JPH0455115A - Device for preventing lateral rolling of vehicle chassis - Google Patents

Abstract

PURPOSE: To prevent the rolling of a vehicular body by sliding spline gears according to sensor signals, and thereby adjusting length of a rolling preventive intermediate stage. CONSTITUTION: Hydraulic pressures in chambers P, Q are controlled based on vehicular driving conditions sensed by sensors arranged on a body or a tire, such as acceleration, braking deceleration, or variation of curvature of a road. The chambers P, Q are formed across a partition wall 35 inside a cylindrical casing 31 which is inserted into an intermediate stage 22 for preventing widthwise oscillation whose both parallel front ends are connected to a control arm of the vehicular body. Spline gears 4, 5 respectively inserted into the chambers P, Q are slid for adjusting length of a rody body of the oscillation preventive intermediate stage 22 on the outside of the spline gears 4, 5. Different twisting forces are thus generated. It is thus possible to prevent the rolling of the car even when the road condition or running speed is varied.

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a rolling prevention device for a vehicle chassis, and in particular, prevents torsional vibration by providing torsional stress with different rigidity depending on the operating state of the vehicle. do,
The present invention relates to a vehicle chassis anti-rolling device that can prevent rolling of a vehicle body.

(Prior art) Conventionally, in general, vibrations caused when a vehicle is running at speed and shocks generated between the vehicle and the ground are partially absorbed by the tires, but most of the vibrations are absorbed by the tires attached between the vehicle body and the tires. It is known that it is absorbed into the suspension. That is, it is possible to prevent damage to the mechanisms of each part of the vehicle body and provide a comfortable ride to the occupants.

FIG. 7 is an illustrative view showing an example of a single suspension in which the current amount is also used. This single-type suspension mainly includes a sleeve support shaft 11 installed between each front wheel and the vehicle body, a shock absorber (not shown) inserted inside the shaft, and a spring 12 at the two ends. It has a configuration in which the two are fitted together.

In this single suspension, the spring 12 absorbs vibrations of the vehicle, and the shock absorber inside the sleeve support shaft 11 can alleviate the vibrations of the spring 12. That is, the elastic vibration generated in the spring 12 can be delayed.

From the point of view of simply seeking a comfortable ride,
The softer the spring 12 is, the better, but as is well known, when turning the steering wheel of a car, the centrifugal force shifts the center of gravity of the vehicle to the outside, causing a large ift to the outer spring 12.
It takes a load. Therefore, if the spring 12 is too soft, there is a risk that the vehicle body will tilt to one side and fall. in this case,
In order to prevent the vehicle from overturning, the stiffness of the springs 12 must be increased, which results in some sacrifice of ride comfort.

To solve this contradiction, many cars are equipped with anti-sway bars 13 to prevent rolling. As shown in FIG. 7, the anti-sway rod 13 has a U-shape, with both ends attached to the suspension arms 14 on both sides of the vehicle body.
is connected to.

Furthermore, an anti-sway rubber 15 or a bearing fixed to the vehicle body is inserted into the middle portion 131.

According to such a configuration, when the tires on both sides rise simultaneously due to a change in the speeding state of the vehicle, the middle portion 131 of the anti-sway rod 13 rotates while being held by the anti-sway rubber 15, causing rigid torsion. However, if only one wheel floats upward, the anti-sway rod 13 generates torsional stress to resist the vehicle from floating.

Therefore, when the car body makes a curve, for example, one side of the car body lifts up and the other side sinks, and the anti-sway rod 13 generates stronger torsional stress to maintain the balance of the car body and prevent it from tilting. It is.

(Problem to be solved by the invention) However, there is a limit to the torsional stress that can be generated, and if the stress that can be generated is too large, the elasticity will be too strong even in normal conditions, causing an unpleasant feeling to the passenger. This results in the phenomenon of left and right rocking. In addition, if the stress that can occur is too small, there is still a risk that the vehicle body will tilt outward when it makes a rapid curve. Since the strength is constant, there is a certain limit to the strength that can resist the torsional couple, and by providing an appropriate counterforce that corresponds to the conditions of the road, vehicle speed, etc., the safety of the vehicle can be improved. It is difficult to balance passenger comfort. Furthermore, when the vehicle runs on a flat, straight road, when the vehicle accelerates or brakes, the tires on both sides rise, rise, or sink at the same time, so no torsional stress is applied to the middle part of the anti-sway rod 13. Therefore, if the car body rises, it cannot prevent it from sinking.

Therefore, the main object of the present invention is to provide a vehicle chassis anti-rolling device that can provide different torsional stresses that can be adjusted according to road and running speed conditions to prevent rolling of the vehicle body. The purpose is to

(Means for Solving the Problems) The present invention provides a cylindrical casing formed of two chambers each having a partition wall formed therein and into which a spline gear is slidably fitted. The tip fits into the middle part of the anti-rolling device connected to the control arm of the vehicle body, seals both end surfaces of the casing, and detects the operating state of the vehicle with a sensor installed on the vehicle body or tire. The length of the middle part of the anti-rolling mechanism can be adjusted by controlling the oil pressure of the oil injected through the hydraulic line and sliding the spline gear according to the sensor signal. This is a device to prevent the vehicle chassis from rolling.

Furthermore, a first diversion valve and a second diversion valve are installed in the hydraulic pipelines communicating with the two chambers to control the direction of oil flow, and a protrusion is provided on the outer periphery of the partition wall. It is more preferable that ears are formed at both ends of the protrusion, and the end of the piston rod of the hydraulic cylinder is pivotally mounted between the ears.

(Function) With the above configuration, the present invention detects the operating state of the vehicle, such as acceleration, braking and deceleration, or changes in the curvature of the road, using sensors installed on the vehicle body or tires, and the tips of the parallel parts on both sides are connected to the control arm of the vehicle body. Controls the hydraulic pressure in two chambers formed by placing a partition wall inside a cylindrical casing fitted into the middle part of the rolling stop connected to the casing, and a spline fitted into each of the two chambers. By sliding the gears, the length of the middle rond on the outside of each spline gear can be adjusted to create different torsional stresses.

Furthermore, a first flow diversion valve and a second flow diversion valve are provided in the hydraulic pipelines communicating with the two chambers, respectively, to regulate the flow direction of the hydraulic pressure, and a protrusion is provided on the outer periphery of the partition wall. Form ears on both ends of the protrusion,
If the tip of the piston rod of the hydraulic cylinder is pivotally mounted between the two ears, the length of the rond body located on the outside of both the spline gears can be adjusted more reliably.

The above objects, other objects, features and advantages of the present invention will become more apparent from the following detailed description of embodiments with reference to the drawings.

(Embodiment) FIG. 1 is an illustrative view showing the structure of an embodiment of the present invention, and FIG. 2 is a sectional view taken along the line ■-■ in FIG. 1.

As shown in FIGS. 1 and 2, the vehicle chassis anti-sway device according to the present invention includes a anti-sway device 2, a cylindrical casing 3, two spline gears 4 and 5, and a hydraulic cylinder device 6. , a hydraulic pipe control means 7, and a processing means 8.

The anti-rolling device 2 is made of, for example, a metal substantially U-shaped rond, and has parallel portions 21, 23 on both sides, and a middle portion 22 connected to these portions, with the curved portion of the rond body as a reference. This anti-sway 2 has parallel parts 21 and 23 on both sides.
The tips of the suspension control arms 14 are respectively connected to suspension control arms 14 attached to both wheels. Further, two bearings 24 and 25, which are respectively fixed to the vehicle body chassis, are inserted through the middle portion 22, and the rond body is rotatably held by the two bearings 24 and 25.

As shown in FIG. 2, a plurality of equally spaced outward spline teeth 220 are provided on the outer circumferential surface of the rond at the portion sandwiched between these two bearings 24 and 25, parallel to the axial direction of the rond body. It is integrated.

The casing 3 is made of metal or the like and has a cylindrical shape, and a partition wall 3 is provided at the center of the hollow interior of the casing 3.
5 is provided. Chambers P and Q, which do not communicate with each other, are formed on both sides of the partition wall 35, and the casing 3
Both end surfaces 33 and 34 of are sealed. Further, the casing 3 is inserted through the middle portion 22 of the anti-rolling device 2, and the outer periphery of the casing 3 is fitted and pivotally supported by bearings 31 and 32 attached to the vehicle body chassis. Further, a protrusion 36 is integrally formed on the outer periphery of the partition wall 35, and ear pieces 361, 362 are provided at both ends of the protrusion 36, respectively.
is formed.

As shown in FIG. 2, the inner peripheral wall of this casing 3 has
A plurality of outward spline grooves 37 are formed at equal intervals.

Spline gears 4 and 5 are fitted between the anti-rolling device 2 and the casing 3 so as to be slidable in the axial direction of the casing 3.

That is, the two spline gears 4.5 are fitted with spline grooves that match the plurality of outward spline teeth 220 formed on the outer circumferential surface of the middle portion 22 of the anti-sway 2 on their respective inner circumferential walls. , and each outer peripheral wall is provided with spline teeth that match a plurality of outward spline grooves 37 formed on the inner peripheral surface of the casing 3,
and Q, respectively.

The hydraulic cylinder device 6 includes a cylinder 61 whose one end is pivotally supported on the chassis by a pin 61a, a piston 62a slidably attached to the cylinder of the cylinder 61, and the other end of the cylinder 61. The bilbstone rod 62b is inserted into the piston 62a, and one end thereof is connected to the piston 62a so as to be able to reciprocate together with the piston 62a. In this case, the other end of the piston rod 62b is pivotally mounted between the ears 361, 362 of the protrusion 36 of the casing 3, for example, by an insertion pin 63.

The oil line control means 7 includes a hydraulic pump 71, which pressurizes the oil in the hydraulic tank 72 to control each hydraulic line M.

The water is transported to the first diversion valve 73, the second diversion valve 74, and the hydraulic tank 75 through N.

That is, the first flow dividing valve 73 controls pressurized oil and introduces it into one chamber P via either the inner pipe line I or the outer pipe line O, and the spline in the chamber P. It drives the sliding movement of the gear 4.

Further, the second flow dividing valve 75 controls and rolls the pressurized oil to the inner pipe line 1' or the outer pipe line 0'.
The spline gear 5 is introduced into the other chamber Q through the other chamber Q, and the spline gear 5 in that chamber Q is driven to slide. Further, the hydraulic tank 75 is provided with a spring 751 at one end of its interior 1 so that it can be pressurized, and the oil inside the tank 75 is caused to flow into the hydraulic cylinder device 6 via a pipe 76 and an oil stop valve 77 is installed. It is configured to restrict opening and closing of the pipe line 76.

The processing means 8 is a conventional logic circuit means, which receives sensing signals from sensors installed on the vehicle body, wheels, etc., and senses changes in vehicle speed, acceleration state, brake deceleration, etc. Further, the current position of both spline gears 4.5 is sensed by using a sensor 81 that detects the position of the spline gear 4.5 attached to the outer peripheral edge of the casing 3, that is, the vehicle is in an acceleration state. Detects whether the vehicle is entering a vehicle or is decelerating by stepping on the brake. Also, whether the vehicle is accelerating,
Alternatively, if it is detected that the vehicle is decelerating by stepping on the brake, the signal is output and transmitted to the oil stop valve 77, and the flow of the conduit 76 is sealed. Furthermore, the reverse flow of oil in the hydraulic cylinder device 6 is prevented, thereby indirectly preventing the screw 1-62b from pressing forward downwardly.

On the other hand, as the vehicle speed changes, the signal is output to the first and second flow dividing valves 73,74, and the inner pipe line 1.1'
Controls the opening/closing of outer pipes 0 and 0' and the direction of oil flow. When the vehicle speed is high, the spline gears 4.5 slide toward both ends of the vehicle body, and when the vehicle speed becomes slow, they slide toward the center of the vehicle body. It is configured as follows. In this case, the sensor 81
For example, the spline gears 4 and 5 are designed to slide outward at the same time when the vehicle speed reaches 100 km/H. If so, the sensor 81
must have both spline gears 4.5 facing outward.
Detects when it has slid 0m.

On the other hand, the first and second diverter valves 73, 74 are designed to keep the conduit open until the spline gears 4, 5 are securely slid outwards 2011.

Next, the operational state of the present invention in various running situations of the vehicle will be explained.

When the vehicle is braked or accelerated, the tires on both sides rise or sink together, and the casing 3 is connected to the spline gears 4, 5.
Since it engages with the middle section 22 of the anti-rolling member 2 through the middle section 2, it rotates as the middle section 22 rotates. Moreover, since the oil stopper valve 77 does not block the pipe 76 under normal running conditions of the vehicle, when the casing 3 rotates with the middle section 22, it causes the piston rod 62b to reciprocate. , the oil flows between the hydraulic cylinder device 6 and the hydraulic tank 75, and at this time, no torsional stress is generated in the middle portion 22 of the anti-rolling device 2.

However, when the processing means 8 receives a sensing signal of acceleration or braking deceleration of the vehicle, it controls the oil stop valve 77 to close the pipe 76, and the piston rod 62b is pushed downward to move inside the cylinder 61. The oil cannot be pushed out, that is, the rotation of the casing 3 is stopped in a state of strong contact with the casing 3.

In addition, when the casing 3 does not rotate, as shown in FIG. 3, when the vehicle accelerates or decelerates by 6.5 degrees, both tires lift up or sink together and are fitted into the anti-swaying 2. This creates torsional stress in the rod body on the outside of the spline gears 4 and 5, which provides resistance to the car body rising (indicated by the dashed line) or sinking (indicated by the solid line). Since the casing 3 of the rod body sandwiched between the spline gears 4.5 is immobile, no torsional stress is generated.

However, as a function of the present invention, when the vehicle decelerates or accelerates and the tires on both sides rise or sink at the same time, torsional stress is generated in the anti-sway 2 to resist the lifting or sinking of the vehicle body. This maintains the vehicle body in the most stable state, and even if both tires rise or sink at the same time when the vehicle is not decelerating or accelerating, the casing 3 continues to rotate together with the anti-rolling device 2. Therefore, no torsional stress is generated.

Next, referring to FIG. 4, when one tire of the vehicle lifts up independently, the anti-sway 2 is twisted and generates some stress, and when the vehicle makes a curve, referring to FIG. Due to the action of centrifugal force, the inside of the car body floats and the outside sinks. At this time, the anti-sway 2 is twisted greatly, creating a downward torsional stress on the inside, which prevents the inside of the car body from lifting. This creates an upward torsional stress on the outside, which prevents the outside of the vehicle from sinking.

Further, referring to FIG. 6, the spline gears 4, 5
is driven by pressurized oil and slides outward or inward as the vehicle speed increases or decreases, and when the vehicle makes a curve at higher speeds, the outer side of the spline gear 4.5 fitted to the anti-sway stopper 2 In this case, the length of the rod body that generates stress when twisted becomes shorter, and the shorter the length, the greater the stress generated. When the vehicle makes a curve at a slower speed, the spline gears 4 and 5 slide inward, and on the outside, the length of the rond that twists and produces stress becomes longer, and the longer it is, the more stress is generated. Torsional stress becomes smaller.

That is, in the vehicle chassis anti-rolling device 100 according to the present invention, the spline gears 4 and 5 are used to change the sliding length corresponding to the vehicle speed, and the twisting length of the anti-rolling device 2 is changed by using the spline gears 4 and 5. It can be adjusted to produce different torsional stresses. Therefore, it is possible to prevent the vehicle body from rolling even if the road or traveling speed changes.

(Effects of the Invention) As can be seen from the embodiments described above, the device for preventing rolling of a vehicle chassis according to the present invention uses a sensor to detect the operating state of the vehicle, such as acceleration or deceleration, or a change in the curvature of the road. The tip of the parallel part controls the oil pressure in two chambers formed by placing a partition inside a casing that is fitted into the middle part of the anti-rolling device connected to the control roll arm of the vehicle body. By sliding the splines fitted inside each spline gear, you can adjust the length of the anti-sway rod body on the outside of the spline gear and create different torsional stresses, so it can be used on roads and Even if the running speed changes, the vehicle body can be prevented from rolling.

A first diversion valve and a second diversion valve are respectively provided in the hydraulic pipelines communicating with the two chambers to regulate the flow direction of the hydraulic pressure, and a protrusion is provided on the outer periphery of the partition wall, By forming ears on both ends of the convex portion and pivotally attaching the tip of the piston rod of the hydraulic cylinder device between the two ears using an insertion pin, the length of the rond sandwiched between the spline gears can be reduced. Adjustments become more reliable.

[Brief explanation of the drawing]

FIG. 1 is an illustrative view showing the structure of an embodiment of the present invention, and FIG. 2 is a sectional view taken along line nn in FIG. FIG. 3 is a diagram showing the torsion that occurs when both tires of this embodiment simultaneously rise or sink. FIG. 4 is a diagram showing the twisting that occurs when the tire on one side lifts up independently in this embodiment. FIG. 5 is a diagram showing the torsion that occurs when the tires on both sides of this embodiment rise and sink, respectively. FIG. 6 is a diagram showing the sliding dislocation state of both spline gears in this embodiment. FIG. 7 is an illustrative view showing an example of a conventional vehicle chassis rolling prevention device. In the figure, 2 is a roll stopper, 3 is a casing, 4 and 5 are spline gears, 6 is a hydraulic cylinder device, 61 is a cylinder, 61a is a pin, 62a is a piston, 62b is a piston rod, 63 is an insertion pin, 21 and 23 are the parallel parts on both sides of the roll stopper, 22 is the middle part of the roll stopper,
33 and 34 are both end surfaces of the casing, 35 is a partition wall inside the casing, 36 is a protrusion formed on the outer periphery of the partition wall, 3
61 and 362 are ear pieces, 7 is a hydraulic pipe control means, 73
is the first diversion valve, 74 is the second diversion valve, P and Q
1 is a chamber, 2 and 1' are inner pipes, 0 and O' are outer pipes, 8 is a processing means, and 81 is a sensor.

Claims (1)

[Scope of Claims] 1. A cylindrical casing formed of two chambers each having a partition wall formed therein and into which a spline gear is slidably fitted; The casing is fitted into the middle part of the anti-swaying part connected to the casing to seal both end surfaces of the casing, and the operating state of the vehicle is sensed by a sensor installed on the vehicle body or tire, and the casing is inserted into the two chambers. , the length of the middle section of the anti-rolling mechanism can be adjusted by controlling the oil pressure of the oil injected through the hydraulic line and sliding the spline gear according to the signal of the sensor. , vehicle chassis anti-rolling device. 2. The hydraulic pipe line communicating with the two chambers is provided with a first flow dividing valve and a second flow dividing valve, respectively, so that the direction of oil flow can be controlled. Anti-rolling device for vehicle chassis. 3. A protrusion is provided on the outer periphery of the partition, and ears are formed at both ends of the protrusion, and an end of a piston rod of a hydraulic cylinder is pivotally connected between the ears. A device for preventing rolling of a vehicle chassis according to claim 1.