JPH07186683A - Stabilizer device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the application of impact on a car body by the reaction force of a torsion bar. CONSTITUTION:A hydraulic cylinder 24 is interposed between both the ends of a torsion bar and the wheel side. The lower part oil chamber 30 of the hydraulic cylinder 24 is allowed to communicate to a reservoir tank 32 through a check valve 33 on the hydraulic cylinder side of the flow direction and a relief valve 34. The opening direction side end surface of the valve body of the relief valve 34 is allowed to communicate to the lower part oil chamber 30 through art oil passage having a throttle. When the vertical speed for the car body of the wheel is relatively high, the generation of beat on the torsion bar is suppressed because of the compression of the hydraulic cylinder 24. Accordingly, the application of the reaction force of the torsion bar onto the car body is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle stabilizer formed by a torsion bar.

[0002]

2. Description of the Related Art Conventionally, a vehicle stabilizer device has been constructed by pivotally supporting a center portion of a torsion bar on a vehicle body and pivoting both ends of the torsion bar to left and right wheel sides of a suspension device. For this reason, when the left and right wheels move up and down so that they are in phase, they do not function as springs at all, but when the left and right wheels move in opposite phases due to the body leaning left and right, the torsion bar twists. Then, a spring force is generated so as to suppress the inclination of the vehicle body.

[0003]

However, in the conventional stabilizer device constructed as described above, when the wheels on the left and right move in opposite phases and are relatively fast when traveling on a bad road, etc. There was a problem that the ride was uncomfortable due to a large impact. In addition, either one of the left and right wheels can pass over a road surface protrusion (this phenomenon is referred to as “one-wheel overriding” below) or drop into a groove on the road surface (this phenomenon is referred to as “one-wheel grooved” below). Even when the vehicle does not move in the same phase, if the speed at the time of climbing over the protrusion or entering the groove is high, the vehicle body is impacted as described above.

The present invention has been made to solve the above problems, and an object thereof is to prevent the vehicle body from being impacted by the reaction force of the torsion bar when the left and right wheels do not move in phase. To do.

[0005]

In a vehicle stabilizer system according to the present invention, a hydraulic cylinder is provided at a connecting portion between both ends of a torsion bar and left and right suspension devices, and when the hydraulic cylinder is compressed, it is compressed. The oil chamber on the one side is connected to a reserve tank where the oil chamber is compressed by a free piston urged by high pressure gas via a check valve and a relief valve, and the check valve is connected to the hydraulic cylinder side. Only the oil is connected so that the oil flows, and the relief valve is formed by movably inserting the valve body along the axial direction of the valve body in which the main oil passage is formed and urging it toward the closing side by a spring. The end surface of the valve body on the opening side is communicated with the oil chamber of the hydraulic cylinder via an oil passage with a throttle.

[0006]

When the hydraulic cylinder contracts and the moving speed of the throttled piston with respect to the cylinder body is relatively slow, the pressure in the oil chamber on the compression side of the hydraulic cylinder is controlled by the main oil passage of the relief valve and the throttle valve. It is added to the valve body through an oil passage. At this time, since the same pressure is applied to the closing direction side end face and the opening direction side end face of the valve body, the valve body is kept closed by the spring. That is, oil does not flow out from the oil chamber on the compression side of the hydraulic cylinder, and the piston with a throttle and the piston rod are fixed to the cylinder body. Therefore, since the hydraulic cylinder is a rod whose length is substantially constant, the pressing force is transmitted from one end of the hydraulic cylinder to the other end.

When the hydraulic cylinder contracts and the moving speed of the throttle piston with respect to the cylinder body is higher than that in the above case, the oil pressure in the oil chamber sharply increases and the main oil passage of the relief valve and the throttle valve are increased. With oil passage. When the hydraulic pressure rises rapidly in this way, the restriction of the throttled oil passage interferes with the oil pressure, making it difficult for the oil pressure to be applied to the opening-side end surface of the valve body. Due to open. That is, at this time, the oil pressure in the oil chamber is guided to the reserve tank via the relief valve, so that the piston with a throttle and the piston rod of the hydraulic cylinder move toward the compression side with respect to the cylinder body. Therefore, the total length of the hydraulic cylinder becomes short.

On the other hand, when the hydraulic cylinder extends, oil flows from the reserve tank through the check valve, so that the piston with a throttle and the piston rod move to the extension side with respect to the cylinder body regardless of the moving speed thereof. . Then, when a force to further extend the hydraulic cylinder is applied to the hydraulic cylinder in the fully extended state, the hydraulic cylinder becomes a rod whose length is substantially invariable and a pulling force is applied from one end to the other end of the hydraulic cylinder.

Therefore, according to the stabilizer device of the present invention, when the left and right wheels move in phase, the left and right hydraulic cylinders have the same expansion and contraction directions, so that the torsion bar does not twist. Also, when the operating directions of the left and right wheels are not in phase and the vertical speed of the wheels relative to the vehicle body is relatively slow (for example, during rolling such that the vehicle body leans left and right), the extension side of the left and right hydraulic cylinders The hydraulic cylinder which becomes the fully extended state pulls the torsion bar, and the hydraulic cylinder which becomes the contracted side becomes a rod whose length is substantially invariable and pushes the torsion bar. At this time, the torsion bar is twisted and the leaning of the vehicle body is suppressed by the spring force of the torsion bar.

When the operating directions of the left and right wheels are not in phase and the vertical speed of the wheels with respect to the vehicle body is relatively high (for example, when one wheel is overridden or one wheel is in a groove), the left and right hydraulic cylinders are Since the hydraulic cylinder on the extension side is in the fully extended state and the hydraulic cylinder on the contraction side is contracted, the torsion bar is displaced in the same direction at both left and right ends, and no twist occurs. For example,
When a force that extends the hydraulic cylinder on the same side as the wheel that has passed over the protrusion is applied when one wheel is passed over, the hydraulic cylinder becomes fully extended and one end of the torsion bar is pulled. At this time, since the hydraulic cylinder connected to the other end of the torsion bar contracts due to the reaction force of the torsion bar, the torsion bar is not twisted. Also, when a force is applied to the hydraulic cylinders on the same side as the wheels that have passed over the protrusion when passing over one wheel, the hydraulic cylinders contract and no force is applied to the torsion bar. Even in this case, the torsion bar cannot be twisted.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to FIGS. 1 is a perspective view showing a schematic configuration of a vehicle in which a stabilizer device according to the present invention is mounted, FIG. 2 is a perspective view showing a state in which the stabilizer device according to the present invention is mounted in a front wheel suspension device, and FIG. 3 is a rear wheel suspension device. FIG. 4 is a perspective view showing a state in which the stabilizer device according to the present invention is mounted on the device, FIG. 4 is a schematic configuration diagram showing a main part of the stabilizer device according to the present invention, and FIG. 5 is a cross-sectional diagram showing a configuration of a relief valve,
FIG. 6 is a diagram for explaining the operation of the stabilizer device according to the present invention.

In these figures, 1 is an automobile, and the left and right front wheels 2, 3 and rear wheels 4, 5 of the automobile 1 are suspended from a vehicle body 8 via a front wheel suspension device 6 and a rear wheel suspension device 7, respectively. There is. The front wheel suspension device 6 and the rear wheel suspension device 7 are of the well-known MacPherson strut type, and include a suspension member 9 fixed to a vehicle body 8;
Left and right transverse links 10, 10 supported by the suspension member 9 so as to be vertically swingable, and a strut assembly 11 connected to the swinging ends of the transverse links 10 via ball joints (not shown).
And a hub 12 and the like.

Reference numeral 13 is a coil spring of the strut assembly 11, and 14 is a strut assembly 11.
Is a strut mounting insulator for fixing the upper end of the to the vehicle body, 15 is a tension rod, and 16 is a steering device. The direction indicated by arrow F in FIG. 1 indicates the front of the vehicle body.

Reference numeral 21 is a vehicle stabilizer device according to the present invention. In this embodiment, the stabilizer device 21 is attached to both the front wheel suspension device 6 and the rear wheel suspension device 7. The stabilizer device 21 includes a torsion bar 23, which is formed in a substantially U-shape in plan view and opens toward the rear of the vehicle body, and a portion extending in the left-right direction is rotatably supported by the vehicle body 8 via a support member 22. , This torsion bar 2
Arm portions 23 located on both left and right sides of 3 and extending substantially rearward
The hydraulic cylinder 24 is interposed between a and 23b and the unsprung portion of the strut assembly 11, and a relief valve device 25 connected to the hydraulic cylinder 24.

As shown in FIG. 4, the hydraulic cylinder 24 is a piston with a throttle 2 fixed to a piston rod 26.
7 is inserted into the cylinder body 28 so as to be movable along its axial direction. In the hydraulic cylinder 24, a lower end of a cylinder body 28 is pivotally supported by the torsion bar 23, and an upper end of a piston rod 26 is pivotally attached to an unsprung portion of the strut assembly 11.

The inside of the cylinder body 28 is filled with oil, and the upper oil chamber 29 and the lower oil chamber 30 defined by the piston 27 with a throttle are formed of small holes formed in the piston 27. They are communicated with each other via a communication passage 27a that constitutes a diaphragm. In this embodiment, a compression coil spring 31 that biases the piston 27 and the piston rod 26 in the cylinder extending direction is mounted in the lower oil chamber 30. This compression coil spring 31 can be omitted, but if it is elastically mounted as shown in this embodiment, when the piston 27 rises in FIG. 4, the operation is quickly performed and the response delay is reduced. .

As shown in FIG. 4, the relief valve device 25 includes a reserve tank 32, a reserve tank 32 and a lower oil chamber 30 of the hydraulic cylinder 24 (the oil on the compression side when the hydraulic cylinder 24 contracts). The check valve 33 and the relief valve 34 are interposed between the check valve 33 and the chamber. In the reserve tank 32, a free piston 32b is movably fitted in a cylinder portion 32a so that the free piston 32b is movable in the axial direction, so that the cylinder portion 32a has an oil chamber 32c located on the left side and a high pressure located on the right side in the figure. It is configured so as to be divided into a gas chamber 32d. The oil chamber 32c is filled with oil, and the high pressure gas chamber 32d is filled with high pressure gas. The check valve 33 and the relief valve 34 are in communication with the oil chamber 32c.

The relief valve device 25 shown in FIGS.
Has a structure in which the reserve tank 32, the check valve 33, and the relief valve 34 are housed in one housing. Further, in this embodiment, the relief valve device 25 is supported and fixed to the hydraulic cylinder 24 via a bracket (not shown). The relief valve device 25 may be fixed to the vehicle body 8 from the viewpoint of reducing the unsprung weight of the suspension device.

The check valve 33 is connected so that oil flows only from the reserve tank 32 to the hydraulic cylinder 24. When the check valve 33 is connected in this manner, the reserve tank 3 is always provided in the lower oil chamber 30 of the hydraulic cylinder 24.
Since the hydraulic pressure is applied from 2 through the check valve 33, the hydraulic cylinder 24 is in the fully extended state in a no-load state because the oil flows from the check valve 33 side to push the piston 27. In this embodiment, the spring force of the compression coil spring 31 is applied in addition to the hydraulic pressure.

As shown in FIGS. 4 and 5, the relief valve 34 has a valve body 36 and a throttle member 37 which are connected to the hydraulic cylinder 24 via a communication pipe 35. The valve body 36 has a structure in which a main oil passage 38 communicated with an oil passage in the communication pipe 35 is opened and closed by a valve body 39. This valve body 39 is formed in a substantially bottomed cylindrical shape, and has a circular hole 4 formed in the valve body 36.
No. 0 is movably inserted in the axial direction. Then, the inner bottom surface of the tubular portion 39a of the valve body 39 (hereinafter, this surface is referred to as an opening direction side end surface 39b) and the valve body 36.
A compression coil spring 41 for urging the valve element 39 toward the closing side is mounted between and. In addition, the bottom portion 39 of the valve body 39
A pressure receiving surface 39 formed of a plane orthogonal to the moving direction of the valve body 39 is provided at a portion of the c facing the main oil passage 38.
d is formed. Further, in the circular hole 40, the portion on the opposite side of the valve body 39 from the valve body 39 of the main oil passage 38 is reserved tank 32 through the auxiliary communication passage 40a.
It is connected to the side.

That is, in the valve body 39, when the hydraulic pressure in the main oil passage 38 (the hydraulic pressure applied to the pressure receiving surface 39d) becomes larger than the spring force of the compression coil spring 41, the pressure in FIG.
As shown by the chain double-dashed line, it moves downward and opens, and when it is smaller than the spring force, it closes as shown in the figure. When the valve body 39 opens, the oil in the circular hole 40 flows out to the auxiliary communication passage 40a.

The throttle member 37 is formed by inserting an oil amount adjusting spool 43 into a case 42 so as to be movable in the axial direction thereof. The case 42 is an oil amount adjusting spool 43.
The spool chamber 42a in which the
Is formed by being opened to the outside of the case. The port 42b is formed so that the inner diameter thereof gradually narrows from the outer surface of the case 42 toward the spool chamber 42a. The port 42b communicates with the oil passage in the communication pipe 35, and the port 42c communicates with the circular hole 40 of the valve body 36 via the auxiliary communication pipe 44. The opening of the auxiliary communication pipe 44 on the valve body 36 side is located at a position facing the inner bottom surface 38b of the valve body 39.

The oil amount adjusting spool 43 of the throttle member 37
Is formed in a cylindrical shape with a bottom, the bottom surface located on the upper side in FIG. 5 is brought into contact with the throttle amount adjusting screw 45, and the compression coil spring 46 mounted between the inner bottom surface and the case 42 moves upward in the drawing. Being energized. The throttle amount adjusting screw 45 is screwed into the case 42. Further, the tip end portion of the cylinder portion of the oil amount adjusting spool 43 is formed so that the inner diameter gradually increases toward the tip end. The position of the oil amount adjusting spool 43 is set such that the screwing amount of the throttle amount adjusting screw 45 is adjusted so that the opening of the port 42b on the spool chamber 42a side is narrowed by the tubular portion.

That is, when the port 42b is viewed from the outside of the case, the tip of the oil amount adjusting spool 43 is positioned inside the case, whereby the thin blade orifice 4 is formed.
7 are configured. Therefore, the opening-side end surface 39b of the valve body 39 is communicated with the lower oil chamber 30 of the hydraulic cylinder 24 via the oil passage with a throttle including the auxiliary communication pipe 44, the throttle member 37, and the communication pipe 35. Become.

Next, the operation of the stabilizer device 21 configured as described above will be described with reference to FIGS. 6 (a) to 6 (e). (1) First, the case where the vehicle 1 turns and the vehicle body 8 rolls will be described. For example, as shown in (a) of FIG. 6A, when rolling so that the left side of the vehicle body 8 sinks and the right side floats, the hydraulic cylinder 24 on the left side of the vehicle body has both ends as the unsprung portion of the strut assembly 11. It is pulled by the left arm portion 23a of the torsion bar 23 and held in a fully extended state. When the hydraulic cylinder 24 extends, a volume of oil corresponding to the piston rod protrusion flows into the lower oil chamber 30 from the reserve tank 32 via the check valve 33 without resistance.

At this time, oil flows from the upper oil chamber 29 into the lower oil chamber 30 through the throttle (communication passage 27a), and resistance is generated when the piston 27 moves, so that the posture of the vehicle body 8 is prevented from changing suddenly. be able to. Further, by adopting such a constitution that the restriction is provided to give resistance to the movement of the piston 27, the hydraulic pressure from the lower oil chamber 30 to the relief valve 34 becomes faster than necessary when the piston 27 descends as described later. It can be prevented from being transmitted. The communication passage 27a does not have to be formed as a diaphragm as shown in this embodiment, and may be a hole that reduces passage resistance. Further, in providing the throttle on the piston 27, a check valve type throttle can be used instead of forming it by a small diameter hole as shown in this embodiment. In this case, the throttle amount can be changed depending on whether the piston 27 moves up or down in the figure, and the spring force of the torsion bar 23 is used to suppress the inclination of the vehicle body 8 and the design is free. The degree increases.

On the other hand, in the hydraulic cylinder 24 on the right side of the vehicle body, the cylinder body 28 is gradually urged upward by the right arm portion 23b of the torsion bar 23, so that the force for contracting is applied relatively gently.

When the hydraulic cylinder 24 is contracted,
The check valve 33 communicated with the lower oil chamber 30 and the communication pipe 3
Hydraulic pressure is applied to the valve body 36 of the relief valve 34, the throttle member 37, and the like via the valve 5. Since the check valve 33 is directed toward the hydraulic cylinder 24 in the direction of flow, the check valve 3
The hydraulic pressure applied to 3 is supplied from check valve 33 to reserve tank 3
It does not reach the 2 side. Therefore, the hydraulic pressure of the lower oil chamber 30 is transmitted to the main oil passage 38 of the valve body 36 and the throttle member 37 substantially uniformly through the communication pipe 35.

When the oil pressure in the main oil passage 38 increases, the oil pressure acts on the pressure receiving surface 39d of the valve body 39 to push the valve body 39 downward in FIG. On the other hand, when an oil pressure is applied to the throttle member 37 from the communication pipe 35, the pressure increase of this oil pressure is relatively gradual. Therefore, the oil pressure passes through the orifice 47 without resistance and is passed through the spool chamber 42a, the port 42c and the auxiliary communication pipe 44. It is transmitted into the circular hole 40 of the valve body 36.

At this time, the valve body 39 of the relief valve 34
Is in a state equivalent to a state in which an equivalent hydraulic pressure is applied to the pressure receiving surface 39d and the opening direction side end surface 39b and substantially no hydraulic pressure is applied, and therefore the closed state is maintained by the spring force of the compression coil spring 41. .

As a result, the hydraulic cylinder 24 on the right side of the vehicle body becomes a rod whose length does not change because oil does not flow out from the lower oil chamber 30 and the piston 27 is held at the initial position. Therefore, when the vehicle body 8 leans to the left side as shown in (a) of FIG. 6A, the left arm portion 23a of the torsion bar 23 is pulled upward by the hydraulic cylinder 24 on the left side of the vehicle body, and The torsion bar 23 is driven by the hydraulic cylinder 24 on the right side.
Since the right arm portion 23b is pushed downward, the torsion bar 23 is twisted and the inclination of the vehicle body 8 is suppressed. When the vehicle body 8 leans to the right, the torsion bar 23 is twisted in the opposite direction to the above case.

(2) When either one of the left and right wheels gets over the projection on the road surface and one wheel is passed over, the following operation is performed. For example, as shown in (a) of FIG. 6B, the wheels 2 and 4 on the left side of the vehicle body pass over the protrusion and the vehicle body 8
On the other hand, when moving up and down, when the vertical movement speed at this time is relatively slow, it operates as shown in (b) of FIG. ) It works like (C). That is, when the vertical movement is performed gently, the hydraulic cylinder 24 on the left side of the vehicle body is gradually pulled upward by the unsprung portion of the strut assembly 11 as shown in FIG. The left arm portion 23a is also gradually pulled upward. At this time, since the right arm portion 23b is also integrally formed with the torsion bar 23, the right arm portion 23b gradually urges the hydraulic cylinder 24 on the right side of the vehicle body upward. When a force is applied to the hydraulic cylinder 24 on the right side of the vehicle body so as to gradually contract the hydraulic cylinder 24 on the right side of the vehicle body, the hydraulic cylinder 24 on the right side of the vehicle body has a substantially invariable length, as described in the description of rolling. Therefore, the right arm portion 23b of the torsion bar 23 is rigidly connected to the unsprung portion of the strut assembly 11 on the right side of the vehicle body via the hydraulic cylinder 24, and is held at the initial position.

That is, if the speed at which the wheels pass over the protrusions when traveling over one wheel is relatively slow, the torsion bar 23 will be twisted.

When the speed at which the wheel gets over the protrusion is relatively high, the left arm portion 2 of the torsion bar 23 is
3a is rapidly pulled upward, and accordingly, the right arm portion 23b also rapidly urges the hydraulic cylinder 24 on the right side of the vehicle body upward. When the force for compressing the hydraulic cylinder 24 is rapidly applied in this way, the hydraulic pressure escapes to the reserve tank 32 via the relief valve 34,
The cylinder body 28 has a piston 27 and a piston rod 26.
Rise against. This operation will be described in more detail below.

When the hydraulic cylinder 24 on the right side of the vehicle body is contracted and the hydraulic pressure in the lower oil chamber 30 rises, this hydraulic pressure passes through the communication pipe 35 to the main oil passage 38 of the valve body 36 and the throttle member 37 as described above. It is added almost evenly.
When the force for compressing the hydraulic cylinder 24 is rapidly applied to rapidly increase the hydraulic pressure as in this case, the orifice 47 interferes with the hydraulic pressure applied to the throttle member 37. It becomes difficult to be transmitted to the downstream side. That is, at this time, the hydraulic pressure is not transmitted to the opening-side end surface 39b of the valve body 39 but is transmitted to the main oil passage 38. Therefore, when this hydraulic pressure is larger than the spring force of the compression coil spring 41, the valve body 39 opens. The hydraulic pressure required to open the valve body 39 is determined by the throttle member 37.
It can be adjusted by changing the screwing amount of the diaphragm amount adjusting screw 45. That is, the diaphragm amount adjusting screw 4
If 5 is loosened and the throttle amount at the orifice 47 is reduced,
The hydraulic pressure applied to the end surface 39 of the valve element 39 on the opening direction side becomes large, and the valve element 39 becomes difficult to open. The opposite can be done to make it easier to open.

When the valve body 39 is opened, the oil in the communication pipe 35 flows into the oil chamber 32c of the reserve tank 32 through the main oil passage 38, and as a result, the hydraulic cylinder 24 moves from the lower oil chamber 30 to the piston rod insertion portion. A volume of oil equivalent to the oil flows out into the communication pipe 35. Then, the cylinder body 28 rises with respect to the piston 27 and the piston rod 26.

For this reason, when the left wheels 2, 4 rise rapidly with respect to the vehicle body 8 when riding over one wheel, the hydraulic cylinder 24 located on the right side of the vehicle body contracts, so the left arm portion of the torsion bar 23. Even if 23a is pulled upward, the right arm portion 23b also moves in the same direction, so that the torsion bar 23 is not twisted. That is, at this time, the torsion bar 23
No impact is applied to the vehicle body 8 by the reaction force of.
When the wheel descends with respect to the vehicle body 8 after passing over the protrusion, the compressed hydraulic cylinder 24 extends to the initial state by allowing oil to flow into the lower oil chamber 30 from the side of the check valve 33 without resistance. It will be.

(3) When the left and right wheels simultaneously pass over the projection on the road surface as shown in (a) of FIG. 6 (c), the left and right hydraulic cylinders 24, 24 are both fully extended and the torsion bar is reached. 23 is the left and right arm portions 23a, 23
Both b are pulled upwards. Therefore, at this time, the torsion bar 23 is not twisted. (4) When either one of the left and right wheels enters the concave portion of the road surface and causes a one-wheel groove, the following operation is performed.
For example, when the wheels 3 and 5 on the right side of the vehicle body enter a groove and move up and down with respect to the vehicle body 8 as shown in (a) of FIG. It operates as shown in (b) of FIG. (D), and operates as shown in (c) of FIG. (D) when the vertical movement speed is relatively high.

That is, when the vertical movement is performed gently, a force is applied to the hydraulic cylinder 24 on the right side of the vehicle body so as to gradually contract it, as shown in FIG. Becomes a rod whose length does not change and pushes down the right arm portion 23b of the torsion bar 23 downward. On the other hand, the left arm portion 2 of the torsion bar 23
3a urges the left hydraulic cylinder 24 downward. At this time, the left hydraulic cylinder 24 is fully extended and the left arm portion 23a is hardly displaced, so that the torsion bar 23 is eventually twisted.

When the vertical movement is performed quickly, (c)
As shown in the figure, a force for compressing the hydraulic cylinder 24 on the right side is rapidly applied, and the relief valve 3
The hydraulic pressure escapes from the lower oil chamber 30 to the reserve tank 32 via 4, and the piston 27 and the piston rod 26 descend with respect to the cylinder body 28. Therefore, the torsion bar 23 is not twisted because the force pushing the right arm 23b downward is not applied. (5) One of the left and right wheels causes one wheel to pass over,
If the other side has a one-sided groove, it operates as follows. For example, as shown in (a) of FIG. 6 (e), the left wheels 2 and 4 cause one-wheel overriding, and the right wheels 3 and 5 cause one-wheel groove, so that each wheel moves vertically with respect to the vehicle body 8. If the vertical movement is relatively slow, (b) in the same figure (e)
When the vertical movement speed is relatively high, the operation is performed as shown in (e) of FIG.

That is, when the vertical movement is gentle, the hydraulic cylinder 24 on the left side of the vehicle body is fully extended and the left arm portion 23a of the torsion bar 23 is pulled upward as shown in FIG. To be Along with this, the hydraulic cylinder 24 on the right side of the vehicle body becomes a rod whose length is substantially invariable due to the force applied so as to gradually contract the hydraulic cylinder 24, and the right arm portion 23b of the torsion bar 23 is fixed to the hydraulic cylinder 24.
Is pushed down by. Therefore, the torsion bar 23 is twisted.

When the vertical movement is performed quickly, (c)
As shown in the figure, a force for compressing the hydraulic cylinder 24 on the right side is rapidly applied, and the piston 27 and the piston rod 26 descend with respect to the cylinder body 28 in the same manner as when the one-wheel groove is inserted. To do. At this time, since the left arm portion 23a of the torsion bar 23 is pulled upward, the right arm portion 23b also urges the hydraulic cylinder 24 upward. That is, the cylinder body 28 is also pushed upward, and the piston 27 is
Will be located at the bottom of. Therefore, since the left and right arm portions 23a and 23b are displaced in the same direction (upward),
The torsion bar 23 cannot be twisted.

Therefore, according to the stabilizer device of the present invention, when the left and right wheels move in phase, the torsion bar 23 is not twisted, and when the operating directions of the left and right wheels are not in phase, the wheels move up and down with respect to the vehicle body. When the speed is relatively low, the torsion bar 23 is twisted, and the lean of the vehicle body 8 is suppressed by the spring force of the torsion bar 23. Further, when the operating directions of the left and right wheels are not in phase and the vertical speed of the wheels with respect to the vehicle body 8 is relatively high, the torsion bar 23 moves the left and right arm portions 23a,
23b is displaced in the same direction, and no twist occurs.

Therefore, when the wheels are rapidly moved up and down with respect to the vehicle body, the reaction force of the torsion bar 23 cannot be applied to the vehicle body 8. That is, it is possible to prevent a shock from being applied to the vehicle body 8 due to the reaction force of the torsion bar 23.

In the above embodiment, the cylinder body 28 of the hydraulic cylinder 24 is connected to the torsion bar 23, and the piston rod 26 is connected to the wheel side.
The connection of the hydraulic cylinder 24 can be reversed upside down as shown in FIG.

FIG. 7 is a diagram showing another embodiment in which the mounting direction of the hydraulic cylinder is changed. In FIG. 7, the same or similar members as those described in FIGS. 1 to 6 are designated by the same reference numerals. Detailed description is omitted. The stabilizer device shown in FIG. 7 has a cylinder body 28 of the hydraulic cylinder 24.
Is connected to the vehicle body side, and the piston rod 26 is connected to the torsion bar 23. The figure (a) shows a state in which one wheel is overriding, the figure (b) shows a state in which both the left and right wheels get over a projection on the road surface, and the figure (c) shows a state in which one wheel is grooved. Figure (d) shows a state in which one wheel has passed over one wheel and the other wheel has one wheel grooved. Further, in (a) to (d) of the figure, (a) shows the state of the wheel, (b) shows the state when the vertical movement of the wheel is performed relatively gently, and (c) diagram. Shows the state when the vertical movement of the wheels is performed relatively quickly.

As shown in FIG. 7, even if the connection direction of the hydraulic cylinder 24 is set, the left and right wheels do not move in phase, and when the vertical movement of the wheels is fast, the torsion bar 23 is not twisted. The same effect can be obtained.

[0048]

As described above, in the stabilizer device for a vehicle according to the present invention, a hydraulic cylinder is provided at the connecting portion between both ends of the torsion bar and the left and right suspension devices, and when the hydraulic cylinder is compressed, it is compressed. The oil chamber on the side closer to the hydraulic cylinder side is connected to a reserve tank in which the oil chamber is compressed by a free piston urged by high-pressure gas, via a check valve and a relief valve. To allow the oil to flow only to the valve body.The relief valve is inserted into the valve body in which the main oil passage is formed so that the valve body is movable along the axial direction of the valve body and is biased to the closing side by the spring. When the end faces of the valve in the opening direction are made to communicate with the oil chamber of the hydraulic cylinder through the oil passage with a throttle, the operating directions of the left and right wheels are not in phase. When a relatively fast vertical velocity relative to the vehicle body of the wheel there is the torsion bar will not occur twist.

For this reason, the reaction force of the torsion bar cannot be applied to the vehicle body when the wheel rapidly moves up and down with respect to the vehicle body, such as when one wheel is overridden or when one wheel is in the groove. That is,
It is possible to prevent the vehicle body from being impacted by the reaction force of the torsion bar.

[Brief description of drawings]

FIG. 1 is a perspective view showing a schematic configuration of a vehicle equipped with a stabilizer device according to the present invention.

FIG. 2 is a perspective view showing a state in which the stabilizer device according to the present invention is mounted on the front wheel suspension device.

FIG. 3 is a perspective view showing a state in which a stabilizer device according to the present invention is mounted on a rear wheel suspension device.

FIG. 4 is a schematic configuration diagram showing a main part of a stabilizer device according to the present invention.

FIG. 5 is a cross-sectional view showing the structure of a relief valve.

FIG. 6 is a diagram for explaining the operation of the stabilizer device according to the present invention.

FIG. 7 is a diagram showing another embodiment in which the mounting direction of the hydraulic cylinder is changed.

[Explanation of symbols]

 2 wheels 3 wheels 4 wheels 5 wheels 6 front wheel suspension device 7 front wheel suspension device 11 strut assembly 21 stabilizer device 23 torsion bar 23a left arm part 23b right arm part 24 hydraulic cylinder 25 relief valve device 26 piston rod 27 piston 27a communication passage 28 cylinder Main body 30 Lower oil chamber 32 Reserve tank 32b Free piston 32c Oil chamber 32d High pressure gas chamber 33 Check valve 34 Relief valve 35 Communication pipe 36 Valve body 37 Throttling member 38 Main oil passage 39 Valve body 41 Compression coil spring 44 Auxiliary communication pipe 47 Orifice

Claims (1)

[Claims] 1. A stabilizer device for a vehicle in which both ends of a torsion bar rotatably supported by a vehicle body are pivotally attached to the wheel side of a suspension device for suspending the left and right wheels, respectively. At the connecting part with the suspension device, a hydraulic cylinder in which a piston with a throttle fixed to a piston rod is fitted and inserted in the cylinder body, connect the cylinder body to one of the suspension device and the torsion bar, and connect the piston rod to the other. The oil chamber on the compression side when compressed in this hydraulic cylinder is connected to a reserve tank where the oil chamber is compressed by a free piston urged by high-pressure gas. The check valve is connected so that the oil flows only to the hydraulic cylinder side,
The relief valve is formed by inserting a valve body into a valve body having a main oil passage so that the valve body is movable along its axial direction and urging the valve body toward the closing side by a spring. A stabilizer device for a vehicle, wherein an end face is communicated with an oil chamber of the hydraulic cylinder via an oil passage with a throttle.