JP6361414B2 - Vehicle suspension system - Google Patents

Description

  The present invention relates to a vehicle suspension apparatus, and more particularly to a suspension apparatus that can generate a damping force and change roll rigidity in accordance with the motion state of the vehicle.

  For example, Patent Document 1 listed below describes a suspension control device that performs control so as to appropriately suppress the rolling motion of a vehicle. "Providing a suspension control device capable of achieving both improvement in rough road running performance and ensuring running stability" (described in paragraph [0005] of Patent Document 1), "front axle and rear axle of vehicle" A first piston that supports one end on a wheel support portion on the left side of at least one axle, and a pressure chamber on the vehicle upper side and a pressure chamber on the vehicle lower side through the first piston to form the vehicle body A left wheel side cylinder having a first housing supported on the right side, a second piston that supports one end on a wheel support portion on the right side of the one axle, a pressure chamber on the vehicle upper side via the second piston, and A right wheel side cylinder having a second housing which forms a pressure chamber on the vehicle lower side and is supported by the vehicle body; a pressure chamber on the vehicle upper side of the left wheel side cylinder; and a pressure chamber on the vehicle lower side of the right wheel side cylinder And a second communication path that connects the pressure chamber on the vehicle lower side of the left wheel side cylinder and the pressure chamber on the vehicle upper side of the right wheel side cylinder, In the suspension control device for a vehicle, in which the second communication path, the first communication path, the left wheel side cylinder, and the right wheel side cylinder are filled with fluid, the first communication path and the second communication path are provided. Between the first communication path and the second communication path, and the fluid flows from one side of the first communication path and the second communication path to the other side. When the pressure difference that occurs when moving to A device has been proposed that includes a valve mechanism that prevents the fluid from moving from one side to the other side of the first communication path and the second communication path (described in the paragraph [0006]). .

  In addition, the following Patent Document 2 states that “in the cylinders on the opposite side to the piston rod protruding side of the hydraulic dampers on the same side on the right and left sides of the vehicle communicate with each other by a pipe line, and a reserve tank is provided in the middle of the pipe line. The base valve that generates damping force is fixed at the beginning of the reserve tank, while the normal damper characteristics are maintained by placing a movable wall that divides the interior into an oil chamber and a gas chamber, while reducing the rolling speed. The purpose is to improve the riding comfort by delaying and smooth rolling (described in paragraph [0004] of Patent Document 2), and “the piston rod protruding side of the hydraulic damper on the same side of the left or right The hydraulic cylinders on the opposite side are connected to each other by a pipeline, and a reserve tank is provided in the middle of the pipeline, and is attenuated at the start of the reserve tank. While fixed base valve for generating an internal were arranged movable wall which divides into an oil chamber and a gas chamber "four-wheel vehicle suspension system has been proposed (described in the paragraph [0005]).

JP 2012-101724 A Japanese Patent Laid-Open No. 7-32851

  The suspension control device described in Patent Document 1 includes a first communication path that connects a pressure chamber on the vehicle upper side of the left wheel side cylinder and a pressure chamber on the vehicle lower side of the right wheel side cylinder, and the left wheel side cylinder. Since the pressure chamber on the vehicle lower side and the pressure chamber on the vehicle upper side of the right wheel side cylinder are in communication with each other, a so-called cross pipe is constituted by two hydraulic pipes. There are significant restrictions when mounted on vehicles. Further, a cylinder having a specific configuration different from a general shock absorber is required. On the other hand, the suspension device described in Patent Document 2 is composed of a single hydraulic pipe, but “the hydraulic cylinders on the opposite side of the piston rod projecting side of the hydraulic damper on the same side of the left or right are connected. It is configured to communicate with each other by a pipe line. That is, it is fluidly communicated between wheels on the same side of the vehicle, and can generate a damping force when the vehicle rolls, but changes roll rigidity. is not.

  Therefore, an object of the present invention is to provide a suspension device that can generate a damping force according to a motion state of a vehicle and change a roll rigidity with a simple configuration.

  To achieve the above object, a vehicle suspension apparatus according to the present invention has a damping force adjustment mechanism in which one end is supported on a wheel support portion on the left side of at least one of a front axle and a rear axle of a vehicle. And a left wheel side cylinder having a first housing that supports the vehicle body by forming a pressure chamber on the vehicle upper side and a pressure chamber on the vehicle lower side through the first piston, and a right side of the one axle A second piston having one end supported by the wheel support portion and having a damping force adjusting mechanism, and a pressure chamber on the vehicle upper side and a pressure chamber on the vehicle lower side are formed and supported by the vehicle body via the second piston. A right wheel side cylinder having a second housing; a communication passage that connects a vehicle lower side pressure chamber of the left wheel side cylinder to a vehicle lower side pressure chamber of the right wheel side cylinder; and a communication passage that communicates with the communication passage Connected and before A first reverse-phase accumulator that supplies and discharges the fluid filled in the left wheel side cylinder, and a second reverse phase accumulator that is connected to the communication passage and supplies and discharges the fluid filled in the right wheel side cylinder. An accumulator, a first communication control device that is interposed between the communication connection portions of the first and second anti-phase accumulators to the communication passage, and has a continuous communication throttle portion; and the first communication control device And at least one in-phase accumulator connected via at least one of the first and second anti-phase accumulators via a second communication control device.

  In the above suspension device, when the first communication control device is configured by a linear solenoid valve having a built-in orifice as the constant communication throttle portion, and the second communication control device is configured by an open / close solenoid valve. Good.

  Further, the in-phase accumulator comprises a first in-phase accumulator connected in communication with the first out-of-phase accumulator and a second in-phase accumulator connected in communication with the second out-of-phase accumulator. The first communication control device comprises an orifice member, and the second communication control device opens and closes a first open / close solenoid valve for opening and closing the first common-phase accumulator and the second common-phase accumulator. The second open / close solenoid valve may be configured.

  Alternatively, in the above suspension device, the first communication control device is configured by an orifice member, and the second communication control device is used for the fluid pressure in the in-phase accumulator and the first and second reverse phases. A pressure-sensitive on-off valve mechanism that opens and closes according to a pressure difference from the fluid pressure in the accumulator may be used.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the suspension device of the present invention, the first piston having one end supported by the wheel support portion on the left side of at least one of the front axle and the rear axle of the vehicle and having a damping force adjusting mechanism, and the first piston One end is supported by a left wheel side cylinder having a first housing that supports a vehicle body by forming a pressure chamber on the upper side of the vehicle and a pressure chamber on the lower side of the vehicle via a piston, and a wheel support part on the right side of one axle. A second piston having a damping force adjusting mechanism, and a right wheel side cylinder having a second housing which forms a pressure chamber on the vehicle upper side and a pressure chamber on the vehicle lower side through the second piston and supports the pressure chamber on the vehicle body A communication passage that connects the pressure chamber on the vehicle lower side of the left wheel side cylinder and the pressure chamber on the vehicle lower side of the right wheel side cylinder, and a fluid that is connected to the communication path and that fills the left wheel side cylinder. Supply and discharge A first reverse-phase accumulator, a second reverse-phase accumulator that is connected to the communication passage, and supplies and discharges the fluid charged in the right wheel side cylinder, and the first and second to the communication passage. A first communication control device that is interposed between communication connection portions of the reverse-phase accumulator and has a continuous communication throttle portion; the first communication control device; and at least one of the first and second reverse-phase accumulators And at least one in-phase accumulator that communicates with each other via a second communication control device between them, and generates a damping force appropriately according to the motion state of the vehicle with a simple configuration And roll rigidity can be changed.

  For example, when the left wheel side cylinder and the right wheel side cylinder are operated in the same phase, a damping force is generated by the damping force adjusting mechanism of both, but at this time, the in-phase accumulator is communicated via the second communication control device. In this state, the fluid supplied and discharged by both cylinders is absorbed by the in-phase accumulator and the first and second anti-phase accumulators, so that the reaction force against the damping force can be kept small. On the other hand, when the left wheel side cylinder and the right wheel side cylinder are operated in opposite phases, the first and second opposite phase accumulators are mutually connected via the constant communication restricting portion in the first communication control device. Because of the communication, there is a phase difference in the pressure change between the two, and the damping force resulting from this phase difference is added to the damping force generated by the damping force adjustment mechanism of the left wheel side cylinder and the right wheel side cylinder. As a result, the damping force during reverse phase increases. Furthermore, if the first communication control device is controlled, it is possible to appropriately control the above-described additional damping force.

  Then, the fluid in the first and second reverse phase accumulators in the reverse phase returns to the initial state via the continuous communication throttle in the first communication control device as time passes. Stiffness will also change. Thus, when the vehicle rolls in the reverse phase, the damping force increases, so that the roll speed can be lowered, and the temporary turning of the vehicle improves the turning performance of the vehicle. The vehicle's motion performance is improved. Furthermore, by appropriately controlling the first and second communication control devices, it is possible to perform roll control in accordance with the motion state of the vehicle.

  In the above suspension device, if the first communication control device is constituted by a linear solenoid valve having a built-in orifice as a constant communication throttle portion, and the second communication control device is constituted by an open / close solenoid valve, It is also possible to appropriately control the damping force of the added amount. Since the fluids of the first and second reverse phase accumulators in the reverse phase return to the initial state as time passes through the communication passage and the built-in orifice of the linear solenoid valve, the rigidity also temporarily changes. It will be.

  Further, the in-phase accumulator includes a first in-phase accumulator communicating with the first anti-phase accumulator and a second in-phase accumulator communicating with the second anti-phase accumulator, The communication control device includes an orifice member, and the second communication control device includes a first open / close solenoid valve that opens and closes the first in-phase accumulator, and a second open / close solenoid valve that opens and closes the second in-phase accumulator. If the first and second open / close solenoid valves are opened and closed, the rigidity is lowered during the same phase, and the rigidity is increased during the opposite phase. Furthermore, if the opening and closing of the first and second open / close solenoid valves are individually controlled, the roll rigidity can be precisely controlled.

  Alternatively, the first communication control device is configured by an orifice member, and the second communication control device is configured to detect a pressure difference between the fluid pressure in the in-phase accumulator and the fluid pressure in the first and second reverse-phase accumulators. Provided with a pressure-sensitive on-off valve mechanism that opens and closes in response, a simple structure with only a mechanical mechanism can generate damping force and change roll rigidity, providing an inexpensive device can do.

1 is a front view schematically showing a configuration of a rear axle side of a suspension device according to an embodiment of the present invention. It is a front view which shows typically the structure by the side of the rear axle of the suspension apparatus which concerns on other embodiment of this invention. FIG. 9 is a front view schematically showing a configuration of a rear axle side of a suspension device according to still another embodiment of the present invention. FIG. 4 is a front view showing a state when the left wheel side cylinder and the right wheel side cylinder are operated in opposite phases in the embodiment shown in FIG. 3. FIG. 4 is a front view showing a state when the left wheel side cylinder and the right wheel side cylinder operate in the same phase in the embodiment shown in FIG. 3. It is a graph explaining the conventional apparatus and the fluid pressure characteristics in one embodiment of the present invention in comparison.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. First, FIG. 1 shows a suspension device according to an embodiment of the present invention. In this embodiment, a left wheel side cylinder RL and a right wheel side cylinder RR are mounted on a rear axle of a vehicle. The left wheel side cylinder RL includes a first piston 11 in which one end of a rod 11a is supported by a wheel support portion (not shown) on the left rear side of the vehicle, and a pressure chamber 12 on the vehicle upper side via the first piston 11. A pressure chamber 13 on the vehicle lower side is formed and has a first housing 10 supported by a vehicle body (not shown). A damping force adjustment mechanism 14 is disposed on the first piston 11. Similarly, the right wheel side cylinder RR includes a second piston 21 in which one end of a rod 21a is supported by a wheel support portion (not shown) on the right rear side of the vehicle, and an upper side of the vehicle via the second piston 21. The pressure chamber 22 and the pressure chamber 23 on the vehicle lower side are formed, and has a second housing 20 supported by a vehicle body (not shown). The second piston 21 is also provided with a damping force adjusting mechanism 24.

  The pressure chamber 13 on the vehicle lower side of the left wheel side cylinder RL and the pressure chamber 23 on the vehicle lower side of the right wheel side cylinder RR are connected to each other by a communication path RP0, and the left wheel side cylinder RL including the communication path RP0. The right wheel side cylinder RR is filled with fluid such as oil. Further, the first reverse phase accumulator 31 and the second reverse phase accumulator 32 are connected to the communication path RP0 via the communication path RP1 or the communication path RP2, respectively. A linear solenoid valve 50 is interposed between the communication connection portions of the first and second reverse phase accumulators 31 and 32.

  Thus, the fluid filled in the left wheel side cylinder RL is supplied and discharged by the first reverse phase accumulator 31, and the fluid charged in the right wheel side cylinder RR is supplied and discharged by the second reverse phase accumulator 32. It is configured to be. Furthermore, a single in-phase accumulator 40 is connected in communication between the linear solenoid valve 50 and the second reverse-phase accumulator 32 via a communication path SP0 and an open / close solenoid valve 60 interposed therebetween. Yes.

  The first and second reverse-phase accumulators 31 and 32 and the in-phase accumulator 40 have a general structure and are the same as those described in, for example, Patent Document 1, and are not illustrated. A gas chamber in which a gas such as nitrogen gas is enclosed and a pressure regulating chamber are formed via a piston accommodated in the cylinder, and the pressure regulating chamber finally has the pressure described above via the communication path RP0 and the like. The chambers 13 and 23 are connected in communication.

  Further, the damping force adjusting mechanisms 14 and 24 have a general structure, and include, for example, a small hole and a check valve described in FIG. 2 of Patent Document 2 and paragraph [0008]. The damping force in the left wheel side cylinder RL and the right wheel side cylinder RR can be adjusted according to the operation of the two pistons 11 and 21. As described above, the left wheel side cylinder RL and the right wheel side cylinder RR have the same configuration as that of a general shock absorber, and without requiring a separate specific configuration cylinder as described in Patent Document 1, Since the existing shock absorber can be used as it is, the present embodiment can also be configured with a so-called add-on.

  In the present embodiment, the first communication control device is configured by the linear solenoid valve 50, and although not illustrated, the communication path RP0 is always in communication with the built-in orifice of the linear solenoid valve 50. The built-in orifice functions as a constant communication throttle of the first communication control device. The open / close solenoid valve 60 constitutes a second communication control device, which is configured to open and close the communication path SP0. The linear solenoid valve 50 and the open / close solenoid valve 60 are controlled by the electronic control unit ECU as follows, for example.

  That is, based on an input signal from a vehicle height sensor (not shown) or the like provided on each wheel, a drive control signal is output from the electronic control unit ECU, and the operation state of the left wheel side cylinder RL and the right wheel side cylinder RR is set. Accordingly, when the linear solenoid valve 50 is driven and controlled, the area of the flow path passing through the linear solenoid valve 50 changes, and a damping force is applied. Further, when the open / close solenoid valve 60 is opened / closed in accordance with the output signal of the electronic control unit ECU, the rigidity is lowered when the valve is opened (that is, in the same phase), and the rigidity is increased when the valve is closed (that is, during the reverse phase). . These operations will be described in detail in the following description of the overall operation.

  In the suspension device configured as described above, when the left wheel side cylinder RL and the right wheel side cylinder RR are operated in the same phase, for example, when both are compressed at the same time and both the first and second pistons 11 and 21 are lowered. Alternatively, when both are extended at the same time and the first and second pistons 11 and 21 are both lifted, a damping force is generated by the damping force adjusting mechanisms 14 and 24 of both. At this time, if the opening / closing solenoid valve 60 is opened, the fluid supplied and discharged by the insertion / extraction of the rods 11a and 21a of the first and second pistons 11 and 21 is communicated with the communication path SP0 and the opening / closing solenoid valve 60. In addition, the absorption force is absorbed by the in-phase accumulator 40 and the first and second anti-phase accumulators 31 and 32 through the communication paths RP1 and RP2, so that the reaction force can be kept small.

  On the other hand, when the left wheel side cylinder RL and the right wheel side cylinder RR are operated in opposite phases, for example, when the former is compressed and the first piston 11 is lowered and the latter is expanded and the second piston 21 is raised. If the open / close solenoid valve 60 is closed, the fluid (increase) due to the movement of the rod 11a of the first piston 11 from the pressure chamber 13 of the compression-side left wheel cylinder RL becomes the first reverse-phase accumulator 31. The fluid (decrease) due to the movement of the rod 21a of the second piston 21 is supplied from the second reverse-phase accumulator 32 to the pressure chamber 23 of the right side cylinder RR on the extension side. The In this case, the first and second reverse-phase accumulators 31 and 32 communicate with each other via the communication path RP0 and the built-in orifice of the linear solenoid valve 50. A phase difference as shown in FIG. 6 occurs, and a damping force is generated.

  In FIG. 6, the solid line indicates the stroke change of the piston (11 or 12), the two-dot chain line indicates the pressure change when no orifice (for example, the built-in orifice of the linear solenoid valve 50) exists in the communication path RP0, and the broken line indicates The pressure change when an orifice is present in the communication path RP0 is shown. As apparent from FIG. 6, there is a phase difference (Td) in the pressure change with respect to the stroke change between the case where the orifice is not present in the communication path RP0 and the case where the orifice is present, and this phase difference (Td) As a result, a damping force (Pd) is generated. As a result, the damping force (Pd) is added to the damping force by the damping force adjusting mechanisms 14 and 24, so that the damping force at the opposite phase is increased accordingly.

  In addition to the above, if the opening degree of the linear solenoid valve 50 is controlled by the electronic control unit ECU, it is also possible to appropriately control the damping force for the above-described addition. Then, the fluid in the first and second reverse phase accumulators 31 and 32 during the reverse phase returns to the initial state of FIG. 1 through the communication path RP0 and the built-in orifice of the linear solenoid valve 50 as time passes. Therefore, the rigidity also changes temporarily.

  Thus, when the vehicle rolls in the reverse phase, the damping force increases, so that the roll speed can be lowered, and the temporary turning of the vehicle improves the turning performance of the vehicle. The vehicle's motion performance is improved. Furthermore, by appropriately controlling the linear solenoid valve 50 and the open / close solenoid valve 60 by the electronic control unit ECU, it is possible to perform roll control in accordance with the movement state of the vehicle.

  FIG. 2 shows a suspension device according to another embodiment of the present invention, in which an in-phase accumulator is connected to a first in-phase accumulator 31 in communication with a first in-phase accumulator 41 and a second inversion accumulator. A first in-phase accumulator 42 connected in communication with the phase accumulator 32, the first communication control device is composed of an orifice member 51 of a fixed orifice, and the second communication control device is a first in-phase accumulator. 41 and the first open / close solenoid valve 61 that opens and closes the communication path SP1 connected to the communication path RP1, and the second open / close solenoid valve 61 that opens and closes the communication path SP2 that is connected to the second in-phase accumulator 42 and the communication path RP2. An open / close solenoid valve 62 is used. Since the other configuration is the same as the configuration in FIG. 1, the same components are denoted by the same reference numerals and description thereof is omitted.

  In the suspension apparatus configured as shown in FIG. 2, when the left wheel side cylinder RL and the right wheel side cylinder RR operate in the same phase, a damping force is generated by the damping force adjusting mechanisms 14 and 24 of both. At this time, if the first and second open / close solenoid valves 61 and 62 are opened, the fluid supplied and discharged by the insertion and withdrawal of the rods 11a and 21a of the first and second pistons 11 and 21 is communicated with the communication path SP1. And SP2, the first and second open / close solenoid valves 61 and 62 in the open position, and the first and second in-phase accumulators 41 and 42 and the first and second reverse phases via the communication paths RP1 and RP2. Since it is absorbed by the accumulators 31 and 32, the reaction force can be kept small. Further, by opening and closing the first and second open / close solenoid valves 61 and 62, the rigidity is lowered when the valve is opened (that is, in the same phase), and the rigidity is increased when the valve is closed (that is, during the reverse phase). However, if the electronic control unit ECU individually controls the opening and closing of the first and second opening / closing solenoid valves 61 and 62, the roll rigidity can be controlled more precisely.

  On the other hand, when the left wheel side cylinder RL and the right wheel side cylinder RR are operated in opposite phases, if the first and second open / close solenoid valves 61 and 62 are closed, for example, from the left wheel side cylinder RL on the compression side, The fluid (increase) due to the movement of the rod 11a of the first piston 11 is supplied into the first reverse-phase accumulator 31, and, for example, the right-side cylinder RR on the extension side is in contact with the second piston 21. A fluid (decreasing amount) due to the movement of the rod 21 a is supplied from the second reverse-phase accumulator 32. In this case, since the first and second anti-phase accumulators 31 and 32 communicate with each other via the communication path RP0 and the orifice member 51, a phase difference occurs in the pressure change between them, and the same as described above. Damping force is generated. As a result, since the damping force is added to the damping force by the damping force adjusting mechanisms 14 and 24, the damping force in the reverse phase increases. Since the fluid in the first and second reverse phase accumulators 31 and 32 during the reverse phase returns to the initial state of FIG. 2 through the communication path RP0 and the orifice member 51 as time passes, The stiffness will also change. However, as in the embodiment of FIG. 1, the above-described additional damping force cannot be controlled.

  3 to 5 show a suspension device according to still another embodiment of the present invention, in which the first communication control device is constituted by an orifice member 51 and the second communication control device is constituted by a mechanical valve 70. Has been. In other words, in the present embodiment, the orifice member 51 and the mechanical valve 70 are used without using any of the linear solenoid valve 50, the open / close solenoid valves 60, 61, 62, and the electronic control unit ECU shown in FIGS. It consists only of mechanical mechanisms. Since the other configuration is the same as the configuration of FIG. 1, the same components are denoted by the same reference numerals and description thereof is omitted.

  The mechanical valve 70 is a mechanical pressure-sensitive on-off valve mechanism that opens and closes according to the pressure difference between the fluid pressure in the in-phase accumulator 40 and the fluid pressure in the first and second reverse-phase accumulators 31 and 32. As shown in FIG. 3, valve bodies 71P, 72P, 73P and compression coil springs 71S, 72S, 73S (a pair) are accommodated in three valve chambers 71, 72, 73, respectively. The valve chambers are held in the neutral position shown in FIG. As shown in FIG. 4, when the left wheel side cylinder RL and the right wheel side cylinder RR are operated in opposite phases, a pressure difference is generated in the fluid applied to the mechanical valve 70 (valve bodies 71P, 72P, 73P). When the mechanical valve 70 is closed and operated in the same phase as shown in FIG. 5, no pressure difference is generated in the fluid applied to the mechanical valve 70. Therefore, the mechanical valve 70 is in the open state. Become. Although not shown in FIGS. 3 to 5, the capacity of the in-phase accumulator 40 is set to be larger than the capacity of the anti-phase accumulators 31 and 32, and the pressure change due to the flow of fluid is reduced.

  In the suspension device of the present embodiment, when the left wheel side cylinder RL and the right wheel side cylinder RR operate in opposite phases, for example, the latter is compressed and the second piston 21 is lowered as shown by the white arrow in FIG. When the former is extended and the first piston 11 is raised, a pressure difference is generated in the fluid applied to the mechanical valve 70, and thus the mechanical valve 70 is closed. From the cylinder RR, the fluid (increase) due to the movement of the rod 21a of the second piston 21 is supplied into the second reverse-phase accumulator 32, and the first piston with respect to the left-side cylinder RL on the expansion side. 11 is supplied from the first reverse-phase accumulator 31 (the flow of the fluid during this time is indicated by arrows in FIG. 4). In this case, since the first and second anti-phase accumulators 31 and 32 communicate with each other via the communication path RP0 and the orifice member 51, a phase difference occurs in the pressure change between them, and a damping force is generated. To do. As a result, since the damping force is added to the damping force by the damping force adjusting mechanisms 14 and 24, the damping force in the reverse phase increases. Since the fluid in the first and second reverse phase accumulators 31 and 32 during the reverse phase returns to the initial state of FIG. 3 through the communication path RP0 and the orifice member 51 as time passes, The stiffness will also change.

  On the other hand, when the left wheel side cylinder RL and the right wheel side cylinder RR are operated in the same phase as indicated by white arrows in FIG. 5, a damping force is generated by the damping force adjusting mechanisms 14 and 24 of both. In this case, a pressure difference is not generated in the fluid applied to the mechanical valve 70, and therefore the mechanical valve 70 is in the open state, so that the rods 11a and 21a of the first and second pistons 11 and 21 enter and exit. The fluid supplied and discharged by the gas is absorbed by the first and second reverse-phase accumulators 31 and 32 and the in-phase accumulator 40 via the communication paths RP0, RP1, RP2 and SP1, and the mechanical valve 70. Therefore, the reaction force can be kept small. At this time, since the gas pressures in the in-phase accumulator 40 and the first and second anti-phase accumulators 31 and 32 are substantially equal, most of the fluid is supplied into the in-phase accumulator 40 (with a large capacity). In this embodiment as well, the rigidity is low when the mechanical valve 70 is opened (that is, in the same phase) and the rigidity is increased when the mechanical valve 70 is closed (that is, in the reverse phase). Roll stiffness control cannot be performed as in the embodiment shown.

  As described above, in this embodiment, since the linear solenoid valve 50, the open / close solenoid valve 60, and the like are not provided, the above-described damping force control for the added amount cannot be performed as in the embodiment shown in FIG. In addition, the roll rigidity control cannot be performed as in the embodiment shown in FIGS. 1 and 2, but with a simple configuration using only a mechanical mechanism, a damping force can be generated and the rigidity can be changed. An inexpensive device can be provided.

  In each of the above embodiments, the left wheel side cylinder RL and the right wheel side cylinder RR are mounted on the rear axle of the vehicle, but the left wheel side cylinder and the right wheel side cylinder to be controlled are mounted on the front axle of the vehicle. However, it is not limited to any suspension system.

RR Right wheel side cylinder RL Left wheel side cylinders 14, 24 Damping force adjustment mechanism 31 First reverse phase accumulator 32 Second reverse phase accumulator 40 In-phase accumulator 41 First in-phase accumulator 42 Second in-phase accumulator 50 Linear solenoid valve (first communication control device)
51 Orifice member (first communication control device)
60 Open / close solenoid valve (second communication control device)
61 First open / close solenoid valve (second communication control device)
62 Second open / close solenoid valve (second communication control device)
70 Mechanical valve (pressure-sensitive on-off valve mechanism, second communication control device)
RP0, RP1, RP2, SP0, SP1, SP2 Communication path

Claims (4)

  A first piston having one end supported on a wheel support portion on the left side of at least one of a front axle and a rear axle of a vehicle and having a damping force adjusting mechanism, and a pressure on the vehicle upper side via the first piston A left wheel cylinder having a first housing that forms a chamber and a pressure chamber on the vehicle lower side and is supported by the vehicle body; and a second wheel having a damping force adjustment mechanism that is supported at one end by the right wheel support portion of the one axle. A right wheel cylinder having a second housing that supports the vehicle body by forming a pressure chamber on the vehicle upper side and a pressure chamber on the vehicle lower side via the second piston, and the left wheel side cylinder, A communication passage that connects the pressure chamber on the vehicle lower side and the pressure chamber on the vehicle lower side of the right wheel side cylinder, and a communication passage that is connected to the communication path to supply and discharge fluid filled in the left wheel side cylinder. 1 reverse phase accum And a second reverse-phase accumulator that is connected to and connected to the communication passage, and supplies and discharges the fluid filled in the right wheel side cylinder, and the first and second reverse-phase accumulators to the communication passage. A first communication control device that is interposed between the communication connection portions of the accumulator for use and has a continuous communication throttle portion; and the first communication control device and at least one of the first and second reverse-phase accumulators. A vehicle suspension apparatus comprising: at least one in-phase accumulator that is connected in communication via a second communication control unit.   2. The first communication control device is constituted by a linear solenoid valve having a built-in orifice as the constant communication throttle portion, and the second communication control device is constituted by an open / close solenoid valve. The vehicle suspension apparatus described.   The in-phase accumulator includes a first in-phase accumulator connected in communication with the first out-of-phase accumulator and a second in-phase accumulator connected in communication with the second out-of-phase accumulator. The first communication control device includes an orifice member, and the second communication control device opens and closes the first open / close solenoid valve that opens and closes the first in-phase accumulator and the second in-phase accumulator. 2. The suspension device for a vehicle according to claim 1, comprising two open / close solenoid valves.   The first communication control device is constituted by an orifice member, and the second communication control device is a pressure between the fluid pressure in the in-phase accumulator and the fluid pressure in the first and second reverse-phase accumulators. 2. The vehicle suspension apparatus according to claim 1, comprising a pressure-sensitive on-off valve mechanism that opens and closes according to a difference.

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