JPS629049B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a stabilizer device for an automobile.

Automobile stabilizer devices are provided to suppress the tilt of the vehicle body and improve the ground contact of the wheels when driving on rough roads or when turning. It is provided with a pair of legs that are connected to each other and whose distal ends are connected to both the left and right wheels, respectively. In conventional stabilizer devices of this type, the spring constant is generally constant, so the roll stiffness is constant regardless of the roll angle. Since it is set appropriately from the viewpoint, it is difficult to maintain a good condition at all times depending on road surface conditions, traveling speed, etc. In addition, in order to improve this problem, it has been proposed to have different spring constants on both sides of a given roll angle, but since the conversion point of the spring constant is constant, good operating conditions are always ensured. is still insufficient.

The present invention has been made under the above circumstances, and an object of the present invention is to provide a stabilizer device for an automobile whose spring characteristics can be variably set according to road conditions, traveling speed, etc.

The present invention includes a support member provided in a vehicle body having a through hole through which an intermediate portion is rotatably inserted, and a control means for variably controlling a gap between an outer wall of the intermediate portion and an inner wall of the through hole. It is characterized by comprising: Therefore, since the amount of deflection until the intermediate portion and the inner wall of the through hole come into contact differs depending on the size of the gap, the conversion point of the spring constant can be set variably as appropriate, depending on the road surface condition, running speed, etc. This allows you to always obtain optimal handling stability and ride comfort.

Hereinafter, the present invention will be described with reference to an illustrated embodiment. In FIG. 1, the stabilizer main body 1 may be the same as that in the conventional device, and integrally includes a linear intermediate portion 2, a dogleg-shaped curved portion 3, a leg portion 5 having a tip connecting portion 4, etc. It is formed from an appropriate material such as rod-shaped spring steel. The intermediate portion 2 is connected to a vehicle body a (see FIG. 2) of an automobile via a support member 6, which will be described later, and the connecting portion 4 is connected to wheels (not shown) of the automobile.

As shown in an enlarged view in FIG. 2, the support member 6 includes a fixed member 7 that is substantially U-shaped and is fixed to the vehicle body a, and a movable member 8 that is provided at the open end of the fixed member 7. It is equipped with The movable member 8 is mounted, for example, on a piston rod 10 of a cylinder arrangement 9. Liners 11 and 12 are attached to the inner wall surfaces of the fixed member 7 and the movable member 8, respectively. These liners 11, 12 are preferably formed from an elastically deformable rubber-like material. The intermediate portion 2 is rotatably inserted into a through hole formed by the liners 11 and 12.

The cylinder device 9 is connected to a pressure fluid source 13 via a cooler/dryer 14 and a control valve 15, as illustrated in FIG. control valve 1
A control section 16 that controls the sensor 5 is connected to a detection section 17 .

In the device configured as described above, the detection section 17 detects the vibration acceleration of the vehicle body, the running speed of the vehicle, and other desired information, and the opening degree of the control valve 15 is controlled via the control section 16 in accordance with the output signal. The movable member 8 is variably controlled, and the movable member 8 is drive-controlled by the cylinder device 9. When the distance D between the liner 12 of the movable member 8 and the liner 11 of the fixed member opposing it is variably controlled, the gap g (=D-d) between the intermediate portion 2 (outer diameter d) and the support member 6 is This is variably controlled, and the larger the gap g, the larger the amount of deflection δ of the main body 1 until the intermediate portion 2 comes into contact with the support member b.

That is, when the movable member 8 is raised to ensure sufficient clearance g between it and the stabilizer body 1 as illustrated in FIG. 5, the stabilizer body The left and right sides of 1 are one fixed member 7 and the other movable member 8
The stabilizer main body 1 is displaced obliquely until it comes into contact with the (initial stage of displacement). In this case, only the spring constant that occurs due to twisting of the connecting portion is exerted. Therefore, the spring constant is small until the main body 1 is supported by the fixed member 7 and the movable member 8, and thereafter becomes large. In other words, the spring constant (W/δ) of the main body 1 is larger when the fixed member 7 and the movable member 8 are in contact with each other than when they are not in contact with each other. In addition, in the case of left and right in-phase input,
Since both the legs 5, 5 are displaced in the same direction, the main body 1 is not restrained and does not substantially function as a spring.

On the other hand, when the gap between the fixed member 7 and the movable member 8 is narrowed to minimize the clearance g as shown in FIG. Therefore, the spring constant of the stabilizer is ensured. For the above reasons, the spring characteristics of the main body 1 are as shown in FIG.
is large (the amount of deflection δ is large), as shown by the solid line A, and as the gap g becomes smaller, the conversion point of the spring characteristics moves toward the smaller δ, as shown by the broken lines Ro to Ho. Note that the spring characteristics of the liners 11 and 1 change in a curved manner near the conversion point.
This is because 2 is formed to be elastically deformable.

That is, the spring characteristics of the main body 1 are variably controlled according to the gap g, and the gap g is variably controlled according to the detection signal of the detection section 17, so that the optimum state is always maintained depending on the road surface conditions, traveling speed, etc. can be maintained.

It should be noted that the present invention is not limited to the above-mentioned embodiments. For example, the control valve 15 may be connected to the detection section 1.
Manual control may be performed instead of automatic control according to the detection signal 7, and in such a case, the movable member 8 is directly manually controlled instead of using the control valve 15, cylinder device 9, etc. You can do it like this. In addition, various modifications and applications are possible within the scope of the gist of the present invention.

[Brief explanation of the drawing]

Figure 1 is a top view showing one embodiment of the present invention, Figure 2 is a top view showing one embodiment of the present invention;
The figure is an enlarged sectional view taken along the - line in Figure 1, Figure 3 is a control system diagram of the same example, Figure 4 is a line diagram illustrating the spring characteristics of the same example, and Figures 5 and 6 are respectively FIG. 3 is a schematic front view of a portion of the stabilizer device showing different operating states. 1... Stabilizer main body, 2... Middle part, 3...
...Curved portion, 5... Leg portion, 6... Support member, 7...
Fixed member, 8...Movable member, 9...Cylinder device.

Claims (1)

[Claims] 1. A stabilizer having an intermediate portion connected to the body of the automobile, and a pair of leg portions connected to the intermediate portion via a curved portion and having distal ends connected to the left and right wheels of the automobile, respectively, wherein the intermediate portion is connected to the left and right wheels of the automobile. A support member provided on the vehicle body and having a through hole rotatably inserted therethrough, and a control means for variably controlling the gap between the outer wall of the intermediate portion and the inner wall of the through hole. Automotive stabilizer device.