opposing surfaces of the absorber 5, and the free piston 45
Accumulators 47L and 47R are used in place of L and 45R and gas chambers 46L and 46R, and the orifice 56
is a fixed type that passes through the left piston 52L. Note that the orifice 56 may be provided in the right piston 52R. The other configurations are the same as the first embodiment,
Further, since the operation and effect thereof are essentially the same as those of the first embodiment except that the orifice is variable, a description thereof will be omitted.

[Embodiment 3] A front suspension device for an automobile according to a third embodiment of the present invention will be explained as follows based on FIG. 3. For convenience of explanation, the same reference numerals are given to the members corresponding to those shown in FIG. 1, and the explanation thereof is omitted.

The absorber 15 of this embodiment includes a cylindrical body 151 that is interlocked with the piston 42L of the left relay cylinder 4I, a piston 52 that is slidably and oil-tightly fitted inside the cylindrical body 151, and a screw inside the cylindrical body 151. The upper and lower oil chambers 153 and 154 are divided on both the left and right sides of 1 to 152, and the lower oil chambers 153 and 1.
A pair of coil springs 155 and 156 inserted into the piston 154 and both upper and lower oil chambers 153 and 154 pass through the piston 152.
and an orifice 157 that communicates with the upper and lower oil chambers 1.
53 and 154 are filled with oil.

In this embodiment, both coil springs 155 and 15
The elastic force of one side of 6 suppresses the roll, and both coil wings 155
・Vibration caused by the elasticity of the orifice 157
The damping force generated by the passage of oil increases the steering stability. Also, absorber 1
5 is formed to be slender compared to both the first and second embodiments, making it suitable for placement in a long and narrow space.

[Embodiment 4] A front suspension device for an automobile according to a fourth embodiment of the present invention will be described as follows based on FIG. 4. For convenience of explanation, the same reference numerals are given to the members corresponding to those shown in FIG. 1, and the explanation thereof is omitted.

In this embodiment, the absorber 25 includes a cylindrical body 251 and a pair of pistons 252t and 2 disposed facing each other inside the cylindrical body 251.
Both pistons 252L and 252 inside the 52R1 cylinder 251
A central chamber 253 is partitioned between R, and upper and lower end chambers 254 are partitioned on both sides of both pistons 252L and 252R within the cylinder 251.・254R1 central chamber 253 and upper and lower end chambers 2
It is provided with a communication path 255 that connects 54I- and 254R, an orifice 256 interposed in the communication path 255, a coil spring 257 housed in a central chamber 253, and an accumulator 258. The other configurations are the same as those of the first embodiment.

According to this embodiment, the same effects as in the first embodiment can be obtained.

[Embodiment 5] A front suspension device for an automobile according to a fifth embodiment of the present invention will be explained as follows based on FIG. 5. For convenience of explanation, the same reference numerals are given to the members corresponding to those shown in FIG. 1, and the explanation thereof is omitted.

In this embodiment, the input/output cylinders 3L and 3R and the relay are used in order to absorb small-amplitude, high-frequency vibrations that the wheels IL and IR receive from gravel on the road surface when one wheel runs on gravel, for example. Cylinder 41.・Micro-vibration absorbing cylinder 10L in parallel with 4R・10. l is provided. Each micro-vibration absorbing cylinder 10, 10. is the cylindrical body 10
1L and 101R, and free pistons 102L and 102R that are slidably and oil-tightly fitted inside these pistons. The rest of the structure is the same as the first embodiment, and except for the addition of a micro-vibration absorbing function by the micro-vibration absorbing cylinder 10L/IOR, this embodiment operates in the same manner as the first embodiment and provides the same effects.

[Embodiment 6] A front suspension device for an automobile according to a sixth embodiment of the present invention will be described below with reference to FIG. For convenience of explanation, the same reference numerals are given to the members corresponding to those shown in FIG. 5, and the explanation thereof is omitted.

In this embodiment, accumulators 11, 11, 11, and 11 are used in place of the micro-vibration absorbing cylinders 1oL10R, and the other configurations are the same as in the fifth embodiment. Moreover, since the operation and effect are the same as those of the fifth embodiment, the explanation will be omitted.

〔Effect of the invention〕

As described above, the suspension device for a vehicle according to the present invention includes a pair of input/output cylinders mounted between left and right suspension arms and a vehicle body, and a pair of input/output cylinders supported by the vehicle body.
The structure includes an absorber 5 hydraulically connected to a pair of input/output cylinders so as to generate a damping force when the vehicle body rolls.

Therefore, the structure is simple, and the suspension spring and shock absorber can be made of soft materials to improve riding comfort. Further, since an absorber is used that generates a damping force when a roll occurs, the damping force of the absorber can damp the vehicle body vibration when a roll occurs, thereby improving steering stability. Moreover, since the installation location of the absorber is not limited by the hydraulic piping, effects such as increased freedom in layout can be obtained.

[Brief Description of the Drawings] Fig. 1 is a hydraulic circuit diagram of a front suspension for an automobile according to a first embodiment of the present invention, and Fig. 2 is a hydraulic circuit diagram of a front suspension for an automobile according to a second embodiment of the present invention. , FIG. 3 is a hydraulic circuit diagram of a front suspension for an automobile according to a third embodiment of the present invention, FIG. 4 is a hydraulic circuit diagram of a front suspension for an automobile according to a fourth embodiment of the present invention, and FIG. 5 is a hydraulic circuit diagram of a front suspension for an automobile according to a fourth embodiment of the present invention. A hydraulic circuit diagram of a front suspension for an automobile according to a fifth embodiment of the invention, FIG.
FIG. 2 is a hydraulic circuit diagram of a front suspension for an automobile according to an embodiment. 2L is a left suspension arm, 2R is a right suspension arm, 3L is a left input/output cylinder, 3R is a right input/output cylinder, and 5, 15, and 25 are absorbers.

Claims (1)

[Claims] 1. A pair of input/output cylinders mounted between the left and right suspension arms and the vehicle body, and a pair of input/output cylinders supported by the vehicle body,
A suspension device for a vehicle, comprising a pair of input/output cylinders and an absorber hydraulically connected to generate a damping force when the vehicle body rolls.