JPH08169222A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE: To gradually increase repulsive force in entering displacement in the bump direction and enhance regrounding performance by arranging a first and second springs opposing to each other between a car body side member and a wheel side member, and determining a spring coefficient of the second spring larger than the first spring. CONSTITUTION: In this vehicular suspension device 20, an upper arm 11, lower arm 12 and knuckle 13 are pin-jointed mutually, and the upper arm 11 and a car body upper base part 17 are connected to each other with a main spring 3 with a damper 14 and an air cylinder 21 juxtaposed with each other. At a lower part of a cylinder 22 of the air cylinder 21 being a first spring, a coil spring 28 being a second spring is arranged. The first and second springs 21, 28 are set so as to nearly balance repulsive force thereof at the time of full rebound of the upper arm 11, and a spring constant of the second spring 28 is determined larger than the first spring 21.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension device, and more particularly to a vehicle suspension device having a plurality of springs between a vehicle body side member and a wheel side member.

[0002]

2. Description of the Related Art A suspension device for a vehicle supports the vehicle on a spring while interfering with the unevenness of the road surface so as not to be directly transmitted to the vehicle body. The unevenness of the road surface changes in various ways, and the suspension device absorbs the vertical vibration and roll of the vehicle body caused by the unevenness of the road surface as much as possible,
A damper is often installed outside the spring in order to ensure passenger stability. By the way, in a vehicle with a rally specification suspension system for a vehicle, the suspension stroke often varies between a full bump where the suspension stroke between the sprung and unsprung parts is the shortest and a full rebound where the suspension stroke is the farthest. Therefore, in such a vehicle, in particular, the characteristics of the suspension device greatly affect the fatigue level of an occupant who drives the vehicle for a long time,
There is a demand for a suspension device that can further reduce the fatigue of passengers.

For example, in a suspension system for an off-road vehicle, it is necessary that the spring be fully extended when the spring is fully rebounded, which makes the repulsive force zero and the operation at the time of re-grounding thereafter. It is designed to reduce the impact on the car. On the other hand, it is effective to lower the minimum ground clearance of the vehicle because lowering the center of gravity of the vehicle improves running stability, but on the other hand,
It is effective to improve the running performance by making the minimum ground clearance relatively high where the unevenness of the road surface is large. In response to such demands, vehicle height adjusting devices have been developed.

As shown in FIGS. 7 to 9, this vehicle height adjustable suspension includes a knuckle 1 through a lower base 10 of a vehicle body via an upper arm 11 and a lower arm 12.
3, the wheels 16 are pivotally supported on the knuckle 13.
In particular, the upper arm 11 and the vehicle body upper base 17 are connected to each other via a main spring 3 with a damper 14 and an air cylinder 1, which are arranged in parallel with each other. Front left and right F
The working fluid to the vehicle height adjusting air cylinders 1 of L, FR and rear left and right RL, RR is connected to a high pressure passage 18 on the side of the air tank 5 via front and rear solenoid valves 2 that supply and discharge a duty ratio equivalent amount. Here, the air cylinders 1 of the front left and right FL, FR are directly communicated with each other, the air cylinders 1 of the rear left, right RL, RR are directly communicated with each other, and high pressure gas is supplied and discharged by one electromagnetic valve 2 at each of the front and rear.

The solenoid valve 2 is a proportional solenoid valve and has a control means 4
The high pressure gas from the air tank 5 is adjusted to a pilot pressure in response to the driving current from the pilot tank, and the pilot pressure is applied to a spool (not shown). Moreover, when the spool is in the neutral position, the supply of high-pressure gas (working gas) to the air cylinder 1 side and the release of high-pressure gas from the air cylinder 1 side to the atmosphere are stopped, and the spool is moved left and right by pilot pressure. First, the high-pressure gas is supplied to the air cylinder 1, or the high-pressure gas is discharged from the air cylinder 1 side to the atmosphere. In FIG. 7, reference numeral 6 indicates a gas spring that acts as an interferometer when the load pressure rapidly increases, and reference numeral 9 indicates a one-way valve.
The control means 4 receives the actual vehicle height signals from the front and rear vehicle height sensors SF, SR, averages the actual vehicle height data, calculates the actual vehicle height signal, and then obtains the target vehicle height vehicle height signal input from a predetermined setting means. A deviation of the actual vehicle height signal is obtained, and a vehicle height correction signal capable of eliminating the deviation is output to the front and rear solenoid valves 2.

When the vehicle height adjusting suspension control device is operated, a road surface reaction force is applied to the wheels, and accordingly, the air cylinder 1 and the main spring 3 are displaced relative to each other between the sprung and unsprung portions. To perform shock absorption operation. At the same time, the actual vehicle height information changes, and the duty current for obtaining the target vehicle height is output to the front and rear solenoid valves 2,
The air pressure of the air cylinder 1 is increased / decreased by the action of the solenoid valve 2, and the vehicle height is corrected by switching to an appropriate vehicle height.
In the vehicle height adjustable suspension as described above, as shown in FIG. 8, the repulsive force of the air cylinder 1 is used for vehicle height adjustment in a stationary state (1G position). Further, here, the air cylinder 1 is set to a relatively small spring constant as compared with the main spring 3, so that only the spring works (rolled characteristic in FIG. 8) and the main spring 3 and the air cylinder. The characteristic of the repulsive force is prevented from abruptly changing when the vertical vibration acts (the characteristic of the broken line in FIG. 8).
Incidentally, Japanese Utility Model Publication No. 3-6484 discloses a device in which a vehicle height adjusting device is attached to a strut type suspension.

[0007]

By the way, in the vehicle height adjustable suspension shown in FIG. 9, as shown in FIG.
The spring constant of the air cylinder 1 is relatively small (SE in FIG.
(See the line), the repulsive force of the air in the air cylinder 1 does not become zero even at the full rebound position. For this reason, even if the repulsive force on the main spring 3 side (see the SM line in FIG. 8) is set to zero, the total repulsive force in the vertical displacement (see the broken line in the figure) does not become zero, and the result As
This is a problem because the occupant is impacted with the ground when re-grounding after a full rebound. In addition, this problem is actually fair 3-6
The vehicle height adjusting device disclosed in Japanese Patent No. 484 similarly poses a problem. An object of the present invention is to allow the repulsive force of the first spring and the repulsive force of the second spring applied in the opposite direction to substantially balance when the wheel side member is fully rebounded, and the displacement in the bump direction is started. It is an object of the present invention to provide a vehicle suspension device capable of improving re-groundability by gradually increasing the repulsive force at the time.

[0008]

According to a first aspect of the present invention, there is provided a first spring which is provided between a vehicle body side member and a wheel side member, and which is expanded and contracted in accordance with a vertical stroke of the wheel side member.
There is a second spring disposed between the vehicle body side member and the wheel side member so as to face the first spring, and the first and second springs are in full rebound of the wheel side member. The repulsive force of the first spring and the repulsive force of the second spring are set to substantially balance with each other, and the spring constant of the second spring is set to be larger than the spring constant of the first spring.

According to a second aspect of the present invention, in the vehicle suspension device according to the first aspect, the first spring is filled with air and contracts and expands in accordance with the vertical stroke of the wheel side member, and at the same time, the wheel side. An air cylinder provided so that the internal pressure remains at the time of full rebound of the member, and the second spring forms a piston that divides the cylinder of the air cylinder into an air chamber and another chamber with respect to the internal pressure of the air chamber. The coil spring is arranged in the other chamber to urge the coil spring.

According to a third aspect of the present invention, the first spring is provided between the vehicle body side member and the wheel side member and is contracted / extended according to the vertical stroke of the cylinder side member, the vehicle body side member and the wheel side member. And a second spring arranged in series with the first spring, and the first and second springs have a repulsive force to the first spring when the wheel-side member is fully rebounded. The remaining second spring is set to have a free length and is set to be larger than the spring constant of the second spring.

According to a fourth aspect of the invention, in the vehicle suspension device according to the first aspect, the first spring is filled with air and contracts and expands in accordance with the vertical stroke of the wheel side member, and at the same time, the wheel side. It is an air cylinder provided so that the internal pressure remains at the time of full rebound of the member, and the second spring is provided between the member provided slidably with respect to the cylinder or rod of the air cylinder and the wheel or rod. It is a coil spring provided in the.

According to a fifth aspect of the present invention, in the vehicle suspension device according to the second or fourth aspect, a main spring which is provided between the vehicle body side member and the wheel side member and is arranged in parallel with the air cylinder. The air cylinder is provided so that the vehicle height can be adjusted by changing the internal pressure of the air cylinder.

[0013]

According to the invention of claim 1, at the time of full rebound, the repulsive force of the first spring and the repulsive force of the second spring in the direction opposite to the repulsive force of the first spring are set to balance each other. The force for displacing the cylinder in the direction can be reduced, and the followability of the cylinder is improved. Furthermore, since the spring constant of the second spring is set to be larger than the spring constant of the first spring, the repulsive force of the first spring gradually increases as it is displaced from the full rebound state in the bump direction.
The repulsive force of the second spring sharply decreases and is eventually supported by the characteristics of the first spring. However, since the spring constant of the first spring can be set low, the suspension can be easily stroked in the bump direction.

According to a second aspect of the present invention, the coil spring, which is the second spring of the first aspect, urges the piston that divides the inside of the cylinder of the air cylinder into the air chamber and another chamber against the internal pressure of the air chamber. The second spring can be built in the air cylinder that forms the first spring.

According to the third aspect of the invention, at the time of full rebound, the repulsive force remains in the first spring, and the second spring is set to have a free length. Therefore, the wheel in the bump direction from the full rebound state is set. When the wheel is displaced, the wheel is displaced while shrinking the second spring in which the repulsive force does not remain, and the force for displacing the wheel in the bump direction from the full rebound state can be reduced. Trackability is improved. Further, since the spring constant of the second spring is set to be larger than that of the first spring, the repulsive force of the second spring rapidly increases and remains in the first spring as the spring constant is changed from the full rebound state to the bump direction. It will exceed the repulsive force,
After that, it comes to be governed by the characteristics of the first spring, but since the spring constant of the first spring can be set low,
The suspension can be easily stroked in the bump direction.

According to a fourth aspect of the present invention, a second spring, which is a coil spring, is provided between the wheel or the rod and the member slidably displaceable with respect to the cylinder or the rod of the first aspect. The air cylinder and the second spring can be easily unitized.

According to the fifth aspect of the present invention, since the air cylinder and the main spring in the second or fourth aspect are arranged in parallel, it is not necessary to set the spring constant of the air cylinder to a large value.

[0018]

1 and 2 show a vehicle suspension device as an embodiment of the present invention. The schematic overall configuration of the vehicle suspension device 20 is different from that of the vehicle suspension device shown in FIG. 9 only in the air cylinder 21, and the other configurations are similar, and therefore the overall configuration is omitted from the drawings, and hereinafter the same. The same reference numerals are given to the members to simplify the duplicated description. The upper arm 11, the lower arm 12, and the knuckle 13 of the vehicle suspension device 20 are pin-connected to each other, and the wheel 16 is pivotally supported by the knuckle 13.
The upper arm 11 and the vehicle body upper base 17 are connected to each other via a main spring 3 with a damper 14 and an air cylinder 21 which are arranged in parallel with each other.

An air cylinder 21 arranged in parallel with the main spring 3 constitutes a first spring, and as shown in FIG. 2, a cylinder 22 having an upper end closed, and a rod slidably fitted in the cylinder 22. 23 and a piston 24 integral therewith, and a cylinder 22
An air chamber 25 that is formed inside and that compresses air by enclosing air with a piston 24; an air pipe 26 that extends from the upper end side of the air chamber 25 and communicates with the solenoid valve 2; Upper bracket 27 joined to the base 17
And a lower bracket 31 formed at the lower end of the rod 23 and coupled to the upper arm 11. A coil spring 28, which is a second spring, is disposed below the cylinder 22 of the air cylinder 21, which is the first spring. The coil spring 28 is arranged in the lower chamber 29 to bias the piston 24 against the internal pressure in the air chamber 25. The lower chamber 29 is isolated from the outside by a bearing portion 30 integrally connected to the lower end of the cylinder 22, but the air permeability to the outside is maintained.
The cylinder 22 of the air cylinder 21 shown in FIG.
Since the spring and the second spring can be accommodated together, the device can be made compact.

Here, the piston 24 pressurizes the air chamber 25 most at the time of full bump, can move a part of the air to the gas chamber 6 side, reaches the bump position H1, is held at the stationary position 1G at rest, and at full rebound. The full rebound position H2 is reached with the internal pressure remaining in the air chamber 25. The bump position H1 and the full rebound position H2 are regulated by the main spring 3 side. In particular, the coil spring 28, which is the second spring, starts to move from the time when the lower end of the piston 24 comes into contact with the inflection point H3 to the piston 24
Is compressed by and is most pressurized at the full rebound position H2. At this time, as shown in FIG.
Generates a repulsive force SR facing the air cylinder 21 via the piston 24. Especially, this full rebound position H
The repulsive force SR at 2 is set so that the air cylinder 21 is approximately in balance with the repulsive force SE shown here, whereby the total repulsive force at the full rebound position H2 is set to zero.

Such a vehicle suspension device 20
The operation of will be described. When the vehicle is in a stationary state, the piston 24 of the air cylinder 21 is held at the 1G position, and the roll displacement applied to the vehicle body is absorbed and damped by the front, rear, left and right main springs 14 and dampers 14. On the other hand, car body and wheels 1
Vertical vibration of the relative displacement with respect to 6 is absorbed and damped by the air cylinder 21 in addition to the main spring 3 and the damper 14. In this case, as shown in FIG.
In G, the main spring 3 and the air cylinder 21 are supported according to the repulsive force (SE + SM) characteristics of the air cylinder 21, and this state is maintained between the full bump position H1 and the inflection point H3.

On the other hand, the repulsive force of the coil spring 28 is applied to the outside of the main spring 3 and the air cylinder 21 between the inflection point H3 and the full rebound position H2. That is, here
The repulsive force SR of the coil spring 28 is generated by the air cylinder 2
The repulsive force SR is added in the direction opposite to the repulsive force SE of 1 and is displaced to the full rebound position H2, and the total repulsive force (SE + SM + SR) becomes zero at the full rebound position H2. Therefore, when the vehicle travels on the uneven road, the wheels 16 rebound (see the position H2 in FIG. 4),
When the wheel 16 takes off and re-contacts the ground, the repulsive force SR applied to the wheel 16 gradually increases from a state of almost zero. At this time, the wheel 16 is in the full rebound position (H in FIG. 4).
(2 position) toward the inflection point H3, but at this time, the repulsive force SR of the coil spring 28 gradually decreases, and the air spring 2
The repulsive force SE of 1 gradually increases, and the spring force of the coil spring 28 is eliminated at the inflection point H3. After that, the wheel 16 advances its displacement toward the stationary position 1G and the full bump position (position H1 in FIG. 4) and is displaced along the characteristics of the repulsive forces SM and SE of the main spring 3 and the air cylinder 21.

As described above, in this case, when the vehicle travels on a washing plate-like uneven road, the repulsive force SR applied to the wheel 16 is substantially zero each time the wheel 16 re-grounds after taking off. It gradually increases from the state, and the impact on the occupant at the time of re-grounding can be interfered with, the ride comfort of the vehicle can be improved, and the habitability can be kept good. Furthermore, since the spring constant of the coil spring 3 is set to be larger than that of the air spring, the repulsive force of the air spring 21 (first spring) gradually increases as the coil spring 3 is displaced in the bump direction from the full rebound state (position H2). And coil spring 28
The repulsive force of the (second spring) sharply decreases and is supported by the characteristic of the air spring 21 (first spring) at the inflection point H3.
Since the spring constant of (first spring) can be set low,
Total repulsive force as a suspension (SE + SM + S
R) does not suddenly increase on the full bump position H1 side, and it is possible to easily stroke in the bump direction, and a relatively large suspension stroke (L1 + L2) that can be effectively used can be secured.

FIG. 5 shows a vehicle suspension device as another embodiment of the present invention. The overall configuration of the vehicle suspension device 20a is different from the vehicle suspension device shown in FIG. 9 only in the air cylinder 21a, and the air cylinder 21a is partially similar to the air cylinder 21 in FIG. . For this reason, only the air cylinder 21a will be described here, and the same members will be denoted by the same reference symbols and redundant description will be omitted. The air cylinder 21a of the vehicle suspension device 20a has a main spring 3
And the upper arm 11 and the vehicle body upper base 1
It is arranged between 7 and.

The air cylinder 21a constitutes a first spring, and as shown in FIG. 5, the rod 23 slidably fitted in the cylinder 22 has a double structure including upper and lower members 231 and 232. The lower end of the lower member 232 is connected to the vehicle body lower base 11 via the lower bracket 31. The upper end of the upper member 231 of the rod 23 is integrated with the piston 24, and the upper member 2
A tubular portion 233 is formed below the reference numeral 31, and the shaft portion 234 of the lower member 232 is slidably fitted into the tubular portion 233. Tube 2
A coil spring 32 as a second spring is arranged between the lower wall of 33 and the tip of the shaft portion 234.

The coil spring 32 is most compressed when the shaft portion 234 is completely pushed into the cylinder portion 233, and the shaft portion 234 protrudes from the cylinder portion 233, and the shaft portion 23
The lower member 23 in a state in which the free length remains in contact with
Hold 2 in full rebound H2 position. Here, the air cylinder 21a is bent at the time when the piston 24 reaches the bump position H1 at the time of full bump and is held at the stationary position 1G when the piston 24 is stationary, and when the lower end of the piston 24 comes into contact with the bearing portion 30 at the lower end of the cylinder 22. It is held at point H3. Moreover,
After the piston 24 reaches the inflection point H3, the lower member 232 can move to the full rebound position H2 with respect to the upper member 231 of the rod 23 as the coil spring 32 as the second spring expands.

As shown in FIG. 6, the full rebound position H
2, the coil spring 32 maintains a free length, and the repulsive force S that opposes the air cylinder 21a via the piston 24.
Let C be zero. As a result, the total repulsive force at the full rebound position H2 is set to zero. The operation of the vehicle suspension device 20a will be described.

When the vehicle is stationary, the air cylinder 2
The piston 24 of 1a is held at the 1G position, and the roll displacement applied to the vehicle body is absorbed and damped by the front, rear, left and right main springs 14 and dampers 14. On the other hand, the vertical vibration of the relative displacement between the vehicle body and the wheels 16 is absorbed and damped by the air cylinder 21a (in the state of receiving the repulsive force SC1 of the coil spring 32) in addition to the main spring 3 and the damper 14. . In this case, as shown in FIG. 3, when the vehicle body is at the rest position 1G, the main spring 3 and the air cylinder 21a are
It is supported along the double repulsive force (SE + SM) characteristics of the above, and this state is maintained between the full bump position H1 and the inflection point H3.

On the other hand, between the inflection point H3 and the full rebound position H2, the air cylinder 21a enters a non-actuated state, and the repulsive force SC of the main spring 3 and the coil spring 32 acts. That is, here, the repulsive force SR of the coil spring 32
Is applied in the same direction as the repulsive force SE of the air cylinder 21, and the repulsive force S increases as it is displaced to the full rebound position H2.
C is reduced, the free length is achieved at the full rebound position H2, and the total repulsive force (SM + SC) becomes zero.

Therefore, when the vehicle travels on an uneven road, the wheels 16 rebound (see position H2 in FIG. 4),
When the wheel 16 takes off and re-grounds, the repulsive force SC applied to the wheel 16 gradually increases from the state where the repulsive force SC of the coil spring 32 is almost zero. At this time, the inflection point H3
The repulsive force of the coil spring 32 is eliminated by
The repulsive force SM of the main spring 3 and the repulsive force SE of the air spring 21 are gradually increased, so that the wheel 16 is in the stationary position 1G and the full bump position (see the figure) according to the characteristics of the repulsive forces SM and SE of the main spring 3 and the air cylinder 21. 4 to the H1 position) side.

As described above, the vehicle suspension device 20a shown in FIG. 5 is, like the vehicle suspension device 20 shown in FIG. The repulsive force SC of the coil spring 32 gradually increases from the state where the repulsive force applied to the wheels 16 is almost zero, and the impact applied to the occupant at the time of re-grounding can be interfered with.
The ride comfort of the vehicle can be improved and the comfortability can be maintained. Moreover, also here, the spring constant of the air spring 21a (first spring) can be set low, so that the total repulsive force (SE + SM + SC1) as the suspension does not suddenly increase at the full bump position H1 side, and it is easy to stroke in the bump direction. It is possible to secure a relatively large suspension stroke (L1 + L2) that can be effectively used.

[0032]

As described above, the invention of claim 1 is set so that the repulsive force of the first spring and the repulsive force of the second spring facing the repulsive force are balanced at the time of full rebound. Therefore, the force for displacing the wheel in the bump direction from the full rebound state can be reduced, and the impact at the time of re-landing on a road surface (such as a washboard-like road surface) where takeoff and landing are continuous can be reduced. The ride quality and ground contact can be improved. Furthermore, since the spring constant of the first spring is set to a low value, it is possible to prevent the repulsive force from becoming too large when the suspension is displaced toward the full bump side, make it easier to stroke in the bump direction, and compare the suspension strokes that can be effectively used. It can be secured as large as possible and the riding comfort can be improved.

According to the second aspect of the invention, the second spring can be built in the air cylinder forming the first spring, and the apparatus can be made compact. According to the invention of claim 3, the second spring is set to have a free length at the time of full rebound, and therefore, when the wheel is displaced in the bump direction from the full rebound state, the second spring is contracted from the free length. This means that the wheel will be displaced, and the force to displace the wheel in the bump direction from the full rebound state can be reduced, and re-landing on a road surface (such as a washboard-like road surface) where takeoff and landing continues. The impact at the time can be reduced, and the riding comfort and ground contact can be improved. Further, since the spring constant of the first spring can be set low, the suspension can be easily stroked in the bump direction, the suspension stroke that can be effectively used can be secured relatively large, and the riding comfort can be improved.

Since the second spring, which is a coil spring, is provided in the invention of claim 4, the air cylinder forming the first spring and the second spring can be easily unitized, and the device can be constructed. It can be made compact.

Since the air cylinder and the main spring are arranged in parallel, it is not necessary to set the spring constant of the air cylinder to a large value, so that the suspension characteristics of the main spring are not significantly changed. , The vehicle height can be adjusted.

[Brief description of drawings]

FIG. 1 is a schematic perspective view of a main part of a vehicle suspension device as an embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of an air cylinder used in the vehicle suspension device of FIG.

FIG. 3 is a characteristic diagram of suspension stroke-repulsive force of the vehicle suspension device of FIG.

FIG. 4 is a schematic diagram illustrating displacement of wheels from a full rebound state to a full bump state of the vehicle suspension device of FIG.

FIG. 5 is an enlarged cross-sectional view of an air cylinder used in a vehicle suspension device as another embodiment of the present invention.

6 is a characteristic diagram of suspension stroke-repulsive force of the vehicle suspension device of FIG.

FIG. 7 is a hydraulic circuit diagram of a vehicle height adjustable suspension device of a normal vehicle suspension device.

FIG. 8 is a characteristic diagram of suspension stroke-repulsive force of a conventional vehicle suspension device.

FIG. 9 is a partial schematic front view of a conventional vehicle suspension device. 3 Main Spring 11 Upper Arm 12 Lower Arm 13 Knuckle 14 Damper 16 Wheel 17 Vehicle Upper Base 20 Vehicle Suspension Device 20a Vehicle Suspension Device 21 Air Cylinder 22 Cylinder 23 Rod 24 Piston 25 Air Chamber 28 Coil Spring 29 Lower Chamber 30 Bearing 1G Stationary Position H1 Bump position H2 Full rebound position H3 Inflection point SC Coil spring repulsion force SR Coil spring repulsion force SE Air cylinder repulsion force SM Main spring repulsion force

Claims (5)

[Claims] 1. A first spring, which is provided between a vehicle body side member and a wheel side member, and which expands and contracts in accordance with a vertical stroke of the wheel side member; and the first spring between the vehicle body side member and the wheel side member. A first spring and a second spring arranged so as to face each other. The first and second springs have a repulsive force by the first spring and a repulsive force by the second spring when the wheel side member is fully rebounded. And the spring constant of the second spring are set to be larger than the spring constant of the first spring. 2. The vehicle suspension device according to claim 1, wherein the first spring is filled with air and contracts and expands in accordance with a vertical stroke of the wheel side member, and at the time of full rebound of the wheel side member. Is an air cylinder provided so that the internal pressure remains therein, and the second spring is for urging a piston that divides the cylinder of the air cylinder into an air chamber and another chamber against the internal pressure in the air chamber. A vehicle suspension device comprising a coil spring arranged in the other compartment. 3. A first spring, which is provided between a vehicle body side member and a wheel side member, and which expands and contracts in accordance with the vertical stroke of the cylinder side member, and between the vehicle body side member and the wheel side member. A first spring and a second spring arranged in series, wherein the first and second springs have a repulsive force remaining in the first spring during a full rebound of the wheel-side member. A suspension device for a vehicle, wherein a spring is set to have a free length and is set to be larger than a spring constant of the second spring. 4. The vehicle suspension device according to claim 1, wherein the first spring is filled with air and contracts and expands in accordance with a vertical stroke of the wheel side member, and at the time of full rebound of the wheel side member. Is an air cylinder provided so that internal pressure remains therein, and the second spring is a coil provided between a member provided slidably with respect to the cylinder or rod of the air cylinder and the wheel or rod. A vehicle suspension device characterized by being a spring. 5. The vehicle suspension device according to claim 2, further comprising a main spring provided between the vehicle body side member and the wheel side member and arranged in parallel with the air cylinder, A vehicle suspension device in which an air cylinder is provided so that the vehicle height can be adjusted by changing the internal pressure of the air cylinder.