JP6279920B2 - Suspension device - Google Patents

Description

  The present invention relates to a suspension device.

  In general, a suspension device interposed between a vehicle body and a wheel in a vehicle suppresses expansion and contraction movement of the suspension spring that absorbs an impact caused by road surface unevenness by elastically supporting the vehicle body and absorbing the impact. And a shock absorber that generates a damping force that suppresses the impact from being transmitted to the vehicle body.

  For example, in a suspension device such as a front fork that suspends a front wheel in a straddle-type vehicle such as a two-wheeled vehicle or a three-wheeled vehicle, a telescopic tube member in which a shock absorber is composed of a vehicle body side tube and a wheel side tube, and this tube member Inverter type shock absorber main body accommodated in the shock absorber body, a throttle member and an oil lock member provided outside the shock absorber main body, and a suspension spring accommodated in the tube member of the shock absorber (for example, patents) References 1, 2).

  As shown in FIGS. 3 and 4, the shock absorber main body 2 in the suspension apparatus as described above includes a cylinder 20 connected to the vehicle body side tube 10, a rod 21 connected to the wheel side tube 11 and protruding and retracting into the cylinder 20. The main damping force that suppresses the protrusion and depression of the rod 21 is exhibited. A reservoir R is formed between the shock absorber main body 2 and the tube member 1, and hydraulic oil is stored, and gas is sealed up through the liquid level r 1 to form an air chamber G. Has been.

  The throttle member 5 is attached to the outer periphery of the cylinder 20 so as to be able to appear and disappear in the hydraulic oil stored in the reservoir R, and serves as a resistance of the hydraulic oil that moves up and down via the throttle member 5. The damping force generated by the shock absorber can be increased in the compression stroke range in which the member 5 moves in the hydraulic oil. That is, by providing the throttle member 5, the shock absorber exhibits a position-dependent damping force with the throttle member 5 immersed in the hydraulic oil as a boundary, and can exert a large damping force for a large input.

  The oil lock member 6 includes an annular oil lock piece 60 attached to the lower side of the cylinder 20 and an oil lock case 61 connected to the wheel side tube 11 and immersed in the hydraulic oil. The oil lock piece 60 is fitted into the oil lock case 61 at the time of the most compression of the container, and the hydraulic oil in the oil lock case 61 is closed (oil locked) (FIG. 4). As a result, the damping force generated by the shock absorber can be further increased in the vicinity of the time of the most compression, and the bottom thrust at the time of the most compression can be suppressed.

Japanese Patent Laid-Open No. 06-109054 JP 2011-11682 A

  Here, in the conventional suspension device, as disclosed in Japanese Patent Application Laid-Open No. 2011-11682, when the gas enclosed in the air chamber G while being compressed is used as a suspension spring (air spring), of course. In addition, as disclosed in Japanese Patent Laid-Open No. 06-109054, even when the coil spring is used as a suspension spring, the suspension device exhibits a reaction force according to the pressure of the air chamber G. The compression ratio of the air chamber G is determined by the amount of hydraulic oil stored in the reservoir R, and the compression ratio is set according to desired spring characteristics. Therefore, the height of the hydraulic oil level r1 in the reservoir R Cannot be set freely. For this reason, in order to adjust the stroke length at which the position-dependent damping force starts to be effective, it is necessary to change the position of the throttle member 5 up and down.

  However, in the conventional suspension device, as shown in FIG. 4, when the oil lock piece 60 is fitted into the oil lock case 61, the throttle member 5 is prevented from interfering with the oil lock case 61 and the throttle member 5. And the oil lock piece 60 are arranged in series in the vertical direction, and a sufficient distance (arrow y in FIG. 4) between the throttle member 5 and the oil lock piece 60 needs to be opened. For this reason, in the conventional suspension device, it is difficult to lower the position of the throttle member 5, so that the adjustment range of the stroke length at which the position-dependent damping force starts to be effective is narrow, and adjustment of this stroke length is difficult.

  Accordingly, an object of the present invention is to provide a suspension device that can widen an adjustment range of a stroke length at which a position-dependent damping force starts to be effective, and can easily adjust the stroke length.

  Means for solving the above problems are a telescopic tube member comprising a vehicle body side tube and a wheel side tube, an inverted shock absorber main body accommodated in the tube member, and an outer periphery of the shock absorber main body. A buffer member that is formed between the shock absorber body and the tube member and stores the liquid, and the shock absorber body. Comprises a cylinder connected to the vehicle body side tube and a rod connected to the wheel side tube and going into and out of the cylinder, and the oil lock member is a cylindrical oil lock case attached to the cylinder And an annular oil lock piece that is connected to the wheel side tube and fits into the oil lock case. Wood is coupled to the cylinder is to infested in the liquid.

  According to the present invention, since it becomes easy to lower the position of the throttle member, it is possible to widen the adjustment range of the stroke length at which the position-dependent damping force starts to work, and to easily adjust this stroke length.

It is the figure which showed in principle the buffer of the said suspension apparatus when the suspension apparatus which concerns on one embodiment of this invention exists in the maximum extension state. It is the figure which showed in principle the buffer of the said suspension apparatus when the suspension apparatus which concerns on one embodiment of this invention exists in the most compression state. It is the figure which showed in principle the buffer of the said suspension apparatus when the conventional suspension apparatus is in the maximum extension state. It is the figure which showed in principle the buffer of the said suspension apparatus when the conventional suspension apparatus is in the most compression state.

  A suspension device according to an embodiment 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.

  As shown in FIGS. 1 and 2, the suspension apparatus F according to the present embodiment includes a telescopic tube member 1 including a vehicle body side tube 10 and a wheel side tube 11, and an inverted type housed in the tube member 1. Between the shock absorber main body 2, the throttle member 3 attached to the outer periphery of the shock absorber main body 2, the oil lock member 4 that suppresses bottom thrust at the time of maximum compression, and the shock absorber main body 2 and the tube member 1. And a reservoir R in which liquid is stored.

  The shock absorber body 2 includes a cylinder 20 connected to the vehicle body side tube 10 and a rod 21 connected to the wheel side tube 11 and going into and out of the cylinder 20, and the oil lock member 4. Is provided with a cylindrical oil lock case 40 attached to the cylinder 20 and an annular oil lock piece 41 connected to the wheel side tube 11 and fitted into the oil lock case 40. Is connected to the cylinder 20, appears and disappears in the liquid, and gives resistance to the flow of the liquid moving up and down via the throttle member 3.

  In the present embodiment, the suspension device F is a front fork that suspends a front wheel of a saddle-ride type vehicle such as a two-wheeled vehicle or a three-wheeled vehicle, and includes two shock absorbers D that constitute a pair of legs that support the front wheel from both sides. Only one shock absorber D is shown, and the other shock absorber is omitted), a vehicle body side bracket (not shown) connected to the vehicle body frame which is a frame of the vehicle body and connects these shock absorbers D, A wheel side bracket 12 for connecting the shock absorber D and the front axle is provided. In the present embodiment, the shock absorbers D constituting the paired leg portions have a common structure, and therefore only one shock absorber D will be described in detail below. The shock absorber D may be only one of the paired leg portions, or the front fork may include only the leg portion including the single shock absorber D.

  The shock absorber D includes a telescopic tube member 1 that is an outer shell of the shock absorber D, a shock absorber body 2 that is housed in the tube member 1 and generates a main damping force, and an outside of the shock absorber body 2. An oil lock member 4 and a throttle member 3 are provided, and a reservoir R is formed between the tube member 1 and the shock absorber main body 2 to store liquid on the lower side. This liquid is made of hydraulic oil in the present embodiment, but may be another liquid.

  A gas chamber G is formed on the upper side through the liquid level r1 of the liquid while being compressed while being compressed. The compressed gas in the air chamber G functions as an air spring that exhibits a reaction force according to the compression amount of the tube member 1, and elastically supports the vehicle body by the reaction force of the air spring. That is, in this embodiment, an air spring is used as the suspension spring. Further, in the present embodiment, the air chamber G is formed from the reservoir R to the shock absorber body 2, and the air chamber G in the reservoir R is hereinafter referred to as a reservoir internal air chamber g1.

  The tube member 1 is a telescopic type including a vehicle body side tube 10 connected to a vehicle body side bracket (not shown) and a wheel side tube 11 connected to the wheel side bracket 12 to enter and exit the vehicle body side tube 10. When an impact due to road surface unevenness is input to the front wheels, the wheel side tube 11 enters and exits the vehicle body side tube 10 to expand and contract. In the present embodiment, the suspension device F is an inverted front fork in which the vehicle body side tube 10 is formed with a larger diameter than the wheel side tube 11 and the wheel side tube 11 enters and exits the vehicle body side tube 10. The wheel side tube 11 may be an upright front fork in which the vehicle body side tube 10 is formed with a larger diameter than the vehicle body side tube 10 and the vehicle body side tube 10 enters and exits the wheel side tube 11.

  The upper end opening of the tube member 1 is closed by the cap member 13, and the lower end opening of the tube member 1 is closed by the wheel side bracket 12, and the overlapping portion of the vehicle body side tube 10 and the wheel side tube 11 is covered. The lower end opening of the cylindrical gap formed between them is closed by a seal member 14 formed of an annular oil seal and a dust seal that is held on the lower inner periphery of the vehicle body side tube 10 and slidably contacts the outer peripheral surface of the wheel side tube 11. Therefore, the liquid and gas accommodated in the tube member 1 are prevented from leaking out of the tube member 1.

  Although not shown, the cap member 13 is provided with an air valve so that gas can be supplied to and discharged from the air chamber G via the air valve. The compression ratio of the air chamber G can be determined by the amount of liquid stored in the reservoir R. By adjusting the pressure when the air chamber G is at a predetermined volume by supplying and discharging gas, a spring by an air spring The characteristic can be set to a desired characteristic.

  The shock absorber main body 2 accommodated in the tube member 1 includes a cylindrical cylinder 20 that is connected to the vehicle body side tube 10 via a cap member 13 and stands on the axial center of the vehicle body side tube 10, and a wheel side bracket 12. A rod 21 connected to the wheel side tube 11 through the cylinder 20, an annular rod guide 22 fixed to the lower end of the cylinder 20 to support the rod 21 movably in the axial direction, A piston 23 held in the upper end portion and movable in the axial direction in the cylinder 20, a base member 24 fixed to the opposite rod side of the cylinder 20, and a base member 24 disposed above the base member 24 and passing through the cylinder 20. And a free piston 25 that is movable in the axial direction.

The cylinder 20 is partitioned by the piston 23 and filled with the liquid, the lower extension side chamber L1 in FIG. 1 and the upper pressure side chamber L2 in FIG. 1, and the base member 24 and the pressure side chamber L2. A liquid storage chamber L3 filled with liquid and a cylinder internal air chamber g2 which is partitioned from the liquid storage chamber L3 by the free piston 25 and accommodates gas are formed. The inner periphery of the rod guide 22, an annular seal 22a in sliding contact with the outer periphery of the rod 21 is provided with, which prevents the leakage of the liquid in the cylinder 2 in the 0. Although not shown, an O-ring that is in sliding contact with the inner peripheral surface of the cylinder 20 is provided on the outer periphery of the free piston 25 so that gas and liquid can be separated.

  A hole 20a is formed at the upper end of the cylinder 20 so as to communicate between the inside and outside of the cylinder 20. The cylinder air chamber g2 constitutes an air chamber G together with the reservoir air chamber g1. In other words, in the present embodiment, the air chamber G extends from the reservoir R outside the shock absorber body 2 to the top of the free piston 25 in the cylinder 20 inside the shock absorber body 2.

  The cylinder internal air chamber g2 has the same pressure as the reservoir internal air chamber g1, and can urge the free piston 25 downward by the pressure and pressurize the pressure side chamber L2 and the expansion side chamber L1 via the liquid reservoir L3. For this reason, damping force generation responsiveness can be improved. The cylinder internal chamber g2 and the reservoir internal chamber g1 may be separated. In this case, in addition to the air valve that supplies and discharges gas to the reservoir internal chamber g1, an air valve that supplies and discharges gas to the cylinder internal chamber g2. Is preferably provided. Moreover, it is good also as damping force generation responsiveness improving by energizing the free piston 25 with a coil spring.

  The piston 23 is provided with an extension-side damping passage 23a and a pressure-side suction passage 23b that communicate the extension-side chamber L1 and the pressure-side chamber L2. In the middle of the expansion side attenuation passage 23a, a throttle V1 is provided so as to give resistance to the flow of liquid passing through the expansion side attenuation passage 23a. Further, a check valve V2 is provided in the middle of the pressure side suction passage 23b, and only the flow of liquid from the pressure side chamber L2 toward the extension side chamber L1 is allowed in the pressure side suction passage 23b.

  The base member 24 is provided with an extension side suction passage 24a and a pressure side attenuation passage 24b that communicate the pressure side chamber L2 and the liquid reservoir chamber L3. A check valve V3 is provided in the middle of the extension side suction passage 24a, and only the flow of liquid from the liquid storage chamber L3 toward the pressure side chamber L2 is allowed in the extension side suction passage 24a. Further, a throttle V4 is provided in the middle of the pressure side attenuation passage 24b so as to provide resistance to the flow of liquid passing through the pressure side attenuation passage 24b.

  According to the above configuration, the liquid in the expansion side chamber L1 to be reduced is expanded at the expansion side attenuation passage 23a when the suspension device F is extended, in which the wheel side tube 11 is withdrawn from the vehicle body side tube 10 and the rod 21 is withdrawn from the cylinder 20. While moving through the expansion side suction passage 24a, the liquid corresponding to the rod volume that has retreated from the cylinder 20 moves from the liquid reservoir chamber L3 to the compression side chamber L2. For this reason, during the extension operation, the shock absorber body 2 mainly exhibits the main extension side damping force due to the resistance when the liquid passes through the extension side attenuation passage 23a. When the liquid flows out from the liquid storage chamber L3, the free piston 25 moves downward to reduce the liquid storage chamber L3 and expand the volume of the cylinder internal air chamber g2 to change the cylinder internal volume by the rod withdrawal volume. Can be compensated.

  On the contrary, the liquid in the compression side chamber L2 to be reduced expands through the compression side suction passage 23b during the compression operation of the suspension device F in which the wheel side tube 11 enters the vehicle body side tube 10 and the rod 21 enters the cylinder 20. The rod volume liquid entering the cylinder 20 moves from the pressure side chamber L2 to the liquid storage chamber L3 through the pressure side attenuation passage 24b. For this reason, during the compression operation, the shock absorber body 2 mainly exhibits the main compression side damping force due to the resistance when the liquid passes through the compression side attenuation passage 24b. When the liquid flows into the liquid reservoir L3, the free piston 25 moves upward to enlarge the liquid reservoir L3 and reduce the volume of the cylinder internal chamber g2 to change the cylinder internal volume corresponding to the rod entry volume. Can compensate.

  As described above, in the present embodiment, the shock absorber body 2 can generate the main damping force depending on the piston speed by including the expansion side damping passage 23a and the compression side damping passage 24b. The configuration for generating the main damping force is not limited to the illustration. For example, in FIG. 1, the extension-side attenuation passage 23a and the compression-side attenuation passage 24b are allowed to move in both directions, but may be one-way. Further, in place of the throttles V1 and V4, a valve body that is urged in a direction to shut off these passages 23a and 24b is provided in the middle of the expansion side attenuation passage 23a and the compression side attenuation passage 24b. The resistance of the liquid passing through the damping passage 23a and the pressure side damping passage 24b may be set, and the flow of the working fluid passing through the pressure side suction passage 23b and the extension side suction passage 24a may be given resistance by a throttle or a valve body. Good.

  The configuration of the shock absorber body 2 is not limited to the above. For example, the base member 24 may be eliminated and a compression-side damping passage may be provided in the piston 23 as long as a damping force that suppresses the relative movement of the cylinder 20 and the rod 21 in the axial direction can be exhibited.

  The oil lock member 4 provided on the outside of the shock absorber body 2 includes a cylindrical oil lock case 40 that is coaxially attached to the lower end of the cylinder 20 and an annular lock that fits into the oil lock case 40 when the suspension device F is compressed most. An oil lock piece 41 is provided.

  The oil lock piece 41 is attached to the outer periphery of the support shaft 42 fixed to the outer periphery of the lower end portion of the rod 21 and is immersed in the liquid, and the wheel is passed through the support shaft 42, the rod 21 and the wheel side bracket 12. It is connected to the side tube 11. The support shaft 42 includes a large-diameter base portion 42a, a support portion 42b that stands above the base portion 42a and has a smaller diameter than the base portion 42a, and an annular flange 42c that projects from the upper end of the support portion 42b to the outer periphery. The oil lock piece 41 is attached to the outer periphery of the support portion 42b. The inner diameter of the oil lock piece 41 is smaller than the outer diameter of the base portion 42a and the flange 42c, and larger than the outer diameter of the support portion 42b. The axial length of the oil lock piece 41 is the axial length of the support portion 42b. Therefore, an annular inner peripheral passage 43 is formed between the oil lock piece 41 and the support portion 42b, and the oil lock piece 41 is prevented from coming off by the base portion 42a and the flange 42c. And can move up and down between them.

  When the suspension device F is compressed and approaches the most compressed state, the oil lock piece 41 is inserted into the oil lock case 40. At this time, resistance is generated when the liquid in the oil lock case 40 passes through an annular gap formed between the oil lock piece 41 and the oil lock case 40, and the shock absorber D is in the vicinity of the most compressed state as described above. In addition to the main damping force, a position-dependent damping force due to the resistance of the oil lock member 4 can be generated.

  Furthermore, as shown in FIG. 2, when the oil lock piece 41 is completely fitted into the oil lock case 40, there is no gap between the oil lock piece 41 and the oil lock case 40, and the oil lock piece 41 is in close contact with the base 42a. Then, since the communication of the inner peripheral passage 43 is blocked, the liquid in the oil lock case 40 is closed (oil lock), and the bottom thrust at the time of maximum compression can be suppressed.

  When the liquid in the oil lock case 40 is switched to the extension operation from the most compressed state when the oil is locked, the oil lock piece 41 is pulled up as the oil lock case 40 rises, and a gap is formed between the base portion 42 a and the oil lock piece 41. The inner peripheral passage 43 is allowed to communicate and the oil lock is released. The communication of the inner peripheral passage 43 can be maintained even when the oil lock piece 41 is in contact with the flange 42c.

  Similar to the oil lock member 4, the throttle member 3 provided outside the shock absorber body 2 is attached to the outer periphery of the oil lock case 40 in the present embodiment, and the cylinder is interposed via the oil lock case 40. 20 is connected. The throttle member 3 is formed in an annular shape, slidably contacts the inner peripheral surface of the wheel side tube 11, and has one or more throttle holes 3a penetrating in the axial direction.

  Further, the throttle member 3 is disposed above the liquid level r1 of the liquid stored in the reservoir R when the suspension device F is at its maximum extension, and the reservoir R until the damping force is generated by the oil lock member 4. It is set to be immersed in the liquid. As described above, in the stroke range in which the throttle member 3 moves in the liquid, resistance is generated by the liquid in the reservoir R passing through the throttle hole 3a of the throttle member 3, and the shock absorber D has the main damping force described above. In addition, a position-dependent damping force due to the resistance of the throttle member 3 can be generated.

  When the stroke length of the boundary at which the damping force due to the resistance of the throttle member 3 can be generated is M1, the stroke length M1 is the same as that of the throttle member 3 when the suspension device F is at the reference stroke length. It can be set by the distance from the liquid level r1. Hereinafter, when the stroke length when the suspension device F is at its maximum extension is set as a reference (zero), the stroke length M1 can be reduced as the distance between the throttle member 3 and the liquid level r1 at this time is reduced, A damping force due to the resistance of the throttle member 3 can be generated at an early stage.

  Thus, by providing the throttle member 3, when a large force is input to the suspension device F, the shock absorber D generates an additional damping force due to the resistance of the throttle member 3. A large damping force can be generated. Further, by providing the throttle member 3, the damping force before the generation of the damping force by the oil lock member 4 is increased, and the damping force until the damping force by the oil lock member 4 is added from the main damping force. Can be smoothly connected.

  Hereinafter, the operation of the suspension device F according to the present embodiment will be described.

  When the suspension device F in the most extended state is compressed, the damping force generated by the shock absorber D is mainly due to the main damping force generated by the shock absorber body 2 until the stroke length reaches M1. However, no position-dependent damping force by the throttle member 3 or the oil lock member 4 is added.

  When the stroke length of the suspension device F exceeds M1 during the compression operation, the throttle member 3 enters the liquid in the reservoir R, and the lower liquid of the throttle member 3 moves upward through the throttle hole 3a. Therefore, the position-dependent damping force resulting from the resistance of the throttle member 3 is added to the main damping force, and the damping force generated by the shock absorber D increases.

Further, when the stroke length of the suspension device F is further increased during the compression operation and the oil lock piece 41 is inserted into the oil lock case 40, the liquid in the oil lock case 40 causes the liquid between the oil lock piece 41 and the oil lock case 40. It passes through a gap that can be made between them. For this reason, the damping force by the oil lock member 4 is further added, and the damping force generated by the shock absorber D is further increased.

  At the time of the maximum compression of the suspension device F, the oil lock piece 41 is fitted into the oil lock case 40, and the liquid in the oil lock case 40 is oil-locked. Can be prevented.

  Subsequently, when the suspension device F starts to extend, the oil lock piece 41 is separated from the base portion 42a, and the communication of the inner peripheral passage 43 is allowed, whereby the inside and outside of the oil lock case 40 are communicated. Is released.

  When the stroke length of the suspension device F is M1 or more during the extension operation, the liquid on the upper side of the throttle member 3 moves downward through the throttle hole 3a. A position-dependent damping force is added to the main damping force.

  Further, when the stroke length of the suspension device F becomes smaller during the extension operation and the stroke length becomes smaller than M1, the throttle member 3 moves above the liquid level r1, so that the position dependency by the throttle member 3 is increased. The damping force is no longer added to the main damping force.

  Hereinafter, the effect of the suspension apparatus according to the present embodiment will be described.

  In the present embodiment, the vehicle body side tube 10 is formed with a larger diameter than the wheel side tube 11, and the wheel side tube 11 appears and disappears in the vehicle body side tube 10.

  According to the above configuration, the throttle member 3 can be easily brought into sliding contact with the inner peripheral surface of the wheel side tube 11 as in the present embodiment. Further, even if the throttle member 3 is brought into sliding contact with the wheel side tube 11, the position of the throttle member 3 is not limited by the vehicle body side tube 10, and the degree of freedom in setting the position of the throttle member 3 can be reduced. Absent.

  In addition, the wheel side tube 11 may be formed with a larger diameter than the vehicle body side tube 10, and the vehicle body side tube 10 may appear and disappear in the wheel side tube 11. In this case as well, the throttle member 3 may be slidably contacted with the wheel side tube 11, but the slidable contact portion of the throttle member 3 needs to be disposed below the lower end of the vehicle body side tube 10, and the throttle member 3 The structure becomes complicated.

  In the present embodiment, the throttle member 3 is in sliding contact with the inner peripheral surface of the wheel side tube 11.

  According to the above configuration, the cylinder 20 standing in the tube member 1 can be supported by the throttle member 3, and the cylinder 20 can be prevented from falling. That is, the throttle member 3 has a function of adding a position-dependent damping force and two types of functions for preventing the cylinder 20 from falling down. These parts can be omitted, and the structure of the suspension device F can be simplified.

  In addition, it is not always necessary to bring the throttle member 3 into sliding contact with the wheel-side tube 11. In this case, it is preferable to add a part for preventing the cylinder 20 from falling. As described above, when the throttle member 3 is not slidably contacted with the wheel side tube 11, the structure of the throttle member 3 does not have to be complicated even when the vehicle body side tube 10 is caused to appear and disappear from the wheel side tube 11.

  In the present embodiment, the throttle member 3 is disposed on the outer periphery of the oil lock case 40 and is connected to the cylinder 20 via the oil lock case 40.

  According to the above configuration, since the position of the throttle member 3 is lowered to the position of the oil lock case 40, the shock absorber D generates a position-dependent damping force by the throttle member 3 at an early stage during the compression operation. Can do.

  The throttle member 3 can be provided at any position as long as it is the outer periphery of the shock absorber body 2. When it is desired to delay the generation of the damping force by the throttle member 3 during the compression operation, the outer periphery of the cylinder 20 Alternatively, the diaphragm member 3 may be directly connected.

  Further, in the present embodiment, the suspension device F includes a telescopic tube member 1 including a vehicle body side tube 10 and a wheel side tube 11, an inverted shock absorber body 2 accommodated in the tube member 1, A throttle member 3 attached to the outer periphery of the shock absorber main body 2, an oil lock member 4 that suppresses bottom thrust at the time of the most compression, and the liquid is stored by being formed between the shock absorber main body 2 and the tube member 1. The reservoir R is provided.

  The shock absorber body 2 includes a cylinder 20 connected to the vehicle body side tube 10 and a rod 21 connected to the wheel side tube 11 and going into and out of the cylinder 20, and the oil lock member 4. Is provided with a cylindrical oil lock case 40 attached to the cylinder 20 and an annular oil lock piece 41 connected to the wheel side tube 11 and fitted into the oil lock case 40. Are connected to the cylinder 20 and appear in the liquid.

  According to the above configuration, it is not necessary to arrange the throttle member 3 and the oil lock case 40 in series, and it is possible to arrange the throttle member 3 and the oil lock case 40 in parallel. It can be easily lowered below the lock case 40. Therefore, it is possible to widen the adjustment range of the stroke length M1 at which the position-dependent damping force by the throttle member 3 starts to be effective, and to easily adjust the stroke length M1.

  Further, in the present embodiment, the suspension device F uses the gas enclosed while being compressed upward via the liquid level r1 of the reservoir R as a suspension spring (air spring), and is a suspension spring comprising a coil spring. Not equipped. For this reason, in order to make the spring characteristic of the suspension device F a desired characteristic, it is necessary to strictly manage the position of the liquid level r1. That is, the position of the liquid level r1 is set according to desired spring characteristics, and is not for setting the stroke length M1 for generating the position-dependent damping force by the throttle member 3. Therefore, the adjustment range of the liquid level r1 that can be changed to set the stroke length M1 is extremely small.

  Therefore, when the suspension device F includes a suspension spring made of an air spring, it is particularly effective to freely change the vertical position of the throttle member 3. The suspension device F may include a suspension spring made of a coil spring.

  In addition, when the suspension device F is a rear cushion that suspends the rear wheel of the motorcycle, the suspension device F is generally provided with a swing arm that supports the rear wheel so that the rear wheel can swing, and the swing arm is interposed between the swing arm and the vehicle body. A shock absorber is installed. For this reason, it is also possible to generate a position-dependent damping force at the swinging part of the swing arm or the like. However, when the suspension device F is a front fork, it is common not to have a swinging member for swingably supporting a wheel such as a swing arm, and a position-dependent damping force is generated. It is difficult to provide a configuration other than the shock absorber D.

  That is, when the suspension device F is a front fork, it is highly necessary to provide the throttle member 3 in the shock absorber D. Therefore, the degree of freedom of changing the vertical position of the throttle member 3 is increased, and the position-dependent damping force is increased. It is particularly effective to facilitate adjustment of the generated stroke length. Note that the suspension device F may be a rear cushion having a swing member that supports the wheel so as to be swingable, or a suspension device for an automobile.

  Although preferred embodiments of the present invention have been described in detail above, it should be understood that modifications, variations and changes may be made without departing from the scope of the claims.

F suspension device R reservoir 1 tube member 2 shock absorber body 3 throttle member 4 oil lock member 10 vehicle body side tube 11 wheel side tube 20 cylinder 21 rod 40 oil lock case 41 oil lock piece

Claims (4)

A telescopic tube member comprising a vehicle body side tube and a wheel side tube, an inverted shock absorber main body accommodated in the tube member, a throttle member attached to the outer periphery of the shock absorber main body, and a bottom at the time of maximum compression An oil lock member that suppresses the thrust, and a reservoir that is formed between the shock absorber body and the tube member and stores the liquid,
The shock absorber body includes a cylinder connected to the vehicle body side tube, and a rod connected to the wheel side tube and going into and out of the cylinder.
The oil lock member includes a cylindrical oil lock case attached to the cylinder, and an annular oil lock piece that is connected to the wheel side tube and fits into the oil lock case.
The suspension device is characterized in that the throttle member is connected to the cylinder and protrudes and descends in the liquid.   The suspension device according to claim 1, wherein the throttle member is disposed on an outer periphery of the oil lock case and connected to the cylinder via the oil lock case.   The suspension device according to claim 1, wherein the throttle member is in sliding contact with an inner peripheral surface of the wheel-side tube. The said vehicle body side tube is formed in larger diameter than the said wheel side tube, and the said wheel side tube protrudes / descends in the said vehicle body side tube, The Claim 1 characterized by the above-mentioned. The suspension described.

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