JPH10339343A - Hydraulic shock absorber for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve both drive stability and comfortableness of a vehicle without enlarging size of a hydraulic shock absorber. SOLUTION: In a vehicle hydraulic shock absorber 10 setting up a friction generator 50 made able to generate friction force between both a cylinder 14 and a piston rod 18 according to relative movement thereof, the friction generator 50 is formed by providing an electromagnetic coil 51 and a magnetized attracting member 52, 53 arranged in a rod end 19. The electromagnetic coil 51 has a winding axial line in parallel to an axial line O of the cylinder, by carrying a current, magnetic flux can be generated, also the coil is set up in a magnetic unit part 19A of the rod end. The magnetized attracting member 52, 53 is arranged in both sides of the electromagnetic coil 51, magnetized by magnetic flux from this electromagnetic coil 51 and attracted to an internal peripheral surface in an inner tube 12 of the cylinder. Friction force can be generated between the magnetized attracting member and this internal peripheral surface, and the magnetized attracting member is set up in non-magnetic unit part 19B, 19C of the rod end.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic shock absorber for a vehicle used for an automobile or a motorcycle.

[0002]

2. Description of the Related Art In a vehicle hydraulic shock absorber used for a motorcycle or a motorcycle, a cylinder is filled with hydraulic oil and a piston is slidably disposed. A damping mechanism for generating a damping force by the fluid resistance of the above is provided. One end of a piston rod is connected to the piston, and the other end of the piston rod extends outside the cylinder. A suspension spring is interposed between the piston rod and the cylinder, and the hydraulic shock absorber is disposed on the vehicle body side and the axle side. The suspension spring absorbs the impact from the road surface, and the damping mechanism of the hydraulic shock absorber damps the vibration of the vehicle body.

[0003] The above-described vehicle hydraulic shock absorber has a variable damping force that changes the damping force based on the fluid resistance generated by the damping mechanism to improve both the steering stability and the riding comfort of the vehicle. There is a hydraulic shock absorber. In other words, the variable damping force hydraulic shock absorber increases the damping force based on the fluid resistance in a very low speed range where the relative speed of the piston to the cylinder is low, as shown by the broken line a in FIG. Steering stability is improved (first prior art).

On the other hand, rods are inserted into cylinders (housings) so as to be freely movable in the axial direction in the shock absorbers, and these cylinders and rods are brought into frictional contact to generate a frictional force, which is attenuated by the frictional force. There is a friction damper adapted to generate a force.

[0005] Such a frictional shock absorber is disclosed in Japanese Utility Model Laid-Open No. 3-8444.
As shown in Japanese Patent Publication No. 7, an actuator having an electromagnetic coil having a winding axis in a direction orthogonal to the axis of the cylinder, and a plunger made of a magnet pressed toward the rod side by energizing the electromagnetic coil is mounted on the cylinder. There has been disclosed a device in which a pad attached to a mounting and plunger is pressed against a rod to vary a damping force (second prior art).

[0006]

However, in the first prior art, when the relative speed of the piston to the cylinder is in a very low speed range, the damping force based on the fluid resistance is increased as described above.
As shown by the dashed line a in FIG. 5B, even when the relative speed of the piston with respect to the cylinder is in the middle or high speed range, the damping force based on the fluid resistance is greatly increased, and the vehicle rides on a rough road or over a bump. Comfort is significantly reduced.

Further, in the second prior art, since the direction of the winding axis of the electromagnetic coil is a direction orthogonal to the axis of the cylinder, there is a problem that the actuator protrudes outside the cylinder and the shock absorber becomes large. is there.

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above-mentioned circumstances, and has been made in consideration of the above-described circumstances. Accordingly, it is possible to improve both the steering stability and the riding comfort of a vehicle without increasing the size of the hydraulic shock absorber. It is to provide a shock absorber.

[0009]

According to a first aspect of the present invention, there is provided a piston having a damping mechanism capable of generating a damping force by fluid resistance of the working oil while the cylinder is filled with a working oil. Slidably disposed in the cylinder,
One end of a piston rod is connected to the piston, and the other end protrudes out of the cylinder, and a friction generating device that can generate a frictional force between the cylinder and the piston rod in accordance with the relative movement between the two. In the installed vehicle hydraulic shock absorber, the friction generator includes an electromagnetic coil and a magnetized adsorption member disposed on the piston rod side, and the electromagnetic coil is parallel to an axis of the cylinder. It has a winding axis and can generate a magnetic flux when energized, and is installed on the magnetic body part on the piston rod side, and the magnetized adsorption members are arranged on both sides of the electromagnetic coil, and the magnetic flux from the electromagnetic coil While being magnetized and attracted to the cylinder inner peripheral surface, it is possible to generate a frictional force with the cylinder inner peripheral surface,
It is installed on the non-magnetic material part on the piston rod side.

According to a second aspect of the present invention, a cylinder is filled with hydraulic oil, and a piston having a damping mechanism capable of generating a damping force by the fluid resistance of the hydraulic oil is slidable in the cylinder. And one end of the piston rod is connected to the piston, and the other end is protruded out of the cylinder, so that a frictional force can be generated between the cylinder and the piston rod as the cylinder and the piston rod move relative to each other. In the vehicle hydraulic shock absorber provided with the friction generating device, the friction generating device has an electromagnetic coil and a magnetized attraction member disposed on the piston rod side, and the electromagnetic coil includes the cylinder Has a winding axis parallel to the axis of
The magnetization attracting members are arranged on both sides of the electromagnetic coil, are magnetized by magnetic flux from the electromagnetic coil and are attracted to the cylinder inner peripheral surface, and can generate a frictional force with the cylinder inner peripheral surface, The magnetic flux passing surface formed in the electromagnetic coil and the magnetization attracting member of the friction generating device,
It is formed on a tapered surface inclined with respect to the axis of the cylinder.

[0011] The invention described in claim 3 is the invention according to claim 1 or 2.
In the invention described in the above, the air gap formed between the electromagnetic coil of the friction generator and the magnetized attracting member can be adjusted by the interposition of a shim that allows the magnetized attracting member to approach or separate from the electromagnetic coil. It is composed.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the power supply to the electromagnetic coil of the friction generating device is performed by the control device based on output signals from various sensors. The control is performed by the control device according to the operation state of the vehicle.

The first aspect of the invention has the following operation. When the relative speed of the piston with respect to the cylinder is in a very low speed range, a frictional force can be generated between the piston and the inner peripheral surface of the cylinder by the magnetized attraction member of the friction generator. , The hydraulic shock absorber becomes hard (hard), and the steering stability of the vehicle can be improved.

Further, since the frictional force generated by the magnetized attraction member of the friction generator has almost no dependence on the relative speed of the piston to the cylinder, even if the relative speed of the piston to the cylinder is in the middle / high speed range. Does not increase. Therefore, the damping force of the hydraulic shock absorber (the damping force due to the fluid resistance of the hydraulic oil in the piston damping mechanism and the damping force due to the frictional force of the magnetized attraction member of the friction generator) does not become excessive in the middle / high speed range. The vibration of the vehicle can be favorably damped by the damping force, and the riding comfort of the vehicle can be improved.

Further, since the magnetized attraction member of the friction generator is attracted to the inner peripheral surface of the cylinder to generate a frictional force, a sufficient contact area between the two can be ensured, so that the variable width of the frictional force is set large. be able to.

Further, since the magnetization attracting member is operated by the magnetic flux generated by the electromagnetic coil of the friction generator, the responsiveness of the friction generator can be improved.

Further, since the electromagnetic coil of the friction generator is provided on the magnetic body having high magnetic permeability on the piston rod side, a strong magnetic force can be generated by this electromagnetic coil.

Further, the electromagnetic coil of the friction generator is installed on the magnetic body on the piston rod side, and the magnetized adsorption member is installed on the non-magnetic body on the piston rod side.
The magnetic flux generated by the electromagnetic coil flows to the cylinder via one magnetic attraction member, and returns to the electromagnetic coil via the other magnetic attraction member to form a closed magnetic circuit, which can extremely reduce the magnetic flux leaking from the electromagnetic coil to the piston rod side. . As a result,
The magnetized attraction member can be strongly magnetized, the attraction force of the magnetized attraction member to the cylinder can be increased, and the frictional force generated between the magnetized attraction member and the cylinder can be increased.

Further, since the winding axis of the electromagnetic coil is parallel to the axis of the cylinder, the electromagnetic coil and the magnetized adsorption member can be compactly mounted on the outer peripheral surface on the piston rod side.
Therefore, the size of the hydraulic shock absorber does not increase, and the cost can be reduced.

Further, when the friction generating device is provided between the piston and the rebound stopper on the outer periphery on the piston rod side, the friction generating device does not hinder the expansion and contraction of the hydraulic shock absorber.
The stroke of the hydraulic shock absorber can be appropriately secured without increasing the length of the cylinder of the hydraulic shock absorber.

The second aspect of the invention has the following operation. When the relative speed of the piston with respect to the cylinder is in a very low speed range, a frictional force can be generated between the piston and the inner peripheral surface of the cylinder by the magnetized attraction member of the friction generator. , The hydraulic shock absorber becomes hard (hard), and the steering stability of the vehicle can be improved.

Further, since the frictional force generated by the magnetized attraction member of the friction generator has almost no dependence on the relative speed of the piston to the cylinder, even if the relative speed of the piston to the cylinder is in the middle / high speed range. Does not increase. Therefore, the damping force of the hydraulic shock absorber (the damping force due to the fluid resistance of the hydraulic oil in the piston damping mechanism and the damping force due to the frictional force of the magnetized attraction member of the friction generator) does not become excessive in the middle / high speed range. The vibration of the vehicle can be favorably damped by the damping force, and the riding comfort of the vehicle can be improved.

Further, since the magnetized attraction member of the friction generating device is attracted to the inner peripheral surface of the cylinder to generate a frictional force, a sufficient contact area between the two can be ensured, so that the variable width of the frictional force is set large. be able to.

Further, since the magnetization attracting member is operated by the magnetic flux generated by the electromagnetic coil of the friction generator, the responsiveness of the friction generator can be improved.

Further, since the magnetic flux passing surfaces of the electromagnetic coil and the magnetized attraction member are formed as tapered surfaces inclined with respect to the axis of the cylinder, the area of these magnetic flux passing surfaces can be increased, and therefore, the area from the electromagnetic coil to the cylinder can be increased. Leakage magnetic flux can be reduced, and the amount of magnetic flux flowing from the electromagnetic coil to the magnetization attracting member can be increased. As a result, the attraction force of the magnetization attraction member to the cylinder can be increased, so that the frictional force generated between the magnetization attraction member and the cylinder can be increased.

Further, since the winding axis of the electromagnetic coil is parallel to the axis of the cylinder, the electromagnetic coil and the magnetized adsorption member can be compactly mounted on the outer peripheral surface on the piston rod side.
Therefore, the size of the hydraulic shock absorber does not increase, and the cost can be reduced.

When the friction generating device is installed between the piston and the rebound stopper on the outer periphery on the piston rod side, the friction generating device does not hinder the expansion and contraction of the hydraulic shock absorber.
The stroke of the hydraulic shock absorber can be appropriately secured without increasing the length of the cylinder of the hydraulic shock absorber.

The third aspect of the invention has the following operation. Since the air gap between the electromagnetic coil and the magnetized attracting member is configured to be adjustable by changing the thickness of the shim, the air gap flows from the electromagnetic coil to the magnetized attracting member by changing the thickness of the shim. By adjusting the amount of magnetic flux passing, the attraction force of the magnetized attraction member to the cylinder can be adjusted,
The frictional force generated between the magnetization attracting member and the cylinder can be adjusted.

The invention described in claim 4 has the following operation. The control device, based on output signals from various sensors,
According to the operating condition of the vehicle, the electromagnetic coil of the friction generator is energized to generate a frictional force between the magnetized adsorption member and the inner peripheral surface of the cylinder. As a result, the hydraulic shock absorber becomes hard (hard), and the steering stability of the vehicle is improved, and the posture of the vehicle can be stabilized early.

[0030]

Embodiments of the present invention will be described below with reference to the drawings. (A) First Embodiment FIG. 1 is a sectional view showing a first embodiment of a hydraulic shock absorber according to the present invention. FIG. 2 is a partially enlarged sectional view of FIG. FIG. 3 is an enlarged sectional view of a part III in FIG. FIG.
FIG. 4A is a sectional view taken along line AA in FIG.
(B) is a sectional view taken along line BB in FIG. 2. FIG.
1A shows a damping force characteristic of the hydraulic shock absorber of FIG. 1, and FIG. 1A shows a case where a relative speed of a piston to a cylinder is in a very low speed range;
(B) shows the case where the relative speed is in the middle / high speed range, respectively.

As shown in FIG. 1, a hydraulic shock absorber 10 used for a four-wheeled motor vehicle is integrated with a suspension spring 11 to form a cushion unit, and the cushion unit is disposed on the vehicle body side and the axle side. You. The suspension spring 11 absorbs the impact from the road surface, and the hydraulic shock absorber 10 attenuates the vibration of the cushion unit to dampen the vehicle body.

The hydraulic shock absorber 10 comprises a cylinder 1 comprising an inner tube 12 and an outer tube 13 having a one-end closed structure.
4, the inner tube 12 is filled with hydraulic oil, and the piston 15 is slidably disposed.
By the piston 15, the inner tube 12 is partitioned into a rod-side chamber 16B filled with hydraulic oil and accommodating a piston rod 18, which will be described later, and a piston-side chamber 16A filled with hydraulic oil and not accommodating the piston rod 18. .

A reservoir chamber 17 is provided which is surrounded by the inner tube 12 and the outer tube 13 and is filled with hydraulic oil and filled with gas. This reservoir room 1
Reference numeral 7 has a function of compensating for hydraulic oil corresponding to a volume change of the piston rod 18 that enters or exits the inner tube 12 of the cylinder 14 during a compression stroke or an extension stroke of the hydraulic shock absorber 10. Reference symbol H indicates the oil level of the hydraulic oil in the reservoir chamber 17.

At the center of the piston 15, a rod end 19 screwed to one end of a piston rod 18 is inserted. In the piston 15, the pressure side flow path 20 and the expansion side flow path 21 are alternately formed. Further, on one side surface of the piston 15, a compression side damping valve 22 that can close the compression side flow path 20 is provided, and on the other side surface of the piston 15, a growth side attenuation valve 23 that can close the expansion side flow path 21 is provided. Will be arranged. The piston 15, the compression-side damping valve 22, and the extension-side damping valve 23 are integrated with the rod end 19 with a nut 24.

On the other hand, a rod guide 25 is fitted into the other end of the inner tube 12. Piston rod 18
Is slidably penetrated by the rod guide 25, and the other end protrudes outside the cylinder 14. The rod guide 25 is provided with an oil seal 26 for slidingly contacting the outer peripheral surface of the piston rod 18 to prevent leakage of hydraulic oil. A cylinder cap 27 is mounted on the outer tube 13 of the cylinder 14 so as to cover the rod guide 25.

A base valve mechanism 28 is provided at one end of the inner tube 12. This base valve mechanism 28
The valve mechanism main body 29 has a compression-side damping valve 30 and an extension-side check valve 31 mounted thereon. The valve mechanism main body 29 is fitted into one end opening of the inner tube 12. Further, a flow path (not shown) that connects the piston-side chamber 16A and the reservoir chamber 17 is formed in the valve mechanism main body 29. The above-described compression side damping valve 22, expansion side damping valve 23 and compression side damping valve 30 constitute a damping mechanism of the hydraulic shock absorber 10.

Therefore, in the compression stroke of the hydraulic shock absorber 10,
The hydraulic oil in the piston side chamber 16A flexes and deforms the pressure side damping valve 22 through the pressure side flow path 20 of the piston 15 and flows into the rod side chamber 16B, and generates a pressure side damping force by the fluid resistance at this time. Further, in this compression stroke, the hydraulic oil equivalent to the volume of the piston rod 18 penetrating into the inner tube 12 causes the compression-side damping valve 30 of the base valve mechanism 28 to bend and deform from inside the piston-side chamber 16 </ b> A. Generates a compression-side damping force.
7 flows into. As described above, the compression-side damping valves 22 and 30 generate a compression-side damping force in the compression stroke of the hydraulic shock absorber 10.

In the extension stroke of the hydraulic shock absorber 10, the hydraulic oil in the rod side chamber 16B passes through the extension passage 21 of the piston 15 to bend and deform the extension damping valve 23, and the fluid resistance at this time causes the extension damping. A force is generated, and the piston side chamber 16 is generated.
Flows into A. Also, in this extension stroke, the hydraulic oil equivalent to the retreated volume of the piston rod 18 from the inside of the inner tube 12 opens the extension side check valve 31 of the base valve mechanism 28 from the reservoir chamber 17 and flows into the piston side chamber 16A. Then, the volume in the piston side chamber 16A is compensated.

The hydraulic shock absorber 10 includes the outer tube 1
An axle bracket (not shown) is fixed to the closed end of the bracket 3 and supports the axle via the axle bracket. The other end of the piston rod 18 is supported by a vehicle body (not shown) as described later.

That is, the seats 33 and 34 are positioned at the upper end of the piston rod 18 by the joint collar 32, and mount rubbers 35A and 35B are arranged between the seats 33 and 34. 35
With the vehicle body mounting bracket 37 sandwiched between A and 35B, the mounting nut 3 is attached to the upper end of the piston rod 18.
The upper end of the piston rod 18 is elastically attached to the vehicle body mounting bracket 37. The vehicle body mounting bracket 37 is mounted on a vehicle body plate (not shown) of the vehicle body using mounting bolts 39 installed on the vehicle body mounting bracket 37. The upper end of the piston rod 18 in the hydraulic shock absorber 10 is mounted on a mount rubber. 35A and 35
B and is elastically supported by the vehicle body via the vehicle body mounting bracket 37.

On the other end of the piston rod 18, a cylinder 41 is sandwiched between a seat stopper 40 for supporting the seat 33 on the piston rod 18 and the seat 33. The cylinder 41 is connected to the rod guide 25 of the cylinder 14.
It extends to the vicinity of the disposition side, and is configured to surround the bumper stopper rubber 42 mounted on the other end of the piston rod 18 in contact with the seat stopper 40. When the hydraulic shock absorber 10 is most compressed, the bumper stopper rubber 42 comes into contact with a bumper plate 43 installed at the other end of the cylinder 14 and is compressed and deformed, and swells outward in the diametrical direction. This controls the maximum compression stroke. When the bumper stopper 42 is compressed and swells outward, the cylindrical body 41 restricts the swelling deformation, and sets the spring characteristic of the hydraulic shock absorber 10 at the maximum compression time to be large.

The inner tube 1 of the hydraulic shock absorber 10
2, a rebound stopper rubber 44 is mounted on the piston rod 18.
4 is the piston rod 18 by the rebound stopper 45
Supported by When the hydraulic shock absorber 10 is fully extended, the rebound stopper rubber 44 contacts the rod guide 25,
The maximum extension stroke of the hydraulic shock absorber 10 is regulated.

On the other hand, one end of the suspension spring 11 has a body mounting bracket 37 serving also as a rod-side spring seat.
The other end is supported by a cylinder-side spring seat 47 fixed to the outer periphery of the outer tube 13 of the cylinder 14. The suspension spring 11 is held in the mounted state so that the initial spring load is constant.

As shown in FIGS. 1 and 2, the hydraulic shock absorber 10 has a friction generator 5 therein.
0 is placed. The friction generator 50 includes an electromagnetic coil 51 and magnetization attraction members 52 and 53.
3 is installed in the inner tube 12 around the rod end 19 connected to the piston 18. Electromagnetic coil 5
The magnetic attraction members 52 and 53 are magnetized by the magnetic flux generated in step 1, whereby the diameters of the magnetic attraction members 52 and 53 are increased and the magnetic attraction members 52 and 53 are attracted to the inner peripheral surface 12A of the inner tube 12,
Inner tube 12 of cylinder 12 and piston rod 1
8 and the rod end 19, the inner peripheral surface 12A of the inner tube 12 and the magnetized adsorption members 52 and 53
And a frictional force can be generated between them.

The rod end 19 has a magnetic portion 19A made of a magnetic material such as iron at a central portion in the axial direction, and a nonmagnetic material portion 19B made of a nonmagnetic material such as stainless steel (SUS) at both axial ends. , 19C, and the magnetic body portion 19A and the non-magnetic body portions 19B and 19C are joined by, for example, welding such as friction welding.

A female screw portion 54 for screwing into the male screw portion 49 at one end of the piston rod 18 is formed in one nonmagnetic material portion 19B, and a step 55 is formed.
Further, the piston 15, the compression side damping valve 22, the extension side damping valve 23 and the like
And the male screw portion 56 is engraved. The magnetization attraction member 52 is arranged at the non-magnetic portion 19B, the magnetization attraction member 53 is arranged at the non-magnetic portion 19C, and the electromagnetic coil 51 is arranged at the magnetic portion 19A. That is, the magnetized attraction member 52, the electromagnetic coil 51, and the magnetized attraction member 53 are sequentially inserted into the rod end 19, and the magnetized attraction member 52 is brought into contact with the step 55 of the nonmagnetic body portion 19B of the rod end 19, and Nut 5 on male thread 56 of section 19C
7 is screwed to fix the electromagnetic coil 51 and the magnetization attraction members 52 and 53 to the rod end 19.

The electromagnetic coil 51 is formed by winding a magnet wire 59 around a bobbin 58 made entirely of iron magnetic material, and provided so that the winding axis of the magnet wire 59 is parallel to the axis O of the cylinder 14. Can be The lead wire 60 is connected to the magnet wire 59. The lead wire 60 extends from the magnet wire 59 of the electromagnetic coil 51 to the non-magnetic portion 19 of the rod end 19.
Through the through hole 72 and the hollow portion 78 in B and the inside of the hollow portion 79 of the piston rod 18, it is connected to the control device 61 installed outside the hydraulic shock absorber 10. Therefore, the power supply of the electromagnetic coil 51 is controlled by the control device 61 via the lead wire 60, and the electromagnetic coil 51 is configured to be able to generate a magnetic flux.

Each of the magnetization attracting members 52 and 53 is formed by baking the base end surface of the elastic body 63 on the ring-shaped support plate 62 and similarly baking the sliding member 64 on the distal end surface of the elastic body 63. 63 and the sliding member 64 are
2 is fixed in a cantilever state. As shown in FIG. 4 (B), the elastic body 63 and the sliding member 64 are arranged in a plurality of, for example, four divided states in the circumferential direction of the support plate 62, and are arranged in the inner circumferential surface 12 </ b> A of the inner tube 12. The gap between the elastic body 63 and the sliding member 64 divided into four parts constitutes a flow path 84.

Here, the support plate 62 is made of stainless steel (S
US) or the like, and the elastic body 63 is made of rubber such as oil-resistant rubber (NBR) and the sliding member 64.
Is made of a magnetic material such as iron.

Therefore, the sliding members 64 of the magnetized attracting members 52 and 53 are magnetized by the magnetic flux generated by the electromagnetic coil 51, and the diameter of the sliding members 64 is expanded by the elastic deformation of the elastic body 63, and the inner tube is enlarged. The inner tube 12 of the cylinder 12 is attracted to the inner peripheral surface 12A, and the frictional force can be generated between the inner tube 12 of the cylinder 14 and the inner peripheral surface 12A of the inner tube 12 with the relative movement of the piston rod 18 and the rod end 19. .

The outer peripheral surface of the sliding member 64 has a friction material 6
Preferably, 5 is thinly coated or baked. The friction material 65 is a material having a large coefficient of friction and excellent abrasion resistance. For example, a mold material obtained by uniformly mixing glass fiber and a wear adjusting material with a resin or rubber and heat molding is desirable. The sliding member 64 is provided so as to be able to be attracted to the inner peripheral surface 12A of the inner tube 12 in a state where the friction material 65 is in contact with the inner peripheral surface 12A of the inner tube 12.

As shown in FIG. 4 (A), each of the projections 6 divided into a plurality of, for example, four, parts in the circumferential direction of the bobbin 58, as shown in FIG.
6. The protrusion 66 is formed by the magnetized attraction member 52 described above.
And 53 are provided corresponding to the sliding members 64.
As shown in FIG. 3, the opposing surfaces of the projection 66 of the bobbin 58 of the electromagnetic coil 51 and the sliding member 64 of the magnetization attracting members 52 and 53 are configured as magnetic flux passing surfaces 67 and 68, respectively. After passing through these magnetic flux passing surfaces 67 and 68, the bobbin 58 of the electromagnetic coil 58 transfers the magnetized attraction member 5.
Magnetic flux flows to the sliding members 64 of 2 and 53.

The magnetic flux passing surface 67 of the bobbin 58 of the electromagnetic coil 51 has a tapered magnetic flux passing surface 67 A inclined with respect to the axis O of the cylinder 14 and a vertical magnetic flux passing surface 67 B perpendicular to the axis O of the cylinder 14. It is a thing. Further, the magnetic flux passing surface 68 of the sliding member 64 in the magnetization attraction members 52 and 53 has a tapered magnetic flux passing surface 68A inclined at the same angle as the taper magnetic flux passing surface 67A with respect to the axis O of the cylinder 14, and an axis O of the cylinder 14. And a vertical magnetic flux passing surface 68B perpendicular to the surface. The tapered magnetic flux passing surface 67A and the tapered magnetic flux passing surface 68A are opposed to each other to form an air gap 69A (gap) therebetween, and the vertical magnetic flux passing surface 67B and the vertical magnetic flux passing surface 68B are opposed to each other. An air gap (gap) 69B is formed.

Since the air gaps 69A and 69B are smaller than the distance between the outer peripheral surface of the projection 66 on the bobbin 58 of the electromagnetic coil 51 and the inner peripheral surface 12A of the inner tube 12, the magnetic flux generated by the electromagnetic coil 51 Most of the air flows from the tapered magnetic flux passing surface 67A to the tapered magnetic flux passing surface 68A via the air gap 69A as shown by the solid arrow in FIG.
, Flows to the vertical magnetic flux passage surface 68B, and the leakage magnetic flux from the bobbin 58 to the cylinder 12 as shown by the broken line in FIG. In particular, the tapered magnetic flux passage surface 67A of the bobbin 58
Also, the tapered magnetic flux passing surface 68A of the sliding member 64 is formed in a tapered shape, and the magnetic flux passing area is larger than that of the parallel magnetic flux passing surfaces 91A and 92A (FIG. 7) in the second embodiment described later. Accordingly, the amount of leakage of magnetic flux from the bobbin 58 of the electromagnetic coil 51 to the inner tube 12 is reduced.

Further, as shown in FIG.
A collar 70 is fitted on the outer periphery of the non-magnetic material portion 19B of the rod end 19 inside the rod end 2, and a collar 71 is fitted on the outer periphery of the non-magnetic material portion 19C inside the magnetization attracting member 53.
These collars 70 and 71 are made of stainless steel (SUS)
And the like. As shown in FIG. 3, one end surface of the collar 71 abuts on the support plate 62 of the magnetization attraction member 53, and the other end surface abuts on the end surface of the bobbin 58 of the electromagnetic coil 51 on the magnetization attraction member 53 side via a shim 81. Touch
As shown in FIG. 2, one end surface of the collar 70 abuts on the end surface of the bobbin 58 of the electromagnetic coil 51 on the side of the magnetized attraction member 52, and the other end surface is provided with a shim 80.
The second support plate 62 abuts.

Therefore, by adjusting the thickness of the shim 80, the magnetized attraction member 52 is moved to the bobbin 58 of the electromagnetic coil 51.
The air gap 69A between the tapered magnetic flux passing surface 67A of the bobbin 58 and the tapered magnetic flux passing surface 68A of the sliding member 64 of the magnetizing attraction member 52, and the vertical magnetic flux passing surface 67B of the bobbin 58 at the magnetic attraction. Member 5
2, the air gap 69B between the sliding member 64 and the vertical magnetic flux passing surface 68B can be adjusted. Similarly, Sim 8
By adjusting the thickness of 1, the magnetized attracting member 53 approaches or separates from the bobbin 58 of the electromagnetic coil 51, and the tapered magnetic flux passing surface 67 A of the bobbin 58 and the tapered magnetic flux of the sliding member 64 in the magnetized attracting member 53 pass. The air gap 69A with the surface 68A and the vertical magnetic flux passage surface 6 of the bobbin 58
An air gap 69B between 7B and the vertical magnetic flux passing surface 68B of the sliding member 64 in the magnetization attracting member 53 can be adjusted. By adjusting these air gaps 69A and 69B, the bobbin 58 of the electromagnetic coil 51 and the magnetized attraction member 52,
The passage amount of the magnetic flux flowing between the sliding member 64 and the sliding member 64 is adjusted, that is, the ease of passage of the magnetic flux from the electromagnetic coil to the swing member is adjusted, and Is adjusted.

As shown by the solid arrows in FIG. 2, the magnetic flux generated by the above-described electromagnetic coil 51 is transferred from the end of the bobbin 58 on the side of the magnetized attraction member 53 to the tapered magnetic flux passing surface 67A.
And passes through the vertical magnetic flux passage surface 67B, jumps over the air gaps 69A and 69B on the magnetization attraction member 53 side, and passes through the taper flux passage surface 6 of the sliding member 64 of the magnetization attraction member 53.
8A and the vertical magnetic flux passing surface 68B, and reaches the sliding member 64 of the magnetization attracting member 53. The sliding member 64 is magnetized by the above-described magnetic flux, and is formed on the inner peripheral surface 1 of the inner tube 12.
2A, the magnetic flux from the sliding member 64 of the magnetized attracting member 53 flows through the inner tube 12 without leakage, and reaches the sliding member 64 of the magnetized attracting member 52 from the inner tube 12. The sliding member 6 of the magnetization attracting member 52
4 passes through the taper magnetic flux passing surface 68A and the vertical magnetic flux passing surface 68B of the sliding member 64 of the magnetization attraction member 52, and passes through the air gaps 69A and 69A on the magnetization attraction member 52 side.
B, the electromagnetic coil 51 passes through the tapered magnetic flux passing surface 67A and the vertical magnetic flux passing surface 67B at the end of the bobbin 58 on the magnetization attraction member 52 side of the bobbin 58, reaches the end of the bobbin 58 at the magnetization attraction member 52 side, and returns to the electromagnetic coil 51. . in this way,
The magnetic flux generated by the electromagnetic coil 51 flows through a closed magnetic circuit that returns from the electromagnetic coil 51 to the electromagnetic coil 51 via the magnetization attraction member 53, the inner tube 12, and the magnetization attraction member 52,
The magnetic flux leaking from the electromagnetic coil 51 to the piston rod 18 is reduced, so that the sliding members 64 of the magnetized adsorption members 52 and 53 can be strongly magnetized.

The hydraulic oil in the inner tube 12 is supplied to the magnetized attraction member 52, as shown by the dashed arrow in FIG.
A flow path 84 between the divided elastic body 63 and the sliding member 64 at 53, a flow path 82 between the projections 66 similarly divided on the bobbin 58 of the electromagnetic coil 51, a flow path 82 between the electromagnetic coil 51 and the inner tube 12, By flowing through the flow path 83 between the friction generating device 5 and the inner peripheral surface 12A,
Flows through the inner tube 12 irrespective of the presence of 0.

As described above, the control device 61 for controlling the energization of the electromagnetic coil 51, as shown in FIG.
Vehicle speed sensor 73, steering angle sensor 74, throttle sensor 7
5. Connected to various sensors such as a brake sensor 76 and an acceleration sensor 77. The control device 61 is a CPU (Central Processing Unit) that inputs output signals from various sensors 73 to 77 and energizes the electromagnetic coil 51 of the friction generating device 50 in accordance with the operation state of the vehicle. Control. That is, the control device 61 sets the vehicle speed to the set vehicle speed α based on the output signals from the vehicle speed sensor 73 and the steering angle sensor 74.
When the steering angle and the steering angular velocity are equal to or more than the predetermined values, it is determined that the vehicle has a roll phenomenon, and the electromagnetic coil 51 is energized through the lead wire 60.

The control unit 72 determines whether the vehicle speed is between the set vehicle speeds β and γ and the throttle opening and the throttle opening speed are equal to or higher than predetermined values based on output signals from the vehicle speed sensor 73 and the throttle sensor 75. It is determined that a squat phenomenon in which the front of the vehicle moves upward occurs, and the lead wire 6
Electric current is supplied to the electromagnetic coil 51 via 0.

Further, the control unit 72, based on output signals from the vehicle speed sensor 73, the brake sensor 76, and the acceleration sensor 77, when the vehicle speed is equal to or higher than the set vehicle speed δ and the brake is operated, or when the vehicle speed is set to the set vehicle speed δ When the acceleration is equal to or greater than the predetermined value, it is determined that a dive phenomenon in which the front of the vehicle moves downward occurs, and the electromagnetic coil 51 is energized via the lead wire 60.

Further, based on the output signal from the vehicle speed sensor 73, when the vehicle speed has become equal to or higher than the set vehicle speed ε, the control section 72 stabilizes the vehicle attitude during high-speed running, for example, when changing lanes. Electric power is supplied to the electromagnetic coil 51 via the lead wire 60.

When the vehicle speed is equal to or higher than the set vehicle speed 且 つ and the acceleration is equal to or higher than a predetermined value based on the output signals from the vehicle speed sensor 73 and the acceleration sensor 77, the control unit 72 performs a tilt phenomenon on a rough road. Is determined to occur in the vehicle,
Electric power is supplied to the electromagnetic coil 51 via the lead wire 60.

As described above, when the control device 61 determines a change in the attitude of the vehicle and energizes the electromagnetic coil 51, the electromagnetic coil 51 generates a magnetic flux, and the magnetized attraction members 52 and 53
The sliding member 64 is magnetized, the diameter of the sliding member 64 is increased, and the inner peripheral surface 12 of the inner tube 12 is
Adsorb to A. Thereby, when the inner tube 12 and the magnetization attraction members 52 and 53 move relative to each other, a frictional force is generated between the inner peripheral surface 12A of the inner tube 12 and the friction material 65 of the sliding member 64 of the magnetization attraction members 52 and 53. I do.

This frictional force is represented by solid lines b and c in FIG.
As shown in the figure, the relative speed of the piston 15 with respect to the cylinder 14 in the hydraulic shock absorber 10 is in a very low speed range (0.01 to 0.03).
m / s), the damping force of the hydraulic shock absorber 10 increases in the very low speed range of the piston 15, and the hydraulic shock absorber 1
0 becomes hard (hard), the steering stability of the vehicle is improved, and the posture of the vehicle can be stabilized early.

The frictional force generated between the friction member 62 and the inner peripheral surface 12A of the inner tube 12 does not increase even when the relative speed of the piston 15 to the cylinder 14 is in the middle / high speed range (that is, There is no speed dependency)
As shown by the solid lines b and c in FIGS. 5A and 5B, the damping force of the piston 15 in the above-mentioned middle / high speed range (the damping force due to the fluid resistance of the hydraulic oil in the damping mechanisms 22, 23, 30 of the piston 15). , And the damping force due to the frictional force of the magnetization attraction members 52 and 53 of the friction generator 50 does not become excessive. For this reason, the vibration of the vehicle posture at the time of running on a rough road or over a step can be favorably damped by the damping force, and the riding comfort of the vehicle can be improved.

When the control device 61 does not supply electricity to the electromagnetic coil 51 of the friction generating device 50, the frictional material 65 of the sliding member 64 of the magnetization attraction members 52 and 53 and the inner peripheral surface 12A of the inner tube 12 are not connected. No frictional force is generated therebetween, and the hydraulic shock absorber 10 has only the fluid resistance shown by the solid lines d and e in FIGS. 5A and 5B by the compression side damping valve 22, the expansion side damping valve 23 and the compression side damping valve 30. A damping force is generated to dampen the vehicle.

Therefore, according to the above embodiment, the following
The effects (1) to (12) are achieved. (1) Piston 1 for cylinder 14 of hydraulic shock absorber 10
When the relative speed of the magnet 5 is in a very low speed range, a frictional force is generated between the magnetism attracting members 52 and 53 of the friction generator 50 and the inner peripheral surface 12A of the inner tube 12 by the friction material 65 of the sliding member 64. Since it is possible, the damping force of the hydraulic shock absorber 10 increases in a very low speed range of the piston 15, and the hydraulic shock absorber 10 becomes hard (hard), so that vehicle stability can be improved.

(2) The inner surface 12 of the inner tube 12 is fixed by the magnetized attraction members 52 and 53 of the friction generator 50.
A has little dependence on the relative speed of the piston 15 with respect to the cylinder 14, so the relative speed of the piston 15 with respect to the cylinder 14
Even at high speeds, the frictional force does not increase. Accordingly, the damping force of the hydraulic shock absorber 10 in the middle / high speed range (the damping force due to the fluid resistance of the hydraulic oil in the damping mechanisms 22, 23 and 30 of the piston 15 and the damping force due to the frictional force between the magnetized adsorption members 52 and 53). Is not excessive, the vibration of the vehicle can be favorably attenuated by this damping force, and the riding comfort of the vehicle can be improved.

(3) Since the friction material 65 of the sliding member 64 in the magnetization attraction members 52 and 53 of the friction generator 50 comes into contact with the inner peripheral surface 12A of the inner tube 12, a friction force is generated. A sufficient contact area of the inner tube 12 can be ensured, so that the variable width of the frictional force can be set large.

(4) Since the magnetic attraction members 52 and 53 are operated by the magnetic flux generated by the electromagnetic coil 51 of the friction generator 50, the responsiveness of the friction generator 50 can be improved.

(5) The electromagnetic coil 51 of the friction generator 50 is used as the magnetic member 1 of the rod end 19 having high magnetic permeability.
Since it is installed at 9A, a strong magnetic force can be generated by this electromagnetic coil 51.

(6) The electromagnetic coil 51 of the friction generator 50 is installed on the magnetic part 19A of the rod end 19, and the magnetized adsorption members 52, 53 are installed on the non-magnetic parts 19B, 19C of the rod end 19, respectively. Therefore, the magnetic flux generated by the electromagnetic coil 51 is
3 to the inner tube 12 of the cylinder 14 via the sliding member 64 and return to the electromagnetic coil 51 via the sliding member 64 of the other magnetizing attraction member 52 to leak from the electromagnetic coil 51 to the rod end 19. Magnetic flux can be extremely reduced. As a result, the sliding member 64 of the magnetized attraction members 52 and 53 can be strongly magnetized.
The attraction force of the sliding members 64 of the inner tube 12 to the inner peripheral surface 12A of the inner tube 12 can be increased.
Frictional force generated between the inner peripheral surface 12A and the inner peripheral surface 12A can be increased.

(7) Since the winding axis of the electromagnetic coil 51 is parallel to the axis O of the cylinder 14, the electromagnetic coil 51 and the magnetized adsorption members 52 and 53 can be compactly mounted on the outer peripheral surface of the rod end 19. Therefore, the size of the hydraulic shock absorber 10 does not increase, and the cost can be reduced.

(8) Tapered magnetic flux passing surface 6 of electromagnetic coil 51
7A and the tapered magnetic flux passing surface 68 of the magnetization attracting members 52 and 53
A between the air gap 69A and the electromagnetic coil 51
The air gap 69B between the vertical magnetic flux passing surface 67B of the magnetism absorbing members 52, 53 and the vertical magnetic flux passing surface 68B of the magnetism adsorbing members 52, 53 can be adjusted by changing the thickness of the shims 80, 81, respectively. By changing the thickness of the shims 80 and 81, the amount of magnetic flux flowing from the electromagnetic coil 51 to the sliding members 64 of the magnetized attracting members 52 and 53 is adjusted, and the sliding members 64 of the magnetized attracting members 52 and 53 are adjusted. Of the sliding member 64 can be adjusted.
The frictional force generated between the friction material 65 and the inner peripheral surface 12A of the inner tube 12 can be adjusted.

(9) Tapered magnetic flux passing surface 6 of electromagnetic coil 51
7A and the tapered magnetic flux passing surface 68 of the magnetization attracting members 52 and 53
Since A is formed on a tapered surface inclined with respect to the axis O of the cylinder 14, these tapered magnetic flux passing surfaces 67A and 67A
8A can be increased, and therefore, the leakage flux from the electromagnetic coil 51 to the inner tube 12 side can be reduced, and the amount of the magnetic flux flowing from the electromagnetic coil 51 to the sliding members 64 of the magnetization attracting members 52 and 53 can be increased. . As a result, the attraction force of the sliding members 64 of the magnetization attraction members 52 and 53 to the cylinder 12 can be increased, and these magnetization attraction members 52 and 53 can be increased.
The frictional force generated between the friction member 65 of the sliding member 64 and the inner peripheral surface 12A of the inner tube 12 can be increased.

(10) The controller 61 controls the various sensors 73 to 7
7 based on the output signal from the vehicle,
Since the electromagnetic coil 51 of the friction generator 50 is energized, a frictional force is generated between the friction member 65 of the sliding member 64 of the magnetization attraction members 52 and 53 and the inner peripheral surface 12A of the inner tube 12 of the cylinder 14. When the posture of the vehicle changes, the damping force of the hydraulic shock absorber 10 increases due to the frictional force, and the hydraulic shock absorber 10 becomes hard (hard), so that the steering stability of the vehicle is improved, and the posture of the vehicle is quickly reduced. Can be stabilized.

(11) A friction material 65 is disposed on the outer periphery of the sliding member 64 of the magnetized adsorption members 52 and 53 in the hydraulic shock absorber 10, and since the friction material 65 is excellent in abrasion resistance. In addition, the durability of the friction generator 50 can be improved.

(12) Since the friction generator 50 is installed between the piston 15 and the rebound stopper 45 on the outer periphery of the rod end 19, the friction generator 50 may hinder the expansion and contraction of the hydraulic shock absorber 10. Therefore, the stroke of the hydraulic shock absorber 10 can be properly secured without increasing the length of the cylinder 14 of the hydraulic shock absorber.

(B) Second Embodiment FIG. 6 is a partially enlarged sectional view showing a second embodiment of the vehicle hydraulic shock absorber according to the present invention. FIG. 7 shows VII of FIG.
It is a part enlarged sectional view. In this second embodiment,
The same parts as those in the first embodiment are denoted by the same reference numerals, and the description is omitted.

In the hydraulic shock absorber 90 of this embodiment, the magnetic flux passing surface 91 of the bobbin 58 of the electromagnetic coil 51 is
The shapes of the magnetic attraction members 52 and 53 and the magnetic flux passage surface 92 of the sliding member 64 are different. That is, as shown in FIG. 7, the magnetic flux passing surface 91 is formed by connecting a parallel magnetic flux passing surface 91 </ b> A parallel to the axis O of the cylinder 14 and a vertical magnetic flux passing surface 91 </ b> B perpendicular to the axis O of the cylinder 14. It is. The magnetic flux passing surfaces 92 of the sliding members 64 of the magnetization attracting members 52 and 53 include a parallel magnetic flux passing surface 92A parallel to the axis O of the cylinder 14 and a vertical magnetic flux passing surface 92B perpendicular to the axis O of the cylinder 14. It is connected continuously. Bobbin 5
8, the parallel magnetic flux passing surface 91A and the parallel magnetic flux passing surface 92A of the sliding member 64 are opposed to each other, and an air gap (gap) 93A is formed therebetween. A vertical magnetic flux passing surface 91B of the bobbin 58 and a vertical magnetic flux passing surface 92 of the sliding member 64 are also provided.
B oppose each other, and an air gap (gap) 9
3B is formed.

The magnetic flux generated by the electromagnetic coil 51 passes through, for example, the parallel magnetic flux passing surface 91A and the vertical magnetic flux passing surface 91B at the end of the bobbin 58 on the side of the magnetism adsorbing member 53, jumps over the air gaps 93A and 93B, and becomes magnetized. It flows to the sliding member 64 through the parallel magnetic flux passing surface 92A and the vertical magnetic flux passing surface 92B of the sliding member 64 of the member 53. The magnetic flux of the sliding member 64 of the magnetization attraction member 53 flows to the inner tube 12 without leakage, reaches the sliding member 64 of the magnetization attraction member 52 from the inner tube 12, and the sliding member 64 of the magnetization attraction member 52 Parallel flux passage surface 92A
And the magnetic flux adsorbing member 52
Magnetic flux passing surface 91A and vertical magnetic flux passing surface 91B of the end of the bobbin 58 of the electromagnetic coil 51 on the side of the magnetizing adsorbing member 52, jumping over the air gaps 93A and 93B.
To the end of the bobbin 58 on the side of the magnetized attraction member 52, and returns to the electromagnetic coil 51. As described above, also in the hydraulic shock absorber 90 according to the present embodiment, the magnetic flux generated by the electromagnetic coil 51 is transmitted to the sliding member 64 of the magnetized adsorption member 53 and the cylinder 1.
2 and a closed magnetic circuit passing through the sliding member 64 of the magnetization attracting member 52.

In the hydraulic shock absorber 90, the electromagnetic coil 51
The parallel magnetic flux passing surface 91A of the bobbin 58 and the parallel magnetic flux passing surface 92A of the sliding member 64 of the magnetization attracting members 52 and 53 are parallel to the axis O of the cylinder 14,
The magnetic flux passing therethrough forms a taper magnetic flux passing surface 67A on the bobbin 58 of the electromagnetic coil 51 of the hydraulic shock absorber 10.
And a point that is smaller than that of the tapered magnetic flux passing surface 68A in the sliding member 64 of the magnetization attracting members 52 and 53,
The point that only the air gap 93B between the vertical magnetic flux passing surface 91B of the bobbin 58 and the vertical magnetic flux passing surface 92B of the magnetization attracting members 52 and 53 is adjusted by adjusting the thicknesses of 0 and 81 is the same as the hydraulic buffer. It is different from the container 10. Therefore, also in the hydraulic shock absorber 90 of this embodiment, the effects (1) to (8) and (10) to (12) of the hydraulic shock absorber 10 can be obtained.

The hydraulic shock absorbers 10 of the above embodiments are
In 90, the control device 61 supplies a constant current to the electromagnetic coil 51. However, the control device 61 changes the supply current value according to the magnitude of the output signal values from the various sensors 73 to 77. The magnetic flux generated in the electromagnetic coil 51 is changed, and the sliding member 6 of the magnetized attraction members 52 and 53 is changed.
The magnitude of the frictional force generated between the friction member 65 of the sliding member 64 and the inner peripheral surface 12A of the inner tube 12 may be controlled by changing the degree of magnetization of No. 4. For example, based on output signals from the vehicle speed sensor 73 and the steering angle sensor 74, when the vehicle speed is equal to or higher than the set vehicle speed α, the control device 61 supplies the current supplied to the electromagnetic coil 51 according to the steering angle and the magnitude of the steering angular speed. By changing the value, the frictional force generated between the friction material 65 in the sliding member 64 of the magnetization adsorption members 52 and 53 and the inner peripheral surface 12A of the inner tube 12 may be controlled.

The hydraulic shock absorber 10 according to the above-described embodiment,
In 90, the bobbin 58 of the electromagnetic coil 51 is described as being formed entirely of a magnetic material, but the magnet coil 59 is wound around the bobbin 58 except at both ends, as shown by the dashed line in FIG. Non-magnetic material 94 such as resin
And only the both ends of the bobbin 58 are made of a magnetic material 9 such as iron.
5, the weight and cost of the electromagnetic coil 51 may be reduced.

Further, in the vehicle hydraulic shock absorber 10, the nonmagnetic portions 19B and 19C of the rod end 19 may both be made of a magnetic material, and may be formed integrally with the magnetic material portion 19A.

[0087]

As described above, according to the vehicle hydraulic shock absorber according to the present invention, it is possible to improve both the steering stability and the riding comfort of the vehicle without increasing the size of the hydraulic shock absorber.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a first embodiment of a hydraulic shock absorber according to the present invention.

FIG. 2 is a partially enlarged sectional view of FIG. 1;

FIG. 3 is an enlarged sectional view of a part III in FIG. 2;

FIG. 4A is a sectional view taken along line AA in FIG. 2, and FIG. 4B is a sectional view taken along line BB in FIG.

5A and 5B show damping force characteristics of the hydraulic shock absorber of FIG. 1, wherein FIG. 5A shows a case where the relative speed of the piston with respect to the cylinder is in a very low speed range, and FIG. Each case is shown.

FIG. 6 is a second embodiment of the vehicle hydraulic shock absorber according to the present invention.
It is a partial expanded sectional view which shows embodiment.

FIG. 7 is an enlarged sectional view of a portion VII in FIG. 6;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Hydraulic shock absorber 12 Inner tube 14 Cylinder 15 Piston 18 Piston rod 19 Rod end 19A Magnetic body part of rod end 19B, 19C Non-magnetic body part of rod end 22 Compression damping valve 23 Extension damping valve 30 Compression damping valve 50 Friction generation Device 51 Electromagnetic coil 52, 53 Magnetization attraction member 58 Bobbin 59 Magnet wire 61 Controller 64 Sliding member 67 Magnetic flux passage surface of electromagnetic coil 67A Tapered magnetic flux passage surface 68 Magnetic flux passage surface of magnetization attraction member 68A Tapered magnetic flux passage surface 69A Air gap 73 vehicle speed sensor 74 steering angle sensor 75 throttle sensor 76 brake sensor 77 acceleration sensor 80, 81 shim O cylinder axis

Continuation of front page (72) Inventor Jun Mori 1-4-1 Chuo, Wako-shi, Saitama

Claims (4)

[Claims] A piston having a damping mechanism capable of generating a damping force due to a fluid resistance of the working oil, the piston being slidably disposed in the cylinder; One end of the cylinder is connected to the piston, and the other end is provided outside the cylinder, and a friction generating device is provided which can generate a frictional force between the cylinder and the piston rod as the cylinder and the piston rod move relative to each other. In the vehicle hydraulic shock absorber, the friction generator includes an electromagnetic coil and a magnetized attraction member disposed on the piston rod side, and the electromagnetic coil is wound parallel to an axis of the cylinder. It has an axis and can generate magnetic flux when energized,
The magnetized attracting member is disposed on the magnetic body on the piston rod side, and is disposed on both sides of the electromagnetic coil. The magnetized magnetic member is magnetized by magnetic flux from the electromagnetic coil and is attracted to the cylinder inner peripheral surface. A hydraulic shock absorber for a vehicle, which is capable of generating a frictional force with respect to a surface and is provided on the non-magnetic member on the piston rod side. 2. A piston having a damping mechanism capable of generating a damping force due to fluid resistance of the working oil, the piston being slidably disposed in the cylinder, and having a piston rod. One end of the cylinder is connected to the piston, and the other end is provided outside the cylinder, and a friction generating device is provided which can generate a frictional force between the cylinder and the piston rod as the cylinder and the piston rod move relative to each other. In the vehicle hydraulic shock absorber, the friction generator includes an electromagnetic coil and a magnetized attraction member disposed on the piston rod side, and the electromagnetic coil is wound parallel to an axis of the cylinder. It has an axis and can generate a magnetic flux when energized. The magnetized attracting members are arranged on both sides of the electromagnetic coil, and are magnetized by the magnetic flux from the electromagnetic coil. The friction generating device is capable of generating a frictional force between the cylinder and the inner peripheral surface of the cylinder. A hydraulic shock absorber for a vehicle, characterized in that the shock absorber is formed on a tapered surface inclined with respect to the vehicle. 3. An air gap formed between the electromagnetic coil of the friction generating device and the magnetized attracting member is adjustable by interposing a shim that allows the magnetized attracting member to approach or separate from the electromagnetic coil. The vehicle hydraulic shock absorber according to claim 1 or 2, wherein 4. The control device according to claim 1, wherein the control unit controls the energization of the electromagnetic coil of the friction generating device in accordance with an operation state of the vehicle based on output signals from various sensors. The vehicle hydraulic shock absorber according to any one of the above.