JPS6111807B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automobile suspension in which the left and right sides of the vehicle have different weights.

(Prior Art) Traditionally, suspension arms and stabilizer bars have been used as suspensions for automobiles.
The left and right sides of the vehicle are connected via cushion rubber, and when the left and right wheels move up and down asymmetrically, such as when driving on rough roads or when turning, the rotation of the suspension arm is controlled by the twisting of the stabilizer bar. Vehicles are known in which the rolling motion of the vehicle body is reduced by suppressing it by an anti-roll effect (anti-roll effect).

(Problem to be Solved by the Invention) By the way, when such a suspension is adopted in a car where the left and right sides of the vehicle have different weights, even if the same torsional force is applied to the left and right suspension arms from the stabilizer bar, The anti-roll effect due to the torsional force is greater on the lighter side than on the heavier side. As a result, for example, when driving on rough roads, the degree of sinking (degree of inclination) of the left and right sides of the vehicle body differs, resulting in a poor riding experience.Furthermore, when driving around a corner, the degree of inclination of the vehicle body changes depending on whether it is turning to the right or to the left. On the other hand, there was a problem in which the driver was unable to recognize that the vehicle was running at its limit, causing the vehicle to spin.

The present invention has been made in view of the above, and the object thereof is to make the anti-roll effect of the stabilizer bar the same on the left and right sides of the car body in a car where the weights of the left and right sides of the car body are different. The purpose of the present invention is to improve riding comfort and prevent the occurrence of spin by eliminating left-right unbalance in the degree of inclination of the vehicle body during running, turning, etc.

(Means for Solving the Problem) In order to achieve the above object, the solution of the present invention is to provide a suspension arm and a stabilizer bar to each other on the left and right sides of the vehicle body as a suspension for an automobile whose weights differ on the left and right sides of the vehicle body. The stiffness of the cushion rubber is made different in both directions along the rotation trajectory of the stabilizer bar, and the stiffness in the direction of tilting toward the heavier side of the vehicle is different from the stiffness in the direction of tilting toward the lighter side. The structure is such that the rigidity is set larger than the rigidity in the direction. Specifically, we created a cushion rubber at the front in the direction of the initial rotation trajectory of the stabilizer bar when the vehicle is tilted toward the lighter side of the vehicle, and created a clearance at the front of the stabilizer bar in the direction of the initial rotation trajectory when the vehicle is tilted toward the lighter side. Create a clearance at the front in the direction of the rotation trajectory in the vicinity, or create a clearance from the front in the direction of the initial rotation trajectory of the stabilizer bar when tilting to the lighter side of the vehicle to the front in the direction of the rotation trajectory near the limit. The rigidity is set by setting the rigidity.

(Function) With the above configuration, in the present invention, the stiffness of the cushion rubber that connects the suspension arm and the stabilizer bar is made different in both directions along the rotation locus of the stabilizer bar, and moreover, By setting the rigidity in the direction of inclination to be greater than the rigidity in the direction of inclination toward the lighter side, the amount of twist of the stabilizer bar is smaller when the vehicle is tilted toward the lighter side, and when the vehicle is tilted toward the heavier side. Since the amount of torsion of the stabilizer bar increases, the anti-roll effect of the stabilizer bar becomes the same on the left and right sides of the car body, and as a result, the amount of lateral sinking (inclination angle) of the car body when driving on rough roads, etc. Even though the weights are different, they will be equally balanced.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 shows a first embodiment in which the present invention is applied to a rear suspension part of an automobile, where the left side of the vehicle is heavier than the right side, where 1 is a frame extending in the longitudinal direction of the vehicle body, and 2 is a lower part of the frame 1. The front end of the lower arm 2 is rotatably attached to the frame 1 via a mounting bracket 3, and the upper end of the lower arm 2 is placed in contact with the frame 1. A possible coil spring 4 is supported on top. Reference numeral 5 denotes a stabilizer bar extending in the vehicle width direction, and the stabilizer bar 5 is rotatably attached to the frame 1 via a mounting bracket 6. Arm parts 7, 7 are formed by bending the parts forward. Further, the rear end portion of the lower arm 2 and the front end portion of the arm portion 7 of the stabilizer bar 5 are connected by a control rod 10 via cushion rubbers 8 and 9 on the left and right sides of the vehicle body, respectively. When the left and right wheels (not shown) move up and down asymmetrically, such as when driving or turning, the rotation of the lower arm 2 is suppressed by the torsion of the stabilizer bar 5 (anti-roll effect). The vehicle is constructed to reduce the rolling motion of the vehicle.

The connection between the control rod 10 and the lower arm 2 is achieved by inserting the lower end of the control rod 10 into an insertion hole 11 drilled in the lower arm 2 and fastening it to the lower arm 2 with a nut 12 via a cushion rubber 8. are combined by On the other hand, the connecting portion between the control rod 10 and the stabilizer bar 5 is such that a cylindrical connecting member 13 is provided at the upper end of the control rod 10, and the tip of the arm portion 7 of the stabilizer bar 5 is located at the center of the connecting member 13. A connecting shaft 14 provided in the connecting shaft 14 is inserted into the connecting shaft 14, and a cushion rubber 9 is inserted between the connecting shaft 14 and the connecting member 13 to connect the connecting shaft 14 and the connecting member 13.

The cushion rubber 9 at the joint between the control rod 10 and the stabilizer bar 5 is attached to the stabilizer bar 5 on the left side of the vehicle body, that is, on the heavier side of the vehicle, as shown in FIG. In the initial rotation trajectory direction _P1 , a clearance 15 is provided above the coupling shaft 14, while on the right side of the vehicle body, that is, on the side where the vehicle weight is lighter, the stabilizer bar 5 is provided as shown in FIG. 2b. A recess 16 is provided on the lower side of the coupling shaft 14 in the initial rotation locus direction _P1 . In other words, by providing the clearances 15 and 16 in the front part of the initial movable trajectory direction _P1 of the stabilizer bar 5 when the vehicle is tilted toward the lighter side, the rigidity of the cushion rubber 9 can be adjusted to reduce the rotation of the stabilizer bar 5. The anti-roll effect of the stabilizer bar 5 is improved by making the anti-roll effect of the stabilizer bar 5 different in both directions along the trajectory, and by setting the stiffness in the direction in which the vehicle leans towards the heavier side of the vehicle to be greater than the stiffness in the direction in which the vehicle leans towards the lighter side. It is configured to be the same on the left and right sides of the vehicle. Note that 17 is a damper.

Next, to explain the operation of the above embodiment,
During normal driving in which the rotational amplitude of the lower arm 2 is small, such as when driving on a rough road with small irregularities, the cushion rubber 9 at the upper end of the control rod 10 on the left side of the vehicle body has the initial rotational trajectory direction P ₁ of the stabilizer bar 5. A recess 15 is provided on the upper side of the coupling shaft 14 of the stabilizer bar 5, and a coupling shaft ₁ in the initial rotation trajectory direction P1 of the stabilizer bar 5 is provided in the cushion rubber 9 at the upper end of the control rod 10 on the right side of the vehicle body.
Since the clearance 16 is provided on the lower side of the vehicle body, when the vehicle leans to the right side where the vehicle weight is lighter, the acting force that acts on the stabilizer bar 5 from the lower arm 2 via the control rod 10 (that is, the force acting on the stabilizer bar 5 on the left side of the vehicle body The downward acting force and the upward acting force on the right side of the vehicle body are alleviated by the deformation of the cutouts 15 and 16 on the left and right sides of the vehicle body, respectively, so that the amount of twisting of the stabilizer bar 5 is small. On the other hand, if the vehicle is heavy and leans to the left,
The acting force from the lower arm 2 (that is, the upward acting force on the left side of the vehicle body and the downward acting force on the right side of the vehicle body) is not affected by the clearance 15 or 16 on either the left or right side of the vehicle body, and is directly applied to the stabilizer bar 5. As a result, the stabilizer bar 5 is sufficiently twisted.

Therefore, in this way, when the vehicle leans toward the lighter side, the amount of twisting of the stabilizer bar 5 is small, and when the vehicle leans toward the heavier side, the amount of twisting of the stabilizer bar 5 increases. The anti-roll effect of the stabilizer bar 5 is the same on the left and right sides of the car body, and as a result, the amount of lateral depression (inclination angle) of the car body when driving on rough roads is the same despite the difference in weight between the left and right sides of the car body. This results in better balance and a better riding comfort.

Further, FIG. 3 shows a second embodiment of the present invention, which is intended for limit running when the rotational amplitude of the lower arm 2 is large, such as when turning at high speed. To Shion Rubber 9,
On the left side of the vehicle body where the vehicle weight is heavy and near the limit of the stabilizer bar 5, there is a cut 15' on the upper side of the joint shaft 14 in the rotation trajectory direction _P2 , and on the right side of the vehicle body where the vehicle weight is light and the rotation trajectory is near the limit of the stabilizer bar 5. Recess 1 at the bottom of the joint 14 in direction P ₂
6' respectively. In other words, recesses 15' and 16' are provided at the front of the stabilizer bar 5 in the rotation trajectory direction _P2 near the limit when the vehicle is tilted toward the lighter side. Even in this case, when turning to the right side of the vehicle where the vehicle weight is light, the acting force from the lower arm 2 is alleviated by the above-mentioned undercuts 15' and 16' to reduce the amount of twisting of the stabilizer bar 5. When the heavy vehicle turns to the left, the acting force from the lower arm 2 is applied directly to the stabilizer bar 5 to increase the amount of twist of the stabilizer bar 5, thereby making the anti-roll effect of the stabilizer bar 5 the same on the left and right sides of the vehicle. By doing this, the left and right slopes are equally balanced during limit driving,
This makes it possible for the driver to equally recognize that the vehicle is running at its limit on both the left and right sides, thereby preventing the occurrence of a sudden spin.

Furthermore, FIG. 4 shows a third embodiment of the present invention,
This is a combination of the first and second embodiments described above, and the cushion rubber 9 at the upper end _of the control rod 10 is provided with Add 15'' to the upper side of the coupling shaft 14 in the rotation trajectory direction P ₂ on the left side of the vehicle where the weight of the vehicle is light and from the initial rotation direction P ₁ of the stabilizer bar 5 to the rotation trajectory direction P ₂ near the limit. Each of the connecting shafts 14 is provided with a lower recess 16''. In other words, clearances of 15" and 16" are provided from the front part of the stabilizer bar 5 in the initial rotation trajectory direction _P1 when the vehicle is tilted toward the lighter weight side to the front part of the stabilizer bar 5 in the rotation trajectory direction _P2 near the limit. , the effects of the first and second embodiments (improvement of riding comfort and prevention of spin) can be achieved together.

In each of the above embodiments, the slots 15, 1 have a function relative to the cushion rubbers 9, 9 at the upper end of the control rod 10 on the left and right sides of the vehicle body.
5′, 15″ and 16, 16′, 16″ are provided,
The anti-roll effect of the stabilizer bar 5 was made to be the same on the left and right sides of the vehicle, but only the cushion rubber 9 at the upper end of the control rod 10 on the side with the lighter vehicle weight was cut 16, 16', 1.
6'' may be provided to make the anti-roll effect of the stabilizer bar 5 the same on the left and right sides of the vehicle body.

In addition, by changing the material of the cushion rubber 9 instead of providing a clearance in the cushion rubber 9, the stiffness of the cushion rubber 9 can be varied in both directions along the rotation locus of the stabilizer bar 5, and the weight of the vehicle can be reduced. It goes without saying that the anti-roll effect of the stabilizer bar 5 may be made the same on the left and right sides of the vehicle by setting the rigidity in the direction of tilting toward the heavier side to be greater than the rigidity in the direction of tilting toward the lighter side of the vehicle. .

Further, in the above description, the vehicle weight has been described for a vehicle where the left side is heavier than the right side, but it goes without saying that the present invention can also be applied to a vehicle where the right side is heavier than the left side.

(Effects of the Invention) As explained above, according to the present invention, even though the vehicle weight is different on the left and right sides of the vehicle, the anti-roll effect of the stabilizer bar can be made the same on the left and right sides of the vehicle. It is possible to balance the degree of inclination of the vehicle body on the left and right sides when traveling on the road or when turning, etc., and it is possible to improve riding comfort and prevent spins.

[Brief explanation of drawings]

The drawings illustrate embodiments of the invention.
Figures 1 and 2 show the first embodiment, with Figure 1 being a side view of the rear suspension of an automobile, and Figures 2a and b showing the cushion rubber at the upper end of the control rod on the left and right sides of the vehicle body, respectively. 3 is a diagram equivalent to FIG. 2 showing the second embodiment, and FIG. 4 is a diagram equivalent to FIG. 2 showing the third embodiment. 2... Lower arm, 5... Stabilizer bar, 9... Cushion rubber, 10... Control rod, 15, 15', 15'', 16, 1
6′, 16″…Slim.

Claims (1)

[Claims] 1. In an automobile whose left and right sides have different weights,
The suspension arm and the stabilizer bar are connected via cushion rubbers on the left and right sides of the vehicle body, and the stiffness of the cushion rubbers is made different in both directions along the rotation locus of the stabilizer bar,
An automobile suspension characterized in that the rigidity in the direction of tilting toward the heavier side of the vehicle weight is set to be greater than the rigidity in the direction of tilting toward the lighter side. 2. The stiffness of the cushion rubber is set by providing a clearance at the front in the direction of the initial rotational trajectory of the stabilizer bar when the vehicle is tilted to the side where the vehicle weight is lighter. Suspension of the vehicle described. 3. The stiffness of the cushion rubber is set by providing a slack in the front part in the direction of the rotational trajectory near the limit of the stabilizer bar when the vehicle is tilted toward the lighter side. The automobile suspension according to item 1. 4. The stiffness of the cushion rubber is set by providing a clearance from the front part in the direction of the initial rotation trajectory of the stabilizer bar when the vehicle is tilted toward the lighter weight side to the front part in the direction of the rotation trajectory near the limit. An automobile suspension according to claim 1, characterized in that: