JPS60215409A - Suspension for car - Google Patents

Abstract

PURPOSE:To improve steering response and comfortableness to drive by increasing the resistance, to the forward and backward movements of the car body, of a bush mounted on a suspension arm when the steering angle signal of a steering wheel exceeds a set point. CONSTITUTION:The steering angle signal from a steering sensor 20 is inputted to a control circuit 26A. In an operation section 24A, the steering angle is compared with a set point. If the angle is below the set point, the output of an amplifier 23 is set to a low level and a solenoid valve drive 25 is not actuated. A solenoid valve 18 is set to a connecting position 18a and the resistance, to the forward and backward movements of the car body, of a bush 9 is reduced, then comfortableness to drive is improved. On the contrary, if the set point is exceeded, the amplifier 23 is set to a high level and the solenoid valve 18 is set to a disconnecting position 18b. The resistance is increased and the steering response is improved. As a result, comfortableness and steering response can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automobile suspension, and more particularly to one that can variably control the resistance force of a bushing attached to a suspension arm against movement in the longitudinal direction of the vehicle body.

(Prior art) Conventionally, in automobile suspensions, in order to prevent vibrations from being transmitted to the vehicle body, it is customary to connect suspension arms through rubber bushings, and the rubber (rubber portion) of such rubber bushings has a high is constant,
The resistance force of the bush against movement in the longitudinal direction of the vehicle body is also always constant.

Therefore, in order to improve the ride comfort for the passengers, the rigidity of the rubber is made low and soft (this causes the suspension to escape when steering with a large steering angle, causing the steering wheel (steering wheel) to
This results in poor steering performance and reduced steering response. vice versa,
If the rigidity of the rubber is made high and hard, the steering response becomes better, but there is a problem in that the ride comfort for the occupant becomes worse.

Incidentally, a suspension bushing has been proposed in which a hollow oil chamber is provided in the rubber part of the bushing that connects the suspension arm to the vehicle body, and the deflection of the bushing is controlled by adjusting the oil pressure in this oil chamber (for example, (Refer to Utility Model Application Publication No. 67-2♂902). However, since this suspension bush uses the hydraulic pressure of a power cylinder of a power steering device as a hydraulic power source, the structure is complicated due to piping and the like.

(Object of the Invention) An object of the present invention is to suppress escape of the suspension and improve steering response during steering when the steering angle exceeds a set value.

(Structure of the Invention) The present invention provides a bushing attached to a suspension arm with an adjustment means for varying the resistance force against movement in the longitudinal direction of the vehicle body, and further includes a steering angle detection means for detecting the steering angle of a steered wheel. Accordingly, the adjusting means is operated to increase the resistance force when the steering angle is equal to or greater than a set value.

(Example) The present invention will be described in detail below. In addition, in the drawing,
F indicates the front side, and k indicates the rear side.

In Figure 1, 1 and 2 are front suspension shores 7
The left and right front side frames 6.41 extending from front to back and rearward of the body are attached via front bushings 5, 5, 5.5 whose axes extend substantially in the longitudinal direction of the vehicle body.

Reference numerals 6 and 7 denote rear suspension arms, which are attached to a cross member 8 extending in the left-right direction of the vehicle body through bushings +19 and 9.9 degrees, whose axes extend substantially in the left-right direction of the vehicle body.

As shown in detail in FIG. 2, the rear bushing 9 is fixed within a cylindrical casing 11 fixed to the rear suspension arm 6 between a large-diameter outer cylinder 12 and a small-diameter inner cylinder 13. A rubber 14 is provided. This rubber 14 has two oil chambers 15 and 16 (
The liquid chambers (liquid chambers) are curved in the circumferential direction and formed symmetrically, and the sleeve chambers 15 and 16 radially penetrate the rubber 14 and the outer cylinder 12 and extend through the openings 11a and 11b of the casing 11. They are interconnected via a line 17. A solenoid valve 18 having a communicating position 18a and a blocking position 18b is interposed in the middle of this connecting path 17.

Further, like the rear bushing 9, the front bushing 5 also has two oil chambers (not shown) formed symmetrically in the front-rear direction of the vehicle body, and communication between the two sleeve chambers is established using a structure similar to that of the solenoid valve 18. It is controlled by the operation of a solenoid valve 19.

A steering angle sensor 20 detects the steering angle of a steering wheel (not shown), and includes a calculation section 24A in which a diode 21, an integrating circuit 22, and an amplifier 23 functioning as a comparator are connected in series, and a solenoid valve driver 25. The front bushings 5.5.
5.5 Solenoid valve 19.19,19.
19 and to solenoid valves 18.18, 18.18 for rear bushings 9,9,9.9.

With the above configuration, when the output signal corresponding to the steering angle from the steering angle sensor 21 is input to the control circuit 26A, the calculation unit 24A determines whether the steering angle is equal to or greater than the set angle. . As a result, if it is determined that the steering angle does not exceed the set angle, the output signal of the amplifier 26 of the calculation section 24A goes to L'' level and the solenoid valve driver 25 does not operate, so the solenoid valves 18 (and 19) are demagnetized. In this state, the communication position 18a is reached.Therefore, both sleeve chambers 1
5 and 16 are communicated with each other via the connection path 17, allowing the movement of oil and reducing the resistance force against the movement of the bushings 9 (and 5) in the longitudinal direction of the vehicle body, thereby improving riding comfort for one occupant.

On the other hand, when it is determined that the steering angle is equal to or greater than the set angle, the output signal of the amplifier 23 becomes "H" level and the solenoid valve driver 25 is activated, so that the solenoid valve 18
(and 19) is excited and becomes the cutoff position 18b. Therefore, since both arm chambers have a width of 15 degrees, the steering response is improved.

In the embodiment described above, the resistance force against the movement of the vehicle body in the longitudinal direction is controlled only according to the steering angle of the steered wheels, but it may be controlled according to the steering angle of the steering shaft and the vehicle speed. For example, as shown in FIG. 3, the arithmetic unit 24B of the control circuit 26B is connected to a conversion circuit 28 that outputs a signal corresponding to a steering angle signal from the steering angle sensor 20 and a vehicle speed signal from the vehicle speed sensor 27; The solenoid valve 18 (and 19) may be duty-controlled by an amplifier 23B functioning as a comparator that compares the signal with a reference triangular wave. In this case, the set angle is made smaller when traveling at high speeds than when traveling at low speeds, thereby increasing driving stability at high speeds and increasing stability when changing lanes.

In addition, in the above-mentioned control, it is also possible to improve the control accuracy by using not only the steering angle as a control factor but also the steering angle change rate, which is its /story derivative, or the steering angle acceleration, which is its second-order derivative.

In addition to the above-described embodiments, the rear bushing may have the structure shown in FIGS. 3 and 7, and the front bushing may have the structure shown in FIGS. 6 and 4.

That is, in the rear bushing 60 shown in FIG. 3 and FIG. The structure is the same as that shown in FIG. 2 in that oil chambers 35 and 36 are provided, but the two arm chambers 35 and 36 are connected to the outer cylinder 6 through through holes 42 and 43.
The rod member 6 is connected by a connecting groove 37 formed on the outer circumferential surface of the rod member 6.
It is controlled by the radial stroke of the rear bush 30 of No. 8. This rod member 38 is
When the solenoid 69 is energized, it is displaced downward in FIG. 3 to cut off the communication, while when the solenoid 69 is demagnetized, it is displaced upward in FIG. 3 by the return spring ring 40 to establish communication. It works like this.

The periphery of the casing 31 is bent radially inward to form a flange portion 3 corresponding to the ends 32a and 32b of the outer cylinder 62.
1a and 31b to restrict movement of the outer cylinder 62 due to extreme deformation of the rubber 34. 41
is a sealing material.

On the other hand, in the front bushing 50 shown in FIG. 5 and FIG. A cylinder 56 is provided, and a casing 54 is provided on the outside thereof. An annular oil i55,56 is formed inside the rubber 52 at the front and back positions of the outer cylinder 56, and the outer cylinder 53
Both sleeve chambers 55 and 56 are connected by a connecting groove 57 formed on the outer peripheral surface of the sleeve. Both sleeve chambers 55°5 due to this connection groove 57
6 is controlled by a rod member 68 as in the case of the rear bush 60 described above.

Auxiliary cylinders 58, 59 are embedded in the rubber 52 at the front and rear positions of the oil chamber 55, 56 in correspondence with the flange portions 54a, 54b of the casing 54.

The other configurations are the same as those shown in FIGS. 3 and 3. In the above embodiment, the connecting grooves 37.57 are provided on the outer cylinder 32.56, but they may also be provided on the outer peripheral surface of the rubber 34.52.

In each of the above embodiments, communication between both wing chambers is completely cut off when the steering angle exceeds a set value, but it is not necessary to completely cut off the communication. If you make it small, the movement of oil will be restricted by the orifice effect, so the same effect can be obtained just by making it small.

In addition, in the above embodiment, the suspension arm is A.
Although a type arm is used, a link type arm may also be used.

Furthermore, in the above embodiment, the resistance force against the movement of the bushing in the longitudinal direction of the vehicle body is changed by communicating or cutting off the communication between the two oil chambers, but in addition, an oil pump is separately provided, The above-mentioned resistance force can also be changed by supplying oil to both sleeve chambers and discharging oil from both sleeve chambers using the oil pump.

(Effects of the Invention) As described above, the present invention increases the resistance force against the movement of the bushing in the longitudinal direction of the vehicle body during steering operations in which the steering angle exceeds a set value, thereby suppressing the escape of the suspension. , steering responsiveness is improved.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention. Fig. 1 is an overall configuration diagram of an automobile suspension, Fig. 2 (a) and (b) are explanatory diagrams of rear suspension arms, and Fig. 3 is an illustration of a rear suspension arm. FIG. 7 is a sectional view taken along the TV-TV line in FIG. 3, and FIG. 5 is an explanatory view of a front bush of the front suspension arm. FIG. 4 is a partial sectional view of the front bush of FIG. 51 in the s direction. 1.2...Front suspension arm, 5.
...Front bush, 6,7...Rear suspension arm, 9...Rear bush,
14...Rubber, 15.16...Oil chamber%
17... Connection path, 18.19... Solenoid valve, 20... Rudder angle sensor, 26A
, 26B... Control circuit, 27... Vehicle speed sensor, 30... Rear bushing, 64...
Rubber, 35.36...Oil chamber, 37...
・Connection groove, 38...Rod member, 39-, ,
,,Solenoid, 50...Front bushing, 52
,,, ,,Rubber, 55.56...Oil chamber,
57... Connection groove, 26A Q: 2 Characteristics (Procedural amendment 1 Display of case Showa, 5'7 Patent Application No. 73760 2 Title of invention Automobile suspension 3 Person making the amendment Relationship to the case Patent applicant address: 3-1-4 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Postal code: 650 Address: Asahi Seimei Sannomiya Building 6, 1-3-11 Sannomiya-cho, Chuo-ku, Kobe, Hyogo Prefecture Subject of Sode Masa (1) Claims column in the specification (2) Detailed explanation of the invention column in the specification (3) Drawings (Figure 2 (B)) Contents of the 7 amendments (1) Claims attached in a separate sheet (2) Next to “Figure 2” on page 7, line 1 of the specification, r(
a) Join J. (3) Add "(passage area variable member)" next to "Solenoid valve 18" on page 5, line 5 to line B of the specification. (4) Change “Figure 3” to “Figure 2 (b)” on page 7, line 7 of the specification.
)”. (5) Add "(passage area variable member)" next to "rond member 68" in the 1st line to the /jth line of page 2 of the specification. (6) Add the following sentence between page 7, line 20 and page 77, line 1 of the specification. [Also, in the above embodiment, seven set values were used, but the passage area of the connecting path (2) may be varied in stages by providing a plurality of set values, or it may be controlled linearly according to the steering angle. It's okay. (7) Second rotation of the drawing) shall be corrected as shown in the attached sheet. 8 List of attached documents (1) Document stating the entire text of the amended scope of claims
1 copy (2) Amended drawings (Figure 2 (b)) 1 copy A document stating the entire text of the claims after the amendment (1) A bushing attached to a suspension arm and a part provided on the bushing in the longitudinal direction of the vehicle body an adjusting means for varying the resistance force against the motion of the steering wheel; a steering angle detecting means for detecting the steering angle of the steered wheels; and a steering angle detecting means for detecting the steering angle of the steering wheel; and control means for operating the adjustment means to increase the resistance force. (2) The adjusting means includes at least two liquid chambers provided in the longitudinal direction of the vehicle body of the bushing, a connecting path connecting the liquid chambers, and a passage area variable member that changes the passage area of the connecting path. However, an automobile suspension according to claim 1. 3. The automobile suspension according to claim 2, wherein the control means includes a solenoid that strokes the rond member.

Claims (3)

[Claims] (1) A bushing attached to a suspension arm, an adjusting means provided on the bushing for varying resistance to movement in the longitudinal direction of the vehicle body, a steering angle detecting means for detecting a steering angle of a steered wheel, and a steering angle detecting means for detecting a steering angle of a steered wheel. A suspension for an automobile, comprising: control means for receiving an output signal from the detection means and operating the adjustment means to increase the resistance force when the steering angle is equal to or greater than a set value. (2) The adjusting means includes a small number (two or more liquid chambers) provided in the longitudinal direction of the vehicle body of the bushing, a connecting path connecting the liquid chambers, and a rod member that changes the passage area of the connecting path. However, an automobile suspension according to claim 1. (3) The automobile suspension according to claim 2, wherein the control means includes a solenoid that strokes the rod member.