JPS5816912A - Automobile suspension - Google Patents

Automobile suspension

Info

Publication number
JPS5816912A
JPS5816912A JP11283881A JP11283881A JPS5816912A JP S5816912 A JPS5816912 A JP S5816912A JP 11283881 A JP11283881 A JP 11283881A JP 11283881 A JP11283881 A JP 11283881A JP S5816912 A JPS5816912 A JP S5816912A
Authority
JP
Japan
Prior art keywords
stabilizer bar
vehicle
cushion rubber
automobile
vehicle body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP11283881A
Other languages
Japanese (ja)
Other versions
JPS6111807B2 (en
Inventor
Jiro Maebayashi
前林　治郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Toyo Kogyo Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp, Toyo Kogyo Co Ltd filed Critical Mazda Motor Corp
Priority to JP11283881A priority Critical patent/JPS5816912A/en
Publication of JPS5816912A publication Critical patent/JPS5816912A/en
Publication of JPS6111807B2 publication Critical patent/JPS6111807B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

PURPOSE:To improve the feeling of ride in an automobile different in weight between the right and left halves of the automobile body, during the driving on a bad road or the like, by causing the rigidity of a cushion rubber at the joint of both a suspension arm and a stabilizer bar in the right half of the automobile body to be different from that of the cushion rubber at the same joint in the left half. CONSTITUTION:In the rear suspension of an automobile whose right half weight is lower than whose left half weight, a helical spring 4 is interposed between a frame 1 and a lower arm 2 rotatably coupled to the frame through a bracket 3 and the rear end of the lower arm and the front end of arm 7 of a stabilizer bar 5 extending in the direction of width of the vehicle are coupled to each other through cushion rubbers 8, 9 and a control rod 10 in each of the right and left halves of the vehicle body. In the lighter (heavier) half of the vehicle body, the cushion rubber 9 is provided with a notch 16 under (over) a coupling shaft 14 in the direction of initial swing locus of the bar 5 so that the anti-rolling effects of the bars in the right and left halves of the vehicle body are equal to each other.

Description

【発明の詳細な説明】 本発明は、車体の左右で重量の異なる自動車のサスペン
ションに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automobile suspension in which the left and right sides of the vehicle have different weights.

従来より、自動車のサスペンションとして、サスペンシ
ョンアームとスタビライザーバートヲ、車体の左右で各
々クッションラバーを介して連結して、悪路走行時や旋
回走行時等のように左右の車輪が非対称的に上下変動す
る場合にサスペンションアームの回動をスタビライザー
バーの捩り（アンチロール効果）によって抑制すること
により、車体の横揺れを低減するようにしたものは知ら
れている。Conventionally, as an automobile suspension, a suspension arm and a stabilizer bar are connected via cushion rubber on the left and right sides of the car body, and the left and right wheels move up and down asymmetrically when driving on rough roads or when turning. It is known to reduce the rolling of the vehicle body by suppressing the rotation of the suspension arm by twisting the stabilizer bar (anti-roll effect).

ところで、車体の左右で重量の異なる自動車において、
このようなサスペンションを採用した場合、スタビライ
ザーバーから同じ捩り力が左右のサスペンションアーム
に作用しても、その捩り力によるアンチロール効果は、
重量の重い側より軽い側にその軽い分だけ大きく発現す
る。そのため、例えば悪路走行時には車体の左右の沈み
度（傾斜度）が異なり、乗心地窓が悪いものとなり、棟
だ、旋回走行時には右旋回のときと左旋回のときとで車
体の傾斜度が異なり、運転者が限界走行時であることを
認識できずにスピン事故が発生するといった問題があっ
た。By the way, in a car where the left and right sides of the car have different weights,
When such a suspension is adopted, even if the same torsional force is applied from the stabilizer bar to the left and right suspension arms, the anti-roll effect due to that torsional force will be
It appears more strongly on the lighter side than on the heavier side. Therefore, for example, when driving on rough roads, the degree of sinking (degree of inclination) of the left and right sides of the vehicle body is different, resulting in poor ride comfort. There was a problem that the driver could not recognize that the vehicle was running at its limit and a spin accident occurred.

本発明はかかる点に鑑みてなされたものであり、車体の
左右で重量の異なる自動車において、サスペンションア
ームとスタビライザーバートヲ、車体の左右で各々クッ
ションラバーを介して連結し、スタビライザーバーの回
動軌跡方向に対する前記クッションラバーの剛性を車体
重量の軽い側より重い側を大きく設定して、スタビライ
ザーバーのアンチロール効果を車体の左右で同一にする
ようにすることにより、悪路走行時や旋回走行時等にお
ける車体傾斜度の左右のアンバランスをなくして、乗心
地窓の改善およびスピン事故の発生防止を図り得るよう
にした自動車のサスペンションを提供せんとするもので
ある。The present invention has been made in view of this point, and in an automobile where the left and right sides of the car body have different weights, the suspension arm and the stabilizer bar are connected via cushion rubbers on the left and right sides of the car body, and the rotation trajectory of the stabilizer bar is fixed. By setting the stiffness of the cushion rubber in the direction larger on the heavier side of the vehicle than on the lighter side of the vehicle, the anti-roll effect of the stabilizer bar is made to be the same on the left and right sides of the vehicle, making it easier to use when driving on rough roads or when turning. It is an object of the present invention to provide a suspension for an automobile that can improve the riding comfort window and prevent the occurrence of spin accidents by eliminating the left-right imbalance in the degree of inclination of the vehicle body.

以下、本発明を図面に示す実施例に基づいて詳細に説明
する。Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

第１図は本発明を車体重量が右側よりも左側の方が重い
自動車のリャザスペンション部に適用した第１実施例を
示し、１は車体前後方向に延びるフレーム、２は該フレ
ーム１の下方に沿って配置されたロアアームであって、
該ロアアーム２の前端は、上記フレーム１に取付金具６
を介して回動可能に取付けられており、該ロアアーム２
上には上端がフレーム１に当接可能なコイルスプリング
４が上載支持されている。また、５は車幅方向に延びる
スタビライザーバーであって、該スタビライザーバー５
は上記フレーム１に取付金具６を介して回動自在に取付
けられているとともに、該スタビライザーバー５の両端
には該両端部を前方に折曲げてなる腕部７，７が形成さ
れている。さらに、上記ロアアーム２の後端部とスタビ
ライザーバー５の腕部７前端部とは、車体の左右で各々
クッションラバー８，９ヲ介シてコントロールロッド１
０により連結されており、悪路走行時や旋回走行時等の
ように左右の車輪（図示せず）が非対称的に上下変動す
る場合にロアアーム２の回動をスタビライザーバー５の
捩り（アンチロール効果）によって抑制することにより
、車体の横揺れを低減するように構成されている。FIG. 1 shows a first embodiment in which the present invention is applied to a rear suspension section of an automobile where the left side is heavier than the right side, where 1 is a frame extending in the longitudinal direction of the vehicle body, and 2 is a lower part of the frame 1. A lower arm arranged along the
The front end of the lower arm 2 is attached to the frame 1 with a mounting bracket 6.
The lower arm 2 is rotatably attached via the lower arm 2.
A coil spring 4 whose upper end can come into contact with the frame 1 is supported on the top. Moreover, 5 is a stabilizer bar extending in the vehicle width direction, and the stabilizer bar 5
is rotatably attached to the frame 1 via a mounting bracket 6, and arm portions 7, 7 are formed at both ends of the stabilizer bar 5 by bending the both ends forward. Furthermore, the rear end of the lower arm 2 and the front end of the arm 7 of the stabilizer bar 5 are connected to the control rod 1 through cushion rubbers 8 and 9 on the left and right sides of the vehicle body, respectively.
0, and when the left and right wheels (not shown) move up and down asymmetrically, such as when driving on a rough road or when turning, the rotation of the lower arm 2 is controlled by the torsion (anti-roll) of the stabilizer bar 5. The system is configured to reduce the rolling of the vehicle body by suppressing the following effects:

上記コントロールロッド１０とロアアーム２との連ｍＴ
ａは、コントロールロッド１０の下端部をロアアーム２
に穿設した挿通孔１１に挿通せしめてクッションラバー
８を介してナツト１２によりロアアーム２に締着するこ
とによって結合されている。一方、上記コントロールロ
ッド１０とスタビライザーバー５との連結部は、コント
ロールロッド１０の上端に円筒状の結合部材１！１が設
けられ、該結合部材１５の中心にスタビライザーノ（−
５の腕部７先端部に設けた結合軸１４が嵌挿され、該結
合軸１４と結合部材１６との間にクッションラバー９が
充填介在されて結合されている。Connection mT between the above control rod 10 and lower arm 2
a connects the lower end of the control rod 10 to the lower arm 2.
The lower arm 2 is connected to the lower arm 2 by being inserted into an insertion hole 11 formed in the lower arm 2 and fastened to the lower arm 2 with a nut 12 via the cushion rubber 8. On the other hand, the connecting portion between the control rod 10 and the stabilizer bar 5 includes a cylindrical connecting member 1!1 provided at the upper end of the control rod 10, and a stabilizer bar (-) at the center of the connecting member 15.
A coupling shaft 14 provided at the tip of the arm portion 7 of No. 5 is fitted, and a cushion rubber 9 is interposed between the coupling shaft 14 and the coupling member 16 to couple them.

そして、上記コントロールロッド１０とスタビライザー
バー５との連結部におけるクッションラバー９には、車
体の左側すなわち車体重量の重い側にあっては第２図（
ａ）に明示するように、スタビライザーバー５の初期回
動軌跡方向Ｐ１において上記結合軸１４の上側にぬすみ
１５が設けられている一方、車体の右側すなわち車体重
量の軽い側にあっては第２図（ｂ）に明示するように、
スタビライザーバー５の初期回動軌跡方向Ｐ、において
結合軸１４の下側にぬすみ１６が設けられている。換言
すれば、スタビライザーバー５の回動軌跡方向Ｐ１にお
いてクッションラバー９の剛性を、ロアアーム２の上向
き作用力方向には車体重量の軽い側より重い側が大きく
なるように設定し、逆にロアアーム２の下向き作用力方
向には車体重量の軽い側よシ重い側が小さくなるように
設定して、スタビライザーバー５のアンチロール効果を
車体の左右で同一にするように構成されている。尚、１
７はダンパーである。The cushion rubber 9 at the connecting portion between the control rod 10 and the stabilizer bar 5 is attached to the cushion rubber 9 shown in FIG.
As shown in a), in the initial rotation trajectory direction P1 of the stabilizer bar 5, a recess 15 is provided above the coupling shaft 14, while a recess 15 is provided on the right side of the vehicle body, that is, on the side where the vehicle weight is lighter. As clearly shown in figure (b),
A recess 16 is provided below the coupling shaft 14 in the initial rotation locus direction P of the stabilizer bar 5 . In other words, the stiffness of the cushion rubber 9 in the rotation trajectory direction P1 of the stabilizer bar 5 is set so that the stiffness of the cushion rubber 9 is greater on the heavier side of the vehicle than on the lighter side in the upward acting force direction of the lower arm 2, and vice versa. In the direction of the downward acting force, the weight of the vehicle is set to be smaller on the lighter side than on the heavier side, so that the anti-roll effect of the stabilizer bar 5 is made the same on the left and right sides of the vehicle body. Furthermore, 1
7 is a damper.

次に、」＝記実施例の作用について説明するに、凹凸の
小さい悪路での走行時等、ロアアーム２０回動振幅が小
さい通常走行時、車体左側におけるコントロールロッド
１０上端部のクッションラバー９に、スタビライザーバ
ー５の初期回動軌跡方向Ｐ１の結合軸１４上側にぬすみ
１５が設けられているとともに、車体右側におけるコン
トロールロッド１０上端部のクッションラバー９に、ス
タビライザーバー５の初期回動軌跡方向Ｐ１の結合軸１
４下側にぬすみ１６が設けられているため、車体重量の
軽い車体右側に傾いた場合には、ロアアーム２からコン
トロールロッド１０を介してスタビライザーバー５に作
用する作用力（つまり、車体左側では下向き作用力、車
体右側では上向き作用力）は、車体の左右でそれぞれ上
記ぬすみ１５−！たは１６の変形によって緩和されるの
で、スタビライザーバー５の捩り量は少ないものとなる
。一方、車体重量の重い車体左側に傾いた場合には、上
記ロアアーム２からの作用力（つまり、車体左側では上
向き作用力、車体右側では下向き作用力）は、車体の左
右のいずれにおいても上記ぬすみ１５または１６の影響
を受けることはなく直接スタビライザーバー５に作用す
るので、スタビライザーバー５は充分に捩られる。Next, to explain the effect of the embodiment shown in "=", during normal driving where the rotational amplitude of the lower arm 20 is small, such as when driving on a rough road with small unevenness, the cushion rubber 9 at the upper end of the control rod 10 on the left side of the vehicle body , a recess 15 is provided above the coupling shaft 14 in the initial rotation trajectory direction P1 of the stabilizer bar 5, and the cushion rubber 9 at the upper end of the control rod 10 on the right side of the vehicle body is provided with a clearance 15 in the initial rotation trajectory direction P1 of the stabilizer bar 5. connection axis 1
Since the clearance 16 is provided on the lower side of the vehicle body, when the vehicle leans to the right side where the vehicle weight is lighter, an acting force is applied from the lower arm 2 to the stabilizer bar 5 via the control rod 10 (in other words, the force acting downward on the left side of the vehicle body) The acting force (upward acting force on the right side of the car body) is the above-mentioned clearance 15-! or 16, the amount of twist of the stabilizer bar 5 is small. On the other hand, when the vehicle leans to the left due to its heavy vehicle weight, the acting force from the lower arm 2 (that is, the upward acting force on the left side of the vehicle body and the downward acting force on the right side of the vehicle body) is applied to both the left and right sides of the vehicle body. Since the stabilizer bar 5 is not influenced by the stabilizer bar 15 or 16 and acts directly on the stabilizer bar 5, the stabilizer bar 5 is sufficiently twisted.

したがって、このように、車体重量の軽い側に傾いた場
合にはスタビライザーバー５の捩り量が少なく、車体重
量の重い側に傾いた場合にはスタビ：ｉｆ−／Ｚ−５の
捩り量が多くなるので、スタビライザーバー５のアンチ
ロール効果は車体の左右で同一になり、その結果、悪路
走行時等における車体の左右沈み量（傾斜角）は、車体
の左右で重量が異っているにも拘らず等しくバランス化
されることになり、乗心地感を良好なものとすることが
できる。Therefore, in this way, when the vehicle leans toward the light side, the amount of twist of the stabilizer bar 5 is small, and when the vehicle leans toward the side where the vehicle weight is heavy, the amount of twist of the stabilizer bar 5 is large. Therefore, the anti-roll effect of the stabilizer bar 5 will be the same on the left and right sides of the car body, and as a result, the amount of left-right sinking (inclination angle) of the car body when driving on rough roads will be the same even though the weight is different on the left and right sides of the car body. Nevertheless, it is equally balanced, and the riding comfort can be improved.

また、第３図は本発明の第２実施例を示し、高速での旋
回走行時等、ロアアーム２の回動振幅が大きい限界走行
時を対象とするもので、コントロールワンド１０上端部
のクッションラバー９に、車体重量の重い車体左側でか
つスタビライザーバー５の限界付近における回動軌跡方
向Ｐ２の結合軸１４上側にぬすみ１５′を、車体重量の
軽い車体右側でかつスタビライザーバー５の限界付近に
おける回動軌跡方向Ｐ２の結合部１４下側にぬすみ１６
′をそれぞれ設けたものである。この場合においても、
車体重量の軽い車体右側に旋回する時にはロアアーム２
からの作用力を上記ぬすみ１５’、　　１６’によって
緩和してスタビライザーバー５の捩り量を小さくし、一
方、車体重量の重い車体左側に旋回する時にはロアアー
ム２からの作用力を直接スタビライザーバー５に作用せ
しめて該スタビライザーバー５の捩り量を大きくし、よ
ってスタビライザーバー５のアンチロール効果を車体の
左右で同一にすることにより、限界走行時における左右
の傾斜度を等しくバランス化して、運転者自身に限界走
行時にあることを左右で等しく認識せしめることができ
、急激なスピンによる事故の発生を未然に防止すること
ができるものである。Further, FIG. 3 shows a second embodiment of the present invention, which is intended for limit running when the rotational amplitude of the lower arm 2 is large, such as when turning at high speed. 9, a recess 15' is added to the upper side of the joint shaft 14 in the rotation trajectory direction P2 on the left side of the vehicle body where the vehicle weight is heavy and near the limit of the stabilizer bar 5; Recess 16 on the lower side of the joint 14 in the moving trajectory direction P2
' is provided for each. Even in this case,
Lower arm 2 when turning to the right side of the vehicle where the vehicle weight is lighter.
The amount of twist of the stabilizer bar 5 is reduced by reducing the amount of twisting of the stabilizer bar 5 by reducing the amount of twisting of the stabilizer bar 5 by reducing the acting force from the lower arm 2 by the above-mentioned clearances 15' and 16'.On the other hand, when the vehicle turns to the left side due to the heavy weight of the vehicle, the acting force from the lower arm 2 is directly applied to the stabilizer bar 5. By increasing the amount of torsion of the stabilizer bar 5 and thereby making the anti-roll effect of the stabilizer bar 5 the same on the left and right sides of the vehicle, the degree of inclination of the left and right sides at limit driving is equally balanced, and the driver's own This makes it possible to make both the left and right sides equally aware that the vehicle is at its limit, thereby preventing accidents from occurring due to sudden spins.

さらに、第４図は本発明の第３実施例を示し、上記第１
および第２実施例を併合したもので、コントロールロッ
ド１０上端部のクッションラバー９に、車体重量の重い
車体左側でかつスタビライザーバー５の初期回動軌跡方
向Ｐ、から限界付近における回動軌跡方向Ｐ２に掛けて
の結合軸１４上側にぬすみ１５″を、車体重量の軽い車
体左側でかつスタビライザーバー５の初期回動方向Ｐ１
から限界付近における回動軌跡方向Ｐ２に掛けての結合
軸１４下側にぬすみ１６“をそれぞれ設けたものであり
、上記第１および第２実施例の作用効果（乗心地感の向
上およびスピン事故の防止）を併せ奏することができる
ものである。Furthermore, FIG. 4 shows a third embodiment of the present invention, and FIG.
and the second embodiment, the cushion rubber 9 at the upper end of the control rod 10 is attached to the left side of the vehicle where the vehicle weight is heavy and from the initial rotation trajectory direction P of the stabilizer bar 5 to the rotation trajectory direction P2 near the limit. 15" on the upper side of the coupling shaft 14, which is connected to
A clearance 16" is provided on the lower side of the coupling shaft 14 in the rotation locus direction P2 in the vicinity of the limit. prevention).

尚、上記各実施例では、車体の左右におけるコントロー
ルロッド１０上端部の両クッションラバー９，９に相対
的な機能を有するぬすみ１５，１５’、１５“および１
６．１６’、１６“を設けて、スタビライザーバー５の
アンチロール効果を車体の左右で同一にするようにした
が、車体重量の軽い側おけるコントロールロッド１０上
端部のクッションラバー９のみにぬすみ１６．　１６’
、　　１６″を設けて、スタビライザーバー５のアンチ
ロール効果を車体の左右で同一にするようにしてもよい
のは勿論である。In each of the above embodiments, the slots 15, 15', 15'' and 1 have functions relative to the cushion rubbers 9, 9 at the upper end of the control rod 10 on the left and right sides of the vehicle body.
6. 16' and 16" were provided to make the anti-roll effect of the stabilizer bar 5 the same on the left and right sides of the vehicle, but the cushion rubber 9 at the upper end of the control rod 10 on the side with the lighter weight of the vehicle was cut only in the cushion rubber 9. .16'
, 16'' may be provided to make the anti-roll effect of the stabilizer bar 5 the same on the left and right sides of the vehicle body.

また、クッションラバー９にぬすみを設ける代わりに該
クッションラバー９の材質を変えることにより、スタビ
ライザーバー５０回動軌跡方向におけるクッションラバ
ー９の剛性を車体重量の軽い側より重い側を大きく設定
して、スタビライザーバー５のアンチロール効果を車体
の左右で同一にするようにしてもよいのは言うまでもな
い。In addition, by changing the material of the cushion rubber 9 instead of providing a clearance in the cushion rubber 9, the rigidity of the cushion rubber 9 in the direction of the rotation trajectory of the stabilizer bar 50 is set to be larger on the heavier side than on the lighter side of the vehicle weight. It goes without saying that the anti-roll effect of the stabilizer bar 5 may be made the same on the left and right sides of the vehicle body.

さらに、以上の説明では、車体重量が右側よりも左側の
方が重い自動車について説明したが、逆に左側よりも右
側の方が重い自動車についても同様に適用できるのは勿
論である。Further, in the above description, the vehicle weight has been described for a vehicle where the left side is heavier than the right side, but it goes without saying that the present invention can also be applied to a vehicle where the right side is heavier than the left side.

以上説明したように、本発明によれば、車体重量が車体
の左右で異なるにも拘らず、スタビライザーバーのアン
チロール効果を車体の左右で同一にすることができるの
で、悪路走行時や旋回走行時等における車体傾斜度を左
右でバランス化することができ、乗心地窓の向上並びに
スピン事故の防止化等を図ることができるものである。As explained above, according to the present invention, even though the vehicle weight is different on the left and right sides of the vehicle, the anti-roll effect of the stabilizer bar can be made the same on the left and right sides of the vehicle. It is possible to balance the degree of inclination of the vehicle body on the left and right sides when driving, etc., and it is possible to improve the ride comfort window and prevent spin accidents.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の実施態様を例示するもので、第１図およ
び第２図は第１実施例を示し、第１図は自動車のリャザ
スペンション部における側面図、第２図（ａ）および（
ｂ）はそれぞれ車体左側および右側におけるコントロー
ルロッド上端部のクッションラバーの断面部であり、第
３図は第２実施例を示す第２図相当図であり、第４図は
第３実施例を示す第２図相当図である。 ２・・ロアアーム、５・・スタビライザーバー、９・・
クッションラバー、１０・・コントロールロッド、１５
．１５’、１５“、　　１６．　１６’、　　１６″・
・ぬすみ。The drawings illustrate embodiments of the present invention, and FIGS. 1 and 2 show a first embodiment, and FIG. 1 is a side view of a rear suspension part of an automobile, and FIGS.
b) is a cross-sectional view of the cushion rubber at the upper end of the control rod on the left and right sides of the vehicle body, respectively, FIG. 3 is a view corresponding to FIG. 2 showing the second embodiment, and FIG. 4 is a diagram showing the third embodiment. This is a diagram equivalent to Figure 2. 2. Lower arm, 5. Stabilizer bar, 9.
Cushion rubber, 10...Control rod, 15
．． 15', 15", 16. 16', 16"・
・Sneaking.

Claims (4)

【特許請求の範囲】[Claims] （１）車体の左右で重量の異なる自動車において、サス
ペンションアームとスタビライ−ＩＪ’　−バー　トを
、車体の左右で各々クッションラバーを介して連結し、
スタビライザーバー〇回動軌跡方向に対する前記クッシ
ョンラバーの剛性を車体重量の軽い側より重い側を大き
く設定して、スタビライザーバーのアンチロール効果を
車体の左右で同一にするようにしたことを特徴とする自
動車ノサスペンション。(1) In a car where the left and right sides of the car have different weights, the suspension arm and the stabilizer IJ' bar are connected via cushion rubbers on the left and right sides of the car, respectively.
Stabilizer Bar〇The stiffness of the cushion rubber in the direction of the rotation trajectory is set to be larger on the heavier side of the vehicle than on the lighter side, so that the anti-roll effect of the stabilizer bar is made the same on the left and right sides of the vehicle body. Automobile suspension. （２）クッションラバーに、スタビライザーバーの初期
回動軌跡方向でかつ車体重量の軽い側にぬすみを設けた
ことを特徴とする特許請求の範囲第ｆ＋）項記載の自動
車のサスペンション。(2) The automobile suspension according to claim f+), wherein the cushion rubber is provided with a slack in the direction of the initial rotation locus of the stabilizer bar and on the side where the vehicle weight is lighter. （３）クッションラバーに、スタビライザーバーの限界
付近における回動軌跡方向でかつ車体重量の軽い側にぬ
すみを設けたことを特徴とする特許請求の範囲第（１）
項記載の自動車のサスペンション。(3) Claim (1) characterized in that the cushion rubber is provided with a slack in the direction of the rotation locus near the limit of the stabilizer bar and on the side where the vehicle weight is lighter.
Suspension of the automobile mentioned in section. （４）クッションラバーに、車体重量の軽い側でかつス
タビライザーバーの初期回動軌跡方向から限界付近にお
ける回動軌跡方向に掛けてぬすみを設けたことを特徴と
する特許請求の範囲第（１）項記載の自動車のサスペン
ション。(4) Claim (1) characterized in that the cushion rubber is provided with a clearance on the side where the vehicle weight is lighter and extends from the direction of the initial rotation trajectory of the stabilizer bar to the direction of the rotation trajectory near the limit. Suspension of the automobile mentioned in section.
JP11283881A 1981-07-17 1981-07-17 Automobile suspension Granted JPS5816912A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP11283881A JPS5816912A (en) 1981-07-17 1981-07-17 Automobile suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP11283881A JPS5816912A (en) 1981-07-17 1981-07-17 Automobile suspension

Publications (2)

Publication Number Publication Date
JPS5816912A true JPS5816912A (en) 1983-01-31
JPS6111807B2 JPS6111807B2 (en) 1986-04-04

Family

ID=14596791

Family Applications (1)

Application Number Title Priority Date Filing Date
JP11283881A Granted JPS5816912A (en) 1981-07-17 1981-07-17 Automobile suspension

Country Status (1)

Country Link
JP (1) JPS5816912A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007331617A (en) * 2006-06-15 2007-12-27 Toyota Motor Corp Stabilizer
US7798505B2 (en) * 2005-11-21 2010-09-21 Chrysler Group Llc Suspension interlock system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7798505B2 (en) * 2005-11-21 2010-09-21 Chrysler Group Llc Suspension interlock system
JP2007331617A (en) * 2006-06-15 2007-12-27 Toyota Motor Corp Stabilizer

Also Published As

Publication number Publication date
JPS6111807B2 (en) 1986-04-04

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