JP2001219728A - Suspension device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate proper damping force with favorable responsiveness by a pressure regulating device at the time of rolling while prohibiting transmission of vibration or impact to the car body side. SOLUTION: A hydraulic type shock absorber 25 and a hydraulic cylinder 26 for controlling damping force are provided between a lower arm 23 for suspension of a front wheel or rear wheel and a car body 27. Lower oil chambers of the right and the left hydraulic cylinders 26 are connected to a pressure regulating device 37. The pressure regulating device 37 is provided with a first pressure regulating cylinder having a first oil chamber communicated with the lower oil chamber of the hydraulic cylinder 26 on the left side of the car body 27 and a first movable partition wall, a second pressure regulating cylinder having a second oil chamber communicated with the lower chamber of the other hydraulic cylinder 26 and a second movable partition wall, and a restrictor provided between a hydraulic system of the first oil chamber and a hydraulic system of the second oil chamber. Connection parts at both end parts of the two hydraulic cylinders 26 are composed to have a relatively higher rigidity than connection parts at both end parts of the two hydraulic type shock absorbers 25.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system having a hydraulic shock absorber and a hydraulic cylinder for damping force control interposed between a wheel side and a vehicle body side.

[0002]

2. Description of the Related Art Conventionally, as a vehicle suspension system, for example, as disclosed in Japanese Patent Laid-Open No. 6-72127,
The oil chamber of the hydraulic shock absorber on the left side of the vehicle body and the oil chamber of the hydraulic shock absorber on the right side of the vehicle body are connected to a pressure regulator, and these two hydraulic shock absorbers operate in directions different from each other when operating in the same direction. There is a configuration in which the damping force differs from time to time. This conventional vehicle suspension system will be described with reference to FIG. FIG. 6 is a block diagram showing a conventional vehicle suspension system. The vehicle suspension system indicated by reference numeral 1 in FIG. 6 is composed of a pair of hydraulic shock absorbers 2 and 2 provided on the left and right sides of the vehicle body, A pressure regulating device 3 connected to the hydraulic system of the type shock absorbers 2 and 2 and a throttle 4 are provided.

[0003] The two hydraulic shock absorbers 2 have the same structure as each other, and a piston 6 defines an upper oil chamber 7 and a lower oil chamber 8 inside a cylinder body 5 filled with hydraulic oil. I have. The piston 6 has a communication passage 10 for communicating the upper oil chamber 7 and the lower oil chamber 8 via a throttle 9. Also,
These hydraulic shock absorbers 2 pivotally support the lower end of the cylinder body 5 together with a wheel such as a wheel suspension link (not shown) at a position vertically moving with respect to the vehicle body, and the upper end of the piston rod 6a. Is connected to the vehicle body side (not shown) of the automobile.

The pressure regulating device 3 is provided with a first pressure regulating cylinder 11 connected to a lower oil chamber 8 of the hydraulic shock absorber 2 on the left side of the vehicle body.
And a second pressure regulator cylinder 12 connected to the lower oil chamber 8 of the hydraulic shock absorber 2 on the right side of the vehicle body. These two pressure regulating cylinders 11 and 12 are composed of an oil chamber 13 connected to the hydraulic shock absorber 2 and a movable partition 14 for changing the volume of the oil chamber 13.
And is formed. The two movable partitions 14 are
The oil chambers 13 are formed so as to have the same effective sectional area, and are connected to each other so that the volumes of the oil chambers 13 are always equal. The oil chambers 13 of the pressure regulating cylinders 11 and 12 communicate with each other via the throttle 4. The pressure regulating device 3 has a gas chamber 15 defined by the movable partition 14 and the oil chamber 13.
The structure is such that the movable partition 14 is constantly urged toward the oil chamber 13 by the pressure of the high-pressure gas filled in 5.

[0005] In the conventional suspension device 1 configured as described above, when the vehicle body swings in the left-right direction, that is, at the time of rolling, the oil pressure in the oil chamber 13 of the first pressure regulating cylinder 11 is reduced to the second pressure regulating cylinder 12. Hydraulic oil flows into the oil chamber 13 via the throttle 4. For this reason, during rolling, a damping force is generated that includes resistance when the hydraulic oil passes through the throttles 9 of the hydraulic shock absorbers 2 and resistance when the hydraulic oil passes through the throttles 4 of the pressure regulator 3. On the other hand, at the time of pitching, since the two hydraulic shock absorbers 2 operate in the same direction, the amount of hydraulic oil passing through the throttle 4 of the pressure regulator 3 is reduced, so that the damping force is relatively small. Become smaller.

[0006]

However, in the conventional vehicle suspension system 1 constructed as described above, there is a problem in the structure of the portion for connecting the hydraulic shock absorber 2 to the wheel suspension link and the vehicle body side. . This is because a vehicle's hydraulic shock absorber is generally designed to prevent vibrations and shocks generated by the wheels traveling over uneven road surfaces from being transmitted to the vehicle body via the hydraulic shock absorber. It is attached to the link for wheel suspension or the vehicle body via a cushioning member such as rubber. However, the elastic deformation of the cushioning member slightly delays the operation start timing of the hydraulic shock absorber.

That is, if the vibration or shock can be prevented from being transmitted to the vehicle body via the hydraulic shock absorber 2 by the shock absorber, the shock absorber is elastically deformed after the start of rolling, and then the shock absorber is deformed. This is because the responsiveness of the pressure regulating device 3 that generates a damping force during rolling is reduced due to the operation of the pressure regulator 2. Moreover, the damping force generated by the pressure adjusting device 3 during rolling is reduced by the amount of operation of the hydraulic shock absorber 2 by the amount of elastic deformation of the shock absorbing member.
It will be relatively small.

The present invention has been made in order to solve such a problem, and it is possible to prevent vibration and impact from being transmitted to the vehicle body while using a pressure regulating device with good responsiveness during rolling. It is intended to generate a large damping force.

[0009]

In order to achieve this object, a vehicle suspension system according to the present invention comprises a suspension member for each wheel supporting a pair of wheels on the same side in the front-rear direction of the vehicle body and a vehicle body. Between the hydraulic shock absorber and the hydraulic cylinder for damping force control, one end of which is connected to the suspension member, and the other end of which is connected to the vehicle body side. A first pressure regulating cylinder having a first oil chamber communicating the oil chambers of the hydraulic cylinders with the oil chamber of one of the hydraulic cylinders and having a first movable partition for changing the volume of the oil chamber; A second oil chamber communicating with an oil chamber of the other hydraulic cylinder, and a second oil chamber interlocked with the first movable partition so that changes in the volumes of the first and second oil chambers coincide with each other. A second pressure regulating cylinder having a second movable partition for changing the volume of the chamber Are communicated via a pressure regulating device consisting of a throttle interposed between the hydraulic system of the first oil chamber and the hydraulic system of the second oil chamber, and a connecting portion at both ends of the two hydraulic cylinders is connected. The two hydraulic shock absorbers are configured to have relatively higher rigidity than the connecting portions at both ends.

According to the present invention, when the operating directions of the two hydraulic cylinders for controlling damping force are different, damping force is generated in the pressure regulating device because the hydraulic oil flows through the throttle of the pressure regulating device.
The connecting parts at both ends of both hydraulic cylinders are higher in rigidity than the connecting parts at both ends of the hydraulic shock absorber and the loss when transmitting load is small, so both hydraulic cylinders Follow with good responsiveness. For this reason, the time difference between the rolling start time and the time when the damping force is generated in the pressure adjusting device is reduced.

On the other hand, when the two hydraulic cylinders operate in the same direction, the amount of hydraulic oil passing through the throttle of the pressure regulator decreases, and the damping force generated by the pressure regulator decreases.
In other words, when both hydraulic cylinders operate in the same direction due to vibration or impact generated when two wheels simultaneously ride over unevenness on the road surface, the vibration or impact is caused by the two hydraulic cylinders expanding and contracting independently. Are canceled, the vibration and the shock are not transmitted from the wheel side to the vehicle body side via the two hydraulic cylinders. The vibrations and shocks are also transmitted to the hydraulic shock absorber, but since the rigidity of the connecting portions at both ends of the hydraulic shock absorber is relatively low, the vibrations and shocks are attenuated at the connecting portions and are hardly transmitted to the vehicle body side. Become. In addition, the vibration or shock generated when two wheels simultaneously climb over the unevenness of the road surface during rolling, the operating direction of the two hydraulic cylinders changes from the different direction to the same direction due to the vibration or shock during the rolling. As a result, the hydraulic cylinders cancel each other as described above.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) Hereinafter, an embodiment of a vehicle suspension system according to the present invention will be described in detail with reference to FIGS. 1 is a diagram showing a schematic configuration of a vehicle suspension system according to the present invention, FIG. 2 is a diagram showing a hydraulic circuit of a hydraulic cylinder for damping force control, and FIG. 3 is a hydraulic shock absorber and both ends of a hydraulic cylinder for damping force control. FIG. 4 is a cross-sectional view showing a structure of a connecting portion of the portion, and FIG. 4 is a graph showing characteristics of the cushion rubber.

In these figures, the reference numeral 21 indicates a vehicle suspension system according to the present invention. This vehicle suspension device 21 is a so-called wishbone type in which a pair of left and right wheels 22, 22 located on the same side in the front-rear direction of the vehicle, that is, on the front side or the rear side of the body, are supported by a lower arm 23 and an upper arm 24. And includes a hydraulic shock absorber 25, a hydraulic cylinder 26 for damping force control (hereinafter simply referred to as a hydraulic cylinder), and a spring (not shown).

The lower arm 23 and the upper arm 24 of the suspension device 21 have one end (the inner end of the vehicle body) pivotally supported by the vehicle body 27 and the other end pivotally movable by a knuckle arm 28 on the wheel 22 side. Connected. The knuckle arm 28 rotatably supports the wheel 22. The hydraulic shock absorber 25 and the hydraulic cylinder 26 are interposed between the lower arm 23 and the vehicle body 27.
The lower arm 23 constitutes a suspension member for each wheel according to the present invention.

The hydraulic shock absorber 25 has a well-known structure. The lower end of the cylinder 25a is rotatably connected to the lower arm 23, and the upper end of the piston rod 25b is turned to the vehicle body 27. They are freely connected.
In this embodiment, the hydraulic shock absorber 25 is disposed outside the vehicle body with respect to the hydraulic cylinder 26. Hydraulic cylinder 2
As shown in FIG. 2, as shown in FIG. 2, a structure in which the inside of a cylinder body 31 is defined by a piston 32 into a lower oil chamber 33 and an upper air chamber 34, and the lower end of the cylinder body 31 is rotatable with the lower arm 23 And the upper end of the piston rod 35 is rotatably connected to the vehicle body 27.
The lower oil chamber 33 is filled with hydraulic oil, and the upper air chamber 34 is open to the atmosphere.

Body left side (left side in FIGS. 1 and 2)
The lower oil chamber 33 of the hydraulic cylinder 26 and the lower oil chamber 33 of the hydraulic cylinder 26 on the right side of the vehicle are connected to a pressure regulator 37 via a hydraulic hose 36. The pressure regulating device 37 has a first oil chamber 41 that communicates with a lower oil chamber 33 of the hydraulic cylinder 26 on the left side of the vehicle body and a first movable partition 42 that changes the volume of the first oil chamber 41. One pressure regulating cylinder 43 and a second oil chamber 44 communicated with the lower oil chamber 33 of the hydraulic cylinder 26 on the right side of the vehicle body, and the first and second oil chambers 41 and 44 have the same volume change. The second oil chamber 4 in conjunction with the first movable partition 42 as described above.
4 is provided with a second pressure adjusting cylinder 46 having a second movable partition wall 45 for changing the volume of the cylinder 4.

These first and second pressure regulating cylinders 43,
In this embodiment, 46 is formed integrally so that the first and second movable partition walls 42 and 45 are located on the same axis. The movable partition walls 42, 4 of the pressure regulating cylinders 43, 46
5 is formed so that the effective sectional areas of the first oil chamber 41 and the second oil chamber 44 coincide with each other, and are connected to each other so that the volumes of the first and second oil chambers 41 and 44 are always equal. are doing. In this embodiment, the hydraulic system of the first oil chamber 41 and the hydraulic system of the second oil chamber 44 are
Are communicated with each other via an aperture 47 provided at the bottom. In the first pressure regulating cylinder 43, a high-pressure gas chamber 48 whose volume is changed by the movement of the first and second movable partition walls 42 and 45 is formed. This high-pressure gas chamber 48
Is filled with high-pressure gas.

The hydraulic shock absorber 25 and the hydraulic cylinder 26
Are connected to the lower arm 2 by the connection structure shown in FIG.
3 and the vehicle body 27 respectively. FIG. 3 shows the structure of the connecting portion on the lower arm side. However, since the connecting portion on the vehicle body side has the same structure, the structure of the connecting portion on the lower arm side will be described here. Lower arm 23
A connecting portion between the hydraulic shock absorber 25 and the lower end of the hydraulic cylinder 26 is connected to a support bracket 51 fixed to the lower arm 23 via a support shaft 52 and a cushion rubber 53. A structure is adopted in which the member 54 is rotatably supported. The support bracket 51 is formed to have a U-shaped cross section that is open upward, has a lower end welded to the lower arm 23, and allows the support shaft 52 to pass through two side plates 51a extending upward.

The support shaft 52 is formed of a bolt and has a cylindrical tubular body 55 interposed between the two side plates 51a.
Is fastened to the support bracket 51 by a nut 56 in a state in which is inserted. In this embodiment, the axial direction of the support shaft 52 is set to be parallel to the vehicle width direction. The cylinder 55 is provided with the cushion rubber 53
The cylinder 57 is held via the. In addition, this cylinder 57
The connecting member 5 of the hydraulic shock absorber 25 and the hydraulic cylinder 26
4 is fixed to the boss 54a by press-fitting. The cushion rubber 53 is provided between the outer peripheral surface of the cylinder 55 and the cylinder 5.
The cylinder 57 is displaced with respect to the cylinder 55 by elastically deforming the cushion rubber 53. That is, in the suspension device 21, both ends of the hydraulic shock absorber 25 and the hydraulic cylinder 26 rotate with respect to the lower arm 23 and the vehicle body 27 due to the elastic deformation of the cushion rubber 53.

The cushion rubber 53 has different characteristics between those for a hydraulic shock absorber and those for a hydraulic cylinder. FIG. 4 shows the characteristics of the cushion rubber 53.
FIG. 4 shows the displacement amount of the cushion rubber 53 on the horizontal axis and the input load on the vertical axis. The solid line shows the characteristics of the cushion rubber 53 for the hydraulic shock absorber, and the broken line shows the characteristics of the cushion rubber 53 for the hydraulic cylinder. ing. In FIG. 4, the displacement of the cushion rubber 53 is
The input load of the cushion rubber 53 is converted into a load acting on the lower end of the wheel 22.
The reason for this conversion is that the mounting positions of the hydraulic shock absorber 25 and the hydraulic cylinder 26 are different in the vehicle width direction, and the loads acting on the respective cushion rubbers 53 are different.

The hydraulic cylinder cushion rubber 53 is formed of a material having a higher spring constant than the hydraulic shock absorber cushion rubber 53 (a material that is relatively unlikely to be elastically deformed). Here, the spring constant is a value in an initial deformation region indicated by a reference symbol A in FIG. That is, in a deformed state before reaching the displacement when the two curves shown in FIG. 4 intersect (when the input load and the displacement of both cushion rubbers 53 respectively match), the cushion rubber 53 for the hydraulic shock absorber is not deformed. The spring constant (represented by angle β in FIG. 4) of the hydraulic cylinder cushion rubber 53 is set to be larger than the spring constant (represented by angle α in FIG. 4).

The cushion rubbers 5 having different characteristics as described above
3, the rigidity of the connecting portions at both ends of the hydraulic cylinder 26 is relatively higher than that of the connecting portions at both ends of the hydraulic shock absorber 25. In this embodiment, a cushion rubber having a characteristic of being able to reduce vibrations and impacts generated by the wheels 22 riding over unevenness of the road surface is adopted as a cushion rubber for a hydraulic shock absorber, and is deformed from the cushion rubber. The cushion rubber with a large initial spring constant is used for the cushion rubber for the hydraulic cylinder.

In the vehicle suspension 21 constructed as described above, for example, the hydraulic shock absorber 25 and the hydraulic cylinder 26 on the left side of the vehicle body are compressed, and the hydraulic shock absorber 25 and the hydraulic cylinder 26 on the right side of the vehicle body extend. When the vehicle body 27 rolls, that is, when making a right turn, the damping force generated by each hydraulic shock absorber 25 and
The damping force generated when the hydraulic oil passes through the throttle 47 of the pressure adjusting device 37 acts. The damping force is generated by the pressure regulator 37 because the first and second movable partition walls 42 and 45 of the pressure regulator 37 do not move and the hydraulic pressure of the first oil chamber 41 increases and the second pressure increases. This is because the hydraulic pressure in the oil chamber 44 decreases and hydraulic oil passes through the throttle 47.

The connecting portions at both ends of the hydraulic cylinder 26 on the left side of the vehicle body and the hydraulic cylinder 26 on the right side of the vehicle body are compared with the connecting portions at both ends of the two hydraulic shock absorbers 25 in the initial stage of deformation of the cushion rubber 53 ( At the start of rolling), the rigidity is high, and the loss when transmitting a load is reduced. Therefore, the two hydraulic cylinders 26 follow the change in the behavior of the vehicle body 27 with good responsiveness. As a result, the time difference between the rolling start time and the time when the damping force is generated by the pressure adjusting device 37 is smaller than when the cushion rubber for the hydraulic shock absorber and the cushion rubber for the hydraulic cylinder are formed of the same material. Less. In addition, since the operation amount of the hydraulic cylinder 26 relatively increases, the damping force generated by the pressure adjusting device 37 also increases, and an appropriate damping force as designed is applied.

On the other hand, when the two hydraulic cylinders 26 operate in the same direction at the time of pitching or bouncing, the two hydraulic cylinders 26 extend and contract independently and pass through the throttle 47 of the pressure regulating device 37. The amount of operating oil to be reduced is reduced, and the damping force generated by the pressure regulator 37 is reduced. At this time, the behavior of the vehicle body 27 is attenuated mainly by the damping force generated by the hydraulic shock absorber 25.

The reason why the two hydraulic cylinders 26 operate in the same direction is the same as when pitching and bouncing, and also when the two wheels 22 simultaneously pass over unevenness on the road surface. That is, when the two hydraulic cylinders 26 operate in the same direction due to vibration or impact generated when the two wheels 22 simultaneously climb over the unevenness of the road surface, the two hydraulic cylinders 26 expand and contract independently, and Vibration and shock are offset. For this reason, the vibration and the impact are transmitted from the wheel 22 side through the two hydraulic cylinders 26 to the vehicle body 27.
It is not transmitted to the side. In addition, the said vibration and impact are
Although transmitted to the hydraulic shock absorber 25 in addition to the hydraulic cylinder 26, it is attenuated by the cushion rubber 53 interposed at the connecting portion at both ends of the hydraulic shock absorber 25, and thus is transmitted through the hydraulic shock absorber 25. Transmission to the vehicle body 27 side is reduced.

The vibrations and shocks generated when the two wheels 22 simultaneously climb over the unevenness of the road surface during rolling are caused by the vibrations and shocks from the directions in which the operating directions of the two hydraulic cylinders 26 are different from each other during the rolling. In the same direction, the hydraulic cylinder 26
Offset by Therefore, transmission of vibrations and shocks to the vehicle body 27 can be suppressed as small as possible, and an appropriate damping force can be generated with good responsiveness by the pressure adjusting device 37 during rolling.

(Second Embodiment) The connecting portions at both ends of the hydraulic cylinder can be configured as shown in FIG. FIG. 5 is a sectional view showing the structure of the connecting portion of the hydraulic cylinder. In FIG. 5, the same or equivalent members as those described with reference to FIGS. 1 to 4 are denoted by the same reference numerals, and detailed description thereof will be omitted.

The support shaft 52 shown in FIG.
1, a connecting member 54 of the hydraulic cylinder 26 is rotatably mounted. The spherical joint 61 includes a support shaft 52.
A pair of cylindrical holders 62, 62 through which a barrel-shaped top 63 is sandwiched between the two holders 62.
And a slider 64 slidably fitted to the outer periphery of the top 63. The two holders 62
Is fixed to the support bracket 51 by sandwiching the frame 63 between the two side plates 51a of the support bracket 51, passing the support shaft 52 and tightening the nut 56. An outer peripheral surface of the top 63 is formed so as to form a part of a spherical surface, and a slider 64 fitted to the top 63 has an outer peripheral portion connected to the connecting member 5 of the hydraulic cylinder 26.
4 is fixed by press fitting.

Both ends of the hydraulic shock absorber 25 are rotatably connected to the lower arm 23 and the vehicle body 27 by a connection structure adopted when the first embodiment is adopted. As the cushion rubber 53 for the hydraulic shock absorber, a cushion rubber having characteristics capable of reducing vibrations and shocks generated when the wheel 22 gets over the unevenness of the road surface is used.

As described above, the two ends of the hydraulic cylinder 26 are connected to the lower arm 23 and the vehicle body 27 using the spherical joint 61.
Since the damping force is generated by the pressure adjusting device 37 at the same time as the start of rolling, the response when the damping force is generated by the pressure adjusting device 37 can be further improved.

In each of the above-described embodiments, the example in which the present invention is applied to the wishbone type suspension device 21 has been described. However, the present invention can be applied to, for example, a strut type suspension device. The hydraulic cylinder 26 can also seal the upper air chamber 34 and fill it with hydraulic oil. In the case of adopting this structure, a through hole is formed in the piston 32 so that the upper air chamber 34 and the lower oil chamber 33 filled with hydraulic oil are formed.
Are communicated with each other by a through hole. The opening area of this through hole is set to be sufficiently large so that resistance does not occur when the hydraulic oil flows. When this structure is employed, the hydraulic oil flows into and out of the cylinder body 31 in accordance with the volume of the piston rod 35 located in the cylinder body 31. By making the upper air chamber 34 have a closed structure as described above, it is possible to prevent dust and water from entering the upper air chamber 34. That is, as compared with the structure in which the upper air chamber 34 is opened to the atmosphere, the dustproof / waterproof structure at the air inlet / outlet can be omitted, and the cost can be reduced.

[0033]

As described above, according to the present invention, vibrations and impacts caused by the wheels riding over the bumps and dips on the road surface are attenuated at the connecting portions at both ends of the hydraulic shock absorber, and the damping force is reduced. When the control hydraulic cylinder expands and contracts as a single unit, the hydraulic cylinder is offset and becomes difficult to be transmitted to the vehicle body.
Also, since the connection portion at both ends of the hydraulic cylinder has less loss when transmitting a load than the connection portion at both ends of the hydraulic shock absorber, the hydraulic cylinder follows the change in the behavior of the vehicle body with good responsiveness. I do. For this reason, the time difference between the rolling start time and the time when the damping force is generated in the pressure adjusting device is reduced. Therefore, transmission of vibrations and shocks to the vehicle body side can be suppressed as small as possible, and a damping force can be generated with good responsiveness by the pressure adjusting device during rolling.

[Brief description of the drawings]

FIG. 1 is a diagram showing a schematic configuration of a vehicle suspension system according to the present invention.

FIG. 2 is a diagram showing a hydraulic circuit of a hydraulic cylinder for damping force control.

FIG. 3 is a cross-sectional view showing a structure of a connecting portion between both ends of a hydraulic shock absorber and a hydraulic cylinder for damping force control.

FIG. 4 is a graph showing characteristics of cushion rubber.

FIG. 5 is a sectional view showing a structure of a connecting portion of the hydraulic cylinder.

FIG. 6 is a configuration diagram showing a conventional vehicle suspension device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 21 ... Vehicle suspension device, 22 ... Wheel, 23 ... Lower arm, 25 ... Hydraulic shock absorber, 26 ... Hydraulic cylinder for damping force control, 27 ... Body, 33 ... Lower oil chamber, 37 ... Pressure regulator,
41 ... first oil chamber, 42 ... first movable partition, 43 ... first
Pressure regulating cylinder, 44: second oil chamber, 45: second movable partition, 46: second pressure regulating cylinder, 47: throttle, 53 ...
Cushion rubber, 61 ... spherical joint.

Claims (1)

[Claims] A hydraulic shock absorber and a hydraulic cylinder for damping force control are provided between a suspension member for each wheel supporting a pair of wheels located on the same side in the front-rear direction of the vehicle body and the vehicle body. One end is connected to the suspension member and the other end is connected to the vehicle body side and interposed therebetween, and the oil chambers of the two hydraulic cylinders for damping force control communicate with the oil chamber of one hydraulic cylinder. A first pressure regulating cylinder having a first oil chamber and a first movable partition for changing the volume of the oil chamber; and a second oil chamber communicating with the oil chamber of the other hydraulic cylinder. And a second pressure regulating cylinder having a second movable partition that changes the volume of the second oil chamber in conjunction with the first movable partition so that the volume changes of the first and second oil chambers coincide. And a hydraulic system of the first oil chamber and a hydraulic system of the second oil chamber. The two hydraulic cylinders are connected to each other through a pressure regulating device composed of a throttle and a connecting portion at both ends of the two hydraulic cylinders so that rigidity is relatively higher than a connecting portion at both ends of the two hydraulic shock absorbers. A suspension device for a vehicle, wherein the suspension device is configured.