US3020062A - Motor vehicle stabilizing device - Google Patents

Motor vehicle stabilizing device Download PDF

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Publication number
US3020062A
US3020062A US746187A US74618758A US3020062A US 3020062 A US3020062 A US 3020062A US 746187 A US746187 A US 746187A US 74618758 A US74618758 A US 74618758A US 3020062 A US3020062 A US 3020062A
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vehicle
motor vehicle
rams
valve
stabilizing device
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US746187A
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Reed Luis Farrugia
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors
    • B60G17/01925—Pendulum-type devices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S280/00—Land vehicles
    • Y10S280/01—Load responsive, leveling of vehicle

Definitions

  • the present invention relates to motor vehicle stabilizing devices and particularly devices for stabilizing the motor vehicle when taking a curve.
  • the primary object of the invention is to provide a device for stabilizing the motor vehicle when taking a curve so as to counteract the effects of centrifugal force acting upon the vehicle.
  • Another object of the invention is to provide a device of the class described above wherein the Vacuum of the intake manifold of the engine is utilized in stabilizing the vehicle.
  • a further object of the invention is to provide a stabilizing device of the class described above wherein the motor vehicle is tilted oppositely of the centrifugal force acting thereupon, thus counteracting the effects of the centrifugal force.
  • a still further object of the invention is to provide a stabilizing device of the class described above which is inexpensive t manufacture, simple to install and which is completely effective in counteracting the effects of centrifugal force acting on the motor vehicle.
  • FIGURE l is a semi-diagrammatic view of a motor vehicle stabilizing system constructed in accordance with the invention, illustrating the elements of the invention in one position; and l FiGURE 2 is a view similar to FIGURE 1, illustrating another position.
  • reference numeral y indicates generally a motor vehicle stabilizing system constructed in accordance with the invention.
  • the system 10 includes a vacuum tank 11 connected by a conduit 12 to the intake manifold of an internal combustion engine (not shown).
  • the motor vehicle is provided with a double acting hydraulic ram 13 on the left front corner and a similar double acting hydraulic ram 14 on the left rear corner.
  • a double acting hydraulic ram 15 is provided on the right front corner and a double acting hydraulic ram 16 is positioned on the right rear corner of the vehicle.
  • Each ram is shown as comprised of a cylinder element having therein a double acting piston and rod element R extending through a sealed opening in one end thereof.
  • One element of the ram is fixed to the frame F of the vehicle in any desired manner, and the other element is likewise attached to the running gear RG of the vehicle, as schematically shown in FIG. 2 for ram 13. While the connections are illustrated for only one ram, it is to be understood that all four of the rams are to be likewise set up.
  • a pair of oppositely disposed hydraulic piston pumps 17, 18 are mounted on the motor vehicle with the pump 17 connected by conduits 19 and 20 to the upper ends respectively of the rams 13, 14 and by conduits 21, 22 to the lower ends respectively of the rams 15, 16.
  • the pump 1S is connected respectively to the upper ends of the rams 15, 16 by conduits 23, 24 and to the lower ends respectively of the rams 13, 14 by conduits 25, 26. Operation of the pump 17 in one direction being effective to lower the rams 13, 14 and raise the rams 15, 16 so the United States Patent 0 ⁇ tion desirable.
  • a hydraulic supply reservoir 27 is coupled with the pump 17 and a second hydraulicsupply reservoir 28 is coupled with the pump 18./
  • a vacuum motor 29 is connected to the pump 17 and a second vacuum motor 30 is connected to the pump 18.
  • a valve generally indicated at 31 is actuated by a pendulum arm 32 to connect the vacuum tank 11 with a conduit 33 on either right hand or left hand movement of the pendulum arm 3'2.
  • 'pendulum valve 32 assures that the stabilizer system will be operated only when the vehicle acquires sufficient centrifugal force or becomes inclined to the vertical enough to make stabiliza- Since pendulum 32 responds both to the centrifugal action of the vehicle, as well as where the tilt increases, the flow through line 33, and lluid pressure in the Stabilizer system, will build up in accordance with said centrifugal force or the degree of tilt of the vehicle. Thus the speed of operation of the stabilizer normally will vary with the suddenness with which the tilt of the vehicle occurs. Immediate control of the stabilizer system is 'governed by valves 36 and 37 operated from the steering wheel 43 as will hereinafter appear.
  • the conduit-33 branches into a pair of conduits 34, 35 which are connected respectively to Ivalve boxes 36, 37.
  • the valve in each box G6, 37 is of the conventional two-way type, whereby when the vacuum liner33 is cut oit from either motor chamber 29, 30, that chamber is vented.
  • the valve box 36 is connected by a conduit 38 to the vacuum motor 2S! and the valve box 37 is connected by a conduit 39 to the vacuum motor 3G.
  • the valve boxes 36, 37 have valve stems 40, 41 respectively extending outwardly therefrom and connected by a bar 42.
  • a steering wheel 43 has a steering arm 44 associated therewith connected to the bar 42, so that upon steering movement of the steering wheel 43 the lvalves 36, 37 will be oppositely actuated, the valve 36 being on when the valve 37 is off, and the valve 37 being on when the valve 36 is oi.
  • the valves 36, 37 may be mtaintained in a neutral oi position by maintaining the steering wheel'43 in straight ahead position.
  • valves 36, 37 When the motor vehicle has completed taking the curve and is again on a straight stretch, the valves 36, 37 will be positioned neutrally and the springs of the motor vehicle will act to return the motor vehicle to a level position by placing back pressure on the rams 13, 14, 15 and 16 and returninga portion of the hydraulic fluids to the reservoirs 27 or 28.
  • rams 13, 14, 15 and 16 are connected at the four corners of the vehicle between the running gear and the frame of the vehicle much in the manner as the normal shock absorbers of the vehicle are mounted.
  • the operation of the system may be controlled by other means (not shown) than the steering gear, such as a pendulum, electric switches and relays, acting on corresponding solenoid valves of conventional design.
  • a vehicle stabilizing. system comprising a double acting hydraulic ram vertically disposed at each corner. area of a motor vehicle, said, rams each, comprised of a cylinder element and a piston element, one element being connected to the vehicle running1 gear and theother ele- ⁇ ment to, the vehicle frame, a pump having connections to cachot said rams, said connections to the pair of rams on ⁇ one side of the vehicle being tothe lower portion thereof to raise saidside of the vehicle, while the connections to the pair of rams on the opposite side of the vehicle is to the upper portion thereof, for simultaneously and positively raising the one side and depressing the other side of the vehicle frame, a second pump having aconnectionto each of the rams, said connections of said second pump.
  • actuatedA upon turning of said ⁇ steering wheel is comprised of ⁇ valves, one to control operation of each of said pumps by said motor means, a common pressure line leading to said valves, and a pendulum operated valve in said line for rendering said first named valves eiective only upon the centrifugal force of the vehicle exceeding an established minimum.

Description

Feb. 6, 1962 l.. F. REED 3,020,052
MOTOR VEHICLE STABILIZING DEVICE Filed July 2, 1958 2 Sheets-Sheet 1 INV ENTOR l 2535527 ATTORNEYS vif Feb. 6, 1962 L. F. REED 3,020,062
MOTOR VEHICLE STABILIZING DEVICE Filed July 2, 1958 2 Sheets-Sheet 2 ATTORNEYS .NN X, u HU Iv 3,020,062 MOTOR VEHICLE STABILIZHNG DEVECE Luis Farrugia Reed, Miguel Cabrera 49, Mexico City, Mexico Filed July 2, 1958, Ser. No. 746,187
` 3 Claims. (Cl. 280-112) The present invention relates to motor vehicle stabilizing devices and particularly devices for stabilizing the motor vehicle when taking a curve.
The primary object of the invention is to provide a device for stabilizing the motor vehicle when taking a curve so as to counteract the effects of centrifugal force acting upon the vehicle.
Another object of the invention is to provide a device of the class described above wherein the Vacuum of the intake manifold of the engine is utilized in stabilizing the vehicle.
A further object of the invention is to provide a stabilizing device of the class described above wherein the motor vehicle is tilted oppositely of the centrifugal force acting thereupon, thus counteracting the effects of the centrifugal force.
A still further object of the invention is to provide a stabilizing device of the class described above which is inexpensive t manufacture, simple to install and which is completely effective in counteracting the effects of centrifugal force acting on the motor vehicle.
Other objects and advantages will become apparent in the following specification when considered in light of the attached drawings, in which:
FIGURE l is a semi-diagrammatic view of a motor vehicle stabilizing system constructed in accordance with the invention, illustrating the elements of the invention in one position; and l FiGURE 2 is a view similar to FIGURE 1, illustrating another position.
Referring now to the drawings in detail wherein like reference characters indicate like parts throughout the several figures, reference numeral y indicates generally a motor vehicle stabilizing system constructed in accordance with the invention.
The system 10 includes a vacuum tank 11 connected by a conduit 12 to the intake manifold of an internal combustion engine (not shown). The motor vehicle is provided with a double acting hydraulic ram 13 on the left front corner and a similar double acting hydraulic ram 14 on the left rear corner. A double acting hydraulic ram 15 is provided on the right front corner and a double acting hydraulic ram 16 is positioned on the right rear corner of the vehicle. Each ramis shown as comprised of a cylinder element having therein a double acting piston and rod element R extending through a sealed opening in one end thereof. One element of the ram is fixed to the frame F of the vehicle in any desired manner, and the other element is likewise attached to the running gear RG of the vehicle, as schematically shown in FIG. 2 for ram 13. While the connections are illustrated for only one ram, it is to be understood that all four of the rams are to be likewise set up.
A pair of oppositely disposed hydraulic piston pumps 17, 18 are mounted on the motor vehicle with the pump 17 connected by conduits 19 and 20 to the upper ends respectively of the rams 13, 14 and by conduits 21, 22 to the lower ends respectively of the rams 15, 16. The pump 1S is connected respectively to the upper ends of the rams 15, 16 by conduits 23, 24 and to the lower ends respectively of the rams 13, 14 by conduits 25, 26. Operation of the pump 17 in one direction being effective to lower the rams 13, 14 and raise the rams 15, 16 so the United States Patent 0 `tion desirable.
f. y 1C@ left side of the car is lowered and the right side raised simultaneously.
A hydraulic supply reservoir 27 is coupled with the pump 17 and a second hydraulicsupply reservoir 28 is coupled with the pump 18./ A vacuum motor 29 is connected to the pump 17 and a second vacuum motor 30 is connected to the pump 18. A valve generally indicated at 31 is actuated by a pendulum arm 32 to connect the vacuum tank 11 with a conduit 33 on either right hand or left hand movement of the pendulum arm 3'2. By controlling flow through line 33, 'pendulum valve 32 assures that the stabilizer system will be operated only when the vehicle acquires sufficient centrifugal force or becomes inclined to the vertical enough to make stabiliza- Since pendulum 32 responds both to the centrifugal action of the vehicle, as well as where the tilt increases, the flow through line 33, and lluid pressure in the Stabilizer system, will build up in accordance with said centrifugal force or the degree of tilt of the vehicle. Thus the speed of operation of the stabilizer normally will vary with the suddenness with which the tilt of the vehicle occurs. Immediate control of the stabilizer system is 'governed by valves 36 and 37 operated from the steering wheel 43 as will hereinafter appear. The conduit-33 branches into a pair of conduits 34, 35 which are connected respectively to Ivalve boxes 36, 37. The valve in each box G6, 37 is of the conventional two-way type, whereby when the vacuum liner33 is cut oit from either motor chamber 29, 30, that chamber is vented. The valve box 36 is connected by a conduit 38 to the vacuum motor 2S! and the valve box 37 is connected by a conduit 39 to the vacuum motor 3G. The valve boxes 36, 37 have valve stems 40, 41 respectively extending outwardly therefrom and connected by a bar 42. A steering wheel 43 has a steering arm 44 associated therewith connected to the bar 42, so that upon steering movement of the steering wheel 43 the lvalves 36, 37 will be oppositely actuated, the valve 36 being on when the valve 37 is off, and the valve 37 being on when the valve 36 is oi. The valves 36, 37 may be mtaintained in a neutral oi position by maintaining the steering wheel'43 in straight ahead position. By action of the vacuum from the vacuum tank 11 on the vacuum motor 29, when the pendulum arm 32 is in the position illustrated in FIGURE 2, and the valve 36 is opened by action ofthe steering wheel 43 is such that the pump 17 is forced to the left or outwardly, moving hydraulic fluid through the conduits 19, 20 to lower the left front and rear rams 13, 14 and through the conduits 21, 22 to raise the right front and rear rams 15, 16. Obviously, by reversing the position of the steering wheel 43 the valve 37 will be opened and the valve 36 closed so as to reverse the action of the rams 13 through 16.
When the motor vehicle has completed taking the curve and is again on a straight stretch, the valves 36, 37 will be positioned neutrally and the springs of the motor vehicle will act to return the motor vehicle to a level position by placing back pressure on the rams 13, 14, 15 and 16 and returninga portion of the hydraulic fluids to the reservoirs 27 or 28.
It should be understood that the rams 13, 14, 15 and 16 are connected at the four corners of the vehicle between the running gear and the frame of the vehicle much in the manner as the normal shock absorbers of the vehicle are mounted.
It is to be understood that the operation of the system may be controlled by other means (not shown) than the steering gear, such as a pendulum, electric switches and relays, acting on corresponding solenoid valves of conventional design.
Having thus described the preferred embodiment of the invention, it should be understood that numerous 3 structural modifications and adaptations may be resorted to` without departing from the. scope of the appended claims.
What is claimed:
l. A vehicle stabilizing. system comprising a double acting hydraulic ram vertically disposed at each corner. area of a motor vehicle, said, rams each, comprised of a cylinder element and a piston element, one element being connected to the vehicle running1 gear and theother ele-` ment to, the vehicle frame, a pump having connections to cachot said rams, said connections to the pair of rams on` one side of the vehicle being tothe lower portion thereof to raise saidside of the vehicle, while the connections to the pair of rams on the opposite side of the vehicle is to the upper portion thereof, for simultaneously and positively raising the one side and depressing the other side of the vehicle frame, a second pump having aconnectionto each of the rams, said connections of said second pump. to the pair of rams on the opposite side of the vehicle being to the lower portion thereof to raise the latter side of the vehicle, while the connections to the pair of rams on saidone side ofthevehicle is to the upper. portion thereof for simultaneously and positively raising said. opposite side anddepressing said one side ofv the Vehicle frame, power means for, operating said pumps selectively, means actuated: by audupon turning of the vehicle steeringwheeltheyond a setpoint in eitherdirectionforcontrolling power to oneor` the other of said lastnamed means, and` inertiaA means responsive to predeterminedfminimum centrifugal force of the vehicle in makmeans, and. said. means actuatedA upon turning of said` steering wheel is comprised of` valves, one to control operation of each of said pumps by said motor means, a common pressure line leading to said valves, and a pendulum operated valve in said line for rendering said first named valves eiective only upon the centrifugal force of the vehicle exceeding an established minimum.
References Citedin the tile of this patent UNITED STATES PATENTS 1,555,199 Gouirand Sept. 29, 1925 2,165,617 Paes July l1, 1939 2,684,254 Goss July 20, 1954 2,802,674 Jackson Aug. 13, 1957 FOREtGN. PATENTS 521,741 Great Britain May 30, 1940
US746187A 1958-07-02 1958-07-02 Motor vehicle stabilizing device Expired - Lifetime US3020062A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3625539A (en) * 1968-08-20 1971-12-07 Rover Co Ltd Vehicle suspensions
US3704027A (en) * 1970-01-08 1972-11-28 Sanfrancisco Cayetano Roque La Suspension system for motor vehicles
FR2284473A1 (en) * 1974-09-13 1976-04-09 Celse L Hoste Arthur Hydropneumatic anti-roll stabilizer for vehicle - has pendulum controlling valve of vacuum line to shock absorber servo motor

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1555199A (en) * 1923-06-11 1925-09-29 Marie Julia Track Vehicle with pneumatic suspension
US2165617A (en) * 1936-08-14 1939-07-11 Paes Francisco De Oliveira Combined vehicle-leveling, turnbanking, and shock-absorbing mechanism for motor vehicles
GB521741A (en) * 1938-08-26 1940-05-30 Marc Demetri Climis Combined system of shock absorbers and device for overcoming the centrifugal force of a motor vehicle
US2684254A (en) * 1950-09-07 1954-07-20 Harold W Goss Sway stabilizer for vehicles
US2802674A (en) * 1955-11-16 1957-08-13 Gen Motors Corp Roll control system for a motor vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1555199A (en) * 1923-06-11 1925-09-29 Marie Julia Track Vehicle with pneumatic suspension
US2165617A (en) * 1936-08-14 1939-07-11 Paes Francisco De Oliveira Combined vehicle-leveling, turnbanking, and shock-absorbing mechanism for motor vehicles
GB521741A (en) * 1938-08-26 1940-05-30 Marc Demetri Climis Combined system of shock absorbers and device for overcoming the centrifugal force of a motor vehicle
US2684254A (en) * 1950-09-07 1954-07-20 Harold W Goss Sway stabilizer for vehicles
US2802674A (en) * 1955-11-16 1957-08-13 Gen Motors Corp Roll control system for a motor vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3625539A (en) * 1968-08-20 1971-12-07 Rover Co Ltd Vehicle suspensions
US3704027A (en) * 1970-01-08 1972-11-28 Sanfrancisco Cayetano Roque La Suspension system for motor vehicles
FR2284473A1 (en) * 1974-09-13 1976-04-09 Celse L Hoste Arthur Hydropneumatic anti-roll stabilizer for vehicle - has pendulum controlling valve of vacuum line to shock absorber servo motor

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