JP2020147179A - Damping device for vehicle and damping structure therefor - Google Patents

Abstract

To provide a damping device for vehicle capable of inhibiting oscillation of a vehicle during travel by a mechanical structure seldom having the risk of failure without using electronic components such as a sensor, an electronic controller or the like.SOLUTION: A damping device comprises: a hydraulic power source 10 and hydraulic cylinder 20; a switching mechanism 30 having a supply stop mode stopping supply of a hydraulic fluid from the hydraulic power source 10, a first supply mode supplying the hydraulic fluid from the source 10 to a first oil sac R1 to contract the hydraulic cylinder 20 and a second supply mode supplying the hydraulic fluid from the source 10 to a second oil sac R2 to elongate the cylinder 20; a linkage mechanism 40 switching the switching mechanism 30 from the supply stop mode to the first/second supply modes by connecting an axle A2 to a valve body 32 and moving that body 32 by rising/lowering of the axle A2; and an interlock mechanism 50 switching the mechanism 30 to the supply stop mode by moving a spool 31 toward the valve body 32 by rising/lowering of a piston rod 22.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle vibration damping device and a vibration damping structure that suppresses vibration of the vehicle without using electrical control.

Conventionally, the vibration damping device electrically measures (detects) disturbance inputs such as vibration of a building during an earthquake and vibration of a moving vehicle by a sensor, and the detection data is an electronic control device such as a computer or an electric arithmetic circuit. A target signal is given to a vibration damping drive device such as an actuator for control (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2011-26923

However, in the above-mentioned vibration damping device, the measurement and arithmetic processing are minute electric signal processing using electronic control parts, and since they are complicated and precise, there is a risk of failure due to trivial causes. In this case, the entire vibration damping device cannot perform the desired function.

For example, even when an active vibration damping device is constructed, if a failure occurs in the vibration damping device, the vibration damping device may run out of control and damage the vehicle or the like. For this reason, most active vibration damping devices are used by turning off the power of the control device and reducing the specifications to purely mechanical driven vibration (passive).

In other words, although the ideal one is theoretically feasible, in practice, safety is prioritized, so the effect is reduced, but most of them are used in passive control. ing.

The present invention has been made in view of the above circumstances, and does not use electronic components such as sensors and electronic control units. Therefore, the vibration of the vehicle during traveling with a mechanical configuration with less risk of failure. It is an object of the present invention to provide a vibration damping device and a vibration damping structure of a vehicle capable of suppressing the vibration.

The invention according to claim 1 has a hydraulic source for supplying and recovering hydraulic oil, a piston rod and a cylinder with a piston, and one of the piston rod and the cylinder is attached to an axle in a vehicle vibration damping device. It is shortened by being connected and the other is connected to the vehicle body, the first oil chamber and the second oil chamber are formed with the piston in between, and hydraulic oil is supplied to the first oil chamber and the second oil chamber, respectively. A supply stop mode that has an extending hydraulic cylinder, a spool, and a valve body to stop hydraulic oil from the hydraulic source, and a first that supplies hydraulic oil from the hydraulic source to the first oil chamber to shorten the hydraulic cylinder. A switching mechanism having a supply mode and a second supply mode in which hydraulic oil from a hydraulic source is supplied to a second oil chamber to extend a hydraulic cylinder is connected to an axle and a valve body, and the axle is raised or lowered. The link mechanism that moves the valve body to switch the switching mechanism between the first supply mode and the second supply mode is connected to the piston rod and the spool, and the spool is moved with respect to the valve body by raising and lowering the piston rod. It is characterized by including an interlocking mechanism in which the switching mechanism is set to the supply stop mode.

The invention according to claim 2 is the vehicle vibration damping device according to claim 1, wherein in the first supply mode, the switching mechanism recovers the hydraulic oil in the second oil chamber and returns it to the hydraulic source, and the second supply mode. The hydraulic oil in the first oil chamber is recovered and returned to the hydraulic source.

The invention according to claim 3 is the vehicle vibration damping device according to claim 2, wherein the valve body has a supply port to which hydraulic oil of a hydraulic source is supplied, a first port communicating with a first oil chamber, and a first port. A first recovery port for collecting hydraulic oil from port 1 to a hydraulic source, a second port communicating with a second oil chamber, and a second recovery port for collecting hydraulic oil from a second port to a hydraulic source. It is characterized by having.

The invention according to claim 4 is the vehicle vibration damping device according to claim 3, wherein the link mechanism moves the valve body by raising the axle to communicate the supply port and the first port and the second port. The feature is that the valve body is moved by lowering the axle to communicate with the supply port and the second port, and also to communicate with the first port and the first collection port. To do.

The invention according to claim 5 is the vehicle vibration damping device according to any one of claims 3 to 4, wherein the interlocking mechanism raises and lowers the spool with respect to the valve body by raising and lowering the piston rod. The first port and the second port are closed.

The invention according to claim 6 is characterized in that, in the vehicle vibration damping device according to any one of claims 1 to 5, the hydraulic cylinder is connected to the axle or the vehicle body via a spring and a damper. And.

The invention according to claim 7 is the vibration damping device for the vehicle according to any one of claims 1 to 6, wherein the link mechanism is a turning mechanism that tilts the vehicle body inward in the turning direction when the vehicle turns. It is characterized by having.

The invention according to claim 8 is any of claims 1 to 6, respectively, which are arranged between the four axles supporting the four wheels and the four axles and the vehicle body in the vibration damping structure of the vehicle. It is characterized by comprising the vehicle vibration damping device according to claim 1.

According to the invention of claim 1, for example, when the axle is raised and the distance between the vehicle body and the axle is shortened, the hydraulic cylinder connecting the axle and the vehicle body is shortened.

That is, when the axle rises, the valve body moves (rises) by the link mechanism, and the switching mechanism switches from the supply stop mode to the first supply mode. The first supply mode of this switching mechanism is a mode in which hydraulic oil from the hydraulic source is supplied to the first oil chamber of the hydraulic cylinder to shorten the hydraulic cylinder. Further, when the hydraulic cylinder is shortened (the piston rod is raised), the spool is moved (raised) by the interlocking mechanism. By moving (raising) the spool, the switching mechanism changes from the first supply mode to the supply stop mode, and the hydraulic oil from the hydraulic source is stopped.
On the other hand, for example, when the axle is lowered and the distance between the vehicle body and the axle becomes long, the hydraulic cylinder connecting the axle and the vehicle body is extended.

That is, when the axle is lowered, the valve body is moved (lowered) by the link mechanism, and the switching mechanism is switched from the supply stop mode to the second supply mode. The second supply mode of this switching mechanism is a mode in which hydraulic oil from the hydraulic source is supplied to the second oil chamber of the hydraulic cylinder to extend the hydraulic cylinder. Further, when the hydraulic cylinder is extended (the piston rod is lowered), the spool is moved (lowered) by the interlocking mechanism. By moving (lowering) the spool, the switching mechanism changes from the second supply mode to the supply stop mode, and the hydraulic oil from the hydraulic source is stopped.

As described above, when the axle is about to rise with respect to the vehicle body, the hydraulic cylinder is shortened by the link mechanism at first, but then the shortening of the hydraulic cylinder is stopped by the interlocking mechanism. Similarly, when the axle is about to descend with respect to the vehicle body, the hydraulic cylinder is initially extended by the link mechanism, but then the extension of the hydraulic cylinder is stopped by the interlocking mechanism. As a result, for example, even if the axle is raised or lowered due to the unevenness of the road surface, the influence on the vehicle body can be suppressed to a small extent.

As described above, electronic components such as sensors and electronic control devices are not used, and therefore, vibration of the vehicle during traveling can be suppressed by a mechanical configuration with less risk of failure.

According to the invention of claim 2, in the first supply mode, the switching mechanism supplies the hydraulic oil to the first oil chamber, collects the hydraulic oil from the second oil chamber and returns it to the hydraulic source, and returns to the hydraulic source, and the second supply mode In, the hydraulic oil is supplied to the second oil chamber, and the hydraulic oil in the first oil chamber is recovered and returned to the hydraulic source.
As a result, the hydraulic cylinder can be smoothly shortened and extended.

According to the invention of claim 3, the valve body collects the hydraulic oil from the hydraulic source from the supply port to which the hydraulic oil of the hydraulic source is supplied, the first port communicating with the first oil chamber, and the hydraulic oil from the first port. It has a first recovery port, a second port communicating with the second oil chamber, and a second recovery port for recovering hydraulic oil from the second port to a hydraulic source.

As a result, the supply port is supplied with the hydraulic oil of the hydraulic source, the first port communicates with the first oil chamber, and the first recovery port collects the hydraulic oil from the first port to the hydraulic source. The two ports communicate with the second oil chamber, and the second recovery port can recover the hydraulic oil from the second port to the hydraulic source.

According to the invention of claim 4, the link mechanism moves the valve body by raising the axle to communicate the supply port and the first port, so that the hydraulic oil supplied to the supply port is passed through the first port. Since the oil is supplied to the first oil chamber and the second port and the second recovery port are communicated with each other, the hydraulic oil in the second oil chamber can be recovered to the hydraulic source via the second port. Further, the link mechanism moves the valve body by lowering the axle to communicate the supply port and the second port, so that the hydraulic oil supplied to the supply port is supplied to the second oil chamber via the second port. Further, since the first port and the first recovery port are communicated with each other, the hydraulic oil in the first oil chamber can be recovered to the hydraulic source via the first port.

According to the invention of claim 5, the interlocking mechanism can raise and lower the spool with respect to the valve body by raising and lowering the piston rod, and close the first port and the second port.
This makes it possible to prevent the hydraulic cylinder from being over-shortened (too short) and over-extended (over-extended).

According to the invention of claim 6, since the hydraulic cylinder is connected to the axle or the vehicle body via a spring and a damper, the impact on the vehicle body due to the shortening operation and the extending operation of the hydraulic cylinder can be alleviated.

According to the invention of claim 7, since the link mechanism has a turning mechanism that tilts the vehicle body inside the turning direction when the vehicle turns, the vehicle body moves outside the turning direction when there is no turning mechanism. Where it is difficult to drive because it tends to tilt, the vehicle body tilts inward, making it easier to drive.

According to the invention of claim 8, the vibration damping structure of the vehicle is arranged between the four axles supporting the four wheels and the four axles and the vehicle body, respectively, according to claims 1 to 6. Since the vehicle vibration damping device according to any one of the items is provided, the shaking of the vehicle body for each axle can be reduced, and the shaking of the vehicle body as a whole can be suppressed to be small.

It is a figure which schematically explains the structure and operation of the vibration damping device 1 of a vehicle. It is an enlarged view of a part of FIG.

Hereinafter, embodiments to which the present invention is applied will be described in detail with reference to the drawings. In each drawing, the members and the like having the same reference numerals have the same or similar configurations, and duplicate description thereof will be omitted as appropriate. Further, in each drawing, members and the like that are not necessary for explanation are omitted as appropriate.
<Embodiment 1>
The vehicle vibration damping device 1 according to the first embodiment to which the present invention is applied will be described with reference to FIGS. 1 and 2.

FIG. 1 is a diagram schematically illustrating the configuration and operation of the vehicle vibration damping device 1 (hereinafter, simply referred to as the vibration damping device 1) when the vehicle A is viewed from the rear side. As shown in the figure, similar vibration damping devices 1 and 1 are arranged on the left side and the right side of the rear part of the vehicle body A1 between the vehicle body A1 and the left and right axles A2 and A2. There is. Rear wheels A3 and A3 are attached to the left and right ends of the left and right axles A2 and A2, respectively. Further, although not shown, a similar vibration damping device is also arranged between the vehicle body A1 and the front axle that supports the front wheels. That is, four vibration damping devices 1 are arranged corresponding to the four axles A2 to form a vehicle vibration damping structure M (hereinafter, simply referred to as a vibration damping structure M).

First, the vibration damping device 1 will be described with reference to FIG. Note that FIG. 2 is an enlarged view of the vibration damping device 1 arranged on the left side of the rear portion shown in FIG. In the following description, the up / down / left / right indicated by the arrows in FIGS. 1 and 2 will be described as corresponding to the up / down / left / right of the vehicle A, the vibration damping device 1, and the vibration damping structure M.
As shown in FIG. 2, the vibration damping device 1 includes a hydraulic source 10, a hydraulic cylinder 20, a switching mechanism 30, a link mechanism 40, and an interlocking mechanism 50.
First, the configuration from the hydraulic source 10 to the interlocking mechanism 50 will be described, and then the operation of the vibration damping device 1 as a whole will be described.

The hydraulic source 10 has a tank 11 and a pump 12. The pump 12 boosts the hydraulic oil stored in the tank 11 and supplies it to the switching mechanism 30 described later via the oil passage p1. On the other hand, the hydraulic oil is collected from the switching mechanism 30 into the tank 11 via the oil passages p2, p3 and p4.

The hydraulic cylinder 20 has a piston rod 22 with a piston 21 and a cylinder 23. One of the piston rod 22 and the cylinder 23 is connected to the axle A2, and the other is connected to the vehicle body A1. In the present embodiment, the piston rod 22 is connected to the axle A2 via the spring & damper 24, and the cylinder 23 is connected to the vehicle body A1. In the hydraulic cylinder 20, a first oil chamber R1 and a second oil chamber R2 are formed with the piston 21 interposed therebetween. The first oil chamber R1 is formed with a port a to which hydraulic oil is supplied and recovered, and the second oil chamber R2 is formed with a port b to which hydraulic oil is supplied and recovered.

As will be described later, in the hydraulic cylinder 20, when the hydraulic oil is supplied from the port a to the first oil chamber R1 and the hydraulic oil is recovered from the second oil chamber R2 via the port b, the piston 21 and the piston rod 22 rises and the entire hydraulic cylinder 20 is shortened. On the contrary, in the hydraulic cylinder 20, when the hydraulic oil is supplied from the port b to the second oil chamber R2 and the hydraulic oil is recovered from the first oil chamber R1 via the port a, the piston 21 and the piston The rod 22 is lowered, and the entire hydraulic cylinder 20 is extended.

The switching mechanism 30 has a spool 31 and a valve body 32. The valve body 32 has five ports. A supply port c to which the hydraulic oil of the hydraulic source 10 is supplied, a first port d communicating with the first oil chamber R1, a first recovery port f for collecting the hydraulic oil from the first port d to the hydraulic source 10, and a second. There are five ports, a second port e communicating with the oil chamber R2, and a second recovery port g for recovering the hydraulic oil from the second port e to the hydraulic source 10. Of these, the supply port c communicates with the oil passage p1 from the hydraulic source 10, the first port d communicates with the port a of the hydraulic cylinder 20 via the oil passage p5, and the second port e communicates with the oil passage p6. The first recovery port f communicates with the oil passage p2, and the second recovery port g communicates with the oil passage p3 via the port b of the hydraulic cylinder 20.
The switching mechanism 30 has three modes.

First, there is a supply stop mode. This supply stop mode is a mode shown in FIG. 2, and is a mode in which the hydraulic oil supplied from the hydraulic source 10 to the supply port c via the oil passage p1 is stopped by the spool 31.

The next first supply mode is a mode in which the valve body 32 is slightly above the spool 31 from the supply stop mode shown in FIG. In this first supply mode, the spool 31 that has blocked the first port d opens the first port d to communicate with the first port d and the supply port c. As a result, the hydraulic oil of the hydraulic source 10 is supplied to the first oil chamber R1 via the oil passage p1, the supply port c, the first port d, the oil passage p5, and the port a.

On the other hand, in this first supply mode, since the valve body 32 is slightly above the spool 31, the second port e and the second recovery port g of the switching mechanism 30 are communicated with each other. As a result, the hydraulic oil in the second oil chamber R2 is recovered to the hydraulic source 10 via the oil passage p6, the second port e, the second recovery port g, and the oil passages p3 and p4.

In this first supply mode, the hydraulic oil is supplied to the first oil chamber R1 while being recovered from the second oil chamber R2, so that the piston 21 and the piston rod 22 of the hydraulic cylinder 20 rise. However, the entire hydraulic cylinder 20 is shortened.

The next second supply mode is a mode in which the valve body 32 is slightly below the spool 31 from the supply stop mode shown in FIG. In this second supply mode, the spool 31 that has blocked the second port e opens the second port e to communicate with the second port e and the supply port c. As a result, the hydraulic oil of the hydraulic source 10 is supplied to the second oil chamber R2 via the oil passage p1, the supply port c, the second port e, the oil passage p6, and the port b.

On the other hand, in this second supply mode, since the valve body 32 is slightly below the spool 31, the first port d and the first recovery port f of the switching mechanism 30 are communicated with each other. As a result, the hydraulic oil in the first oil chamber R1 is recovered to the hydraulic source 10 via the oil passage p5, the first port d, the first recovery port f, and the oil passages p2 and p4.

In this second supply mode, the hydraulic oil is supplied to the second oil chamber R2 while being recovered from the first oil chamber R1, so that the piston 21 and the piston rod 22 of the hydraulic cylinder 20 are lowered. Then, the entire hydraulic cylinder 20 is extended.

The link mechanism 40 connects the axle A2 and the valve body 32. The link mechanism 40 moves the valve body 32 by ascending / descending the axle A2 to switch the switching mechanism 30 from the supply stop mode to the first supply mode and from the supply stop mode to the second supply mode. ..

The link mechanism 40 has a first link 41, a second link 42, a third link 43, a fourth link 44, and a weight 45. The lower end of the first link 41 is swingably connected to the axle A2, and the upper end is swingably connected to the middle of the second link 42. One end (left end) of the second link 42 is swingably connected to the valve body 32 of the switching mechanism 30, and the other end (right end) is swingably connected to the lower end of the third link 43. The upper end of the third link 43 is swingably connected to the left end of the fourth link 44, which is bent at approximately 90 degrees. The fourth link 44 can swing with reference to the swing center 44a set in the vehicle body A1, and a weight 45 is attached to the lower end thereof. The swivel mechanism 46 is composed of the fourth link 44 and the weight 45.
The above link mechanism 40 acts both when the vehicle A passes through the unevenness of the road surface G and when the vehicle A turns (turns) left and right.

First, when the vehicle A passes the convex of the road surface G, the axle A2 rises. As the axle A2 rises, the first link 41 rises, and further, the second link 42 rises. At this time, since the third link 43 connected to the right end of the second link 42 is suppressed from rising by the weight 45, the left end of the second link 42 rises with the right end as a fulcrum. By raising the left end of the second link 42, the valve body 32 of the switching mechanism 30 is raised. Then, as the valve body 32 rises, the switching mechanism 30 switches from the supply stop mode shown in FIG. 2 to the first supply mode, and the hydraulic cylinder 20 is shortened.

On the other hand, when the vehicle A passes through the concave portion of the road surface G, it is the opposite of the case where the vehicle A passes through the convex portion described above. That is, the axle A2 descends. As the axle A2 descends, the first link 41 descends, and further, the second link 42 descends. At this time, since the third link 43 connected to the right end of the second link 42 is suppressed from being lowered by the weight 45, the left end of the second link 42 is lowered with the right end as a fulcrum. The valve body 32 of the switching mechanism 30 is lowered by lowering the left end of the second link 42. Then, as the valve body 32 is lowered, the switching mechanism 30 switches from the supply stop mode shown in FIG. 2 to the second supply mode, and the hydraulic cylinder 20 extends.

Next, in the link mechanism 40, when the vehicle A turns to the left, the weight 45 swings relatively to the right, the left end of the fourth link 44 descends, and the third link 43 descends. At this time, the middle of the second link 42 is substantially a fulcrum, and the right end is lowered, so that the left end is raised. As the left end of the second link 42 rises, the valve body 32 rises, the switching mechanism 30 switches from the supply stop mode shown in FIG. 2 to the first supply mode, and the hydraulic cylinder 20 shortens. As a result, when turning to the left, the rise of the left side of the vehicle body A1 is suppressed, and it becomes easier to turn.

On the other hand, when the vehicle A turns to the right, the link mechanism 40 is the opposite of the above-mentioned turning to the left. That is, the weight 45 swings relatively to the left, the left end of the fourth link 44 rises, and the third link 43 rises. At this time, the middle of the second link 42 is substantially a fulcrum, and the right end rises, so the left end falls. By lowering the left end of the second link 42, the valve body 32 is lowered, the switching mechanism 30 switches from the supply stop mode shown in FIG. 2 to the second supply mode, and the hydraulic cylinder 20 is extended. As a result, when turning to the right, the lowering of the left side of the vehicle body A1 is suppressed, and it becomes easier to turn.

The interlocking mechanism 50 connects the piston rod 22 and the spool 31, and moves the spool 31 with respect to the valve body 32 by raising and lowering the piston rod, so that the switching mechanism 30 is set to the supply stop mode.

As described above, when the axle A2 rises, the link mechanism 40 first raises the valve body 32 of the switching mechanism 30, and the switching mechanism 30 switches from the supply stop mode to the first supply mode, and the piston rod. 22 goes up. The rise of the piston rod 22 is caused by the interlocking mechanism 50 to raise the spool 31. Then, as the spool 31 rises, the spool 31 closes the first port d and the second port e, and switches from the first supply mode to the supply stop mode.

On the other hand, when the axle A2 is lowered, first, the valve body 32 of the switching mechanism 30 is lowered by the link mechanism 40, the switching mechanism 30 is switched from the supply stop mode to the second supply mode, and the piston rod 22 is lowered. To do. The lowering of the piston rod 22 is caused by the interlocking mechanism 50 to lower the spool 31. Then, as the spool 31 descends, the spool 31 closes the first port d and the second port e, and switches from the second supply mode to the supply stop mode.
Next, the operation of the entire vibration damping device 1 due to the unevenness of the road surface G will be described.
First, the case where the road surface G is convex will be described.
(1) The axle A2 rises due to the convexity of the road surface G.
(2) The first link 41 and the second link 42 rise.

(3) The valve body 32 of the switching mechanism 30 rises, and the supply port c and the first port d of the valve body 32 communicate with each other, and the second port e and the second recovery port g communicate with each other.
(4) The hydraulic oil from the hydraulic source 10 is supplied to the first oil chamber R1 of the hydraulic cylinder 20 via the oil passage p1, the supply port c, the first port d, the oil passage p5, and the port a.
Further, the hydraulic oil in the second oil chamber R2 is recovered to the hydraulic source 10 via the port b, the oil passage p6, the second port e, the second recovery port g, and the oil passages p3 and p4.
(5) The piston 21 and the piston rod 22 are raised, and the entire hydraulic cylinder 20 is shortened.
The above-mentioned (3) to (5) correspond to the first supply mode of the switching mechanism 30.
(6) Since the hydraulic cylinder 20 is shortened by the amount that the axle A2 is raised and the distance between the axle A2 and the vehicle body A1 is shortened, the position of the vehicle body A1 does not change.

(7) When the piston 21 and the piston rod 22 are raised, the spool 31 is raised by the interlocking mechanism 50 to close the first port d and the second port e. This corresponds to the supply stop mode of the switching mechanism 30.
Next, the case where the road surface G is concave will be described.
(1') Axle A2 descends due to the recess of the road surface G.
(2') The first link 41 and the second link 42 descend.

(3') The valve body 32 of the switching mechanism 30 is lowered, and the supply port c and the second port e of the valve body 32 communicate with each other, and the first port d and the first recovery port f communicate with each other.
(4') The hydraulic oil from the hydraulic source 10 is supplied to the second oil chamber R2 of the hydraulic cylinder 20 via the oil passage p1, the supply port c, the second port e, the oil passage p6, and the port b. ..
Further, the hydraulic oil in the first oil chamber R1 is recovered to the hydraulic source 10 via the port a, the oil passage p5, the first port d, the first recovery port f, and the oil passages p2 and p4.
(5') The piston 21 and the piston rod 22 are lowered, and the entire hydraulic cylinder 20 is extended.
The above-mentioned (3') to (5') correspond to the second supply mode of the switching mechanism 30.
(6') Since the hydraulic cylinder 20 is extended by the amount that the axle A2 is lowered and the distance between the axle A2 and the vehicle body A1 is increased, the position of the vehicle body A1 does not change.

(7') When the piston 21 and the piston rod 22 are lowered, the spool 31 is lowered by the interlocking mechanism 50 to close the first port d and the second port e. This corresponds to the supply stop mode of the switching mechanism 30.

The vibration damping device 1 described above is effective not only when the road surface G is uneven, but also when the vehicle A turns (turns) left and right, that is, when it receives lateral acceleration in a curve.
The following will be briefly described.
1 Consider the inclination of the vehicle body A1 when turning to the left.
Normally, due to the outward acceleration, the vehicle body A1 tilts to the right and is difficult to drive.
2 The weight 45 tilts to the right.
3 The left end of the 4th link 44 descends, and the 3rd link 43 descends.
4 The right end of the second link 42 descends and the left end rises.
5 The valve body 32 of the switching mechanism 30 rises.
6 The hydraulic oil of the hydraulic source 10 is supplied to the first oil chamber R1, the piston 21 and the piston rod 22 are raised, and the entire hydraulic cylinder 20 is shortened.
7 The left side of the car body A1 goes down, and the right side goes up.
8 In this way, the vehicle body A1 that has received the lateral acceleration is inclined inward like a water boat, and it becomes easy to drive.
In the above, the case where the vehicle A turns to the left has been described, but the same applies when the vehicle A turns to the right. That is,
1'Consider the inclination of the vehicle body A1 when turning to the right.
Normally, due to the outward acceleration, the vehicle body A1 tilts to the left and is difficult to drive.
The 2'weight 45 tilts to the left.
3'The left end of the 4th link 44 rises, and the 3rd link 43 rises.
4'The right end of the second link 42 rises and the left end falls.
5'The valve body 32 of the switching mechanism 30 is lowered.
6'The hydraulic oil of the hydraulic source 10 is supplied to the second oil chamber R2, the piston 21 and the piston rod 22 are lowered, and the entire hydraulic cylinder 20 is extended.
7'The left side of the car body A1 goes up, and the right side goes down.
8'As described above, the vehicle body A1 that has received the lateral acceleration is inclined inward like a water boat, and it becomes easy to drive.

1 Vehicle vibration damping device 10 Hydraulic source 20 Hydraulic cylinder 21 Piston 22 Piston rod 23 Cylinder 24 Spring & damper 30 Switching mechanism 31 Spool 32 Valve body 40 Link mechanism 46 Swivel mechanism 50 Interlocking mechanism A1 Body A2 Axle A3 Wheel c Supply port d 1st port e 2nd port f 1st recovery port g 2nd recovery port M Vehicle vibration damping structure

Claims (8)

A hydraulic source that supplies and recovers hydraulic oil,
It has a piston rod and a cylinder with a piston, one of the piston rod and the cylinder is connected to the axle and the other is connected to the vehicle body, and the first oil chamber and the second oil sandwich the piston. A hydraulic cylinder is formed, and the hydraulic oil is supplied to the first oil chamber to shorten the length, and the hydraulic oil is supplied to the second oil chamber to extend the hydraulic cylinder.
A supply stop mode in which the spool and the valve body are individually moved to stop the hydraulic oil from the hydraulic source, and the hydraulic oil from the hydraulic source is transferred to the first oil chamber. A switching mechanism having a first supply mode in which the hydraulic cylinder is shortened by supplying the hydraulic oil to the second oil chamber and a second supply mode in which the hydraulic oil from the hydraulic source is supplied to the second oil chamber to extend the hydraulic cylinder.
The axle is connected to the valve body, the valve body is raised by raising the axle, the switching mechanism is switched from the supply stop mode to the first supply mode, and the valve is lowered by lowering the axle. A link mechanism that lowers the body to switch the switching mechanism from the supply stop mode to the second supply mode.
The piston rod and the spool are connected, and the spool rises to follow the valve body due to the rise of the piston rod, the switching mechanism is returned from the first supply mode to the supply stop mode, and the above. The spool is lowered by the lowering of the piston rod to follow the valve body, and an interlocking mechanism for returning the switching mechanism from the second supply mode to the supply stop mode is provided.
A vehicle vibration damping device that is characterized by this. The switching mechanism collects the hydraulic oil in the second oil chamber to the hydraulic source in the first supply mode, and collects the hydraulic oil in the first oil chamber to the hydraulic source in the second supply mode. ,
The vehicle vibration damping device according to claim 1. The valve body has a supply port to which the hydraulic oil of the hydraulic source is supplied, a first port communicating with the first oil chamber, and a first recovery for recovering the hydraulic oil from the first port to the hydraulic source. It has a port, a second port communicating with the second oil chamber, and a second recovery port for recovering hydraulic oil from the second port to the hydraulic source.
The vehicle vibration damping device according to claim 2. The link mechanism raises the valve body by raising the axle, communicates the supply port and the first port, communicates the second port and the second recovery port, and causes the supply stop mode. To switch to the first supply mode, and by lowering the axle, the valve body is lowered to communicate the supply port and the second port, and communicate the first port and the first recovery port. Then, the supply stop mode is switched to the second supply mode.
The vehicle vibration damping device according to claim 3. The interlocking mechanism raises the spool with respect to the valve body by raising the piston rod, closes the first port and the second port, and switches from the first supply mode to the supply stop mode. Further, by lowering the piston rod, the spool is lowered with respect to the valve body, the first port and the second port are closed, and the second supply mode is switched to the supply stop mode.
The vehicle vibration damping device according to claim 3 or 4. The hydraulic cylinder is connected to the axle or the vehicle body via a spring and a damper.
The vehicle vibration damping device according to any one of claims 1 to 5, characterized in that. The link mechanism has a turning mechanism that tilts the vehicle body inward in the turning direction when the vehicle turns.
The vehicle vibration damping device according to any one of claims 1 to 6, characterized in that. With the four axles that support the four wheels,
The vehicle vibration damping device according to any one of claims 1 to 6, which is disposed between the four axles and the vehicle body, respectively.
The vibration damping structure of the vehicle is characterized by this.

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