JP2017100697A - Suspension device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension device in which both a dynamic damper and an attenuation force generation element can be easily arranged, and which is high in practicability while solving a problem that, in a conventional suspension device in which both a dynamic damper and an attenuation force generation element are arranged in a horizontal direction, an attachment space cannot be sufficiently secured, thus causing a poor possibility.SOLUTION: A suspension device S1 comprises a dynamic damper 3 which controls the vibration of a spring-under member L such as a wheel W and an arm 4, and an actuator 2 being an attenuation force generation element which is connected to a spring-upper member U such as a vehicle body B and a suspension member, and connected to the spring-under member L via a link 5A.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a suspension device.

  Conventionally, when skyhook control is performed on a suspension device, in order to improve the ride comfort of a vehicle, it is considered preferable to use a dynamic damper to suppress vibrations at the unsprung resonance frequency and its surrounding region. ing. This is because, if an ordinary damper interposed between the sprung member and the unsprung member is used to suppress the vibration of the unsprung member, the damper supports the unsprung member while being supported by the sprung member. Since the damping force is suppressed, the reaction force of the damping force is received by the sprung member. On the other hand, the dynamic damper includes a weight as an additional mass, and the weight is added when the unsprung member vibrates. This is because the inertial force is applied as a reaction force to suppress the vibration of the unsprung member, so that the structure can prevent the reaction force of the force for suppressing the vibration from being received by the sprung member.

  Specifically, among suspension devices that use a dynamic damper, an electromagnetic shock absorber and a suspension spring are disposed between the lower arm and the vehicle body among the upper arm and the lower arm that support the wheels so that the wheels can be moved vertically. And a dynamic damper is attached to the upper arm (for example, Patent Document 1).

JP-A-6-143966

  In the above conventional suspension device, both the electromagnetic shock absorber, which is a damping force generation element, and the dynamic damper are arranged in parallel (side by side) in a mounting space for a damping force generation element such as a damper in a known suspension device that does not include a dynamic damper. It is the structure provided in. However, the dynamic damper is limited in terms of downsizing the weight from the viewpoint of securing the mass necessary for damping, and also has to secure a vibration space for the weight, which makes it difficult to reduce the size. In addition, it is not realistic to greatly increase the space between the vehicle body and the wheels for the suspension device. For this reason, it is difficult to place both the dynamic damper and the damping force generating element in parallel in the space between the vehicle body and the wheel due to space restrictions, and the practicality is poor.

  Accordingly, an object of the present invention is to provide a highly practical suspension device in which both a dynamic damper and a damping force generating element are easily provided.

  The invention according to claim 1, which solves the above problem, is a dynamic damper that dampens the unsprung member, and a damping force generating element coupled to the sprung member and coupled to the unsprung member via a link. With. For this reason, the damping force generating element can be moved from the space between the vehicle body and the wheel to the extra place and the space can be used for installing the dynamic damper.

  In the invention according to claim 2, in addition to the configuration according to claim 1, the dynamic damper includes a rod connected to the unsprung member, a weight attached to the rod so as to be axially movable, And a spring for supporting the weight. According to this configuration, since the dynamic damper is directly attached to the unsprung member, the dynamic damper has a high effect of suppressing vibration of the unsprung member.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the weight is an outer cylinder into which the rod is inserted. For this reason, when a dynamic damper has a damping force generation element for dynamic dampers, the number of parts can be reduced.

  According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the weight is an outer cylinder into which the rod is inserted, and the dynamic damper moves in the axial direction within the outer cylinder. A piston that can be inserted and coupled to the rod to divide the inside of the outer cylinder into two chambers, and a damping that communicates the two chambers and provides resistance to the flow of fluid that passes through the two chambers And a passage. According to this configuration, since the dynamic damper includes the damping force generating element for dynamic damper, vibrations at the unsprung resonance frequency and frequencies in the surrounding area can be suppressed.

  In addition to the structure of Claim 3 or 4, in the invention of Claim 5, while the said rod comprises a part of said link, both ends protrude outward from the said outer cylinder. According to this configuration, the dynamic damper is a double rod type, and the rod can be used as a part of the link, so the number of parts can be reduced.

  According to a sixth aspect of the present invention, in addition to the configuration according to the fifth aspect, the sprung member includes a vehicle body, and the link is attached to the sprung member and extends to the front and rear of the vehicle body. The link member has an arm portion connected to the rod and an arm portion connected to the damping force generating element. For this reason, the damping force generating element can be provided by utilizing an empty space such as an engine room.

  According to a seventh aspect of the invention, in addition to the configuration according to any one of the first to fourth aspects, the unsprung member has a wheel and an arm that connects the wheel and the sprung member. The link has a lever extending from the arm. According to this configuration, the linear damping force generating element is provided between the lever and the sprung member, and the damping force generating element can be easily attached.

  According to an eighth aspect of the present invention, in addition to the structure according to any one of the first to fourth aspects, the sprung member includes a vehicle body, and the link is attached to the sprung member, and the vehicle body A link member that is rotatable about a shaft extending in the left-right direction, and the link member is provided along the shaft and is supported by a bracket attached to the sprung member so as to be rotatable. And a pair of arm portions extending opposite to each other from both ends of the bar portion, the tip of one arm portion being connected to the unsprung member, and the tip of the other arm portion being the damping force Connected to the generator. For this reason, the damping force generating element can be attached even when the damping force generating element cannot be provided by using an empty space such as an engine room.

  In the invention according to claim 9, claim 2, citing claim 2, claim 3, claim 4, claim 5, claim 6, claim 2, 3, or 4, claim 7, or claim 2, 3 , Or 4, in addition to the configuration according to claim 8, the weight is a storage battery. For this reason, the weight does not become a dead weight, and the weight of the vehicle can be reduced.

  According to a tenth aspect of the present invention, in addition to the configuration of any one of the first to ninth aspects, the damping force generating element is an actuator or a fluid pressure damper. Thus, when the damping force generating element is an actuator, a known cylinder device, motor, or the like can be used. Further, when the damping force generating element is a fluid pressure damper, a known conventional damper having a cylinder, piston, rod, etc., and a known having a housing, shaft, vane, etc. Can be used.

  According to an eleventh aspect of the present invention, in addition to the configuration according to any one of the first to ninth aspects, the damping force generating element is a cylinder and a rod inserted into the cylinder so as to be movable in the axial direction. And a fluid pressure damper that generates a damping force during expansion and contraction, and an actuator that can drive the rod in the axial direction. For this reason, the actuator can be reduced in size and energy can be saved.

  In the invention of claim 12, in addition to the configuration of any one of claims 1 to 11, the damping force generating element is a linear type, and the vertical movement of the unsprung member relative to the sprung member is It is converted into linear motion by the link. According to the said structure, a well-known linear type damping force generation element can be easily provided by utilization of a link.

  According to a thirteenth aspect of the present invention, in addition to the configuration of any one of the first to tenth aspects, the damping force generating element is of a rotary type and is provided on the rotating shaft portion of the link. According to the said structure, a well-known rotary type damping force generation element can be easily provided by utilization of a link.

  According to the suspension device of the present invention, both the dynamic damper and the damping force generating element can be easily provided, and the practicality can be enhanced.

It is explanatory drawing which showed the vibration model of the vehicle using the suspension apparatus which concerns on 1st embodiment of this invention, its modification, and 2nd embodiment. It is the front view which showed simply the attachment state of the suspension apparatus which concerns on 1st embodiment of this invention. It is the longitudinal cross-sectional view which showed partially the dynamic damper of the suspension apparatus which concerns on 1st embodiment of this invention. It is the longitudinal cross-sectional view which showed the 1st modification of the damping force generation element in the suspension apparatus which concerns on 1st embodiment of this invention. It is the longitudinal cross-sectional view which showed the 2nd modification of the damping force generation element in the suspension apparatus which concerns on 1st embodiment of this invention. It is the front view which showed simply the attachment state of the suspension apparatus which concerns on the modification of 1st embodiment of this invention. It is the perspective view which showed simply the attachment state of the suspension apparatus which concerns on 2nd embodiment of this invention. It is the perspective view which showed simply the modification of the attachment state of the suspension apparatus which concerns on 2nd embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings. The same reference numerals given throughout the several drawings indicate the same or corresponding parts.

<First embodiment>
A suspension device S1 according to the first embodiment of the present invention shown in FIG. 1 is mounted on a vehicle such as an automobile, and includes a suspension spring 1 and an actuator 2 interposed between a vehicle body B and wheels W. And a dynamic damper 3 attached to the wheel W. In the vehicle, a member including the vehicle body B supported by the suspension spring 1, a suspension member (not shown), and the like is a sprung member U, and includes a wheel W suspended from the suspension spring 1, an arm 4 (FIG. 2), and the like. The member is an unsprung member L. Furthermore, the suspension device S1 includes a sensor (not shown) that detects the vertical speed of the sprung member U and a control device that controls the thrust of the actuator 2 based on the Skyhook theory based on information detected by the sensor. (Not shown).

  As described above, when the sky hook control is performed on the suspension device S1, the actuator 2 is caused to function like the sky hook damper D indicated by a two-dot chain line in FIG. 1, and the vibration of the sprung member U can be suppressed. In addition, since the dynamic damper 3 described in detail later does not transmit the vibration of the unsprung member L to the sprung member U, the dynamic damper 3 suppresses the vibration of the resonance frequency of the unsprung member L and the frequency in the surrounding area. Then, the ride comfort of the vehicle can be made extremely good. The control of the suspension device S1 may be other than the skyhook control, and can be changed as appropriate.

  Subsequently, the dynamic damper 3 adds mass to the unsprung member L and supports the added mass by the dynamic damper damping force generating element 3A and the spring element 3B. Specifically, as shown in FIG. 3, the dynamic damper 3 includes an outer cylinder 30, a piston 31 that is slidably inserted into the outer cylinder 30, and the outer cylinder 30 inserted into the outer cylinder 30. It has a rod 32 to which the piston 31 is fixed and a spring 33 that supports the outer cylinder 30. The outer cylinder 30 is a weight having a predetermined mass, and two chambers R1 and R2 partitioned by a piston 31 are formed therein. These chambers R1 and R2 are filled with a liquid such as hydraulic oil.

  Further, the piston 31 is provided with an attenuation passage 31a that communicates the two chambers R1 and R2 and gives resistance to the flow of the liquid that moves in the chambers R1 and R2. In order to give resistance to the flow of the liquid moving through the attenuation passage 31a, an appropriate configuration such as an orifice, a valve, or a combination thereof can be adopted. According to the above configuration, when the outer cylinder 30 moves in the axial direction with respect to the rod 32, the liquid passes through the attenuation passage 31a and a differential pressure is generated in the two chambers R1 and R2. The relative movement of the rod 32 is suppressed. That is, the dynamic damper damping force generating element 3 </ b> A (FIG. 1) that includes the outer cylinder 30, the piston 31, and the rod 32 and suppresses the movement of the outer cylinder (weight) 30 is configured. Furthermore, an accumulator (not shown) is connected to one of the rooms R1 and R2, and the volume change of the liquid due to a temperature change is compensated.

  As shown in FIG. 2, the rod 32 extends from both ends of the outer cylinder 30 in the axial direction to the outside of the outer cylinder 30 and constitutes a part of a link 5A described later. In the rod 32, a spring receiver 34 is provided on the outer periphery of a portion extending from the outer cylinder 30 to the arm 4 side (downward), and a dynamic damper is provided by a spring 33 interposed between the spring receiver 34 and the outer cylinder 30. 3 spring elements 3B (FIG. 1) are constructed.

  According to the above configuration, when the unsprung member L vibrates up and down, for example, when the vehicle travels on an uneven road surface, the outer tube 30 synchronizes and vibrates up and down. The vibration of the unsprung member L can be suppressed by applying the inertia force of 30 as a reaction force. For this reason, the mass of the outer cylinder 30 as a weight is optimally set according to the mass of the unsprung member L and the inertial force for damping the unsprung member L. As apparent from FIG. 2, “up and down” in the case of vibrating up and down is not limited to vertical in the vertical direction as long as there is a difference in height, and includes diagonally upward and diagonally downward.

  In the dynamic damper 3, the dynamic damper damping force generating element 3 </ b> A exhibits a damping force using liquid, but the configuration for obtaining the damping force can be changed as appropriate. For example, the liquid may be replaced with gas, or vibration of the outer cylinder 30 that is a weight may be suppressed by friction between the piston 31 and the outer cylinder 30.

  In the dynamic damper 3, the spring 33, which is the spring element 3B, is a coil spring, but may be a spring other than a coil spring such as a disc spring or an air spring. Further, the spring 33 is disposed only outside the outer cylinder 30 and below the outer cylinder 30, but a spring receiver (not shown) is provided on the outer periphery of the rod 32 protruding upward from the outer cylinder 30. The outer cylinder 30 may be sandwiched between a spring (not shown) provided between the spring receiver and the outer cylinder 30 and the spring 33, and the spring element 3B may be configured by these. Further, the spring element 3B may be provided in the outer cylinder 30, and if the elastic force of the spring element 3B is not transmitted to the sprung member U but transmitted to the unsprung member L, the arrangement of the spring element 3B is as follows. It can be changed as appropriate.

  Further, the dynamic damper 3 includes a dynamic damper damping force generating element 3A in addition to the outer cylinder (weight) 30 as the additional mass and the spring 33 as the spring element 3B. Although the vibration of the resonance frequency and the frequency in the surrounding area can be suppressed, the dynamic damper damping force generating element 3A may be eliminated.

  Subsequently, the link 5A is swingably connected to the arm 4 that supports the wheel W so as to be movable up and down and extends obliquely upward from the arm 4 toward the vehicle body B, and the vehicle body B is connected to the vehicle body B. A link member 50 is provided that is rotatably connected about a shaft extending in the front-rear direction and is interposed between the rod 32 and the actuator 2. The link member 50 includes an arm portion 50b extending from the rotation shaft portion 50a passing through the center to the dynamic damper 3 side, and an arm portion 50c extending from the rotation shaft portion 50a to the actuator 2 side. The upper end of the rod 32 is swingably connected to the tip of the arm 50b, and the upper end of the rod 21 of the actuator 2 is swingably connected to the tip of the arm 50c.

  The actuator 2 is a linear (direct acting) cylinder device, and includes an outer cylinder 20 and the rod 21 that goes in and out of the outer cylinder 20, and the rod 21 moves in and out of the outer cylinder 20. Telescopic operation. The expansion / contraction operation of the actuator 2 may be realized by any method such as hydraulic or electric. Specifically, when the actuator 2 is electric and has a motor, the rotary motion of the motor may be converted into the linear motion of the rod 21 using a feed screw mechanism, or the motor may be a linear motor. Good. The outer cylinder 20 is swingably connected to the vehicle body B, the rod 21 is connected to the arm 4 via the link 5A, and the actuator 2 is connected to the sprung member U and the unsprung member via the link 5A. It is arranged between L.

  According to the above configuration, when the actuator 2 exerts a thrust in the extension direction, the thrust rotates the link member 50 counterclockwise in FIG. 2 and acts in the direction of pushing down the wheel W via the rod 32. On the other hand, when the actuator 2 exerts thrust in the contraction direction, the thrust rotates the link member 50 clockwise in FIG. 2 and acts in the direction of pulling up the wheel W via the rod 32. Therefore, when the thrust of the actuator 2 is controlled, the thrust can be applied in a direction to suppress the vibration of the sprung member U, and the actuator 2 functions as a damping force generating element for suppressing (attenuating) the vibration.

  In the suspension device S1, the suspension spring 1 is a coil spring and is mounted on the outer periphery of the actuator 2. The suspension spring S1 is interposed between the sprung member U and the unsprung member L via the link 5A together with the actuator 2. It is disguised. However, the suspension spring 1 may be a spring other than a coil spring, such as a disc spring, a leaf spring, and an air spring. The suspension spring 1 is provided separately from the actuator 2 so that the sprung member U and the unsprung spring are not provided via the link 5A. It may be interposed between the member L.

  Hereinafter, the function and effect of the suspension device S1 according to the present embodiment will be described.

  In the present embodiment, the damping force generating element is the actuator 2. For this reason, for example, if the suspension device S1 is skyhook controlled, the ride quality of the vehicle can be made extremely good. The damping force generating element may be a fluid pressure damper that receives a vibration input from the outside and exerts a damping force that suppresses the vibration, and the damping force may be variable. Thus, the suspension device S1 may be active, semi-active, or passive.

  In the present embodiment, the actuator (damping force generating element) 2 is a linear type (linear motion type), and the vertical movement of the unsprung member L relative to the sprung member U is converted into a linear motion by the link 5A. According to this configuration, a known linear type damping force generating element can be easily provided by using the link 5A. The actuator (damping force generating element) 2 is not limited to the linear type, but may be a rotary type (rotary type). As described above, when the damping force generating element is a rotary type, it can be provided on the rotation shaft portion (for example, the rotation shaft portion 50a) of the link 5A, and a known rotary type damping force can be generated by using the link 5A. Elements can be easily provided.

  For example, when the damping force generating element is a linear actuator, a known cylinder device as shown in FIG. 2, a rack and pinion actuator, or the like can be used. Further, when the damping force generating element is a linear fluid pressure damper, a known conventional damper having a cylinder, piston, rod or the like can be used. In addition, when the damping force generating element is a rotary type actuator, a known motor or the like can be used. A known rotary damper or the like can be used. When the damping force generating element is a motor, a reduction gear using a planetary gear or the like or a transmission may be provided.

  Furthermore, as shown in FIGS. 4 and 5, the damping force generating element may have a configuration in which a fluid pressure damper and an electric actuator are integrated.

  Specifically, the fluid pressure damper 90 of the damping force generating element 9A shown in FIG. 4 includes a cylinder 900, a piston 901 that is slidably inserted into the cylinder 900, a lower end connected to the piston 901, and an upper end that is a cylinder. 900 includes a rod 902 that protrudes outside 900 and a free piston 903 that is slidably inserted on the opposite rod side of the cylinder 900. The cylinder 900 is partitioned into two chambers R3 and R4 by a piston 901, and each chamber R3 and R4 is filled with a liquid such as hydraulic oil. The two rooms R3 and R4 are communicated with each other through an attenuation passage 904. Damping passage 904 provides resistance to the flow of liquid moving between the two chambers R3, R4. Further, an air chamber G is formed in the cylinder 900 by a free piston 903. Gas is sealed in the air chamber G.

  According to the above configuration, when the rod 902 enters and exits the cylinder 900 and the fluid pressure damper 90 expands and contracts, and the piston 901 moves in the cylinder 900 in the axial direction, the liquid in one of the two chambers R3 and R4. Moves in the attenuation passage 904 and moves to the other room. Then, a differential pressure is generated in the pressures of the two chambers R3 and R4, the differential pressure acts on the piston 901, and the fluid pressure damper 90 exhibits a damping force that prevents the extension operation.

  Further, when the fluid pressure damper 90 expands and contracts, and the rod volume and the cylinder volume that enter and exit the cylinder 900 expand or contract, the free piston 903 moves in the cylinder 900 in the axial direction and the air chamber G expands or contracts. . Therefore, even if the fluid pressure damper 90 is a single rod type, the change in the cylinder volume corresponding to the rod volume entering and exiting the cylinder 900 can be compensated by the air chamber G. Furthermore, even if the volume of the liquid changes due to a temperature change, the volume change can be compensated by the air chamber G.

  Subsequently, the actuator 91 of the damping force generating element 9A includes a cylindrical case 910 that is coaxially connected to the upper side of the cylinder 900, and a ball screw nut 911 that is rotatably attached to the inner periphery of the case 910 via a ball bearing 914. And an output shaft 912 coaxially connected to the upper side of the rod 902 and screwed with a ball screw nut 911 on the outer periphery thereof, and a motor 913 housed in a case 910 for rotating the ball screw nut 911.

  In the damping force generating element 9A, the cylinder 900 of the fluid pressure damper 90 is connected to the sprung member U, and the output shaft 912 of the actuator 91 is connected to the unsprung member L via the link 5A. The rod 902 of the fluid pressure damper 90 is connected to the unsprung member L via the output shaft 912, and the case 910 of the actuator 91 is connected to the sprung member U via the cylinder 900.

  When the damping force generating element 9A is attached to the vehicle in this way, the output shaft 912 and the ball screw nut 911 are prevented from rotating together. Therefore, when the ball screw nut 911 is rotationally driven by the motor 913, the rotational motion of the ball screw nut 911 is converted into the linear motion of the output shaft 912 by the feed screw mechanism, and the actuator 91 expands and contracts. The magnitude and direction of the thrust exerted by the actuator 91 can be controlled by controlling the torque of the motor 913.

  As described above, the rod 902 of the fluid pressure damper 90 is connected to the output shaft 912 of the actuator 91. For this reason, in the damping force generation element 9 </ b> A, the rod 902 of the fluid pressure damper 90 can be driven by the actuator 91. When the rod 902 is driven by the actuator 91, the rod 902 enters and exits the cylinder 900, the fluid pressure damper 90 expands and contracts, and exhibits a damping force.

  As described above, in the damping force generating element 9A shown in FIG. 4, the fluid pressure damper 90 and the actuator 91 are in series because of the structure (arrangement), but the damping force of the fluid pressure damper 90 and the thrust of the actuator 91 are parallel. The fluid pressure damper 90 and the actuator 91 are arranged in parallel in terms of function. For this reason, even when the suspension device S1 includes the damping force generating element 9A instead of the actuator 2, the suspension device can be an active suspension, and when the thrust of the actuator 91 is insufficient, the insufficient thrust is obtained. It can be supplemented by a fluid pressure damper 90.

  This is because, for example, when the sprung member U and the unsprung member L are separated by an external force and the actuator 91 exerts a thrust to suppress the separation, that is, a thrust in the contraction direction, the fluid pressure damper 90 extends. This is because the damping force generated by the operation also acts in the direction of suppressing the separation. Similarly, when the sprung member U and the unsprung member L approach each other due to an external force and the actuator 91 exerts a thrust that suppresses the approach, that is, a thrust in the extension direction, the fluid pressure damper 90 is A damping force generated by contraction also acts in a direction to suppress the approach.

  Therefore, according to the damper / actuator integrated damping force generating element 9A in which the fluid pressure damper 90 and the electric actuator 91 are integrated, the motor 913 can be reduced in size and energy can be saved. When the motor 913 is downsized, the damping force generating element 9A itself can be downsized, so that the mountability of the damping force generating element 9A is improved. Furthermore, since the fluid pressure damper 90 and the actuator 91 are integrated, the mountability of the damping force generating element 9A is good. Further, since the fluid pressure damper 90 and the actuator 91 are arranged in series (vertically arranged), the damping force generating element 9A is not bulky in the radial direction, and the mounting ability of the damping force generating element 9A can be further improved.

  Subsequently, the damping force generation element 9B shown in FIG. 5 is obtained by changing the actuator 91 of the damping force generation element 9A of FIG. The linear motor 92 includes a cylindrical case 920 coaxially connected to the upper side of the cylinder 900, a coil 921 attached to the inner periphery of the case 920, an output shaft 922 coaxially connected to the upper side of the rod 902, and an output shaft 922. And a field 923 that is held and faces the coil 921. The field 923 includes a plurality of permanent magnets 924 arranged in the axial direction of the output shaft 922 and a yoke 925 interposed between the permanent magnets 924. Permanent magnets 924 are arranged such that S poles and N poles appear alternately along the axial direction of output shaft 922. A plurality of coils 921 are provided on the inner periphery of the case 920 along the axial direction. Then, by controlling the amount and direction of current flowing through each coil 921, the magnitude and direction of the thrust exerted on the linear motor 92 can be controlled.

  As described above, when the actuator is the linear motor 92, since there is no rotating element in the actuator portion, an extra inertia force such as an inertia moment does not occur. In general, when such an inertial force is large, vibration transmission characteristics are adversely affected. Therefore, according to the above configuration, it is possible to reduce the deterioration of the ride comfort due to the inertial force, and to further improve the ride comfort of the vehicle.

  The configuration of the damper / actuator integrated damping force generating element is not limited to that shown in FIGS. For example, in the damping force generating elements 9A and 9B, the cylinder 900 of the fluid pressure damper 90 and the case 91, 920 of the actuator 91 or the linear motor 92 are integrally formed as one component. After being formed (separately formed), they may be connected and integrated by welding, screwing or the like. Similarly, the rod 902 of the fluid pressure damper 90 and the output shafts 912 and 922 of the actuator 91 or the linear motor 92 are integrally formed as one component, but after these are formed individually, welding is performed. They may be integrated by bonding or the like.

  Further, in the damping force generating elements 9A and 9B, the rod 902 of the fluid pressure damper 90 projects upward from the cylinder 900, and the actuator 91 or the linear motor 92 is disposed above the fluid pressure damper 90. However, the rod 902 of the fluid pressure damper 90 may protrude downward from the cylinder 900, and the arrangement of the actuator 91 or the linear motor 92 and the fluid pressure damper 90 may be upside down.

  Further, in the damping force generating elements 9A and 9B, the fluid pressure damper 90 is a single rod type, and the rod 902 projects out of the cylinder 900 from one side of the piston 901. Then, the change in volume in the cylinder corresponding to the volume of the rod appears and the change in volume of the liquid due to the temperature change is compensated in the air chamber G (hereinafter referred to as temperature compensation). However, the fluid pressure damper 90 may be set to a double rod type, and the rod 902 may protrude out of the cylinder 900 from both sides of the piston 901. The air chamber G is partitioned from the room R4 by the free piston 903, but these may be partitioned by a bladder or a bellows. Furthermore, the fluid pressure damper 90 may include a reservoir having a liquid reservoir chamber and an air chamber instead of the air chamber G, and temperature compensation or the like may be performed using the reservoir. In the fluid pressure damper 90, the air chamber G is formed in the cylinder 900, and the fluid pressure damper 90 is a single cylinder type. However, the tank having the air chamber G or the reservoir is separately installed from the cylinder 900. Or an outer cylinder may be provided on the outer periphery of the cylinder 900, and the air chamber G and the liquid reservoir chamber may be provided therebetween. Furthermore, in the fluid pressure damper 90, liquid is used as the working fluid, but gas may be used.

  Further, in the present embodiment, the sprung member U includes the vehicle body B, the link 5A is attached to the sprung member U, and has a link member 50 that is rotatable about an axis extending in the front-rear direction of the vehicle body B. Composed. The link member 50 includes an arm portion 50 b connected to the rod 32 and an arm portion 50 c connected to the actuator (damping force generating element) 2. The state in which the shaft extends in the front-rear direction of the vehicle body B includes a state in which the shaft is slightly inclined to the left and right, and may be extended in the front-rear direction as a whole. According to the above configuration, the actuator (damping force generating element) 2 is easily provided in the engine room. In addition, in the present embodiment, the rod 32 of the dynamic damper 3 constitutes a part of the link 5A, and both ends protrude outward from the outer cylinder 30. Thus, in this embodiment, since the dynamic damper 3 is a double rod type, the link 5A for connecting the rod 32 to the spring actuator (damping force generating element) 2 and the unsprung member L is configured. This can be used as a link member to reduce the number of parts.

  The link 5A of the present embodiment is configured by two link members, one link member being the rod 32 and the other link member being the link member 50, but the configuration of the link 5A can be changed as appropriate. For example, the link 5A may include one or three or more link members, and the connection structure between the damping force generation element and the unsprung member L can be changed as appropriate. For example, the lower end of the rod 32 may be directly connected to a knuckle (not shown) that supports the wheel W instead of the arm 4. Further, as shown in FIG. 6, when the suspension device S <b> 2 includes an upper arm 40 and a lower arm 41 that support the wheels W so as to be vertically movable side by side, the link 5 </ b> B is extended from the upper arm (arm) 40. The lever 51 may also be used. In this case as well, the actuator (damping force generating element) 2 can be easily provided in the engine room as in the suspension device S1. The lever 51 may be extended from the lower arm 41. Such a change is possible even when the damping force generating element is an actuator, a fluid pressure damper, or a damper / actuator integrated type.

  Furthermore, when the link 5B is configured without including the rod 32 of the dynamic damper 3 as in the suspension device S2, the dynamic damper 3 may be a single rod type or a double rod type. The upper end of the rod 32 may be supported by the bearing 6 (FIG. 7) or the arm 8 (FIG. 8) attached to the sprung member U so as to be movable up and down. 2 and 6, the actuator (damping force generating element) 2 is provided in the engine room. However, in the case of a hybrid vehicle, the engine is downsized, and the electric vehicle (EV ), An engine is not necessary, so that it is easy to secure a mounting space for a damping force generating element such as the actuator 2 as compared with a conventional gasoline vehicle. Further, when the vehicle is a hybrid vehicle or an electric vehicle, the storage battery may be used as the weight of the dynamic damper 3. In this case, the weight of the dynamic damper 3 does not become a dead weight, and the weight of the vehicle can be reduced. Such a change is possible regardless of the configuration of the damping force generation element and the configuration of the link 5A.

  In the present embodiment, the dynamic damper 3 is connected to the rod 32 and divides the inside of the outer cylinder 30 into two chambers R1 and R2, and the two chambers R1 and R2 communicate with each other. And a damping passage 31a that provides resistance to the flow of liquid flowing through the two chambers R1 and R2. That is, the dynamic damper 3 includes the dynamic cylinder damping force generating element 3A (FIG. 1) that includes the outer cylinder 30, the piston 31, and the rod 32 and suppresses the movement of the outer cylinder (weight) 30. Since the damping force generating element 3A for the damper can exhibit a damping force that suppresses the relative movement of the rod 32 and the outer cylinder (weight) 30, vibration of the resonance frequency of the unsprung member L and its surrounding region can be suppressed. The dynamic damper damping force generating element 3A may be eliminated. Further, the configuration for the dynamic damper damping force generating element 3A to exhibit the damping force is not limited to the above, and can be appropriately changed.

  Moreover, in this Embodiment, the weight of the dynamic damper 3 is the outer cylinder 30 by which the rod 32 is inserted inside. For this reason, the number of parts can be reduced by using the outer cylinder 30 that is a weight as a part of the damping force generating element 3A for the dynamic damper, but a member that functions as an outer cylinder and a member that functions as a weight may be provided separately. The configuration of the dynamic damper 3 can be changed as appropriate.

  In the present embodiment, the dynamic damper 3 supports a rod 32 connected to the unsprung member L, an outer cylinder (weight) 30 attached to the rod 32 so as to be movable in the axial direction, and supports the outer cylinder 30. And a spring 33. Thus, in this embodiment, since the dynamic damper 3 is directly connected to the unsprung member L, the vibration suppressing effect of the unsprung member L is high. Note that the dynamic damper 3 may be attached to the sprung member U to indirectly suppress the vibration of the unsprung member L.

  In the present embodiment, the suspension device S1 is connected to the dynamic damper 3 that dampens the unsprung member L and the sprung member U and is also connected to the unsprung member L via the link 5A. (Damping force generating element) 2. That is, since the actuator (damping force generating element) 2 interposed between the sprung member U and the unsprung member L is connected to the unsprung member L via the link 5A, the structure of the link 5A is reduced. Accordingly, the mounting position of the actuator (damping force generating element) 2 can be freely changed.

  Therefore, in a conventional suspension device that does not include a dynamic damper, the damping force generating element is moved from the space K between the wheel W and the vehicle body B, where the damping force generating element is provided, to the dynamic damper. Therefore, it is possible to easily secure a mounting space for the dynamic damper 3. Furthermore, as described above, the actuator (damping force generating element) 2 may be connected to the unsprung member L via the link 5A, and the position thereof can be freely selected according to the configuration of the link 5A. It is easy to secure a space for mounting the force generating element. That is, according to the suspension device S1, both the dynamic damper 3 and the damping force generating element can be easily provided, and the practicality is high.

  Furthermore, in the suspension device S1, since the dynamic damper 3 and the actuator (damping force generating element) 2 are used in combination, the actuator (damping force generating element) 2 can be downsized. Then, since the installation space of the actuator (damping force generating element) 2 can be afforded, the degree of freedom of the installation location of the actuator (damping force generating element) 2 and the link 5A is improved.

  And since the said effect is acquired irrespective of the structure of link 5A and a damping force generation element, it cannot be overemphasized that the suspension apparatus S2 and the suspension device which replaced actuator 2 with damping force generation element 9A, 9B are acquired. is there.

<Second Embodiment>
Next, the suspension device S3 according to the second embodiment of the present invention will be described. The suspension device S3 of the present embodiment shown in FIG. 7 is different from the suspension device S1 in that the rod 32 of the dynamic damper 3 does not constitute the link 5C and includes a link 5C different from the link 5A. This is the same as the suspension device S1. Therefore, in the suspension device S3 of the present embodiment, the configuration different from the suspension device S1 of the first embodiment will be described in detail below, and the other components will be denoted by the same reference numerals and detailed description thereof will be omitted.

  In the present embodiment, the rod 32 of the dynamic damper 3 is swingably connected to the arm 4 that supports the wheel W so as to move up and down, and extends upward in the vertical direction from the arm 4 toward the vehicle body B. . The upper end of the rod 32 is inserted into an annular bearing 6 fixed to the vehicle body B, and is supported by the bearing 6 so as to be movable up and down. The outer cylinder 30 that is the weight of the dynamic damper 3 is supported by a spring 33. For this reason, when the unsprung member L vibrates up and down, for example, when the vehicle travels on an uneven road surface, the dynamic damper 3 causes the outer cylinder (weight) 30 to vibrate up and down. The vibration of the unsprung member L can be suppressed by applying the inertia force of the outer cylinder 30 as a reaction force.

  Subsequently, the link 5C in the present embodiment is connected to the arm 4 so as to be swingable in the front-rear direction of the vehicle body B, and to the front end of the first link member 52 and connected to the end of the vehicle body B. A second link member 53 that rotates about a shaft extending in the left-right direction. The second link member 53 is substantially U-shaped in a plan view, is rotatably supported by a bracket 7 fixed to the sprung member U, extends in the vehicle width direction, and a bar portion through which the shaft passes through the center. 53a and a pair of arm portions 53b and 53c extending opposite to each other from both ends of the bar portion 53a. The tip of one arm portion 53b is connected to the tip of the first link member 52, and the tip of the other arm portion 53c is connected to the tip of the rod of the actuator 2 that is a damping force generating element. Further, although not shown, the actuator 2 is also mounted on the left and right wheels paired with the wheel W shown in FIG. 7 symmetrically via the arm 4, the first link member 52 and the second link member 53. . The state in which the shaft extends to the left and right of the vehicle body B includes a state in which the shaft is slightly tilted back and forth, and may be extended to the left and right as a whole.

  According to the above configuration, when the actuator 2 exerts a thrust in the extension or contraction direction, the thrust rotates the arm portions 53 b and 53 c of the second link member 53 upward or downward, and via the first link member 52. It acts in the direction of pulling up or pushing down the wheel W. Therefore, when the thrust of the actuator 2 is controlled, the thrust can be applied in a direction to suppress the vibration of the sprung member U, and the actuator 2 functions as a damping force generating element for suppressing (attenuating) the vibration. Further, the second link member 53 may be provided with a mechanism that generates elasticity, for example, a torsional stress such as a stabilizer, so that the second link member 53 functions as a cushion. Can ease the transmission.

  Hereinafter, the function and effect of the suspension device S3 according to the present embodiment will be described.

  In the present embodiment, the dynamic damper 3 is a double rod type, and the upper end of the rod 32 is supported by a bearing 6 attached to the sprung member U so as to be movable up and down. For this reason, it is possible to prevent the vibration of the unsprung member L from being transmitted to the sprung member U via the rod 32 and to prevent the dynamic damper 3 from being inclined from the initially set angle due to the vibration. However, the dynamic damper 3 may be supported so that the upper end of the rod 32 can be moved up and down by an arm 8 swingably attached to the sprung member U as shown in FIG. 8, as shown in FIG. A single rod type may be used, and the configuration can be changed as appropriate.

  Further, in the present embodiment, the sprung member U includes the vehicle body B, and the link 5C is attached to the sprung member U, and is a second link member (link) that is rotatable about an axis extending to the left and right of the vehicle body B. Member) 53. The second link member (link member) 53 is rotatably supported by the bracket 7 attached to the sprung member U, and is opposed to the bar portion 53a provided along the axis and from both ends of the bar portion 53a. And a pair of arm portions 53b and 53c extending. The tip of one arm portion 53 b is connected to the unsprung member L, and the tip of the other arm portion 53 c is connected to the actuator (damping force generating element) 2. For this reason, in the suspension device S3, even when the damping force generating element such as the actuator 2 cannot be attached to the engine room, the damping force generating element is moved from the space K between the wheel W and the vehicle body B, and the space K can be used for the dynamic damper 3.

  Further, in the present embodiment, the suspension device S3 is the actuator 2 having a linear damping force generating element, like the suspension device S1 of the first embodiment, and the unsprung member L with respect to the unsprung member U. Is moved into a linear motion by the link 5C. For this reason, the same effect as that of the first embodiment can be obtained. However, even if the damping force generation element of the suspension device S3 is a fluid pressure damper as in the first embodiment, A damper / actuator integrated type or a rotary type may be used, and the suspension device S3 may be active, semi-active, or passive. When the damping force generating element of the suspension device S3 is a motor, the suspension device S3 is provided at, for example, a connecting portion between the bar portion 53a of the second link member 53 and the bracket 7 or the like.

  In the present embodiment, the suspension device S3 is connected to the dynamic damper 3 for damping the unsprung member L and the sprung member U, similarly to the suspension device S1 of the first embodiment. An actuator (damping force generating element) 2 connected to the unsprung member L via a link 5C is provided. That is, also in the present embodiment, the actuator (damping force generating element) 2 interposed between the sprung member U and the unsprung member L is connected to the unsprung member L via the link 5C. Therefore, both the dynamic damper 3 and the damping force generating element can be easily provided, and the practicality is high. Furthermore, since the dynamic damper 3 and the actuator (damping force generating element) 2 are also used in the suspension device S3, the actuator (damping force generating element) 2 can be downsized.

  Although the preferred embodiments of the present invention have been described in detail above, modifications, changes and modifications can be made without departing from the scope of the claims.

B ... Vehicle body, L ... Unsprung member, R1, R2 ... Room, S1, S2, S3 ... Suspension device, U ... Sprung member, W ... Wheel, 2. Actuators (damping force generating elements), 3 ... dynamic damper, 5A, 5B, 5C ... link, 7 ... bracket, 9A, 9B ... damping force generating element, 30 ... outer cylinder ( (Weight), 31 ... piston, 31a ... damping path, 32 ... rod, 33 ... spring, 40 ... upper arm (arm), 50 ... link member, 50b, 50c ... · Arm portion, 51 ··· Lever, 53 ··· Second link member (link member), 53a ··· Bar portion, 53b and 53c · · · Arm portion, 90 ··· Fluid pressure damper, 91 ···・ Actuator, 92 ... Linear motor (Actuator , 900 ... cylinder, 902 ... rod

Claims (13)

A dynamic damper for damping the unsprung member,
A suspension device comprising a damping force generating element coupled to the sprung member and coupled to the unsprung member via a link. The suspension according to claim 1, wherein the dynamic damper includes a rod connected to the unsprung member, a weight attached to the rod so as to be axially movable, and a spring that supports the weight. apparatus. The suspension device according to claim 2, wherein the weight is an outer cylinder into which the rod is inserted. The dynamic damper includes a piston that is connected to the rod and divides the inside of the outer cylinder into two chambers, and a damping passage that communicates the two chambers and provides resistance to the flow of liquid that passes through the two chambers. The suspension device according to claim 3, comprising: The suspension device according to claim 3 or 4, wherein the rod constitutes a part of the link, and both ends protrude outward from the outer cylinder. The sprung member includes a vehicle body,
The link is configured to include a link member attached to the sprung member and rotatable about an axis extending in the front-rear direction of the vehicle body,
The suspension device according to claim 5, wherein the link member includes an arm portion coupled to the rod and an arm portion coupled to the damping force generation element. The unsprung member has a wheel and an arm that connects the wheel and the sprung member,
The suspension device according to any one of claims 1 to 4, wherein the link includes a lever extending from the arm. The sprung member includes a vehicle body,
The link is configured to include a link member that is attached to the sprung member and is rotatable about an axis extending to the left and right of the vehicle body,
The link member includes a bar portion provided along the axis and rotatably supported by a bracket attached to the sprung member, and a pair of arm portions extending opposite to each other from both ends of the bar portion. ,
The tip of one of the arm portions is connected to the unsprung member, and the tip of the other arm portion is connected to the damping force generating element. The suspension device according to one item. The weight is a storage battery. The claim 2, the claim 3, the claim 4, the claim 5, the claim 7, the claim 7, the claim 7, or the claim 4 characterized by the above-mentioned. The suspension device according to claim 8, wherein 2, 3 or 4 is cited. The suspension device according to any one of claims 1 to 9, wherein the damping force generation element is an actuator or a fluid pressure damper. The damping force generating element includes a cylinder and a rod inserted into the cylinder so as to be movable in the axial direction, and a fluid pressure damper that generates a damping force during expansion and contraction; and the rod can be driven in the axial direction. It has an actuator. The suspension apparatus as described in any one of Claims 1-9 characterized by the above-mentioned. The damping force generating element is a linear type,
The suspension device according to any one of claims 1 to 11, wherein vertical movement of the unsprung member with respect to the sprung member is converted into linear motion by the link. The suspension device according to any one of claims 1 to 10, wherein the damping force generation element is a rotary type and is provided on a rotation shaft portion of the link.

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