JPH0372482B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The object of the present invention is to utilize changes in the interaction between a pair of vibration absorbers by changing the fluid pressure by adjusting the air pressure in each air chamber of each fluid pressurized reserve tank. This is a fluid pressure transmission circuit device that makes it possible to adjust the roll stiffness of the vehicle body and adjust the vehicle height in the front, rear, left and right directions to prevent the vehicle body from rolling (tilting) due to centrifugal force. Conventional front and rear suspension systems and vehicle height adjustment devices do not have a function to prevent vehicle body roll and use torsion bars to prevent rolls, so they have the drawback of not being able to prevent vehicle body roll during high-speed turns. Furthermore, the vibration absorber/stabilizer disclosed in Japanese Patent Application Laid-Open No. 57-134314 has the disadvantage that it is impractical because it does not have a roll adjustment function of the vehicle body by adjusting the interaction between the pair of vibration absorbers.

JP-A No. 51-132532 does not have a hydraulic adjustment function, so while it is expected to have ideal functionality when the track is horizontal, it has the disadvantage that it cannot handle actual twisted tracks (rails). Derailment is expected. Furthermore, when used in automobiles, there is a drawback that it cannot be used because the grounding (road holding) of the wheels becomes poor. In addition, Japanese Patent Application Laid-open No. 52-43225 has the characteristics of stable running during cornering and improved spring constant compared to conventional air suspension, but it also prevents changes in the front and rear vehicle height due to changes in load. There is a drawback that it cannot be adjusted.

In addition to providing stable running during cornering, the present invention also has the purpose of adjusting changes in the front and rear vehicle height of the vehicle due to changes in load. It features a basic fluid pressure transmission circuit mechanism necessary for adjusting the strength of rigidity and adjusting the vehicle height in the front, rear, left, and right directions. A 5th and 7th fluid pressure reserve tank for adjusting the vehicle height and a 6th and 8th fluid pressure reserve tank for adjusting the vehicle height are used to adjust the vehicle height in the front, rear, left and right sides of the vehicle, and each is a compressor and air pressure adjustment device. By arbitrarily operating both air pressure regulators connected to the solenoid valve combined with the vehicle height adjustment sensor, the vibration absorbers can be adjusted to increase or decrease the fluid pressure in each fluid pressure reserve tank. This is a variable stabilization device that connects multiple pairs of vibration absorbers to have a function of adjusting the strength of the roll stiffness of the vehicle body and a function of adjusting the vehicle height by utilizing changes in the interaction between the two.

FIG. 1 will be explained. In addition, the first and second pair
The inner sides of the vibration absorbers 1 and 2 and the third and fourth vibration absorbers 3 and 4, which are opposite to each other, are upper portions, and the upper and lower outer sides thereof are lower portions. The upper liquid chamber 13 of the first vibration absorber 1 and the second vibration absorber are arranged so that the pair of first and second vibration absorbers 1 and 2 expand and contract in the same or opposite directions up and down by interaction due to movement of liquid. The lower liquid chamber 14A of the fifth fluid pressurized reserve tank 5 is connected to the lower liquid chamber 14A of the fifth fluid pressurized reserve tank 5 through a pipe 10.

Lower liquid chamber 14 of first vibration absorber 1 and second vibration absorber 2
A pipe 10 communicates with the upper liquid chamber 13A of the sixth fluid pressurized reserve tank 6, and this pipe 10 communicates with the liquid chamber 15A of the sixth fluid pressurized reserve tank 6. Similarly, the third and fourth vibration absorbers 3 and 4 of the pair are connected to the upper liquid chamber 13B of the third vibration absorber 3 so that they expand and contract in the same or opposite directions up and down due to the interaction caused by the movement of liquid. A pipe 10 communicates with the lower liquid chamber 14C of the fourth vibration absorber 4, and this pipe 10 communicates with the liquid chamber 15B of the seventh fluid pressurized reserve tank 7.

A pipe 10 communicates between the lower liquid chamber 14B of the third vibration absorber 3 and the upper liquid chamber 13C of the fourth vibration absorber 4, and this pipe 10 is connected to the liquid chamber 1 of the eighth fluid pressurized reserve tank 8.
Connects to 5C. Further, the air chamber 16 of the fifth fluid pressurization reserve tank 5 and the air chamber 16B of the seventh fluid pressurization reserve tank 7 are connected to each other via the pipe 10 through each electromagnetic valve 9. The sixth
The air chamber 16A of the fluid pressurization reserve tank 6 and the air chamber 16C of the eighth fluid pressurization reserve tank 8 are connected to a second air pressure regulator 18A which also serves as a compressor or communicates with the pipe 10 via each electromagnetic valve 9, respectively. This is a variable stabilization device that connects multiple pairs of vibration absorbers. The first vibration absorber 1 is installed in parallel with the front wheel left suspension spring so as to be elastically linked, and the second vibration absorber 2 is installed in parallel with the rear wheel right suspension spring so as to be elastically linked.

Furthermore, the third vibration absorber 3 is installed in parallel with the front wheel right side suspension spring so as to expand and contract, and the fourth vibration absorber 4 is installed in parallel with the rear wheel left side suspension spring so as to expand and contract.

Air pressure (5th and 6th) compared to suspension spring pressure
When the pressure in the air chamber of the seventh and eighth fluid pressurized reserve tanks is strong, the first vibration absorber of the pair of first and second vibration absorbers 1 and 2
When the vibration absorber 1 contracts together with the suspension spring, the first
The liquid 17 in the lower liquid chamber 14 of the vibration absorber 1 moves to the upper liquid chamber 13A of the second vibration absorber 2, and the second vibration absorber 2
Since the liquid 17 in the lower liquid chamber 14A moves to the upper liquid chamber 13 of the first vibration absorber 1, the first vibration absorber 1 and the second vibration absorber 2 together with the suspension spring (piston rod) Shrink. Further, when the first vibration absorber 1 extends together with the suspension spring, the liquid 17 in the upper liquid chamber 13 of the first vibration absorber 1 is transferred to the second vibration absorber 2.
The liquid 17 in the upper liquid chamber 13A of the second vibration absorber 2 moves to the lower liquid chamber 14A of the first vibration absorber 1 through interaction with the first vibration absorber 1. The second vibration absorber (piston rod) extends together with the suspension spring.

In this way, the pair of first and second vibration absorbers 1 and 2 expand and contract in the same direction up and down through interaction with the suspension spring. Similarly, a pair of third and fourth vibration absorbers 3, 4
By interaction with the suspension springs, the suspension expands and contracts in the same direction up and down as described above, so it functions as an independent suspension that interlocks the left and right wheels alternately, increasing the roll rigidity of the vehicle body (the function of preventing the vehicle body from tilting).

In addition, the weaker the air pressure is compared to the pressure of the suspension spring, the weaker the interaction between the pair of first and second vibration absorbers and the pair of third and fourth vibration absorbers, and vice versa. The function of the four-wheel independent suspension, in which the pair of first and second vibration absorbers and the pair of third and fourth vibration absorbers freely expand and contract in the same or opposite directions with the suspension springs, becomes stronger, and the roll rigidity of the vehicle body increases. It weakens in proportion to the decrease in air pressure.

Since the strength of the roll stiffness of the vehicle body is proportional to changes in air pressure, adding an air pressure sensor sensing device, vehicle height adjustment device, and computer control device will help control instantaneous changes in conventional four-wheel independent suspension systems. In comparison, the present invention enables effective automatic attitude control by simply adjusting the vehicle height in the front, rear, left, and right directions and adjusting the air pressure. First or second air pressure regulator 1
8, 18A, the air chambers 16, 16B of the fifth and seventh fluid pressurized reserve tanks 5, 7 are more airy than the air chambers 16A, 16C of the sixth and eighth fluid pressurized reserve tanks 6, 8. If you apply strong pressure to
Due to the movement of each free piston 11, the liquid chambers 15, 15 of the fifth and seventh fluid pressurized reserve tanks 5, 7
Liquid chambers 14A, 1 of the second and fourth vibration absorbers communicating with B
The liquid 17 of 4C increases, and the first and third vibration absorbers 1 and 3
contracts, and the second and fourth vibration absorbers 2 and 4 expand.

Furthermore, if the above pressure is reversed, the liquid 17 flows backward, the first and third vibration absorbers 1 and 3 expand, and the second and fourth vibration absorbers 2 and 4 contract. If the air chambers 16A and 16C of the sixth and eighth fluid pressurization reserve tanks 6 and 8 are pressurized more strongly than the air chambers 16 and 16B of the fifth and seventh fluid pressurization reserve tanks 5 and 7, each free Due to the movement of the piston 11, the liquid chambers 15A, 15 of the sixth and eighth fluid pressurized reserve tanks 6, 8
Liquid chambers 14, 14 of the first and third vibration absorbers communicating with C
The B liquid 17 increases, the first and third vibration absorbers 1 and 3 expand, and the second and fourth vibration absorbers 2 and 4 contract. Also,
If the above pressure is reversed, the liquid 17 will flow backwards, the first and third vibration absorbers 1 and 3 will contract, and the second and fourth vibration absorbers 2 and 3 will contract.
4 expands.

6th 8th fluid for adjusting the front vehicle height; 5th 7th fluid for adjusting the rear vehicle height;
Liquid chambers 15, 1 of fluid pressurized reserve tanks 5, 7
The amount of liquid in the liquid chamber of each vibration absorber communicating with
Since the pressure varies depending on the pressure difference between the fluid pressurized reserve tanks 6 and 8, it is easy to adjust the vehicle height between the front and rear of the vehicle body.

The air pressure in the air chambers 16, 16B of the fifth and seventh fluid pressurization reserve tanks 5, 7 and the air chambers 16A, 16C of the sixth and eighth fluid pressurization reserve tanks 6, 8 is the pressure of the suspension spring (repulsion force). If more pressure is applied, the pair of first and second vibration absorbers 1 and 2 and the pair of third and fourth vibration absorbers
The interaction between the vibration absorbers 3 and 4 becomes stronger, and conversely, if the air pressure is weakened, the interaction between each of them becomes weaker.

High-speed stability can be improved by appropriately pressurizing the air chambers of each fluid pressurized reserve tank and making the front and rear vehicle heights the same. When the front right wheel rides on a protruding road surface while driving at high speed, the front right suspension spring and the third
As the vibration absorbers 3 contract together, the fourth vibration absorber 4 and rear wheel left suspension spring contract together due to interaction, and each suspension system with the front left suspension spring and the rear wheel right suspension spring as fulcrums Expansion and contraction due to interaction (up and down)
The shock is softened by operation.

Furthermore, when turning at high speed to the right, as the centrifugal force increases and the center of gravity of the vehicle moves to the outside (to the left) of the curve, the first vibration absorber 1 contracts together with the suspension spring on the left side of the outer front wheel, causing an interaction. As a result, the rear wheel right suspension spring contracts together with the second vibration absorber 2, so that the rear wheel right suspension spring resists an increase in the load on the front left suspension spring, and both contract as the load increases.
In addition, both the third vibration absorber and the front wheel right suspension spring and the fourth vibration absorber and the rear wheel left suspension spring contract as the load increases, and each suspension spring is expanded/contracted (up and down) due to the interaction of the pair of vibration absorbers. As a result, the effect of force due to changes in load and movement of the center of gravity is distributed to each suspension spring, and since there is little difference in the expansion and contraction operations of each suspension spring, when the road surface is level, the force acting to keep the car body horizontal acts, This has the effect of increasing high-speed driving stability because the vehicle body tries to be parallel to the road surface.

A first and second air pressure regulator 18, 18A that also serves as a compressor (or communicates with the solenoid valve)
With this operation, vehicle height can be adjusted by arbitrarily changing the pressure in the air chambers of the fluid pressure reserve tanks for front and rear vehicle height adjustment, and the more pressurized each air chamber is, the more , the interaction becomes stronger, increasing the roll rigidity of the car body and preventing the car body from rolling (tilting the car body) due to centrifugal force.

On the other hand, if the air pressure in each air chamber is gradually reduced, the interaction will gradually weaken, and the two-wheel interlocking function related to the left and right alternating front and rear relationships and the front and rear vehicle height adjustment function will gradually be lost, and the free expansion and contraction of each suspension spring ( As the vertical (up and down) movement gradually increases, the roll rigidity of the vehicle body also weakens, and the function of the four-wheel independent suspension becomes stronger, resulting in more flexible driving on rough roads.

Compared to the conventional four-wheel independent suspension system's electronically controlled resistance increase/decrease control method that instantly responds to instantaneous changes in the vehicle body, the fluid pressure transmission circuit mechanism of the variable stabilizer of the present invention that connects multiple pairs of vibration absorbers is different from the conventional one. By adding an air pressure sensing device, a vehicle height adjustment device, and a computer control device, you can effectively select the driving function suitable for the road conditions by simply adjusting the front and rear vehicle height and the roll rigidity of the vehicle body. .

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram of a variable stabilizer in which a plurality of pairs of vibration absorbers are connected. 1 is the first vibration absorber. 2 is the second vibration absorber. 1 and 2 are a pair of first and second vibration absorbers. 3 is the third vibration absorber. 4 is the fourth vibration absorber. 3 and 4 are a pair of third and fourth vibration absorbers. 5 is a fifth fluid pressurized reserve tank. 6 is a sixth fluid pressurized reserve tank. 7 is a seventh fluid pressurized reserve tank. 8
is the 8th fluid pressurized reserve tank. 9 is a solenoid valve, 1
0 is a pipe (connection or communication pipe). 11 is a free piston. 12 is the piston rod. 13 is an upper liquid chamber (upper chamber) of the first vibration absorber. 13A is the upper liquid chamber (upper chamber) of the second vibration absorber. 13B is the upper liquid chamber (upper chamber) of the third vibration absorber. 13C is the upper liquid chamber (upper chamber) of the fourth vibration absorber. 14 is a lower liquid chamber (lower chamber) of the first vibration absorber. 14A is a lower liquid chamber (lower chamber) of the second vibration absorber. 14B is a lower liquid chamber (lower chamber) of the third vibration absorber. 14C is a lower liquid chamber (lower chamber) of the fourth vibration absorber. 15 is a liquid chamber of the fifth fluid pressurized reserve tank. 15A is a liquid chamber of the sixth fluid pressurized reserve tank. 15B is a liquid chamber of the seventh fluid pressurized reserve tank. 15C is a liquid chamber of the eighth fluid pressurized reserve tank. 16 is an air chamber of the fifth fluid pressurized reserve tank. 16A is the air chamber of the sixth fluid pressurization reserve tank, 16B is the air chamber of the seventh fluid pressurization reserve tank, 16C is the air chamber of the eighth fluid pressurization reserve tank, and 17 is the liquid. 18 is a first air pressure adjustment device. 18A is a second air pressure adjustment device.

Claims (1)

[Claims] 1 pair of first vibration absorbers 1 are connected to a second vibration absorber on the left suspension spring of the front wheel.
The vibration absorber 2 is installed in parallel to the rear wheel right suspension spring, and the paired third vibration absorber 3 is installed in parallel to the front wheel right suspension spring.
are installed in parallel to the rear wheel left suspension spring, the upper chamber 13 of the first vibration absorber 1 and the lower chamber 14A of the second vibration absorber 2 are connected through a pipe 10, and this pipe 10 is connected to the fifth fluid pressurized reserve tank. 5, the lower chamber 14 of the first vibration absorber 1 and the upper chamber 13 of the second vibration absorber 2
The pipe 10 is connected to the liquid chamber 15A of the sixth fluid pressurized reserve tank 6, and the upper chamber 13B of the third vibration absorber 3 and the lower chamber 14C of the fourth vibration absorber 4 are connected to each other by a pipe 10. are connected through a pipe 10, and this pipe 1
0 to the liquid chamber 15 of the seventh fluid pressurized reserve tank 7
B, the lower chamber 14B of the third vibration absorber 3 and the upper chamber 13C of the fourth vibration absorber 4 are connected by a pipe 10,
A fifth and sixth fluid pressurized reserve tank having a function of interlocking the pair of first and second vibration absorbers, in which this pipe 10 is communicated with the liquid chamber 15C of the eighth fluid pressurized reserve tank 8, in an upward and downward direction in the same direction or in opposite directions. 5 and 6, and seventh and eighth fluid pressurization reserve tanks 7 and 8 having a function of expanding and contracting the third and fourth vibration absorbers in pairs in the same or opposite directions up and down, and the fifth and seventh fluid pressurization reserve tanks 7 and 8 Both air chambers 16, 16B of pressure reserve tanks 5, 7 are connected to the first air pressure regulator 1 via electromagnetic valves, respectively.
8 through a pipe 10, and both air chambers 16A, 16C of the sixth and eighth fluid pressurized reserve tanks 6, 8 are connected to a second air pressure regulator 18 via a solenoid valve, respectively.
By adjusting the air pressure of both air pressure adjustment devices 18 and 18A of the fluid pressure transmission circuit mechanism connected to A by a pipe 10, it is characterized by having the functions of adjusting the roll rigidity of the vehicle body and adjusting the vehicle height in the front, rear, left and right directions. A variable stabilizer that connects multiple pairs of vibration absorbers.