KR20070038662A - Car Stabilizer - Google Patents

Abstract

The present invention relates to a vehicle stabilizer, the vehicle stabilizer comprising: a first stabilizer connected to one wheel; A second stabilizer connected to the other wheel; And provided between the first stabilizer and the second stabilizer, converting a moment generated from the first or second stabilizer into a fluid pressure, and generating an inverse moment to transfer the moment to the second stabilizer or the first stabilizer. With hydraulic unit,

The roll stiffness of the stabilizer can be changed by the hydraulic action, so it can be applied to various vehicles without any change in design. As a result, various layouts of the stabilizer are possible.

Description

Stabilizer for vehicle}

1 is a simplified diagram showing a vehicle stabilizer according to the prior art.

Figure 2a is a simplified diagram showing a vehicle stabilizer according to the present invention.

Figure 2b is an exploded perspective view showing a stabilizer for a vehicle according to the present invention.

3 is a cross-sectional view showing a coupled state of the vehicle stabilizer according to the present invention.

4 is an operation diagram showing the operation of the vehicle stabilizer according to the present invention.

** Description of the symbols for the main parts of the drawings **

100: Stabilizer

100a, 100b: 1st, 2nd stabilizer

110: hydraulic unit

110a, 110b: 1st, 2 hydraulic cylinder

116 pipe member

118: pressure relief valve

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle stabilizer, and more particularly, to a vehicle stabilizer applicable to various vehicle types by changing the rigidity of the stabilizer without structural design change.

In general, the suspension of the vehicle is a device that connects the axle and the vehicle body so as not to directly transmit vibration or shock received from the road surface to the vehicle body while driving, thereby preventing damage to the vehicle body and cargo and improving ride comfort.

The suspension is composed of a chassis spring for mitigating impact from the road surface, a shock absorber for controlling the free vibration of the chassis spring to improve ride comfort, and a stabilizer connecting both axles to prevent rolling of the vehicle.

Here, the stabilizer is disposed laterally at the rear of the body, and both ends are coupled to the left and right rear suspension arms, and do not work when the left and right wheels move up and down at the same time, and when the left and right wheels move up and down relatively, It acts as a torsion rod spring which reduces the inclination of the vehicle body by the torsionally elastic restoring force generated at that time.

In other words, when the body is tilted to one side due to the centrifugal force during turning, or when the wheels on the left and right sides are relatively high due to bumps or rebounds while driving, the stabilizer is twisted and the elastic restoring force accordingly stabilizes the body quickly. .

If the torsional stiffness of such a stabilizer is strong, the car will have better steering stability, but the ride quality will be worse. On the contrary, if the torsional rigidity is weaker, the steering stability will be worse.

1 is a simplified diagram showing a vehicle stabilizer according to the prior art.

The stabilizer 10 according to the prior art is composed of a single steel rod as shown in FIG. 1 and coupled to the rear left and right wheels (not shown), and fixed by a pair of brackets 12 and 14 to a predetermined portion of the vehicle body. do.

Such a stabilizer 10 determines its roll stiffness (torsional strength) to some extent satisfy the performance of both steering stability and ride comfort. This roll rigidity is determined according to the shape and material of the stabilizer, the mounting position of the brackets 12 and 14, the mounting position of the control link, and the like.

However, such a conventional automotive stabilizer 10 cannot change the roll rigidity, so that the shape and material of the stabilizer 10, the mounting position of the brackets 12 and 14, and the mounting position of the control link are changed (i.e., When the design of the vehicle is changed), a separate stabilizer 10 having a roll rigidity that satisfies the changed condition must be designed.

Therefore, when a new vehicle is developed, there is a cumbersome problem of developing a separate stabilizer suitable for the developed vehicle condition. Also, the roll stiffness of the stabilizer cannot be changed. Therefore, when the driving conditions of the vehicle are changed, the driving performance and stability of the vehicle are affected. There is a problem affecting.

The present invention is to solve the above problems, an object of the present invention is to provide a stabilizer that can be applied to a variety of vehicles by changing the roll rigidity of the stabilizer by the hydraulic action.

In addition, another object of the present invention is to provide a stabilizer applicable to a vehicle that can change the roll rigidity of the stabilizer by a hydraulic action to change the roll rigidity in accordance with various driving conditions.

In addition, another object of the present invention is to provide a stabilizer capable of various layouts of the stabilizer by changing the roll rigidity by the hydraulic action.

Vehicle stabilizer according to the present invention for achieving the above object, the vehicle stabilizer, the stabilizer, the first stabilizer is connected to one wheel; A second stabilizer connected to the other wheel; And provided between the first stabilizer and the second stabilizer, converting a moment generated from the first or second stabilizer into a fluid pressure, and generating an inverse moment to transfer the moment to the second stabilizer or the first stabilizer. A hydraulic unit is provided.

In addition, opposite ends of the first stabilizer and the second stabilizer are respectively formed with a reverse male threaded portion, and the hydraulic unit is a pair of female threads formed to be respectively coupled to the male screwed portion formed with the first stabilizer and the second stabilizer. It is preferable that a hydraulic cylinder is provided, and a pipe member for communicating each hydraulic cylinder is provided.

In addition, the hydraulic unit is preferably provided with a buffer cylinder for generating a buffer force of the hydraulic pressure acting on the pipe member.

In addition, it is preferable that an O-ring for maintaining airtightness with the hydraulic cylinder is further provided at the end of each male thread portion.

Hereinafter, a vehicle stabilizer according to the present invention will be described in detail with reference to the accompanying drawings.

In the following description of the present invention, the terms defined are defined in consideration of functions in the present invention, and should not be understood as a meaning of limiting the technical components of the present invention.

Figure 2a is a simplified view showing a vehicle stabilizer according to the present invention, Figure 2b is an exploded perspective view showing a vehicle stabilizer according to the present invention, Figure 3 is a cross-sectional view showing a coupling state of the vehicle stabilizer according to the present invention.

As shown, the vehicle stabilizer 100 according to the present invention is provided with a first stabilizer 100a and a second stabilizer 100b respectively coupled to both side wheels (not shown) of the vehicle. Between the first and second stabilizers 100a and 100b, the hydraulic unit 110 converts the moments generated by the first and second stabilizers 100a and 100b into the fluid pressure and converts the converted fluid pressure back into the inverse moment. Prepared.

Here, the first and second stabilizers 100a and 100b are coupled in a symmetrical direction to both wheels of the vehicle, and male threads 102 for coupling to the hydraulic unit 110 are formed at both ends facing each other. The male screw portion 102 is formed in the same direction at the ends of the first and second stabilizers 100a and 100b. In addition, sealing members 104 such as O-rings for maintaining airtightness with the hydraulic unit 110 are further provided at the ends of the male screw part 102.

And the hydraulic unit 110 is provided with a first hydraulic cylinder (110a) and a second hydraulic cylinder (110b) coupled to the male screw portion 102 formed on the first stabilizer (100a) and the second stabilizer (100b), respectively. The first and second hydraulic cylinders 110a and 110b are formed with female threads 112 to which male threads 102 formed on the first and second stabilizers 100a and 100b are coupled, respectively. Inside of each female threaded portion 112, the pressure generating portion 114, in which the pressure of the fluid is generated, is formed by the first and second stabilizers 100a and 100b. The first and second hydraulic cylinders 110a and 110b are fixedly coupled to a predetermined portion of the vehicle body by a bracket (not shown).

In addition, each of the pressure generating parts 114 of the first hydraulic cylinder 110a and the second hydraulic cylinder 110b is communicated by a separate pipe member 116. One side of the pipe member 116 is provided with a separate pressure relief valve 118 to relieve the pressure of the fluid applied to the pipe member 116. Since the pressure relief valve 118 is a well-known technique, the detailed description is abbreviate | omitted.

Accordingly, the operation of the vehicle stabilizer according to the present invention will be described in detail by way of examples. Each element mentioned below should be understood with reference to the above description and FIGS. 2 to 3.

4 is an operation diagram showing the operation of the vehicle stabilizer according to the present invention.

As shown in the drawing, the vehicle stabilizer 100 according to the present invention may generate a torsional moment of the first stabilizer 110a connected to one wheel when a lifting or lowering motion occurs on one wheel of the vehicle during driving of the vehicle.

The torsional moment generated by the first stabilizer 110a is converted into a linear motion while the male threaded portion 102 of the first stabilizer 110a is rotated along the female threaded portion 112 of the first hydraulic cylinder 110a. .

Accordingly, the first stabilizer 110a pressurizes or depressurizes the fluid staying in the pressure generating unit 114 of the first hydraulic cylinder 110a, and the pressure of the pressurized or depressurized fluid is controlled through the pipe member 116. It is delivered to the pressure generating unit 114 of the hydraulic cylinder (110b).

Accordingly, the pressure transmitted to the pressure generating unit 114 of the second hydraulic cylinder 110b pressurizes or reduces the pressure of the second stabilizer 110b coupled to the female threaded portion 112 of the second hydraulic cylinder 110b. As the part 114 is pressurized or depressurized, the male threaded part 102 of the second stabilizer 110b coupled to the female threaded part 112 of the second hydraulic cylinder 110b is rotated, so that the first stabilizer 110b is first rotated to the second stabilizer 110b. An inverse moment is generated which is opposite to the moment generated in the stabilizer 110a. Therefore, the other wheel connected to the second stabilizer 110b is lowered or raised.

On the other hand, by adjusting the pressure relief valve 118 provided in the pipe member 116 of the hydraulic unit 110 through the hydraulic generator 114 and the pipe member 116 of the first and second hydraulic cylinders (110a, 110b). The pressure delivered can be adjusted. As such, the adjustment of the pressure transmitted through the hydraulic generator 114 and the pipe member 116 of the first and second hydraulic cylinders 110a and 110b may have the same effect as changing the roll stiffness of the stabilizer. .

Although described in detail with respect to preferred embodiments of the present invention as described above, those of ordinary skill in the art, without departing from the spirit and scope of the invention as defined in the appended claims Various modifications may be made to the invention. Therefore, changes in the future embodiments of the present invention will not be able to escape the technology of the present invention.

As described above, according to the vehicle stabilizer according to the present invention, the roll stiffness of the stabilizer is changed by the hydraulic action, so that it is applicable to various vehicles without any change in design.

In addition, the roll stiffness of the stabilizer can be changed by the hydraulic action, so that the roll stiffness can be changed according to various driving conditions, thereby ensuring smooth operation of the stabilizer according to various driving conditions.

In addition, by varying the roll stiffness of the stabilizer by the hydraulic action, there is an effect capable of various layout of the stabilizer.

Claims (4)

In the vehicle stabilizer, the stabilizer, A first stabilizer connected to one wheel; A second stabilizer connected to the other wheel; And The hydraulic pressure is provided between the first stabilizer and the second stabilizer, and converts the moment generated in the first or second stabilizer to the fluid pressure and generates the reverse moment to transfer the reverse moment to the second stabilizer or the first stabilizer. A vehicle stabilizer comprising a unit. The method of claim 1, Male threads in the same direction are formed at each end of the first and second stabilizers facing each other, The hydraulic unit is provided with a pair of hydraulic cylinders are formed with a female threaded portion to be coupled to the male threaded portion formed in the first stabilizer and the second stabilizer, respectively, the stabilizer for a vehicle is provided with a pipe member for communicating each hydraulic cylinder . The method of claim 2, The hydraulic stabilizer for the vehicle, characterized in that the hydraulic cylinder is further provided with a shock-absorbing cylinder for generating a buffer force of the hydraulic pressure acting on the pipe member. 3. The stabilizer for a vehicle according to claim 2, wherein an O-ring for maintaining airtightness with the hydraulic cylinder is further provided at an end portion of each male screw portion.

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