KR20030037303A - Anti dive system in vehicle - Google Patents
Anti dive system in vehicle Download PDFInfo
- Publication number
- KR20030037303A KR20030037303A KR1020010067795A KR20010067795A KR20030037303A KR 20030037303 A KR20030037303 A KR 20030037303A KR 1020010067795 A KR1020010067795 A KR 1020010067795A KR 20010067795 A KR20010067795 A KR 20010067795A KR 20030037303 A KR20030037303 A KR 20030037303A
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- South Korea
- Prior art keywords
- vehicle
- dive
- oil
- shock absorber
- hole
- Prior art date
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Classifications
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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
- B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0164—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/46—Vacuum systems
- B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
- B60T13/565—Vacuum systems indirect, i.e. vacuum booster units characterised by being associated with master cylinders, e.g. integrally formed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/418—Bearings, e.g. ball or roller bearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/419—Gears
- B60G2204/4192—Gears rack and pinion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/014—Pitch; Nose dive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/22—Braking, stopping
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
- F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
- F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
본 발명은 차량의 다이브 저감시스템에 관한 것으로, 보다 상세하게는 브레이크 제동 시 발생되는 유압을 이용해 쇽업소버의 압축을 줄여 차고의 저하정도를 저감할 수 있도록 된 차량의 다이브 저감시스템에 관한 것이다.The present invention relates to a dive reduction system of a vehicle, and more particularly, to a dive reduction system of a vehicle that can reduce the degree of deterioration of the garage by reducing the compression of the shock absorber using the hydraulic pressure generated during brake braking.
일반적으로 현가장치는 스프링, 쇼크업소버(Shock Absober), 스테빌라이져 등으로 구성되어 있는 바, 그 기능은 대체로스프링상수, 댐핑력, 그리고 차고조종의 3가지 기능을 주로하며, 차량의 승차감과 안정성을 개선하는 역할을 한다.Suspension system is generally composed of spring, shock absorber, stabilizer, etc., and its function mainly consists of three functions: alternative loss spring constant, damping force, and garage steering, and improves the ride comfort and stability of the vehicle. It plays a role.
또한, 이러한 현가장치는 도로노면의 상태, 차량의 현재속력 등의 주행조건에 따라 차고의 조정 또는 감쇠력의조정이 가능하도록 구성되어 차량의 승차감과 조정안정성을 최적의 상태로 유지시킬 수 있도록 하고 있다.In addition, the suspension system is configured to adjust the height of the garage or to adjust the damping force according to the driving conditions such as the road surface condition and the current speed of the vehicle, so that the riding comfort and adjustment stability of the vehicle can be maintained in an optimal state. .
한편, 차량이 주행중 급제동으로 정차할 때 차량에 관성력이 작용하므로, 차량의 앞쪽이 내려 않고 뒤쪽은 들리는 현상(다이브:Dive)이 발생하는 바, 이러한 다이브 현상은 차량의 현가장치의 감쇠력이 너무 작으면(소프트) 그 정도가 크게 되므로 결국, 이러한 현상을 방지하는 방법은 현가장치의 감쇠력을 크게 하는 방법이 있다. 이 결과 감쇠력이 크게 되어 다이브 현상은 덜 발생하고 이에 따라 승차감을 일부 개선할 수 있다.On the other hand, since the inertial force acts on the vehicle when the vehicle stops by sudden braking while driving, the front of the vehicle is lowered and the rear is lifted (dive). This dive phenomenon is too small for the damping force of the suspension of the vehicle. If the surface area becomes soft (soft), the method of preventing such a phenomenon is to increase the damping force of the suspension device. As a result, the damping force is increased, resulting in less dive and thus some improvement in ride comfort.
그러나, 종래의 현가장치를 이용한 앤티다이브제어(Anti-Dive Control) 는 주로는 승차감을 개선하기 위한 용도로 사용되어, 차량의 현가장치의 감쇠력을 제어하여 차량의 감속도가 일정정도(0.3 G)를 넘어서는 경우 감쇠력을 소프트에서 하드로 변경하여 차량의 평형상태가 유지되도록 하는 것일 뿐이므로, 차량의 충돌시 후미충돌차량이 대형차의 차체 아래로 밀려들어감으로서 발생하는 대형사고의 경우에는 아무런 역할을 하지 못한다.However, the anti-dive control using the conventional suspension device is mainly used to improve the ride comfort, and the deceleration of the vehicle is controlled to a certain degree (0.3 G) by controlling the damping force of the suspension device of the vehicle. In case of overload, it only changes the damping force from soft to hard to maintain the equilibrium of the vehicle. Therefore, it does not play any role in the case of a large accident that is caused by the rear collision vehicle being pushed under the body of the large vehicle when the vehicle collides. can not do it.
이에 따라, 전술한 사고의 경우 차량의 선두를 들어주도록 하여 대형참사를 예방하도록 하는 장치의 고안이 요구되고 있다.Accordingly, there is a demand for devising an apparatus for preventing a large catastrophe by lifting the head of the vehicle in the case of the aforementioned accident.
이에 본 발명은 상기와 같은 점을 감안하여 발명된 것으로, 차량의 제동시 쇽업소버내 오일의 이동량을 줄여 쇽업소버의 하 방향 이동량을 줄여 차고를 유지시켜 차량의 다이브 현상을 저감하고 충돌 시 선두차량의 차체 아래로 차량이 밀려들어가 발생하는 대형참사를 예방함에 그 목적이 있다.Accordingly, the present invention has been made in view of the above, and reduces the amount of movement of oil in the shock absorber during braking to reduce the amount of downward movement of the shock absorber to maintain the garage, thereby reducing the dive phenomenon of the vehicle and leading vehicle in the event of a crash. Its purpose is to prevent large catastrophes caused by the vehicle being pushed under the vehicle body.
상기와 같은 목적을 달성하기 위한 본 발명은, 브레이크페달의 조작 시 엔진의 흡기매니폴드에 구비된 서지탱크의 흡기 부압을 진공라인을 매개로 이용하는 부스터에 의해 마스터실린더에서 발생된 유압을 캘리퍼와 함께 공급받아 쇽업소버의 압축을 저지하는 조절수단으로 이루어진 것을 특징으로 한다.The present invention for achieving the above object, the hydraulic pressure generated in the master cylinder by the booster using the intake negative pressure of the surge tank provided in the intake manifold of the engine via the vacuum line during operation of the brake pedal together with the caliper It is characterized by consisting of a control means for preventing the compression of the shock absorber received.
도 1은 본 발명에 따른 차량의 다이브 저감시스템의 구성도1 is a block diagram of a dive reduction system of a vehicle according to the present invention
도 2는 본 발명에 따른 조절수단의 구성도2 is a block diagram of a control means according to the invention
도 3은 도 2의 작동상태도3 is an operating state of FIG.
도 4는 도 2의 회전밸브의 구성도4 is a configuration diagram of the rotary valve of FIG.
도 5는 차량의 주행 시 다이브 저감시스템의 작동 상태도5 is an operation state diagram of the dive reduction system when the vehicle is running
도 6은 차량의 제동 시 다이브 저감시스템의 작동 상태도6 is an operation state diagram of the dive reduction system during braking of the vehicle
도 7은 차량의 제동 시 회전밸브를 통한 오일의 흐름 상태도7 is a flow diagram of oil through a rotary valve when braking the vehicle
<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>
1 : 조절수단2 : 하우징1: adjusting means 2: housing
2a : 챔버2b : 밸브수용홀2a: Chamber 2b: Valve receiving hole
2c : 제1바이패스홀2d : 제2바이패스홀2c: first bypass hole 2d: second bypass hole
3 : 절환부재4 : 이동부재3: switching member 4: moving member
4a : 로드4a' : 랙크4a: Rod 4a ': Rack
4b : 피스톤4c : 스프링4b: piston 4c: spring
4d : 베어링5 : 회전밸브4d: bearing 5: rotary valve
5a : 피니언5b : 지지축5a: pinion 5b: support shaft
5c : 제1바디5c' : 제1통로홀5c: first body 5c ': first passage hole
5d : 연결부5e : 제2바디5d: connection part 5e: second body
5e' : 제2통로홀5e ': Second passage hole
M : 마스터실린더CY : 실린더M: Master cylinder CY: Cylinder
PI : 피스톤PI: Piston
이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명한다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.
도 1은 본 발명에 따른 차량의 다이브 저감시스템의 구성도를 도시한 것인바, 본 발명은 브레이크페달(BP)의 조작 시 엔진(E)의 흡기매니폴드(I)에 구비된 서지탱크(S)의 흡기 부압을 진공라인(P)을 매개로 이용하는 부스터(B)에 의해 마스터실린더(M)에서 발생된 유압을 캘리퍼(C)와 함께 공급받아 쇽업소버(S)의 압축을 저지하는 조절수단(1)으로 이루어진다.Figure 1 shows the configuration of the dive reduction system of the vehicle according to the present invention, the present invention is a surge tank (S) provided in the intake manifold (I) of the engine (E) during the operation of the brake pedal (BP) Control means for preventing the compression of the shock absorber (S) by receiving the hydraulic pressure generated in the master cylinder (M) with the caliper (C) by the booster (B) using the intake negative pressure of the vacuum) as a medium. It consists of (1).
여기서, 상기 조절수단(1)은 도 2에 도시된 바와 같이, 쇽업소버(S)의 실린더(CY)의 일측으로 그 내부로 충진된 오일(O)이 순환되는 하우징(2)과, 이 하우징(2)내로 수용되어 브레이크 페달(BP)의 조작에 따라 마스터실린더(M)의 유압이 공급될 때 조작되어 상기 오일(O)의 순환경로를 변경하면서 피스톤(PI)의 하강 이동을 저지하는 절환부재(3)로 이루어진다.Here, as shown in FIG. 2, the adjusting means 1 includes a housing 2 through which oil O filled in one side of the cylinder CY of the shock absorber S is circulated, and the housing. (2) is switched when the hydraulic pressure of the master cylinder (M) is accommodated in accordance with the operation of the brake pedal (BP) is supplied to change the circulation path of the oil (O) to prevent the downward movement of the piston (PI) It consists of the member 3.
이때, 상기 절환부재(3)는 마스터실린더(M)로부터 공급된 유압에 의해 상·하 이동되는 이동부재(4)와, 이 이동부재(4)에 의해 회전되면서 오일 통로를 개·폐하는 회전밸브(5)로 이루어진다.At this time, the switching member 3 is a moving member 4 which is moved up and down by the hydraulic pressure supplied from the master cylinder M, and a rotation for opening and closing the oil passage while being rotated by the moving member 4. It consists of a valve (5).
그리고, 상기 하우징(2)은 피스톤(PI)에 형성된 밸브를 통한 오일 흐름과 별도로 오일을 바이패스시켜 주도록 실린더(CY)를 따라 그 상부와 하부를 연통시킨 제2바이패스홀(2d)과 연통되어 오일 경로를 다시 바이패스시키는 제1바이패스홀(2c)이 형성되는 한편, 상기 절환부재(3)의 이동부재(4)가 이동될 수 있도록 수용하는 챔버(2a)에 연통되면서 상기 홀(2c,2d)을 개·폐하는 회전밸브(5)가 수용되는 밸브수용홀(2b)이 형성되어진다.In addition, the housing 2 communicates with the second bypass hole 2d communicating the upper and lower portions along the cylinder CY to bypass the oil flow through the valve formed in the piston PI. And a first bypass hole 2c for bypassing the oil path again, while communicating with the chamber 2a accommodating the moving member 4 of the switching member 3 so as to be movable. The valve accommodation hole 2b which accommodates the rotary valve 5 which opens and closes 2c, 2d is formed.
또한, 절환부재(3)의 이동부재(4)는 도 3에 도시된 바와 같이 회전밸브(5)를 회전시키도록 소정간격으로 랙크(4a')가 형성된 로드(4a)로 이루어지되, 상기 로드(4a)는 그 일단이 스프링(4c)에 의해 지지되고 그 타단이 마스터실린더(M)로부터 공급된 유압을 직접 받도록 양 쪽 에 상대적으로 넓게 피스톤(4b)이 형성되어진다.In addition, the moving member 4 of the switching member 3 is made of a rod 4a having a rack 4a 'formed at a predetermined interval to rotate the rotary valve 5, as shown in FIG. The piston 4b is formed relatively wide at both sides so that one end thereof is supported by the spring 4c and the other end directly receives hydraulic pressure supplied from the master cylinder M.
그리고, 상기 절환부재(3)의 회전밸브(5)는 하우징(2)에 베어링(4d)지지되는 지지축(5b)이 형성되면서 상기 이동부재(4)의 로드(4a)에 형성된 랙크(4a')가 치합되는 피니언(5a)과, 이 피니언(5a)의 일측으로 제1바이패스홀(2c)을 개·폐하는 제1통로홀(5c')이 형성된 제1바디(5c) 및 이 제1바디(5c)에서 그 직경이 좁아지는 연결단(5d)의 끝단에 형성되어 제2바이패스홀(2d)을 개·폐하는 제2통로홀(5e')이 형성된 제2바디(5e)로 이루어진다.In addition, the rotation valve 5 of the switching member 3 has a rack 4a formed on the rod 4a of the movable member 4 while the support shaft 5b supporting the bearing 4d is formed in the housing 2. A first body 5c having a pinion 5a to which the ') is engaged and a first passage hole 5c' which opens and closes the first bypass hole 2c on one side of the pinion 5a and the tooth The second body 5e having the second passage hole 5e 'formed at the end of the connecting end 5d of which the diameter is narrowed in the first body 5c and opening / closing the second bypass hole 2d. )
여기서, 상기 제1·2통로홀(5c',5e')은 도 4에 도시된 바와 같이 제1통로홀(5c')이 제2통로홀(5e')에 비해 그 직경(D,d)이 크게 형성되는데, 이는 브레이크 페달(BP)의 답입량에 관계없이 실린더(CY)내 오일(O)을 지속적으로 바이패스시켜 쇽업소버(S)의 경직 즉, 감쇠력을 발생할 수 없을 정도로 오일이 이동되지 못하는 현상을 방지하기 위함임은 물론이다.Here, the first and second passage holes 5c 'and 5e' have a diameter D and d of the first passage hole 5c 'as compared to the second passage hole 5e', as shown in FIG. This is largely formed, and this causes the oil to move to such a degree that the shock absorber S cannot be generated by continuously bypassing the oil O in the cylinder CY regardless of the depression amount of the brake pedal BP. Of course, this is to prevent the phenomenon.
이하 본 발명의 작동을 첨부된 도면을 참조로 상세히 설명한다.Hereinafter, the operation of the present invention will be described in detail with reference to the accompanying drawings.
먼저, 차량을 제동하지 않을 경우에는 브레이크 페달(BP)의 조작이 없으므로 마스터실린더(M)로부터 유압이 발생되지 않고 이에 따라, 쇽업소버(S)의 실린더(CY)에 구비된 조절수단(1)이 작용하지 않게 되지만 노면으로부터 가해지는 충격을 감쇠하는 쇽업소버(S)의 고유 기능을 유지하도록 상기 조절수단(1)에 의한 실린더(CY)내 오일의 이동 차단이 없게 됨은 물론이다.First, when the vehicle is not braked, since there is no operation of the brake pedal BP, hydraulic pressure is not generated from the master cylinder M, and accordingly, the adjusting means 1 provided in the cylinder CY of the shock absorber S is provided. This does not work, but there is, of course, no blocking of the movement of oil in the cylinder CY by the adjusting means 1 so as to maintain the inherent function of the shock absorber S that dampens the impact from the road surface.
즉, 도 5에 도시된 바와 같이 하우징(1)에 수용된 회전밸브(5)의 제1·2통로홀(5c',5e')이 제1·2바이패스홀(2c,2d)에 모두 연통 즉, 개방상태를 유지하여 노면으로부터 쇽업소버(S)로 가해지는 충격을 감쇠하도록 피스톤(PI)의 상·하 이동에 따른 오일(O)을 순환시켜 주게 된다.That is, as shown in FIG. 5, all of the first and second passage holes 5c 'and 5e' of the rotary valve 5 accommodated in the housing 1 communicate with the first and second bypass holes 2c and 2d. That is, the oil O is circulated by the up and down movement of the piston PI so as to keep the open state and attenuate the shock applied to the shock absorber S from the road surface.
한편, 운전자가 브레이크 페달(BP)을 밟게 되면 부스터(B)의 작용에 의해 마스터실린더(M)에서 발생된 유압이 캘리퍼(C)와 쇽업소버(S)의 조절수단(1)으로 동시에 공급되어지게 되고 이에 따라, 상기 마스터실린더(M)로부터 유압을 공급받은 조절수단(1)의 절환부재(3)가 이동되어 상기 제1·2바이패스홀(2c,2d)을 선택적으로 개·폐하여 피스톤(PI)의 급격한 하강을 방해하여 차고가 급격히 낮아지는 다이브 현상을 방지하게 된다.On the other hand, when the driver presses the brake pedal BP, the hydraulic pressure generated in the master cylinder M by the action of the booster B is simultaneously supplied to the adjusting means 1 of the caliper C and the shock absorber S. As a result, the switching member 3 of the adjusting means 1 supplied with the hydraulic pressure from the master cylinder M is moved to selectively open and close the first and second bypass holes 2c and 2d. It prevents the dive phenomenon that the garage is sharply lowered by preventing the sudden drop of the piston (PI).
즉, 마스터실린더(M)에서 발생된 유압이 조절수단(1)의 하우징(2)으로 공급되면 도 3에 도시된 바와 같이, 유압에 의해 절환부재(3)의 이동부재(4)가스프링(4c)을 압축하면서 이동되고 이에 따라, 상기 이동부재(4)의 로드(4a)에 형성된 랙크(4a')에 치합된 회전밸브(5)의 피니언(5a)이 회전되면서 제2바디(5e)의 제2통로홀(5e')이 제2바이패스홀(2d)을 차단하지만 제1바디(5c)의 제1통로홀(5c')이 제1바이패스홀(2c)과 연통된 상태를 유지하여 결국, 쇽업소버(S)의 실린더(CY)내에 오일(O)이 제2바이패스홀(2d)을 통해 이동되지 못하고 제1통로홀(5c')을 통해 제1바이패스홀(2c)로 우회되어 작은 양의 오일만이 이동되어 피스톤(PI)의 하강 이동이 미비하게 일어나게 된다.That is, when the hydraulic pressure generated in the master cylinder (M) is supplied to the housing (2) of the adjusting means (1), as shown in Figure 3, the moving member (4) gas spring of the switching member (3) by the hydraulic pressure ( The second body 5e is rotated while the pinion 5a of the rotary valve 5, which is moved while compressing 4c and is engaged with the rack 4a 'formed on the rod 4a of the movable member 4, is rotated. Although the second passage hole 5e 'of the second bypass hole 2d blocks the second bypass hole 5c', the first passage hole 5c 'of the first body 5c communicates with the first bypass hole 2c. In this case, the oil O cannot move through the second bypass hole 2d in the cylinder CY of the shock absorber S, and the first bypass hole 2c is passed through the first passage hole 5c '. ), Only a small amount of oil is moved, and the downward movement of the piston (PI) is inadequate.
이와 같은 오일(O)경로의 선택적인 개·폐는 회전밸브(5)의 제1·2통로홀(5c',5e')의 직경(D,d)의 차이에 기인하는 것으로 즉, 도 7에 도시된 바와 같이 브레이크 제동 전에는 회전밸브(5)의 제1·2통로홀(5c',5e')이 제1·2바이패스홀(2c,2d)과 연통되어 오일(O)의 이동되지만, 브레이크 제동에 따른 마스터실린더(M)의 유압에 의해 이동부재(4)를 매개로 회전밸브(5)가 소정 각도(a)로 회전되면 제2바이패스홀(2d)과 연통된 제2바디(5e)의 제2통로홀(5e')이 서로 어긋나면서 오일의 통로가 폐쇄되는 반면, 상기 제2통로홀(5e')에 비해 상대적으로 큰 직경을 갖는 제1통로홀(5c')은 제1바이패스홀(2c)과 연통된 상태를 유지하여 오일(O)이 이동될 수 있게 된다.The selective opening / closing of the oil O path is attributable to the difference in the diameters D and d of the first and second passage holes 5c 'and 5e' of the rotary valve 5, that is, FIG. As shown in FIG. 3, before the brake braking, the first and second passage holes 5c 'and 5e' of the rotary valve 5 communicate with the first and second bypass holes 2c and 2d to move the oil O. The second body communicates with the second bypass hole 2d when the rotary valve 5 is rotated at a predetermined angle a through the moving member 4 by the hydraulic pressure of the master cylinder M according to the brake braking. While the passage of oil is closed while the second passage hole 5e 'of 5e is shifted from each other, the first passage hole 5c' having a relatively larger diameter than the second passage hole 5e 'is closed. The oil O may move by maintaining a state in communication with the first bypass hole 2c.
이상 설명한 바와 같이 본 발명에 의하면, 브레이크페달의 조작 시 마스터실린더에서 발생된 유압을 쇽업소버쪽으로 유입시켜 쇽업소버내 오일의 이동량을 줄여 쇽업소버의 하 방향 이동량을 줄여 차고를 유지시켜 차량의 다이브 현상을 저감하고 충돌 시 선두차량의 차체 아래로 차량이 밀려들어가 발생하는 대형참사를 예방할 수 있는 효과가 있게 된다.As described above, according to the present invention, when the brake pedal is operated, the hydraulic pressure generated from the master cylinder flows into the shock absorber, thereby reducing the amount of oil in the shock absorber, thereby reducing the amount of downward movement of the shock absorber to maintain the garage, and thus the dive phenomenon of the vehicle. It is effective to reduce the risk and prevent a catastrophe caused by the vehicle being pushed under the body of the lead vehicle in the event of a collision.
Claims (7)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2001-0067795A KR100475908B1 (en) | 2001-11-01 | 2001-11-01 | Anti dive system in vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2001-0067795A KR100475908B1 (en) | 2001-11-01 | 2001-11-01 | Anti dive system in vehicle |
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| Publication Number | Publication Date |
|---|---|
| KR20030037303A true KR20030037303A (en) | 2003-05-14 |
| KR100475908B1 KR100475908B1 (en) | 2005-03-10 |
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| Application Number | Title | Priority Date | Filing Date |
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| KR10-2001-0067795A KR100475908B1 (en) | 2001-11-01 | 2001-11-01 | Anti dive system in vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100869741B1 (en) * | 2006-12-29 | 2008-11-21 | 동부일렉트로닉스 주식회사 | A Spiral Inductor |
| KR102179663B1 (en) * | 2019-08-22 | 2020-11-17 | 현대모비스 주식회사 | Apparatus and method for adjusting height of vehicle |
| CN112172440A (en) * | 2020-10-19 | 2021-01-05 | 合肥工业大学 | Active control device for resisting front pitching of car during braking |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5830814A (en) * | 1981-08-13 | 1983-02-23 | Tokico Ltd | Suspension mechanism for vehicle |
| KR0174016B1 (en) * | 1993-12-07 | 1999-02-18 | 전성원 | Nose dive preventing device of a car |
| KR950017490U (en) * | 1993-12-23 | 1995-07-20 | Brake System Using Anti Dive Characteristics of Automobiles |
-
2001
- 2001-11-01 KR KR10-2001-0067795A patent/KR100475908B1/en not_active IP Right Cessation
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100869741B1 (en) * | 2006-12-29 | 2008-11-21 | 동부일렉트로닉스 주식회사 | A Spiral Inductor |
| KR102179663B1 (en) * | 2019-08-22 | 2020-11-17 | 현대모비스 주식회사 | Apparatus and method for adjusting height of vehicle |
| CN112406447A (en) * | 2019-08-22 | 2021-02-26 | 现代摩比斯株式会社 | Device and method for adjusting the height of a vehicle |
| US11554626B2 (en) | 2019-08-22 | 2023-01-17 | Hyundai Mobis Co., Ltd. | Apparatus and method for adjusting height of vehicle |
| CN112406447B (en) * | 2019-08-22 | 2024-05-17 | 现代摩比斯株式会社 | Device and method for adjusting the height of a vehicle |
| CN112172440A (en) * | 2020-10-19 | 2021-01-05 | 合肥工业大学 | Active control device for resisting front pitching of car during braking |
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| Publication number | Publication date |
|---|---|
| KR100475908B1 (en) | 2005-03-10 |
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