Anti-roll system for vehicles

Abstract

An anti-roll device for a vehicle may include a lower arm disposed at both sides of a sub-frame, a rotation mounter formed at a middle portion of the sub-frame, a spring unit of which the middle portion is rotatably disposed at the rotation mounter, and a push rod connected to both sides of the spring unit and the lower arm, wherein the spring unit includes a plate spring of which both end portions are bent in opposite directions, an engagement portion having an engagement hole in the middle portion thereof is formed, and a bolt hole is formed at both ends thereof, an assistant spring that is disposed at both sides of the engagement portion and an assemble hole is formed in the middle portion corresponding to the engagement hole, and an engagement yoke engaged with the plate spring and the assistant spring and disposed on the rotation mounter.

Description

[0001] Cross References to Related Applications [0002] This application claims priority from Korean Patent Application No. 10-2011-0132227 filed on Dec. 9, 2011, the entire contents of which are hereby incorporated by reference for all purposes. technical field [0003] The invention relates to an anti-roll device for a vehicle. More particularly, the present invention relates to an anti-roll device (anti-roll system) for a vehicle, which uses a streamlined leaf spring and an auxiliary spring to improve steering stability of the vehicle, and is not linear according to the magnitude of an input lateral load increased roll stiffness. Background technique [0004] In general, a suspension system of a vehicle connects an axle with a vehicle body and prevents vibration or shock transmitted from a road from being transmitted to the vehicle body while driving to enhance driving comfort. [0005] The suspension system elastically absorbs motions such as up / down vibration (bounce...

AI Technical Summary

Problems solved by technology

[0014] However, in the conventional anti-roll device for a vehicle as described above, the front / rear length of the leaf spring 107 is long so as to be separated from the vehicle body (for example, TW: tire wall) or adjacent parts (for example, TK: fuel tank ) interferes and has disadvantages in layout

[0015] Also, since the total length of the leaf spring 107 cannot be increased due to the layout, it is disadvantageous in terms of energy absorbing capability, and since the load input angle from the tire (T) and the push rod 109 is large, there is a load transfer efficiency low disadvantage

[0016] In addition, there is a disadvantage that the bracket (B) for engaging the push rod 109 and the leaf spring 107 needs to be prepared with an assembly corner

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