JP5113116B2 - Attenuator structure - Google Patents

Description

  The present invention relates to an attenuating portion structure, and more particularly to an improvement of an attenuating portion structure that enables adjustment of the damping force generated in an attenuating portion in a hydraulic shock absorber mounted on a vehicle.

  There have been various proposals for a damping unit structure that enables adjustment of the level of damping force generated by a damping unit in a hydraulic shock absorber mounted on a vehicle. Among them, for example, disclosed in Patent Document 1 In the proposal, the ride comfort in the vehicle is improved.

  That is, the damping part structure disclosed in Patent Document 1 is embodied in a hydraulic shock absorber that constitutes a rear cushion unit that is mounted on the rear wheel side of a motorcycle, for example, a motorcycle.

  The hydraulic shock absorber constituting the rear cushion unit includes a shock absorber main body whose upper and lower ends are connected to the vehicle body side and the wheel side of the motorcycle, and a tank body that is connected to the shock absorber main body and serves as a reservoir. The damping part controls the flow rate of the hydraulic oil in the communication path that allows the shock absorber body and the tank body to communicate with each other.

  That is, the damping part is disposed under the assembly structure that can be attached to and detached from the connecting part that integrally connects the shock absorber main body and the tank body to form the communication path. And a leaf valve that uses the partition body as a valve seat member, and an adjuster that adjusts the initial load on the leaf valve.

  The adjuster is disposed so as to be rotatable through a holder fixed to the housing portion, and the partition body is interposed in the rod portion, which is the tip of the adjuster. An energizing spring that energizes the leaf valve adjacent so as to be separable from the back side is interposed, and the base end of the energizing spring is supported on the holder.

  In addition, the adjuster causes the adjuster to protrude and retract with respect to the valve housing portion during the rotation operation, and moves the valve seat member in the moving direction of the adjuster when the adjuster protrudes and retracts, that is, when the adjuster moves. The initial load on the leaf valve is adjusted by changing the length.

  Therefore, in the damping part structure disclosed in Patent Document 1, a preferable damping force is obtained when the piston speed in the shock absorber body is in the middle speed region in the operating region of the leaf valve adjacent to the valve seat member. This improves the riding comfort in a vehicle equipped with a hydraulic shock absorber that embodies this damping part structure.

JP 2007-255476 A (refer to paragraphs 0029, 0031, 0052, 0056, 0060, 0062, 0063, 0065 to 0068 to 0068, and FIGS. 1 and 2 in the summary)

  However, the damping part structure disclosed in Patent Document 1 described above basically has a problem in terms of improving riding comfort in a vehicle equipped with a hydraulic shock absorber that embodies this damping part structure. Although there is no, there is a possibility that it is pointed out that there is a slight defect when considering the actual use.

  In other words, the damping part structure described above has a leaf valve, and by changing the initial load on the leaf valve, a preferable damping force is generated when the piston speed in the shock absorber body is in the middle speed range. Turn into.

  However, since the piston speed in the shock absorber body is in the high-speed region, the leaf valve is fully opened, so after the valve seat member is free to pass hydraulic oil, it is more than the attenuation of the port characteristics. I cannot expect the generation of power.

  As a result, for example, when a two-wheeled vehicle travels on a good road, even if the piston speed in the shock absorber body is in the medium speed region and the damping force in the hydraulic shock absorber is in a favorable situation, riding on the road surface protrusion or jumping When the piston speed in the shock absorber main body such as the subsequent landing is in a high speed region, the damping force in the hydraulic shock absorber tends to be insufficient, and the riding comfort in the vehicle is deteriorated.

  That is, in the damping part structure disclosed in Patent Document 1 described above, a preferable damping force cannot be generated when the piston speed in the shock absorber body is in the high speed region, and the hydraulic shock absorber embodying this damping part structure The ride comfort in vehicles equipped with cannot be improved sufficiently.

  The present invention has been developed in view of such a current situation, and the object of the present invention is to make it possible to generate a preferable damping force particularly when the piston speed is in a high speed region, and to improve the riding comfort in a vehicle. It is to provide a damping part structure that can be sufficiently improved and is optimal for expecting an improvement in its versatility.

  In order to achieve the above-described object, the structure of the damping part structure according to the present invention basically has a communication path that allows communication between one body and the other body while connecting the one body and the other body. A holder that is connected to the connecting portion under a liquid-tight structure, an adjuster that is disposed on the shaft core portion of the holder and that can be operated by operating the proximal end operating portion, and the communication path that is opposite to the adjuster side. A partition body that is defined on the adjuster side and that has a leaf valve adjacent to the end face facing the adjuster, and the working fluid from the counter-adjuster side flows out to the adjuster side through the leaf valve. In the damping part structure for generating damping force at the time, the adjuster side has an opening that allows communication between the one body or the other body and the opening area of the opening. Has a narrow shield member, the shield member is a formed by widening or narrowing the opening area of the moving above the opening during operation of the adjuster.

  Therefore, in the present invention, since the shielding member that moves by the operation of the adjuster widens or narrows the opening area of the opening that allows communication between the adjuster side and the outside in the communication path formed in the connecting portion, The flow rate of the working fluid passing therethrough can be regulated with a wide and narrow opening area, and the generated damping force when the piston speed exceeds the medium speed region and becomes the high speed region can be controlled.

It is a front view which shows the hydraulic shock absorber which actualized the damping part structure by this invention. It is an expanded sectional view of the attenuation part structure shown by the XX line position in FIG. It is a characteristic view which shows the relationship between piston speed and damping force.

  In the following, the present invention will be described based on the illustrated embodiment. The damping part structure according to the present invention is a vehicle, for example, on the rear wheel side of a motorcycle and is arranged between the vehicle body side and the wheel side. It is embodied in a hydraulic shock absorber that is a rear cushion unit that is installed and absorbs road surface vibrations input to the rear wheels.

  As shown in FIG. 1, this hydraulic shock absorber has a shock absorber body SA as one body according to the present invention and a tank body T as the other body according to the present invention. The damping part structure according to the present invention is embodied in the connecting part H having a communication path (not shown) that allows the shock absorber body SA and the tank body T to communicate with each other while the tank body T is integrally connected. An attenuating portion V is provided.

  That is, first, the shock absorber main body SA is formed in a cylindrical shape that can be expanded and contracted, and connects the upper end portion to the vehicle body side of the vehicle (not shown) and connects the lower end portion to the wheel side of the vehicle. Let

  And it sets to the inverted type which connects the rod body 2 used as a lower end side member so that it can protrude and retract with respect to the cylinder body 1 used as an upper end side member, and is interposed between the cylinder body 1 and the rod body 2. The suspension spring S is urged in the extending direction, which is the direction in which the rod body 2 comes out of the cylinder body 1.

  Incidentally, the top end of the suspension spring S in the drawing is locked to an upper spring receiver S1 formed in an annular shape that engages with a thread 1a formed on the outer periphery of the cylinder body 1, and in the drawing of the suspension spring S. The base end serving as the lower end is carried by the lower spring receiver S2 connected to the distal end portion 2a serving as the lower end portion of the rod body 2 in the drawing.

  Also, an eye 1b is integrally formed at the bottom end, which is the upper end of the cylinder body 1 in the figure, and the shock absorber body SA can be connected to the vehicle body side in the vehicle using this eye 1b. An eye 2b is formed integrally with the lower end 2a of the No. 2, and the eye 2b can be used to connect the shock absorber body SA to the wheel side of the vehicle.

  On the other hand, a piston body (not shown) held at the tip end of the rod body 2 is slidably accommodated in the cylinder body 1 filled with the working oil as the working fluid according to the present invention. The body defines a rod side chamber (not shown) and a piston side chamber R (see FIG. 2) in the cylinder body 1.

  The rod side chamber and the piston side chamber R can communicate with each other via a damping means (not shown) disposed in the piston body, and a predetermined damping force is generated when the hydraulic oil passes through the damping means. Is done.

  Further, during the contraction operation of the shock absorber main body SA in which the rod body 2 is immersed in the cylinder body 1, an amount of hydraulic oil corresponding to the excess intrusion rod volume in the piston side chamber R flows out to the tank T side described later, When the shock absorber main body SA is extended so that the rod body 2 comes out of the cylinder body 1, an amount of hydraulic oil corresponding to the retraction rod volume deficient in the piston side chamber R flows from the tank T side.

  Incidentally, the hydraulic oil reciprocating between the piston side chamber R and the tank T side passes through a later-described damping part V (see FIG. 2) that embodies the damping part structure according to the present invention.

  The tank T functions as a reservoir that allows hydraulic oil to flow into and out of the shock absorber main body SA when the shock absorber main body SA expands and contracts. In the drawing, the tank housing 3 is in the axial direction of the cylinder body 1. The horizontal direction is set so that the axial direction extends horizontally so as to cross the line.

  Incidentally, although not shown in the figure, the tank housing 3 may be set to a vertical type in which the axial direction extends in the vertical direction so as to follow the axial direction of the cylinder body 1.

  However, considering the case where the hydraulic shock absorber having the tank T is on the rear wheel side of the motorcycle and is disposed between the vehicle body side and the wheel side in the form of a single shock, the tank housing 3 is a cylinder body. Compared with the case of being arranged in the so-called vertical direction in FIG. 1, the case of being arranged in the horizontal direction as shown in the figure will be advantageous in terms of operability with respect to the attenuating portion V described later.

  The tank housing 3 is connected to a cap member 3a at the opening end which is the right end in the figure to close the opening end, and is accommodated in the tank housing 3 when the cap member 3a is connected to the opening end. An opening end (not shown) in the bladder B (see FIG. 2) is in close contact with the inner periphery of the tank housing 3.

  In the tank housing 3, an oil chamber R1 and an air chamber A are defined by the bladder B, and the oil chamber R1 communicates with the piston-side chamber R via the damping portion V and is filled with hydraulic oil. The air chamber A is filled with a gas such as an inert gas, and the air pressure is raised and lowered by supplying and discharging the gas through the sealing plug 3b provided in the cap member 3a.

  On the other hand, as shown in FIG. 2, the damping part structure according to the present invention is embodied as a damping part V in a connecting part H that integrally connects the shock absorber main body SA and the tank T. Hydraulic fluid is provided in a communication passage (not shown) that is set in the connecting portion H and communicates between the piston side chamber R in the cylinder body 1 that is the shock absorber body SA and the oil chamber R1 that is in the tank body T. A predetermined damping force is generated when the passes.

  That is, the attenuation portion V includes a holder 4, an adjuster 5, a partition wall body 6, a leaf valve 7, an opening 8, and a shielding member 9, and further, the adjuster 5 is illustrated as an inner adjuster. 10.

  While the holder 4 is formed in a substantially cylindrical shape, the holder 4 is screwed to the connecting portion H under the arrangement of the seal 41 and connected under a liquid-tight structure, and an adjuster 5 (to be described later) is rotatably mounted on the shaft core portion. .

  The holder 4 is so-called an assembly of the attenuating portion V that embodies the attenuating portion structure according to the present invention, so that the attenuating portion V can be attached / detached with respect to the connecting portion H of the holder 4. A valve body in the damping part V is formed.

  Further, the holder 4 allows the adjuster 5 to be adjacent to the inner jaw 4a, thereby allowing only the adjuster 5 to rotate at a fixed position, and prevents the adjuster 5 from coming out.

  The adjuster 5 is, for example, a rider of a motorcycle from the outside with respect to a base end operating portion (not shown) that protrudes to the outside while being arranged on the shaft core portion of the holder 4 under the arrangement of the seal 51. By a turning operation using a tool such as a spanner, it is turned in the vertical direction in the drawing, and a shielding member 9 described later is moved in the left-right direction in the drawing, that is, moved back and forth.

  At this time, in the adjuster 5, the flange-like flange portion 5 a formed on the outer periphery of the body portion which is the left side in the drawing is engaged with the inner jaw portion 4 a of the holder 4, and this holder Omission from 4 is prevented.

  Incidentally, the rotation of the adjuster 5 shown in the figure is practiced under the connection of a spanner, which is an appropriate tool, with respect to the proximal end operation part. When the part where the attenuation part V is arranged is observed, a stepping stone, mud splash, etc. Although not shown in the figure, it is preferable that a cap is connected to the base end operating portion to prevent mud from adhering to the base end operating portion and its peripheral portion.

  When the cap is connected to the base end operating portion of the adjuster 5, it is necessary to consider the diameter of the cap. However, it is advantageous in that the adjuster 5 can be rotated by using the cap as a wrench. .

  On the other hand, the adjuster 5 has a rotor 52 formed in a cylindrical shape that rotates synchronously with the outer periphery of the tip side portion, which is the right side portion in the figure, and a shielding member 9 that is also formed in a cylindrical shape is provided on the rotor 52. It is connected so that it can rotate and move in synchronization.

  From the viewpoint of its function, the rotor 52 may be integrally connected to the adjuster 5, which is advantageous in that the number of parts can be reduced.

  Further, the inner adjuster 10 screwed to the shaft core portion of the adjuster 5 has a needle valve body portion 10a that protrudes from the tip that is the right end in the figure of the adjuster 5, and the needle valve body portion 10a is The damping part V is involved in the generation of damping force when the piston speed is from the very low speed region to the low speed region.

  Incidentally, a detent mechanism (not shown) for maintaining the rotating state of the inner adjuster 10 is provided between the adjuster 5 and the inner adjuster 10 as shown in the figure.

  The partition wall 6 is formed in the shape of a thick disk, and the communication passage in the connecting portion H under the arrangement of the seal 61, that is, the piston side chamber R in the cylinder body 1 and the tank body T in the shock absorber main body SA. A communication path that allows communication with the oil chamber R1 is defined in an adjuster side H1 that is the left side of the adjuster 5 in the drawing and an anti-adjuster side H2 that is the right side of the adjuster 5 in the drawing.

  And this partition body 6 functions as a valve seat member which makes the leaf valve 7 mentioned later adjoin to the end surface facing the adjuster 5, and has the center rod 62 in the through-hole state in the axial center part.

  The center rod 62 has a through hole 62a that allows the adjuster side H1 and the non-adjuster side H2 to communicate with each other at the shaft core portion, and the inner adjuster is in the opening of the adjuster side H1 of the through hole 62a. The tip of the ten needle valve bodies 10a is made to be present.

  Therefore, the tip of the needle valve body portion 10a causes an annular throttle to appear with the through hole 62a. Therefore, when the tip protrudes from and into the through hole 62a, the area of the annular throttle is increased or decreased. The orifice characteristic damping force is generated in the low speed region from the very low speed region of the piston speed.

  Further, the center rod 62 has a nut 63 screwed onto a base end portion (not shown) which is a right end portion in the figure, and the inner peripheral side end portion of the leaf valve 7 is fixed between the center rod 62 and the partition wall body 6. Pinch.

  The partition wall 6 has a port 6a that allows the adjuster side H1 and the non-adjuster side H2 to communicate with each other. The downstream end of the port 6a that is the left end in the drawing is opened and closed by the leaf valve 7. Closed as possible.

  The leaf valve 7 is formed by laminating a plurality of annular leaf valves having different diameters as shown in the figure, and is arranged in a manner in which the outer peripheral end is freely fixed by fixing the inner peripheral end to the end face of the adjuster side H1 in the partition wall 6 described above. Thus, the downstream end of the port 6a is closed so that it can be opened and closed, and a damping force is generated in the medium speed region of the piston speed when the hydraulic oil from the anti-adjuster side H2 flows out to the adjuster side H1.

  A valve stopper 71 is adjacent to the outer peripheral side end of the leaf valve 7, and the valve stopper 71 abuts the tip of a biasing spring 72 made of a coil spring on the back surface. The proximal end is carried on the rotor 52 described above.

  Therefore, in this leaf valve 7, the initial load resulting from the spring force of the biasing spring 72 is set. Therefore, by rotating the rotor 52 and changing the spring force of the biasing spring 72, The setting of the initial load can be changed, and the setting of the initial load can also be changed by changing the thickness of a shim (not shown) stacked on the leaf valve 7.

  Incidentally, a check valve 73 is juxtaposed to the leaf valve 7 as shown in the figure, and this check valve 73 allows the flow of hydraulic oil from the anti-adjuster side H2 toward the adjuster side H1, but the adjuster. The flow of hydraulic oil from the side H1 toward the non-adjuster side H2 is blocked.

  Therefore, the leaf valve 7 is used when the hydraulic oil from the piston side chamber R in the cylinder body 1 in the shock absorber body SA flows out toward the oil chamber R1 in the tank T. That is, a compression side damping force is generated when the shock absorber body SA is contracted.

  The opening 8 allows communication between the adjuster side H1 and the oil chamber R1 in the external tank body T. In the figure, the above-described holder 4 and the above-described partition wall facing the tip of the holder 4 are also shown. A spacer member 81 formed in a cylindrical shape is disposed between the outer peripheral side portion of the body 6, and the spacer member 81 has the opening 8.

  Incidentally, the spacer member 81 is pressed into the holder 4 and is sandwiched between the holder 4 and the partition body 6 while the partition body 6 is press-fitted. The spacer member 81 is integrated with the holder 4. The partition wall body 6 may be press-fitted, and in this case, the attenuation part V can be easily assembled while the number of parts can be reduced.

  Further, as to the shape of the opening, as long as the communication between the adjuster side H1 and the oil chamber R1 in the tank body T which is the outside is allowed, it may be set to a free rail, for example, starting from a circular shape. , Oval, trapezoid, isosceles triangle, etc.

  The shielding member 9 is moved when the adjuster 5 is rotated to widen and narrow the opening area of the opening 8. The shield member 9 is rotated by the rotation of the rotor 52 in a state of being screwed into the holder 4. At this time, the holder 4 and the rotor 52 are moved in the left-right direction in FIG.

  Therefore, in this shielding member 9, the opening area of the opening 8 is increased and decreased by the turning operation of the adjuster 5, so that the operating oil from the adjuster side H1 to the oil chamber R1 in the tank T which is the outside is adjusted. To control the flow rate.

  Incidentally, the shape of the tip portion that opens and closes the opening in the shielding member 9 will be a so-called annular shape because the shielding member 9 moves downward.

  As a result, compared with the case where the control of the flow rate of the hydraulic oil through the opening 8 is not practiced, in the present invention, as shown by the solid line in FIG. 3, the leaf valve 7 described above is fully opened. It is possible to control the damping force in the high speed region where the subsequent port characteristics stop.

  Incidentally, in the damping part structure disclosed in Patent Document 1 described above, the damping force is increased or decreased from the middle speed region, which is the operating region of the leaf valve 7, as shown by the broken line in FIG.

  As a result, in the damping part structure disclosed in Patent Document 1 described above, in order to control the damping force when the piston speed is in the high speed region, the height is controlled from the damping force in the middle speed region of the piston speed. Therefore, there is a problem that the damping force when the piston speed is in the medium speed region cannot be maintained in a preferable state.

  In the damping part structure disclosed in Patent Document 1 described above, when the damping force when the piston speed is in the medium speed region is controlled to be high or low, the damping force in the high speed region of the piston speed is controlled. When the damping force at is too large or too small, an unfavorable problem is caused.

  On the other hand, in the damping part structure of the present invention, when the piston speed is from the very low speed region to the low speed region and when it is in the medium speed region, a preferable damping force is generated, while the piston speed is It may be possible to generate a damping force that is optimal only when riding on a high-speed road surface protrusion or landing after a jump.

  In the above description, the hydraulic shock absorber embodying the present invention has been described as being mounted on the rear wheel side of the motorcycle, but from the point of the present invention, the hydraulic shock absorber embodying the present invention is provided. It may be a front fork that absorbs road vibration that is input to the front wheel that is mounted on the front wheel side of the motorcycle and is suspended at the lower end.

  In this case, the damping unit structure has a communication path that communicates between a fork main body disposed between the vehicle body side and the wheel side of the vehicle and a tank T that is connected to the fork main body and functions as a reservoir. It is embodied in the connecting part H as an attenuation part V.

  In the above description, the vehicle equipped with the hydraulic shock absorber that embodies the damping structure according to the present invention is a motorcycle, but it may be a two-wheeled vehicle such as a bicycle or a three-wheeled vehicle. May be a four-wheeled vehicle.

  Further, in the above description, the attenuation portion V that embodies the attenuation portion structure of the present invention is assembled. However, this is preferable, and according to the intention of the present invention, it is not assembled. May be.

  The present invention is a hydraulic shock absorber mounted on a vehicle, which can generate a preferable damping force when the piston speed is in a high speed region, and is suitable for improving riding comfort in the vehicle.

DESCRIPTION OF SYMBOLS 1 Cylinder body 2 Rod body 3 Tank housing 4 Holder 5 Adjuster 6 Bulkhead body 7 Leaf valve 8 Opening 9 Shield member 10 Inner adjuster 10a Needle valve body part 62 Center rod 62a Through-hole 71 Valve stopper 72 Energizing spring 73 Check valve 81 Opening Spacer member H forming part SA shock absorber body as one body T tank body as the other body V damping part that embodies the damping structure

Claims (7)

  A holder connected under a liquid-tight structure to a connecting portion having a communication path that allows communication between the one body and the other body while allowing the one body and the other body to communicate with each other, and a shaft core portion of the holder An adjuster that can be operated by operating the proximal end operation portion, and a partition body that defines the communication path on an adjuster side and an anti-adjuster side and that has a leaf valve adjacent to an end surface facing the adjuster. In the damping part structure for generating damping force when the working fluid from the anti-adjuster side flows out to the adjuster side through the leaf valve, the adjuster side and the one body or the above On the other hand, it has an opening that allows communication with the inside of the body, and a shielding member that widens and narrows the opening area of the opening, and the shielding member moves when the adjuster is operated to Damping unit structure characterized by comprising by widening or narrowing the opening area of the opening.   The attenuation according to claim 1, wherein a spacer member is disposed between the holder and an outer peripheral side portion of the partition body facing the tip of the holder, and the spacer member has the opening. Part structure.   The damping part structure according to claim 1 or 2, wherein the adjuster is configured to connect the shielding member so as to be movable while being rotatable.   The leaf valve has a biasing spring for setting the initial load in the leaf valve by locking the tip under the valve stopper on the back surface, and the base end of the biasing spring is carried by the adjuster. The attenuation part structure according to claim 1, claim 2 or claim 3.   The partition body has a check valve in parallel with the leaf valve, and the check valve allows the flow of the working fluid from the anti-adjuster side toward the adjuster side, but from the adjuster side to the anti-adjuster side. The damping part structure according to claim 1, wherein the flow of the working fluid is blocked.   The adjuster has an inner adjuster at the shaft core, and the tip of the needle valve body, which is the tip of the inner adjuster, is inserted into a through-hole formed in the shaft core of the center rod for interposing the partition wall. 6. The attenuation part structure according to claim 1, wherein the through hole is allowed to communicate between the adjuster side and the non-adjuster side. .   The one body is a shock absorber body that can be extended and contracted by connecting the upper and lower ends to the vehicle, and the other body flows out of the shock absorber body when the shock absorber body expands and contracts. A tank body to be inserted, and the working fluid is a working oil that reciprocates between the shock absorber body and the tank body. Claim 1, Claim 2, Claim 3, Claim 4, Claim The attenuation part structure of Claim 5 or Claim 6.

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