JPS6194809A - Stabilizer device for vehicle suspension - Google Patents

Abstract

PURPOSE:To prevent the occurrence of rolling during turn and to prevent up and down movement of the front and the rear of a car body during starting and braking, by a method wherein a central arm, protruded in a direction extending right angles with a twist part, is located to the central part of the twist part. CONSTITUTION:A stabilizer 1 is formed such that arm parts 3, coupled to a suspension arm (a) of a front wheel, are attached, in juxtaposition to each other, to both ends of a twist part 2 attached to a car body, a central arm part 5, projected in the same direction as that of the twist part 2, is formed. The twist parts 2 are respectively engaged, at 4 spots of both ends and portions in the vicinity of the root of a central arm 5, inwardly with mounting tools 6 secured to a car body, and are rotatably supported thereto. Coupling parts 7, at the forward ends of the two arm parts 3 are coupled to the arms (a) by means of an axle, and a coupling 14 of a piston rod 12 of a hydraulic cylinder 10, having a bracket 8 rotatably coupled to the car body, is engaged with the portion, parallel to the twist part 2, of the forward end of the central arm 5.

Description

[Detailed description of the invention] Industrial applications The present invention relates to a stabilizer device for vehicle suspension.

Problems to be Solved by the Prior Art and the Invention A stabilizer for a vehicle suspension has a structure in which a member having elasticity is bent into a substantially U-shape, and arm portions are formed at both ends of the torsion portion.
By fitting the torsion part into a fixture fixed to the vehicle body so that it can rotate freely, and by connecting the ends of both arm parts to suspension arms that support wheels, the torsion part Torsion occurs in the arm, and bending occurs in the arm, and the elastic restoring force acts to keep the car body horizontal.

When the left and right axles relatively move up and down in the same direction, such as when the front or rear of the vehicle rises and falls when starting or braking, the stabilizer only rotates around the axis of its torsion. It does not act to restrict the vertical movement of the wheels, and when the left and right wheels move over the unevenness of the road surface, causing independent behavior, such as when driving on a rough road with many unevenness. In this case, the stabilizer acts as a spring that suppresses the vertical movement of each wheel, and the suspension spring spring 1
The bending constant temporarily increased, and the vertical vibration of the wheels was transmitted to the car body, resulting in poor ride comfort.

The present invention has been completed in view of the above-mentioned points.
In addition to the stabilizer's original function of suppressing rolling that occurs when turning, etc., the invention also suppresses the ups and downs of the front and rear parts of the car body that occur when the car body accelerates, such as when starting or braking. The purpose of the second invention is to provide a vehicle suspension stabilizer device that has a function of suppressing rolling. It has a function to suppress the ups and downs of the front and rear parts.

Furthermore, it is an object of the present invention to provide a stabilizer device for vehicle suspension that prevents the ride comfort from being impaired when driving on rough roads. I will explain.

FIG. 1 shows an embodiment of the first invention, in which l is a stabilizer, and both ends of a rod having 1 elasticity are bent, and suspensions of the front wheels are attached to both ends of a torsion part 2 attached to the vehicle body. It has a structure in which the arm part 3.3 connected to the arm a is connected, and the center part of the torsion part 2 is bent into a U-shape to form a central arm 5 that protrudes in the same direction as the arm part 3, The torsion part 2 is supported in a total of four places, at both ends and near the base of the central arm 5, by fitting it into a fixture 6 fixed to the vehicle body, so that it can rotate freely, and the tips of both arm parts 3.3 are connected. The parts 7, 7 are each connected to the suspension arm a by a shaft, and the torsion part 2 at the tip of the central arm 5
The tip of a piston rod 12 that protrudes downward from a hydraulic cylinder 10, which is rotatably connected to the vehicle body through a shaft with a bracket 8 of the cylinder body, is parallel to the connecting portion 1.
As shown in FIG. 3, in this hydraulic cylinder 10, each port 16 and 17 of the oil chamber on both the upper and lower sides of the piston 15 closes when the solenoid is energized. It is connected via an electromagnetic on-off valve 18,
The electromagnetic on-off valve 18 is always open and both oil chambers communicate with each other.
Since the hydraulic oil flowing out from one oil chamber flows into the other oil chamber, the piston rod 12 is in a state where it can freely expand and contract, but when the electromagnetic on-off valve 18 is closed, there is a gap between the two oil chambers. is blocked, making it impossible for hydraulic oil to flow out or flow in. As a result, the piston rod 12 is locked in a state where it cannot expand or contract, and the vehicle body senses this when acceleration occurs in the longitudinal direction of the vehicle body. A longitudinal acceleration sensor is provided that sends an excitation signal to the solenoid of the electromagnetic on-off valve 18.

An accumulator (not shown) is provided inside or outside the hydraulic cylinder 10 to absorb the difference in volume change between the upper and lower oil chambers of the piston 15 due to the presence or absence of the piston rod 12.

To explain the operation of this embodiment, when there is no acceleration in the longitudinal direction of the vehicle body such as during normal driving, the electromagnetic on-off valve 18 is open and the piston rod 12 of the hydraulic cylinder 10 is in a state where it can freely expand and contract. Yes, because the central arm 5 is swingable.

When the left and right wheels relatively move up and down in opposite directions due to tilting of the vehicle body due to turning, etc., the central arm 5 swings and the two arm portions 3, 3 and both arm portions of the central arm 5 bend. However, twisting occurs in the torsion portion 2 and the parallel portion of the tip of the central arm 5, so that the stabilizer l performs its original function and rolling is suppressed. On the other hand, when longitudinal acceleration occurs in the vehicle body, such as when starting or braking, an excitation signal is sent from the longitudinal acceleration sensor to the solenoid of the electromagnetic on-off valve 18, causing the electromagnetic on-off valve 18 to close. As a result, the piston rod 12 of the hydraulic cylinder 10 is locked in a non-extensible state, and the central arm 5 becomes unable to swing, and the front part of the vehicle body rises and falls, causing the left and right wheels to move up and down in the same direction. On both left and right sides of the stabilizer 1, bending occurs in the arm portions of the arm portion 3 and the center arm 5, and twisting occurs in the torsion portion 2, and the vertical movement of each wheel is elastically restricted by the elastic restoring force, and the vehicle body is The front part is prevented from moving up and down.

FIG. 2 shows an embodiment in which the second invention is applied to a front wheel,
In the above embodiment, both arm portions 3.3 of the stabilizer 1
Instead of directly connecting the ends of each to the suspension arm a of the front shaft, the bracket 8 of the main body of the hydraulic cylinder 10a, which has the same structure as in the previous embodiment, is rotatably connected to the ends of both arm parts 3.3 by a shaft. At the same time, the piston rod 12 protrudes downward from the hydraulic cylinder 10a.
The connecting portion 14 at the tip of the suspension arm a is rotatably connected to the suspension arm a by an axis, and the other configuration is the same as that of the previous embodiment. A longitudinal acceleration sensor that sends out an excitation signal when the vehicle body is accelerated, and a lateral acceleration sensor that senses lateral acceleration and sends out an excitation signal when the vehicle body receives acceleration in the lateral direction. A longitudinal acceleration sensor is connected to hydraulic cylinders 10a and 1 on both sides.
Both a longitudinal acceleration sensor and a lateral acceleration sensor are connected to 0a, and the hydraulic cylinder 10 closes only when longitudinal acceleration occurs on the vehicle body, and the hydraulic cylinders 10a on both sides close only when longitudinal acceleration occurs on the vehicle body. The valve is designed to close even when the valve is closed.

To explain the operation of this embodiment, during normal straight-line driving,
All the electromagnetic on-off valves 18 of each hydraulic cylinder 10.10a are open and each piston rod 12 is in a state where it can expand and contract freely, so even if the left and right axles move up and down in the same direction or in opposite directions, one arm The tip of the portion 3.3 does not move up and down, and the stabilizer 1 does not bend or twist, so the stabilizer 1 acts as a spring and does not impair ride comfort when driving on rough roads, and when starting from a single start. When longitudinal acceleration occurs in the vehicle body, such as during braking or braking, each hydraulic cylinder 10 and log electromagnetic on-off valve 18 are all closed, and each piston rod 12 becomes unable to extend or contract, causing the central arm 5 to swing. Therefore, similar to the embodiment described above, the front part of the vehicle body is prevented from rising and falling when starting or braking, and furthermore, when lateral acceleration occurs in the vehicle body due to turning, etc., the hydraulic cylinders 10a, 10a on both sides are
Only the electromagnetic on-off valve 18 closes and both piston rods 12
is in a state where it cannot extend or contract, and the central arm 5 is free to swing, so in this case, the stabilizer l performs its original function and rolling is suppressed.

In this embodiment, both the ends of both arm parts 3, 3 are connected to each suspension arm a, a via the hydraulic cylinders 10a, 10a, respectively, but the end of one of the arm parts 3 is connected. It is also possible to connect the suspension arm a with a rod so that relative movement is impossible, and in this way, during normal straight running, the arm portion 3 directly connected to the suspension arm a by the connecting rod will move up and down along with the axle. Since the entire stabilizer 1 freely rotates around the axis of the torsion portion 2 even when the vehicle is running, the stabilizer 1 does not function during normal straight-line travel, as in the previous embodiment.

In addition, as a method for detecting the lateral acceleration occurring in the vehicle body, in addition to directly detecting it with the lateral acceleration sensor described above, there is also a method of detecting the operating angle of the steering wheel and the vehicle speed and calculating from these two values. As a way to detect
There are also methods of using a brake switch or brake fluid pressure switch, or detecting the opening speed of the throttle.

Furthermore, instead of providing the electromagnetic on-off valve 18 on the outside of the hydraulic cylinder 10.10a as a coupling device, a flow hole communicating with the oil chambers on both sides of the piston 15 is formed, and a valve that opens and closes the flow hole in response to an external signal. may be provided.

Structure and effects of the invention As specifically explained by the above embodiments.

A stabilizer device for suspending a vehicle according to a first aspect of the present invention includes a stabilizer having arm portions bent at both ends of a substantially straight torsion portion, the torsion portion of which is rotatably supported on a vehicle body, and the tips of both arm portions supporting wheels respectively. a connecting device that is connected to the torsion section, and provided with a central arm protruding in a direction perpendicular to the torsion section approximately at the center of the torsion section, and capable of switching the tip of the central arm between a freely extendable state and a non-extendable state; The gist is that the connecting device is connected to the vehicle body through the vehicle body, and when turning, etc., the connecting device is in a freely extendable state and the central arm can swing, thereby preventing rolling that occurs when turning, etc. In addition to allowing the original function of the stabilizer to be suppressed, the connecting device is rendered non-extendable and the center arm cannot swing during starting or braking.

The stabilizer device for vehicle suspension of the second invention has the effect of acting as a spring to suppress the front and rear parts of the vehicle body from rising and falling when starting or braking. The torsion part of the stabilizer having a curved part is rotatably supported on the vehicle body, and the tips of the two arm parts are respectively connected to a wheel support part, and the stabilizer protrudes approximately at the center of the torsion part in a direction perpendicular to the torsion part. A central arm is provided, the distal end of the central arm is connected to the vehicle body via a first connecting device that can be switched between a freely extendable state and a non-retractable state, and at least one of the arm parts The gist is that one end of the wheel is connected to the wheel support section through a second connecting device that can be switched between a freely expandable state and a non-extensible state, and when the vehicle is traveling in a normal straight line. By making all of the first and second coupling devices freely expandable and retractable, it is possible to prevent the stabilizer from acting as a spring and impairing riding comfort, and also to prevent the stabilizer from acting as a spring and impairing riding comfort. teeth.

By making only the second coupling device non-extendable, the stabilizer can perform its original function of suppressing rolling, and furthermore, when starting or braking, the first and second coupling devices By making everything non-expandable, 9! This has the effect of acting as a spring to prevent the front and rear parts of the vehicle from rising and falling during acceleration and braking.

[Brief explanation of drawings]

FIG. 1 is a perspective view of an embodiment of the first invention, and FIG. 2 is a perspective view of an embodiment of the first invention.
FIG. 3 is a perspective view of one embodiment of the invention, and FIG. 3 is a sectional view of the coupling device. 1 Stabilizer 2: Torsion part 3: Arm part 5: Central arm 8 Nib bracket 10.10a: Hydraulic cylinder 14: Connection part a: Suspension arm

Claims (1)

[Scope of Claims] 1. The torsion part of the stabilizer, which has arm parts bent at both ends of a substantially straight torsion part, is rotatably supported on the vehicle body, and the tips of both the arm parts are connected to the wheel support part, respectively; A central arm is provided approximately at the center of the torsion portion and protrudes in a direction perpendicular to the torsion portion, and the tip of the central arm is connected to the vehicle body via a connecting device that can be switched between a freely extendable state and a non-extendable state. A vehicle suspension stabilizer device 2 characterized in that the connection device is a hydraulic cylinder in which each port of an oil chamber on both sides of a piston is connected to each other via an on-off valve. Stabilizer device 3 for suspending a vehicle as described in Section 3. The stabilizer has arm portions bent at both ends of a substantially straight torsion portion, and the torsion portion of the stabilizer is rotatably supported on the vehicle body, and the tips of both arm portions are connected to respective wheel support portions. and a first connecting device, which is provided with a central arm protruding in a direction perpendicular to the twisted portion approximately at the center of the twisted portion, and the tip of the central arm can be switched between a freely extendable state and a non-extendable state. The wheel support section is connected to the vehicle body via a second coupling device that is capable of switching the tip of at least one of the arm sections between a freely extendable state and a non-extendable state. A vehicle suspension stabilizer device 4 characterized in that the first and second connection devices are hydraulic cylinders in which ports of oil chambers on both sides of a piston are connected to each other via an on-off valve. A stabilizer device for vehicle suspension according to claim 3