Patent Document

FIELD OF THE INVENTION  
       [0001]     The present invention relates to a suspension system of motor vehicle and more particularly to a horizontal balance control system of motor vehicle with improved characteristics.  
       BACKGROUND OF THE INVENTION  
       [0002]     Conventionally, a car may shock strongly while running on a straight but rough road due to unevenness of road surface. An independent suspension system of wheels may lessen the effect of shocks and thus brings a degree of comfort to a driver and passenger(s). It is understood that the car body will incline slightly while a car is making a turn. The car will run forward a short distance after pressing the brake suddenly due to inertia. Further, driver and passenger(s) in the car will move backward suddenly while accelerating. At this time, the above undesirable effect can be substantially eliminated if there is a good restraint among wheels. As an end, the car can maintain a state of balance, the effect of shocks and jarring can be lessened to a minimum, the maneuverability of the car can be increased, driving safety can be greatly improved, and road conditions of straight roads and curve roads can be equally considered. However, it is impossible of eliminating the above effect by the current suspension system. It is known that shocks and jarring of a running car may bring a degree of discomfort to driver and passenger(s), cause one or more wheels to slightly suspend in the air, decrease maneuverability of the car, reduce output torque, and adversely affect driving safety. Hence, a good transmission system of a car can be compromised if a suspension system (including links, springs, shock absorbers, and anti-inclination bars) thereof is poor.  
         [0003]     As designed, a shock absorber is adapted to prevent a resonance from occurring on springs and increase a shock absorbing capability of a car. For effectively absorbing shocks of road surface, typical springs having a high degree of softness are preferred. However, it is also desirable to employ strong springs in the car for accommodating the condition of making a turn. Otherwise, the car may incline significantly. Moreover, an anti-inclination bar is adapted to decrease the inclination of a car while making a turn and increase the restraint of two axles in the same line. However, an increase of the restraint can adversely affect a degree of comfort of driver and passenger(s) while driving. In other words, they are contradictory.  
         [0004]     Thus, it is desirable to provide a novel horizontal balance control system of motor vehicle in order to overcome the above drawbacks of the prior art.  
       SUMMARY OF THE INVENTION  
       [0005]     An object of the present invention is to provide a horizontal balance control system of motor vehicle comprising a pneumatic conveyor (or electromagnetic device) operable to actuate hydraulic devices, links, and other mechanical elements for generating a restraint force among wheels in the same line or not in the same line. By utilizing this, opposite restraint forces of straight roads and curve roads can be equally considered. Also, inclination, forward movement, and backward movement of the body of motor vehicle caused by making a turn, braking, and accelerating respectively are substantially eliminated. Moreover, forces adapted to various road conditions can be generated, the restraint of wheels can be appropriately controlled, and poor maneuverability of an inclined motor vehicle due to centrifugal force when making a turn is greatly improved. In a case that a motor vehicle is braking or accelerating pressure of first and second valves is increased for enabling wheels in the same line or not in the same line to rotate toward the same direction. At the same time, a control means is operable to activate the pneumatic conveyor for outputting compressed gas to increase pressure of the third valve and enable wheels in the same line or not in the same line to rotate toward the same direction. By utilizing this, discomfort of a driver and one or more passengers due to moving forward or backward while the motor vehicle is braking or accelerating is eliminated. Also, a horizontal balance of the body of the motor vehicle is well maintained. Moreover, various road conditions are considered for minimizing shocks and jarring generated while driving.  
         [0006]     The above and other objects, features and advantages of the present invention will become apparent from the following detailed description taken with the accompanying drawings. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]      FIG. 1  schematically depicts a first system configuration according to the invention;  
         [0008]      FIG. 2  schematically depicts a portion of structure according to the invention;  
         [0009]      FIG. 3  schematically depicts a second system configuration according to the invention;  
         [0010]      FIG. 4  schematically depicts a first preferred embodiment according to the invention; and  
         [0011]      FIG. 5  schematically depicts a second preferred embodiment according to the invention. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0012]     Referring to  FIGS. 1 and 2 , a horizontal balance control system of motor vehicle in accordance with a first configuration of the invention is shown. The system comprises a pneumatic conveyor (or electromagnetic device)  10  which is operable to actuate hydraulic devices, links, and other mechanical elements for enabling wheels in the same line or wheels not in the same line to rotate toward the same direction and thus, overcoming irregularity of road surface. As a result, forces adapted to various road conditions can be generated, the restraint of wheels can be appropriately controlled, and balance of the car can be obtained.  
         [0013]     In the invention, the pneumatic conveyor (or electromagnetic device)  10  is mounted in a suitable position of a car. At least one first valve  11  and a second valve  21  are provided at one end of the pneumatic conveyor (or electromagnetic device)  10 . A first line  111  is interconnected the first valve  11  and a first lower pneumatic cylinder  12 . One end of the first lower pneumatic cylinder  12  is coupled to a front right wheel suspension device (see  FIG. 2 ). The first lower pneumatic cylinder  12  comprises an extended first piston  121  coupled to a first upper hydraulic cylinder  13 . Hydraulic fluid is stored in the first upper hydraulic cylinder  13 . The other end of the first upper hydraulic cylinder  13  is coupled to a front right portion of car body (not shown). Also, a second line  112  is interconnected one end of the first upper hydraulic cylinder  13  and one end of a second upper hydraulic cylinder  14 . One end of the second upper hydraulic cylinder  14  is coupled to a front left portion of the car body (not shown). Hydraulic fluid is stored in the second upper hydraulic cylinder  14 . A third line  113  is interconnected the other end of the second upper hydraulic cylinder  14  and the other end of the first upper hydraulic cylinder  13 . The second upper hydraulic cylinder  14  comprises an extended second piston  141  coupled to one end of a second lower pneumatic cylinder  15 . The other end of the second lower pneumatic cylinder  15  is coupled to a front left wheel suspension device (see  FIG. 2 ). A fourth line  114  is interconnected the other end of the second lower pneumatic cylinder  15  and the first valve  11 .  
         [0014]     In the invention, a fifth line  115  is interconnected the second valve  21  and a third lower pneumatic cylinder  16 . One end of the third lower pneumatic cylinder  16  is coupled to a rear right wheel suspension device (see  FIG. 2 ). The third lower pneumatic cylinder  16  comprises an extended third piston  161  coupled to a third upper hydraulic cylinder  17 . Hydraulic fluid is stored in the third upper hydraulic cylinder  17 . The other end of the third lower pneumatic cylinder  16  is coupled to a rear right portion of car body (not shown). Also, a sixth line  116  is interconnected one end of the third upper hydraulic cylinder  17  and one end of a fourth upper hydraulic cylinder  18 . One end of the fourth upper hydraulic cylinder  18  is coupled to a rear left portion of the car body (not shown). Hydraulic fluid is stored in the fourth upper hydraulic cylinder  18 . A seventh line  117  is interconnected the other end of the fourth upper hydraulic cylinder  18  and the other end of the third upper hydraulic cylinder  17 . The fourth upper hydraulic cylinder  18  comprises an extended fourth piston  181  coupled to one end of a fourth lower pneumatic cylinder  19 . The other end of the fourth lower pneumatic cylinder  19  is coupled to a rear left wheel suspension device (see  FIG. 2 ). An eighth line  118  is interconnected the other end of the fourth lower pneumatic cylinder  19  and the second valve  21 .  
         [0015]     Configured as above, one ends of the first, the second, the third, and the fourth lower pneumatic cylinders  12 ,  15 ,  16 , and  19  and all wheels are disposed in normal positions when a car is running on a straight road. In case that a car is making a turn a control device (not shown) is activated to cause the pneumatic conveyor (or electromagnetic device)  10  to activate. Next, output compressed gas (in the case of pneumatic conveyor) flows from the first and the second valves  11  and  21  to the first and the second lower pneumatic cylinders  12  and  15  and the third and the fourth lower pneumatic cylinders  16  and  19  via the first and the fourth lines  111  and  114  and the fifth and eighth lines  115  and  118  respectively. As such, pressure is built up in each of the first, the second, the third, and the fourth lower pneumatic cylinders  12 ,  15 ,  16 , and  19 . Hence, pressure of hydraulic fluid in each of the first, the second, the third, and the fourth upper hydraulic cylinders  13 ,  14 ,  17 , and  18  is increased by compressed gas in each of the first, the second, the third, and the fourth lower pneumatic cylinders  12 ,  15 ,  16 , and  19  respectively. The pressurized hydraulic fluid in each of the first, the second, the third, and the fourth upper hydraulic cylinders  13 ,  14 ,  17 , and  18  flows to the first, the second, the third, and the fourth pistons  121 ,  141 ,  161 , and  181  via the second, the third, the sixth, and the seventh lines  112 ,  113 ,  116 , and  117  respectively. As a result, a restraint force among the first, the second, the third, and the fourth pistons  121 ,  141 ,  161 , and  181  is generated. As an end, poor maneuverability of an inclined car due to centrifugal force when making a turn is greatly improved.  
         [0016]     Referring to  FIG. 3 , there is shown a horizontal balance control system of motor vehicle in accordance with a second configuration of the invention. In the system, one end of a fifth hydraulic cylinder  51  is coupled to the second line  112 . An eighth line  118  is interconnected the other end of the fifth hydraulic cylinder  51  and one end of the second upper hydraulic cylinder  14 . The third line  113  is interconnected the other end of the second upper hydraulic cylinder  14  and one end of a sixth hydraulic cylinder  52 . A ninth line  119  is interconnected the other end of the sixth hydraulic cylinder  52  and one end of the first upper hydraulic cylinder  13 . The fifth and the sixth hydraulic cylinders  51  and  52  are arranged side by side. Hydraulic fluid is stored in each of the fifth and the sixth hydraulic cylinders  51  and  52 . The fifth hydraulic cylinder  51  comprises an extended fifth piston  511  coupled to a seventh pneumatic cylinder  53  and the sixth hydraulic cylinder  52  comprises an extended sixth piston  521  coupled to the seventh pneumatic cylinder  53  respectively. A tenth line  311  is interconnected the seventh pneumatic cylinder  53  and a third valve  31 . The third valve  31  is in turn coupled to one end of the pneumatic conveyor (or electromagnetic device)  10 . Also, the seventh pneumatic cylinder  53  comprises an extended seventh piston  531  coupled to an eighth hydraulic cylinder  54 . Hydraulic fluid is stored in the eighth hydraulic cylinder  54 . An eleventh line  541  is extended from one end of the eighth hydraulic cylinder  54 . A twelfth line  542  is extended from the other end of the eighth hydraulic cylinder  54 .  
         [0017]     In the invention, the sixth line  116  is coupled to one end of a ninth hydraulic cylinder  55 . A thirteen line  551  is interconnected the other end of the ninth hydraulic cylinder  55  and one end of the fourth upper hydraulic cylinder  18 . The seventh line  117  is interconnected the other end of the fourth upper hydraulic cylinder  18  and one end of of a tenth hydraulic cylinder  56 . A fourteenth line  561  is interconnected the other end of the tenth hydraulic cylinder  56  and one end of the third upper hydraulic cylinder  17 . The ninth and the tenth hydraulic cylinders  55  and  56  are arranged side by side. Hydraulic fluid is stored in each of the ninth and the tenth hydraulic cylinders  55  and  56 . The ninth hydraulic cylinder  55  comprises an extended eighth piston  552  coupled to an eleventh pneumatic cylinder  57  and the tenth hydraulic cylinder  56  comprises an extended ninth piston  562  coupled to the eleventh pneumatic cylinder  57  respectively. A fifteenth line  571  is interconnected the eleventh pneumatic cylinder  57  and the other end of the third valve  31 . The eleventh pneumatic cylinder  57  comprises an extended tenth piston  572  coupled to a twelfth hydraulic cylinder  58 . Hydraulic fluid is stored in the twelfth hydraulic cylinder  58 . Two ends of the twelfth hydraulic cylinder  58  are coupled to the eleventh line  541  and the twelfth line  542  respectively.  
         [0018]     Configured as above, in a case that a car is braking or accelerating the control device is activated to cause the pneumatic conveyor (or electromagnetic device)  10  to activate. Next, output compressed gas (in the case of pneumatic conveyor) flows from the first and the second valves  11  and  21  to the first and the second lower pneumatic cylinders  12  and  15  and the third and the fourth lower pneumatic cylinders  16  and  19  via the first and the fourth lines  111  and  114  and the fifth and eighth lines  115  and  118  respectively. As such, pressure is built up in each of the first, the second, the third, and the fourth lower pneumatic cylinders  12 ,  15 ,  16 , and  19 . Hence, pressure of hydraulic fluid in each of the first, the second, the third, and the fourth upper hydraulic cylinders  13 ,  14 ,  17 , and  18  is increased by compressed gas in each of the first, the second, the third, and the fourth lower pneumatic cylinders  12 ,  15 ,  16 , and  19  respectively. The pressurized hydraulic fluid in each of the first, the second, the third, and the fourth upper hydraulic cylinders  13 ,  14 ,  17 , and  18  flows to the first, the second, the third, and the fourth pistons  121 ,  141 ,  161 , and  181  via the second, the third, the sixth, and the seventh lines  112 ,  113 ,  116 , and  117  respectively. As a result, a restraint force among the first, the second, the third, and the fourth pistons  121 ,  141 ,  161 , and  181  is generated. At the same time, the activated pneumatic conveyor (or electromagnetic device)  10  causes output compressed gas (in the case of pneumatic conveyor) to flow from the third valve  31  to the seventh and the eleventh pneumatic cylinders  53  and  57  via the tenth and the fifteenth lines  311  and  571  respectively. As such, pressure is built up in each of the seventh and the eleventh pneumatic cylinders  53  and  57 . Hence, pressure of hydraulic fluid in each of the eighth and twelfth hydraulic cylinders  54  and  58  is increased by compressed gas in each of the seventh and the eleventh pneumatic cylinders  53  and  57  respectively. The pressurized hydraulic fluid in each of the eighth and twelfth hydraulic cylinders  54  and  58  flows to the seventh and the tenth pistons  531  and  572  via the eleventh and twelfth lines  541  and  542  respectively. As a result, a restraint force between the seventh and the tenth pistons  531  and  572  is generated. As an end, discomfort of driver and passenger(s) due to moving forward or backward while a car is braking or accelerating can be greatly improved.  
         [0019]     Referring to  FIG. 4 , there is shown a first preferred embodiment according to the invention. A gearbox  61  is interconnected two links  60 . Each link  60  is further coupled to either the first or the second piston  121  or  141 . As such, the first and the second upper hydraulic cylinders  13  and  14  can be replaced by the above configuration. Similarly, a restraint force between the first and the second pistons  121  and  141  is generated. Likewise, in another configuration the gearbox  61  is interconnected both links  60 . Each link  60  is further coupled to either the third or the fourth piston  161  or  181  (not shown). As such, the third and the fourth upper hydraulic cylinders  17  and  18  can be replaced by the above configuration. Similarly, a restraint force between the third and the fourth pistons  161  and  181  is generated.  
         [0020]     Referring to  FIG. 5 , there is shown a second preferred embodiment according to the invention. Two ends of one U-shaped link  70  are coupled to the first and the second pistons  121  and  141  respectively. Two ends of another U-shaped link  70  are coupled to the third and the fourth pistons  161  and  181  respectively. A bar  71  is perpendicularly coupled to each of the U-shaped links  70 . Another bar  72  is interconnected the other end of the bar  71  and a pair of aligned pneumatic cylinders  73  and  74 . The third valve  31  is interconnected the pneumatic cylinders  73  and  74 . As such, pressure is built up in each of the pneumatic cylinders  73  and  74 . Compressed gas in each of the pneumatic cylinders  73  and  74  will activate another bar  72 . Hence, a restraint force between the bars  71  is generated. As an end, discomfort of driver and passenger(s) due to moving forward or backward while a car is braking or accelerating can be greatly improved.  
         [0021]     While the invention has been described by means of specific embodiments, numerous modifications and variations could be made thereto by those skilled in the art without departing from the scope and spirit of the invention set forth in the claims.

Technology Category: 7