JPS6221451Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a stabilizer that suppresses the roll angle of a vehicle suspension system.

In a vehicle with a four-wheel independent suspension system (also called a car), both the front and rear left and right ends move independently, so when the vehicle curves, the faster the vehicle speed, the greater the inclination of the curve. If this tilting of the vehicle (hereinafter also referred to as rolling) increases, it causes the vehicle to sway. A stabilizer is a device provided to suppress the lateral sway of the vehicle, and the stabilizer receives torsional force due to the lateral sway of the vehicle. With stabilizers installed at the front and rear of the vehicle, the US-OS characteristics (understeer/oversteer characteristics), which are the turning characteristics of the vehicle, can be tuned by changing the effectiveness of the front and rear stabilizers. Generally speaking, if the front stabilizer is more effective than the rear stabilizer, understeer will occur, and if the rear stabilizer is made more effective than the front stabilizer, oversteer will occur. Furthermore, even if the turning speed is the same, the US-OS characteristics change depending on the turning radius. In a general vehicle, when a large steering angle is used while driving at low speeds, understeer becomes stronger, so if you try to weaken this understeer by making the rear stabilizer more effective than the front stabilizer, the understeer will become weaker when turning at high speeds with a small steering angle. It becomes too unstable. especially,
In front-wheel drive vehicles, understeer becomes stronger when turning at low speed and with a large steering angle, making it difficult to turn.

In consideration of the above, this idea is designed to match the effectiveness of the front and rear stabilizers during normal turns of the vehicle, and reduce the effectiveness of the front stabilizers when turning at low speeds and with large steering angles, thereby preventing the vehicle from understeering. The object of the present invention is to provide a stabilizer operating mechanism that can facilitate turning of a vehicle.

Next, this invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows a part (right side) of a front wheel suspension system of a vehicle, in which a knuckle 2 having a knuckle arm 2a is swingably supported by a lower arm 1 and an upper arm (not shown). A wheel 3 is attached to this knuckle 2.
The arm 2a of the knuckle 2 is connected to a tie rod 4, and when a handle (not shown) is turned, the tie rod 4 moves to the left or right, swings the knuckle arm 2a, and changes the direction of the wheel 3. It's summery. The lower arm 1 is attached to a body (not shown) by a strut bar 5.

The structure of the suspension system described above is the same as that of conventional vehicles.

A stabilizer 6 disposed in front of the lower arm 1 is rotatably supported on the body side by means not shown. This stabilizer 6 has a rod-like or pipe-like shape, and both ends thereof are processed into a flat plate shape to form a mounting portion 6a. The mounting portion 6a is slightly inclined forward, and a round hole 7 is bored perpendicularly to the surface thereof.

The swinging arm 8 that connects the stabilizer 6 and the lower arm 1 has a substantially rectangular cross section, and the arcuate sliding surface 8a on the short side of the swinging arm 8 connects the stabilizer 6 to the lower arm 1. It is rotatable along the inner peripheral surface of 7. A flange 9 having a diameter larger than the diameter of the round hole 7 is provided at one end of the arm 8, and a ball joint 11 is screwed into the tip of the other end 10 and fixed to the other end 10 with a nut 12. has been done. The swinging arm 8 is fitted into the round hole 7 of the stabilizer 6 from the ball joint 11 side.
1 is attached to the lower arm 1 and is rotatable with respect to the stabilizer 6, and its collar portion 9 is in contact with the mounting portion 6a.

The knuckle 2 is provided with a connecting arm 2b that protrudes in the opposite direction to the knuckle arm 2a and is shorter than the knuckle arm 2a. The connecting arm 2b and the swinging arm 8 are connected by a connecting rod 13 having ball joints 14 and 15 at both ends. Here, ball joint 14
The pin portion 14a is attached to the upper surface of the swing arm 8, as shown in FIG. 3A.

Next, the operation of this embodiment will be explained.

When the driver turns the steering wheel while the vehicle is running, the tie rod 4 moves in the direction A shown in FIG. make it move.

When the vehicle is traveling on a highway or turning at high speed, the steering angle is small. Therefore, the rotation angle of the knuckle arm 2a is small, and the rotation angle of the connection arm 2b is also small. Therefore, a ball joint 15 is attached to this connecting arm 2b.
The amount of movement of the connecting rod 13 connected by is small.
For this reason, the ball joint 1 is connected to the connecting rod 13.
The rotation angle of the swing arm 8 connected by 4 is also small. That is, in this case, as shown in FIG. 3A, the swinging arm 8 is in a substantially vertical state with its sliding surfaces 8a located at the top and bottom. Therefore, when the lower arm 1 moves upward or downward, the stabilizer 6 is twisted by the swing arm 8 in a direction perpendicular to its center line, so the stabilizer 6 is highly effective and works just like a conventional stabilizer. Operate.

Next, when the vehicle turns at a large steering angle while traveling at low speed, the knuckle arm 2a rotates significantly. For this reason, the connection arm 2 of Knatsukuru 2
b also rotates greatly, pushing or pulling the connecting rod 13 connected to this arm 2b. That is, when the handle is turned to the left, the connecting rod 13 is pushed, the ball joint 14 is pushed to the left, and the swing arm 8 is rotated counterclockwise, as shown in FIG. , inclined with respect to the center line of the stabilizer 6. In addition, when turning the steering wheel to the right, the ball joint 14 is pushed to the right and the swing arm 8 is rotated clockwise, as shown in FIG. Tilt. In this way, the swing arm 8 is the stabilizer 6
If the stabilizer 6 is tilted to the opposite direction, the rotation angle of the stabilizer 6 due to the swing of the swing arm 8 becomes smaller, and the effectiveness of the stabilizer 6 becomes worse. As the steering angle increases, the tilt of the swing arm 8 increases, so the effectiveness of the stabilizer 6 deteriorates and understeer becomes weaker. Therefore, the vehicle can easily turn at low speed and large steering angle turns. In the above embodiment, the swing arm 8 has a rectangular cross section, but only the portion of the arm 8 located within the round hole 7 may be rectangular. Further, the cross-sectional shape of the swing arm 8 is not limited to a rectangle, but may be an oval shape or the like.

As mentioned above, this invention has a round hole at both ends of the stabilizer that connects the left and right lower arms of the front suspension system of the vehicle, and one end having a rectangular cross section is rotatably fitted into the round hole. and a pair of swinging arms, the other end of which is rotatably attached to the lower arm, one end of which is connected to the swinging arm, and the other end of which is connected to a knuckle, so that the swinging arm is rotated by rotation of the knuckle arm. The operating mechanism of the vehicle stabilizer includes a pair of connecting rods that rotate the stabilizer from a vertical position to the left or right with respect to the center line of the stabilizer. The stabilizer can be made as effective as before by reducing the rotation of the swing arm, and when the vehicle turns at low speed and with a large steering angle, the rotation of the swing arm can be increased and the effectiveness of the stabilizer can be made smaller than before. , it is possible to prevent the vehicle from understeering and make turning easier than before.

[Brief explanation of the drawing]

The figures show one embodiment of this invention, in which Figure 1 is a plan view of the main parts of the right suspension system of the vehicle, Figure 2 is an enlarged view of the swinging arm in Figure 1, and Figure 3 is the Figure -
This is an enlarged view of the line arrow, where A is when the vehicle is running at high speed.
B indicates a low-speed left turn, and C indicates a low-speed right turn. 1...Lower arm, 2...Natsukuru, 2a...
Knuckle arm, 2b... Connection arm, 3... Wheel, 6... Stabilizer, 6a... Mounting part, 7
... Round hole, 8 ... Swinging arm, 11 ... Ball joint, 13 ... Connection rod, 14, 15 ... Ball joint.

Claims (1)

[Scope of utility model registration request] In a vehicle that has a stabilizer that connects the left and right lower arms of the front suspension system and a knuckle arm that changes the direction of the knuckle attached to the wheel by operating the handle, a round hole is provided at both ends of the stabilizer, and one end is inside the round hole. a pair of swinging arms rotatably fitted into the lower arm and having the other end rotatably attached to the lower arm; one end connected to the swinging arm and the other end connected to the knuckle; A pair of connecting rods are provided for rotating the swinging arm by the rotation of the knuckle arm, and the cross-sectional shape of the swinging arm is such that the resistance to vertical bending of the swinging arm is small at a large steering angle and small at a small steering angle. The operating mechanism of the stabilizer is characterized by being set in a shape that increases in size.