JPH01212688A - Shock absorber for motorcycle - Google Patents

Abstract

PURPOSE:To enable regulation of a damping force with excellent response, by a method wherein displacement of a link rotatably coupled to a front fork and supporting a front wheel axle is detected by a displacement sensor, and by means of a detecting signal therefrom, the damping force of a shock absorber is regulated. CONSTITUTION:The intermediate part of a link 3 is rotatably coupled to a bracket 4, protruded from the lower end of an outer tube 1 of a front fork 13, through a pin 5, and an axle 2 is supported to the frontward extending tip of the link 3. A brake caliper 6 facing on a brake disc 20 is secured to the rearward extending rear part of the link 3. Compression rubber 7 making contact with the tip part of the link 3 is mounted to the bottom part of an outer tube 1, and a bump rubber 8 making contact with the caliper 6 is situated at the intermediate part of the outer tube 1. An electric signal is outputted from a displacement sensor 9, positioned to the upper part of the bump rubber 8, according to rotational displacement of the link 3 to control a damping force regulating means.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a shock absorber for two-wheeled vehicles that has an automatic damping force adjustment function that changes the damping force according to driving conditions.

(Prior Art) As a shock absorber for two-wheeled vehicles equipped with an automatic damping force adjustment function that changes the damping force by detecting the running condition, for example,
As shown in the figure, the acushion unit is known as %I
! Ru. A displacement sensor 9 is interposed between the swing 7-m 30 supporting the rear wheel and the unit 31, and this displacement sensor 9
Based on the detected displacement amount of the swing arm 30, the controller 32 drives a decreasing force adjustment means (not shown) inside the reactor unit 12 to change the generated damping force. As this damping force adjustment means, for example, a relief valve is interposed in the hydraulic oil passage in the hydraulic system unit 12, and a leaf spring is supported by a spool, and this spool is driven by the magnetic force of an excited solenoid. and so on. Excitation current for the solenoid is supplied from the controller 32, and when the excited solenoid displaces the spool, the relief pressure of the relief valve changes, and the flow resistance of the hydraulic oil also changes.

Furthermore, there is also a system in which a swing frequency is detected instead of the displacement amount of the swing arm 30, and the controller 32 analyzes this frequency to control the damping force generated by the rear cushion head 12.

(Problem to be Solved by the Invention) However, in this reaction unit 12, the detected value of the displacement sensor 9 is sent to the controller 3 as an electrical signal.
is input, the controller 32 energizes the solenoid,
Since there is a considerable time delay before the generated damping force changes, there is a drawback that it is not possible to respond quickly to changes in driving conditions.

As a way to cover for such reaction delays, it is conceivable to detect the running state using the front wheels, for example, by interposing a displacement sensor at the front wheel. However, the front fork is generally arranged in a rearward tilted state, and the load transmitted from the road surface to the axle exerts component forces in the axial and transverse directions on the front fork that supports it, so displacement sensors detect the axial displacement of the front fork. It was difficult to accurately detect the driving condition even if only the vehicle was detected.

Furthermore, in order to mount the displacement sensor on the front fork, which has a larger stroke than the reaction unit, the stroke of the displacement sensor must be set to be large, resulting in the problem of an increase in the size of the sensor.

The present invention aims to solve the above-mentioned problems that occur in a shock absorber that detects the running state and adjusts the generated damping force.
It is an object of the present invention to provide a shock absorber equipped with a compact detection mechanism capable of detecting changes quickly and accurately.

(Means for Solving the Problems) The present invention provides a two-wheeled vehicle shock absorber comprising a front fork that supports a front wheel and a reaction unit that supports a rear wheel. The single front wheel is supported by the tip of the link, which is freely rotatably connected via the pin, and elastically restricts the compression side displacement of the link with the pin as the fulcrum.Similar to compression rubber, the compression rubber elastically restricts the compression side displacement. A regulating bump rubber is installed between the link and the 70-ton fork, and a displacement sensor that detects the displacement of this link is installed between the link and the front fork, and the damping force is changed by excitation of the solenoid. A damping force adjusting means for adjusting the solenoid is installed in at least one of the front fork and aft seat units, and a control circuit is provided for controlling energization of the solenoid based on the displacement detected by the displacement sensor.

(Function) The load applied to the single shaft of the front wheel is transmitted to the front fork after rotationally displacing the link, but by detecting the displacement of this link by the displacement sensor, changes in the running condition can be detected early, and the Adjustment of depreciation power can be made quickly. In addition, since the displacement of the link is detected, even minute changes in load that do not cause the 7ant 7oak to be activated are detected.

(Example) Embodiments of the present invention are shown in FIGS. 1 to 5.

#S1 In the diagram, 1 is a 7-apart 7-oak 7-outer shaft, and 2 is a front wheel axle supported by an outer chain 1 via a link 3. The link 3 is attached to a bracket 4 that protrudes rearward from the lower end of the 7-up 1, and a pin 5 that is approximately horizontal.
The intermediate portions are rotatably connected via the axle shaft 2, and the axle 2 is supported by the tip portion extending forward and approximately horizontally. Further, the brake caliper 6 is fixed to the rear part of the link extending in the opposite direction, facing the brake disc 20. 7 At the bottom of the Utachiup 1, there is a compression rubber 7 that comes into contact with the tip of the link 3.
In addition, the brake caliper 6 is located in the middle of the outer chain 1.
A bump rubber 8 is attached to the bump rubber 8, which elastically restricts the rotational displacement of the link 3 about the pin 5 as a fulcrum, and absorbs minute vibrations transmitted from the axle 2 to the link 3 by its elastic deformation.

A displacement sensor 9 is disposed immediately above the bump rubber 8. This displacement sensor 9 has both ends connected to the 7-way aperture 1 and the brake caliper 6, and is configured to be freely expandable and contractable in accordance with the rotational displacement of the link 3. 1! The position sensor 9 is connected by a signal circuit to a controller 10, which is a control circuit shown in FIG. The structure of the displacement sensor 9 may be various, such as a single-stick type, an actuating transformer type, a capacitance type, or a pressure-sensitive rubber type, but in short, any structure that can measure the displacement of the link 3 may be used. Further, a vehicle speed sensor 11 for detecting vehicle speed is provided at an appropriate position above lt and is connected to the controller 10 via another signal circuit.

A 70-ton 7-year-old boy 13 located on the opposite side of the link 3 and the axle 2 supports the axle 2 via a link 3A shown in FIG. In the second link 3A, the bump rubber 8 freely slides through the protrusion 15 protruding forward of the axle 2, and the bolt 16 is hinged to the outer tube 1.
and the protrusion 915.

A damping force adjusting means for changing the flow resistance of hydraulic oil by excitation of a solenoid is provided inside the 7 actuator units 12 and 70 actuators 13, as in the conventional example, and the excitation current is applied to each actuator/id. An electric circuit for supplying the information is configured via the controller 10. control? A map for determining the running state using the displacement of the link 3 and the vehicle speed as parameters is preset inside the controller 10, and the controller 10 has a displacement sensor 9 and a vehicle speed sensor 11.
Compare the human input signal from 7 and this map.
It controls the energization of each solenoid of the unit 12 and the fork 13.

Next, the effect will be explained.

In the normal balanced state, the links 3 and 3A are in a position where the combination B and wrapper 7 are slightly deformed.

Then, when the wheels are pushed up to the road surface, links 3 and 3
A rotates counterclockwise in FIG. 1 while further compressing and deforming the combined layered rubber 7, and in response to this rebound, rotates clockwise while compressing and deforming the bump rubber 8.

Since the link 3 is directly connected to the axle 2, it reacts quickly to such impacts from the road surface, and the front fork 1
3 faithfully responds to minute vibrations before it begins to expand and contract. Also, during braking, the brake caliper 6 rotates clockwise while compressing the bump rubber 8 together with the link 3 due to the reaction force of the braking silk of the brake disc 20, and the link 3A also rotates together with it via the half shaft 2. Displace.

The front fork 13 starts operating after this rotational displacement of the links 3 and 3A.

The displacement sensor 9 expands and contracts with the rotational displacement of the link 3, and outputs a signal according to the stroke to the controller 10.

The controller 10 compares this signal and the input signal from the 1fL speed sensor 11 with an internally set map, determines the running state, controls the energization of the solenoids, and controls the reactor cylinder units 12 and 70 ton. 13 damping force adjustment means are driven to adjust the generated damping force. In addition,
In the cushioning unit 12, the controller 10 uses the time difference between when the front wheel passes and when the rear wheel passes the same location to generate a damping force of 31 g! Therefore, the adjustment of the damping force is completed at a timing that is almost the same as when a change in the running condition is applied to the rear cushion unit 12.

On the other hand, in the case of the Iij wheel, the load applied to the tire from the road surface is transmitted from the wheel to the axle 2, the link 3, and the compressor tube 1 via the combustible tongue hub 7 or the bump rubber 8, and in the process, it is 60-9
A phase delay of 0° occurs.

Since the displacement of the link 3 occurs at a relatively early stage of this phase delay, a slight difference in time tllll occurs between the displacement of the link 3 and the operation of the front fork 13. Therefore, the damping force 114g of the front fork 13 is also accelerated by this difference between ILWs, and can be quickly responded to.

In this way, in both the rear cushion unit 12 and the front fork 13, based on the displacement of the link 3, the damping force is set to be weaker on paved roads to ensure a soft ride, and the Then, 31! Strengthen the damping force to prevent bottoming out! ! is done quickly and automatically.

Also, when braking, the brake force is quickly increased to prevent nose dive. Therefore, good ride comfort is maintained at all times regardless of the driving conditions.

In addition, as shown in the fjS4 diagram, the brake caliper 6 may be arranged behind the link 3, or the bump rubber 8 may be arranged behind the link 3.
It can also be mounted on the side. In addition, the displacement sensor 9
It is also possible to arrange it in front of the 7-way up 1. Furthermore, as shown in FIG. 5, a displacement sensor 9 may be interposed between the link 3A and the link 1 located on the opposite side of the brake caliper 6.In addition, even in this case, the link during braking 3 is transmitted to the link 3A via the single shaft 2, it is possible to detect the braking state.

(Effects of the Invention) As described above, in the present invention, the displacement sensor detects the displacement of the link that is rotatably connected to the front fork and supports the front wheel, and based on this, the control circuit controls the deformation force of the shock absorber. As a result, changes in running conditions can be detected quickly and with high precision.Therefore, the adjustment of the damping force performed via the control circuit can be completed earlier, and the responsiveness of the damping force control can be improved. In addition, due to the elastic deformation of the humpless tongue wrapper and bump rubber that regulate the displacement of the link, even minute vibrations that are difficult to absorb in the 70-ton 7-stalk are also absorbed. effective.

In addition, the displacement sensor that detects the displacement of the link can be small because the range of displacement of the link is small, and it can be installed in a small space without interfering with the arrangement of other equipment, making it easy to implement. It is.

[Brief explanation of the drawing]

Fig. 1 is a side view of the axle support part of a 70-ton 7-year-old vehicle showing an embodiment of the present invention, Fig. fjs2 is a block diagram showing the configuration of the shock absorber, and Fig. 3 shows the front fork and front wheel of Fig. 1. FIGS. 4 and 5 are side views of the axle support portions of the front fork arranged symmetrically across the front fork. FIGS. 4 and 5 are side views of the axle support portion of the front fork according to another embodiment. Moreover, FIG. 6 is a side view of an accelerator unit that is a conventional example of a shock absorber for a two-wheeled vehicle equipped with a displacement sensor for detecting running conditions. 1...Outer tube, 2...Wheel, 3,3A...
・Link, 4...Bracket, 5...Pin, 7...
・Combledge 1 in rapa, 8...bump rubber,
9...Displacement sensor, 10...Controller, 12...
7. Cushion unit, 13...Front fork. Figure 3 Figure 5 Procedural amendment (voluntary) September 11, 1986 Director General of the Patent Office Kunio Ogawa 1, Indication of case 'C Address World Trade Center Building, 2-4-1 Hamamatsucho, Minato-ku, Tokyo Name (092) Kayabae Gyo Co., Ltd. 4, Agent 6, “Claims” and “Detailed Description of the Invention” in the specification subject to amendment
column. 7. Contents of the amendment (1) The "Claims" in the specification will be amended as shown in the attached sheet. (2) Also on page 5, #S 2nd line [Free rotation...
] to the seventh line [...detect displacement of link] are corrected as follows. [Supports the axle of the front wheel of the link that is freely connected to the rotation, and detects the displacement of the link.'' Claims: In a shock absorber for a two-wheeled vehicle comprising a front fork that supports the front wheel and a reaction unit that supports the rear wheel, the front A displacement sensor is installed between the link and the front 7-stake, and a displacement sensor is installed between the link and the front 7-stake to excite the solenoid. A damping force WA9 means for changing the damping force is installed in at least one of the front fork and the reaction unit, and a control circuit is provided to control energization of the solenoid based on the displacement detected by the displacement sensor. Characteristic shock absorbers for motorcycles.

Claims (1)

[Claims] In a motorcycle shock absorbing device consisting of a front fork that supports the front wheel and a rear cushion unit that supports the rear wheel, the front wheel is connected to the tip of a link that is rotatably connected via a substantially horizontal pin to a bracket protruding from the bottom of the front fork. A compression rubber that supports the axle and elastically restricts the compression side displacement of the link with the pin as the fulcrum, and a bump rubber that elastically restricts the rebound side displacement of the link are interposed between the link and the front fork. A displacement sensor for detecting the displacement of this link is interposed between the link and the front fork, and a damping force adjustment means for changing the damping force by energizing a solenoid is installed in at least one of the front fork and the rear cushion unit. A shock absorber for a two-wheeled vehicle, comprising a control circuit that controls energization of the solenoid based on the displacement detected by the displacement sensor.