JPH04169320A - Stabilizer device for vehicle - Google Patents

Abstract

PURPOSE:To improve riding comfortableness, and to increase roll rigidity by providing a lock mechanism for inhibiting the relative movement of a first kinetic member as well as of a second kinetic member when the movement of a mover reaches a fixed level, so as to form a connection mechanism of a stabilizer main body. CONSTITUTION:A stabilizer device for automobile is composed of a stabilizer main body and of a connection mechanism 3. The connection mechanism 3 is formed by fitting a cylinder 25 as a second kinetic member to a rod 11, a first kinetic member, that is extended vertically. A lateral acceleration detection means 61 is stored in a cover part 60 extended upward of the cylinder 25. The detection means 61 is composed of a support shaft 62 in the horizontal direction provided on the cover part 60, and of a mover 63 supported by the support shaft 62 in such a way that the mover can be freely vibrated in the horizontal direction of a car body. In the free condition of the mover 63, an engagement part 65 is receded to the upper part of a receiving seat 20, and a lock mechanism 66 is formed out of them.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a stabilizer device used in a suspension system of a vehicle such as an automobile.

[Prior Art] A well-known stabilizer used to increase the roll rigidity of a vehicle body functions to suppress the rolling of the vehicle body when turning, but when driving straight on an uneven road surface, it may cause the vehicle body to sway. There is. In other words, if the spring force of the stabilizer is strengthened to increase the roll rigidity when turning, the stabilizer spring force is added to the spring force of the suspension spring when driving straight, especially when driving on an uneven road surface, which causes the vehicle body to become stiffer. This may cause shaking or a bumpy feeling. However, if the stabilizer spring force is reduced to improve ride comfort, the roll angle will increase during cornering, causing the vehicle to wobble.

In addition, like the variable stabilizer device seen in Japanese Patent Application Laid-open No. 62-178414, the inside of the cylinder is partitioned into two chambers by a piston, each chamber is connected by a fluid passage, and a valve is provided in the fluid passage to meet the needs. It has also been proposed that the stiffness of the stabilizer can be changed by opening and closing a valve accordingly.

[Problems to be Solved by the Invention] The above-mentioned prior art requires a fluid passage and a switching valve, which not only complicates the structure, but also poses a risk of fluid leaking from the switching valve, fluid passage, and the like. Furthermore, since the system does not automatically detect and operate the lateral acceleration (so-called lateral G) that occurs during turning, a separate means for performing the switching operation is required.

Therefore, an object of the present invention is to improve riding comfort by reducing the spring force when driving straight, and automatically switch to a mode in which the spring force is increased when lateral acceleration is applied, such as when turning. An object of the present invention is to provide a stabilizer device that can increase roll rigidity.

[Means for Solving the Problems] The stabilizer device of the present invention developed to achieve the above object has a connection mechanism that connects the stabilizer main body to a mounting portion on the vehicle body or suspension side. This connection mechanism includes a first movement member connected to one of the mounting portion and the stabilizer main body, and a second movement member connected to the other and provided so as to be movable relative to the first movement member in the vertical direction. lateral acceleration detection means comprising a member, a movable element that moves according to the magnitude of acceleration when lateral acceleration acts on the vehicle, and the first movement when the amount of movement of the movable element reaches a predetermined value. A locking mechanism is provided in a mode that prevents relative movement between the member and the second moving member.

[Operation] When the vehicle body is kept in a neutral position, such as when traveling straight, the locking mechanism is in an unlocked state, and therefore the first moving member and the second moving member are in a state where they can move relative to each other. be. When traveling straight, if a vertical displacement is input, such as when one wheel rides over a protrusion on the road surface, the displacement on the one wheel side is absorbed within the stroke range in which the first moving member and the second moving member can move relative to each other. Ru. When lateral acceleration acts, such as during turning, the locking mechanism switches to a mode that prevents relative movement between the first moving member and the second moving member in conjunction with the movable element of the lateral acceleration detecting means. Therefore, like a normal stabilizer, a reaction force is generated by the opposite-phase bending of the left and right arm portions and the twisting of the torsion portion, and rolling is suppressed.

[Example] The first example of the present invention will be described below with reference to FIGS. 1 to 9.
This will be explained with reference to the figures.

The automobile stabilizer device 1 shown in FIG. 2 includes a stabilizer main body 2 and connection mechanisms 3 and 4. The stabilizer main body 2 is made of an elastic material such as spring steel, and includes a pair of left and right arm parts 6 and 7, and a torsion part 8 located between these arm parts 6 and 7. The torsion portion 8 extends in the width direction of the vehicle body (not shown). In the case of this embodiment, the torsion part 8 is supported on the vehicle body side by a mount part 9 provided with a rubber bush and is rotatable around an axis.

One arm portion 6 is connected to, for example, a suspension lower arm on the left wheel side by the first connection mechanism 3. The other arm portion 7 is connected to, for example, a suspension lower arm on the right wheel side by a second connection mechanism 4.

Note that an attachment structure in which the torsion portion 8 is connected to the suspension side and the arm portions 6 and 7 are supported on the vehicle body side may also be adopted.

Since the first coupling mechanism 3 and the second coupling mechanism 4 have the same structure, the first coupling mechanism 3 will be explained below as a representative.

As shown in FIG. 1, the coupling mechanism 3 includes a rod 11 extending in the vertical direction as an example of a first moving member. The lower end of the rod 11 is connected to a mounting portion 13 provided on a lower arm, which is an example of a suspension member, via a joint member 12 such as a pillow ball. The joint member 12 is attached to the mounting portion 1 by a nut 14.
It is fixed at 3.

A first spring seat 15 is fixed to the lower part of the rod 11, and a bump rubber 16 is attached to the upper surface side of the first spring seat 15.
is provided.

A receiver seat 20 is provided at the upper end of the rod 11. This receiver seat 20 is connected to a locking mechanism 6 together with a mover 63 which will be described later.
6. The receiver is placed on the upper surface of the seat 20, and the first stopper 21
and the second stopper 22 are provided in a step-like manner with different heights. There is also a bump rubber 23 on the bottom side of the seat 20.
is provided.

A cylinder 2 as an example of a second interlocking member is attached to the rod 11.
5 is fitted. Through holes 26 and 27 are provided at both ends of the cylinder 25, and the rod 11 is inserted through the through holes 26 and 27 so as to be movable in the axial direction. A sliding bearing 30 and sealing materials 32 and 33 are provided on the inner periphery of the through holes 26 and 27.

A liquid chamber 35 is provided inside the cylinder 25, and the liquid chamber 35 is filled with hydraulic oil 36. A flange-shaped portion 37 is provided at the axially intermediate portion of the rod 11 located inside the liquid chamber 35.
is provided. A constricted portion 38 is provided between the outer circumferential portion of the brim-shaped portion 37 and the inner circumferential surface of the cylinder 25. Therefore, the mouth
When the cylinder 11 moves in the axial direction relative to the cylinder 25,
A damping force is generated based on the viscous resistance of the hydraulic oil 36. That is, the hydraulic oil 36 and the flange-like portion 37 constitute a damping force generating means 39 in the throttle portion 38 . Note that the damping force generating means 39 may use a well-known disk valve, orifice, or the like.

A bracket 45 is provided on the cylinder 25. This bracket 45 is provided with a ball joint 46 using a bellow ball or the like, and the arm portion 6 of the stabilizer main body 2 is connected via the ball joint 46.

A second spring seat 50 is provided in the cylinder 25, and an auxiliary spring 51 made of a coil spring is provided in a compressed state between the second spring seat 50 and the first spring seat 15. . The auxiliary spring 51 biases the cylinder 25 in the upward direction.

A lateral acceleration detection means 61 shown in FIG. 3 is housed in a cover portion 60 extending above the cylinder 25. As shown in FIG. The detection means 61 of this embodiment includes a horizontal support shaft 62 provided on a cover part 60, and a movable member 63 supported by the support shaft 62 so as to be swingable in the left-right direction (vehicle width direction) of the vehicle body. It is composed of: Weights 64 are installed on both sides of the mover 63.
is provided. An engaging portion 65 is provided at the lower part of the movable element 63.

In the free state, the movable member 63 hangs down due to its own weight, and at that time, the engaging portion 65 is retracted to the side of the upward extension line of the seat 20. The movable element 63 and the receiver seat 20 constitute a locking mechanism 66. This mover 63
As shown in FIG. 4, when a large acceleration is applied in the right direction in the drawing, the engaging portion 65 rotates to a position facing the first stopper 21. When the acceleration is relatively small, the engaging portion 65 rotates to a position facing the second stopper 22, as shown in FIG.

Next, the operation of the stabilizer device 1 having the above configuration will be explained.

When the vehicle body is in a neutral position, such as when the vehicle is traveling straight on a flat road, the cylinder 25 of the first coupling mechanism 3 and the second
As shown in FIG. 1, the cylinders 25 of the coupling mechanism 4 are in a state where they are all pushed up to their upward stroke limits by the elasticity of the auxiliary springs 51 and 51.

Also, the locking mechanism 66 is in the unlocked position, ie, in a mode in which the receiver does not prevent the seat 20 from rising.

When one wheel passes a protrusion on the road surface while the vehicle is traveling straight, the side of the arm portion 6.7 of the stabilizer body 2 that rides on the protrusion is displaced upward. At that time, the input tries to be transmitted to the other wheel via the torsion part 8, but since the locking mechanism 66 is in the unlocked state, the rod 11 of the coupling mechanism 3 (or 4) is The displacement is absorbed by relatively rising while bending the auxiliary spring 51.

After the rod 11 moves upward to its maximum stroke limit, the rod 11 and the cylinder 25 rise together, so that the stabilizer body 2 becomes twisted.

゛ Therefore, as shown by the solid line ■ in Fig. 8, the stabilizer spring force is reduced in the stroke range in which the rod 11 moves, making it possible to prevent the occurrence of a bumpy feeling while driving and also to reduce the shaking of the vehicle body. It is smaller and the tire ground contact force is increased, improving ride comfort and straight-line driving performance. Further, when the rod 11 and the cylinder 25 move relative to each other, the brim portion 37 moves inside the liquid chamber 35, so that a damping force is generated in the constriction portion 38. This damping force is the ninth
As shown in the figure, the relative speed of the rod 11 increases as the relative speed increases.

When the arm portions 6.7 of the stabilizer main body 2 receive inputs in opposite phases to the left and right depending on the roll angle of the vehicle body, such as when turning, the arm portions 6.7 bend in opposite directions and the torsion portion 8 I can't believe it.

For example, when the vehicle turns to the right, the arm portion 6 located on the outside of the turn is displaced downward as shown by the two-dot chain line in FIG. 2 as the vehicle body sinks. The other arm portion 7 located on the inside of the turn tends to be displaced upward as the vehicle body rises.

Therefore, in the first coupling mechanism 3 located on the outside of the turn, a force is generated in the direction of pushing down the cylinder 25, but the lateral acceleration accompanying the turn causes the mover 63 to tilt as shown in FIG. As a result, the engaging portion 65 moves to a position directly above the first stopper 21. When the cylinder 25 is lowered, the engaging portion 65 hits the first stopper 21, and the relative movement between the cylinder 25 and the rod 11 is stopped with the cylinder 25 slightly lowered as shown in FIG. When the lateral acceleration is large in this way, a large stabilizer spring force is exerted from the beginning of the turn, as shown by the broken line (■) in FIG. 8, and rolling is effectively suppressed like a normal stabilizer.

When the rotation stops, the cylinder 25 moves in the direction of its original position due to the decrease in input, and
The movable element 63 also moves in the direction of its original position.

When the acceleration is relatively small, the swing angle of the movable element 63 is small as shown in FIG. 5, so the engaging portion 65 comes to engage with the second stopper 22. Therefore, the amount of movement of the cylinder 25 increases slightly, resulting in a characteristic intermediate between ■ and ■, as shown by the two-dot chain line ■ in FIG. In this case as well, a damping force is generated by the damping force generating means 39 to prevent the vehicle body from rolling back.

When turning to the left, the direction of the load input to the stabilizer main body 2 is opposite to that when turning to the right, so the second coupling mechanism 4 uses the same action as above to increase the stabilizer spring force and the damping force generating means. A damping force of 39 is obtained.

As described above, the stabilizer device 1 of this embodiment improves ride comfort when traveling straight by automatically turning off the stabilizer effect when traveling straight, and automatically switches the stabilizer effect on when turning. This ensures running stability when turning. In addition, stoppers 21 and 22
By appropriately setting the position of the rod 11 and the cylinder 25, it is possible to lock the rod 11 and the cylinder 25 in stages at optimal positions depending on the magnitude of the lateral acceleration.

Note that, contrary to the above embodiment, the rod 11 may be connected to the stabilizer body 2, and the cylinder 25 may be connected to the mounting portion 13 on the vehicle body or suspension side.

Next, a second embodiment of the present invention will be described with reference to FIGS. 10 to 15. Note that parts common to the first embodiment described above are given the same reference numerals as those in the first embodiment, and explanations thereof will be omitted, and different parts will be explained below.

In this second embodiment, as shown in FIG. 11, one arm portion 6 of the stabilizer body 2 is connected to, for example, the left wheel side of the suspension by a connecting mechanism 70, and the other arm portion 7 is connected to the left wheel side of the suspension by a connecting rod 71. For example, it is connected to the right wheel side of the suspension.

The coupling mechanism 70 is constructed as shown in FIG. A receiver seat 72 provided at the upper end of the rod 11 has a first stopper 73 and a second stopper 74 for turning to the right.
A third stopper 75 and a fourth stopper 76 are provided for left turning. Further, the receiver is provided with a second auxiliary spring 77 on the lower surface side of the seat 72. The second auxiliary spring 77 and the first
The auxiliary spring 51 is provided with an initial deflection so as to bias the cylinder 25 toward the neutral position in the axial direction of the rod 11.

The lateral acceleration detection means 80 includes a horizontal support shaft 81 provided on the cover part 6o, and a movable member 82 supported by the support shaft 81 so as to be swingable in the left-right direction (vehicle width direction) of the vehicle body. Configured with the necessary features.

A weight 83 is provided on the movable element 82. Mover 8
A first engaging part 85 and a second engaging part 86 are provided at the lower part of 2.

In the free state (the state shown in FIG. 10), the movable member 82 hangs down in such a manner that the engaging portions 85 and 86 are retracted to the side of the upward extension line of the receiver seat 72. Therefore, when the mover 82 is in the free state, the receiver seat 72 is
As shown by the dotted chain line, it can be moved in the vertical direction within a predetermined stroke range.

The receiver seat 72 and the engaging portions 85 and 86 of the movable element 82 constitute a locking mechanism 87. That is, when a large acceleration is applied to the movable member 82 in the right direction in the figure, the first engaging portion 85 rotates to a position where it can engage with the first stopper 73, as shown in FIG. When the acceleration to the right in the figure is relatively small, the first engaging portion 85 rotates to a position where it can engage with the second stopper 74, as shown in FIG. - direction, when large acceleration acts in the left direction in the figure, the 14th
As shown in the figure, the second engaging portion 86 is connected to the third stopper 7.
Rotate to a position where it can engage with 5.

When the acceleration in the left direction in the figure is relatively small, the second engaging portion 86 engages the fourth stopper 76 as shown in FIG.
The device rotates to a position where it can engage with the device.

Therefore, the operation of the second embodiment is as follows.

When the vehicle body is in a neutral position, such as when the vehicle is traveling straight on a flat road, the cylinder 25 is held in the neutral position shown in FIG. 10 by the elasticity of the auxiliary spring 51.77. At this time, the locking mechanism 87 is in the unlocked position, that is, the receiver does not interfere with the raising and lowering movement of the seat 72.

When one wheel passes a protrusion on the road surface while driving straight, the input from the other wheel tries to be transmitted to the width side, but since the locking mechanism 87 is in the non-locking position, the rod 11 and cylinder 25 lock the auxiliary springs 51 and 77. They move relative to each other in the axial direction while being bent. After the amount of movement reaches its maximum limit, the rod 11 and cylinder 25 move together, so that the stabilizer main body 2 becomes twisted. For this reason, the 8th
As shown by the solid line ■ in the figure, the stabilizer spring force is small at the beginning of the stroke, improving ride comfort and straight-line running performance.

In this second embodiment, when the vehicle turns to the right, the cylinder 25 tries to move in a direction that compresses the first auxiliary spring 51, but if the lateral acceleration accompanying the turn is large, as shown in FIG. Since the mover 82 is tilted greatly so that the
The first engaging portion 85 engages with the first stopper 73 . Therefore, the amount of relative movement between the rod 11 and the cylinder 25 is small, and the
As shown by the broken line ■ in the figure, a large stabilizer spring force is exerted from the beginning of the turn.

When the lateral acceleration is relatively small, the swing angle of the mover 82 is small as shown in FIG.
comes to engage with the second stopper 74. For this reason,
By slightly increasing the amount by which the cylinder 25 can move relative to the rod 11, the characteristics shown by the two-dot chain line ■ in FIG. 8 are obtained.

When turning left, the direction of the load input to the stabilizer body 2 is opposite to that when turning right, so the cylinder 25
moves in a direction that compresses the second auxiliary spring 77, and the movable element 82 rotates in the clockwise direction in the figure. Therefore, if the lateral acceleration associated with turning is large, the mover 82 will tilt significantly as shown in FIG.
The second engaging portion 86 engages with the third stopper 7. Therefore, the amount of relative movement between the rod 11 and the cylinder 25 is small, and a large stabilizer spring force is exerted from the initial stage of turning. When the lateral acceleration is relatively small, the swing angle of the movable element 82 is small as shown in FIG. 15, so the second engaging portion 86 engages with the fourth stopper 76. Therefore, the amount of movement of the cylinder 25 relative to the rod 11 increases.

Next, a third embodiment of the present invention will be described with reference to FIGS. 16 to 22. Note that parts common to the first embodiment and the second embodiment are given the same reference numerals as those of these embodiments, and the explanation thereof will be omitted, and the different parts will be explained below.

The coupling mechanism 90 of this third embodiment is also provided only on one arm portion 6 of the stabilizer main body 2, similarly to the coupling mechanism 70 of the second embodiment.

The coupling mechanism 90 is configured as shown in FIG. 16. That is, a lateral acceleration detection means 91 and a locking mechanism 92 are provided on the side of the cylinder 25. The lateral acceleration detection means 91 includes a horizontal support shaft 95 provided on the cylinder 25 and a movable element 96 supported by the support shaft 95 so as to be swingable in the left-right direction (vehicle width direction) of the vehicle body. It is configured. A weight 97 is provided on the movable element 96. A first engaging portion 101 is provided at the lower end of the mover 96, and a second engaging portion 102 is provided at the upper end of the mover 96.

The locking mechanism 92 includes a first stopper 105 and a second stopper 106 for turning to the right, and a third stopper 10 for turning to the left.
7 and a fourth stopper 108. Each of the stoppers 105 to 108 is provided on the inner surface of the cover member 110.

The movable element 96 hangs down due to its own weight in a free state, and at that time, the engaging portions 101 and 102 are connected to the stoppers 105 to 102.
108.

A first auxiliary spring 51 and a bump rubber 16 are provided on the lower surface side of the cylinder 25. A second auxiliary spring 77 and a bump rubber 23 are provided on the upper surface side of the cylinder 25. The auxiliary springs 51 and 77 bias the cylinder 25 toward the neutral position in the axial direction of the rod 11.

The operation of this third embodiment is as follows.

When the vehicle travels straight, the stabilizer spring force is small in the stroke range where the auxiliary springs 51, 77 can flex against the unevenness of the road surface, similar to the second embodiment.

When the vehicle turns right, if the lateral acceleration is large, the first
As shown in FIG. 9, since the movable element 96 is tilted significantly, the first engaging portion 101 engages with the first stopper 105. Therefore, the amount of relative movement between the rod 11 and the cylinder 25 is small, and a large stabilizer spring force is exerted from the initial stage of turning.

When the lateral acceleration is relatively small, the swing angle of the mover 96 is small as shown in FIG.
1 comes to engage with the second stopper 106. Therefore, the amount of movement of the cylinder 25 relative to the rod 11 increases.

When turning left, the direction of the lateral acceleration is opposite to when turning right, so the cylinder 25 moves in a direction that compresses the second auxiliary spring 77, and the movable element 96 rotates clockwise in the figure. do. Therefore, if the lateral acceleration is large, the 21st
As shown in the figure, the second engaging portion 102 engages with the third stopper 107 by tilting the movable element 96 significantly.

Therefore, the amount of relative movement of the cylinder 25 with respect to the rod 11 is small, and a large stabilizer spring force is exerted from the initial stage of turning. When the lateral acceleration is relatively small, the swing angle of the mover 96 is small as shown in FIG.
The engaging portion 102 comes to engage with the fourth stopper 108. Therefore, the amount of movement of the cylinder 25 relative to the rod 11 increases.

[Effects of the Invention] According to the present invention, it is possible to reduce the shaking and bumpy feeling of the vehicle body when driving straight, thereby improving ride comfort, and increasing the tire ground contact force, improving straight-line performance.

Furthermore, when lateral acceleration is applied, such as when turning, the stabilizer spring force automatically changes to a characteristic that increases, making it possible to improve both handling stability and ride comfort.

[Brief explanation of drawings]

1 to 9 show a first embodiment of the present invention.
The figure is a vertical sectional view of the stabilizer connection mechanism, and Figure 2 is the first
FIG. 3 is a perspective view of the stabilizer device having the coupling mechanism shown in the figure; FIG. 3 is a perspective view of the lateral acceleration detection means; FIGS.
6 and 7 are longitudinal sectional views showing different operating modes of the coupling mechanism shown in FIG. 1, respectively. The figures show the relationship between the displacement and spring force of the stabilizer device shown in FIG. 2, FIG. 9 shows the relationship between the speed and damping force of the stabilizer device shown in FIG. 2, and FIG. 15 to 15 show a second embodiment of the present invention, FIG. 10 is a longitudinal sectional view of a stabilizer coupling mechanism, FIG. 11 is a perspective view of a stabilizer device having the coupling mechanism shown in FIG. 10, and FIG. 12 to 15 are cross-sectional views showing the operating modes of the lateral acceleration detection means and the locking mechanism, respectively. FIGS. 16 to 22 show the third embodiment of the present invention, and FIG. 16 shows the stabilizer coupling mechanism. 17 is a cross-sectional view taken along line A-A in FIG. 16,
FIG. 18 is a perspective view of the lateral acceleration detection means, and FIGS. 19 to 22 are sectional views showing the operating modes of the lateral acceleration detection means and the locking mechanism, respectively. DESCRIPTION OF SYMBOLS 1... Stabilizer device, 2... Stabilizer main body, 3.4... Connection mechanism, 6, 7... Arm part, 8...
... Torsion part, 11... Rod (first movement member)
, 13... Attachment part, 25... Cylinder (second movement member), 61... Lateral acceleration detection means, 63... Mover, 66... Lock mechanism, 70... Connection mechanism, 80・
... Lateral acceleration detection means, 82... Mover, 87...
Lock mechanism, 90... Connection mechanism, 91... Lateral acceleration detection means, 92... Lock mechanism, 96... Mover. Applicant's Representative Patent Attorney Takehiko Suzue Figure 1 Figure 2 Figure 3 Figure 4 jI5 Figure 6 Figure 9 Figure 10 Figure 11 Figure 12 Figure 16 Figure 17 Figure 18 Figure 19 jI2o Figure': 11 Figure 1 Figure 22

Claims (2)

[Claims] (1) A stabilizer device comprising a stabilizer main body including a pair of left and right arm parts and a torsion part located between these arm parts, and a connection mechanism that connects the stabilizer main body to a mounting part on the vehicle body or suspension side, The connection mechanism includes a first movement member connected to one of the mounting portion and the stabilizer main body, and a second movement member connected to the other and provided to be movable relative to the first movement member in the vertical direction. lateral acceleration detection means comprising a member, a movable element that moves according to the magnitude of acceleration when lateral acceleration acts on the vehicle, and the first movement when the amount of movement of the movable element reaches a predetermined value. A stabilizer device for a vehicle, comprising: a locking mechanism that enters a mode that prevents relative movement between the member and the second moving member. (2) The first moving member is a rod, the second moving member is a cylinder, the rod is inserted into the cylinder so as to be movable in the axial direction, and a damping force generating means is provided inside the cylinder. Item 1: The vehicle stabilizer device according to item 1.