JPS5926636A - Air suspension device - Google Patents

Abstract

PURPOSE:To make both comfortable riding and the stability of driving of a vehicle compatible by a method wherein a throttle provided between an air spring and a surge tank is adjusted in accordance with the condition of the road or the vehicle. CONSTITUTION:An upper plate 5 fixed to the upper art of the air spring 3 is provided with a circular opening 6 and a communication tube which is connected to the surge tank 8 is connected to the opening 6. Further, a throttle plate 9 having a plurality of throttle holes 10 coming into alignment with the circular opening 6 in sequence is arranged within the air spring 3. The throttle plate 9 is rotated by a motor 13 and a gear 14 in response to a command signal from a controller 15. Consequently, the throttle diameter between the air spring 3 and the surge tank 8 can be changed in stepped manner.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air suspension device in which an axle is suspended on a vehicle body via an air spring.

In large vehicles such as trucks and buses, chassis springs made of leaf springs have been used to suspend an axle to which wheels are attached to the vehicle body. Since it is necessary to support the large weight of the vehicle, a hard leaf spring with a high spring constant is used for the chassis.1. Therefore, such leaf springs have the disadvantage that they cannot completely block vibrations from the road surface, resulting in poor ride comfort. Therefore, in large vehicles such as buses that place particular emphasis on ride comfort, an air suspension system consisting of a spring is used. The air spring is connected to a surge tank f4, which lowers the spring constant and improves riding comfort.

In such an air suspension device, a throttle is provided between the surge tank and the air spring, and by adjusting the throttle, it is possible to change the dynamic spring constant of the air spring. In general, if the diameter of the aperture is increased and the aperture is weakened, the dynamic spring constant of the air spring decreases, which improves the C vibration isolation effect and improves the riding comfort.However, Lowering the dynamic spring constant causes the problem that the vehicle tends to pitch and the steering stability worsens.Therefore, in conventional air suspension systems, an appropriate value is set in consideration of ride comfort and steering stability. Therefore, it was difficult to achieve both ride comfort and handling stability.

The present invention aims to overcome these problems, and improves ride comfort and steering stability by changing the dynamic spring constant of the near suspension device depending on the road surface, vehicle condition, etc. An air suspension device that is compatible with both sex and performance];? It is written with the purpose of providing.

The present invention will be explained below with reference to an illustrated embodiment.

FIG. 1 shows the installation of one suspension according to this embodiment, and the car has wheels 1 removed! 1fll 2
is suspended by an air spring 3 such as an air bellows on a frame 4 that constitutes the framework of the vehicle body. An upper plate 5 is attached to the top of the air spring 3.
It has been IL'I. A circular opening 6 is provided in each of the upper plays 1 to 5, and a communicating pipe 7 is connected to the opening 6.

This )↑)m pipe 7 is connected to a surge tank 8. A circular aperture plate 1 to 9 is arranged inside the air spring 3 at a 3° angle. This squeeze play 1-0 is the second
As shown in the figure, a plurality of aperture holes 10 of different sizes are provided along the internal direction, and as the play 1-0 rotates, a plurality of aperture holes 10 are formed in the circular shape. The aperture plate 9 is fixed to the rotating shaft 11, and the rotating shaft 11 passes through the air spring 3 and the upper play 1-6. Gear 1 at the top
2 is fixed.

This gear 124 meshes with the first wheel 14 mounted on the output shaft of the first motor 13. The motor 13 is driven by control signals from the controller 1 to the roller 15, as shown in FIG.

Therefore, when the motor 13 is rotated by a control signal from the controller 15, the rotation of the daughter 13 is caused by the gear 17I.
, the gear 12, and the aperture plate 9 via the rotating shaft 11.
This causes the aperture play 1-0 to rotate within the air spring 3. Therefore, one of the plurality of aperture holes 10 of different sizes in the aperture plate 9 is selectively aligned with the circular opening 6 of the upper plate 1, thereby connecting the surge tank 8 and the air. The aperture diameter of the aperture that communicates with the spring 3 will be changed. That is, the aperture diameter between the air spring 3 and the surge tank 8 of this air suspension device can be changed stepwise by the aperture play 1-0.

When the aperture of the air suspension device is changed, the dynamic spring constant of the air spring 3 changes as shown in FIG. That is, by changing the diameter of the aperture hole 10 formed in the aperture plate 9, the dynamic spring constant changes stepwise from point A to point E in FIG. Therefore, by controlling the rotational position of the aperture plate 9 according to road surface conditions and vehicle conditions, the spring characteristics of the air spring 3 can be changed. In general, when driving on a flat road etc., the large aperture hole 10 of the aperture play 1-0 is aligned with the circular opening 6 of the upper play h5, and 4: The dynamic spring constant of the air spring 3 can be lowered to improve riding comfort.

Furthermore, when the vehicle pitches, by rotating the aperture plays 1 to 9 to make the aperture holes smaller, it is possible to increase the dynamic spring constant and suppress the pitching. Furthermore, by changing the effective area of the aperture by rotating the aperture plate 90, the damping coefficient of the air suspension device is also changed at the same time as shown in FIG.
The attenuation coefficient can be changed stepwise between point 13E and point 13E. Therefore, the selection of this damping coefficient can also be changed in various ways depending on the condition of the vehicle and the condition of the road surface.

FIG. 5 shows an aperture plate 1-0 according to a modification of the above embodiment, and in this aperture plate 9, the aperture hole 1
0 is formed from a single aperture, and this aperture hole 1
0 extends in the radial direction of the aperture play 1-0, and its width gradually becomes smaller. Therefore, according to this modification, it is possible to continuously change the effective area of the aperture as the aperture plays 1 to 9 rotate.
Ru.

FIG. 6 shows an aperture plate +,=-1·9 according to another modification, in which an aperture hole 10 is formed in the aperture plate 9 and extends in the circumferential direction. The radial width of the throttle hole 10i is equal to the diameter of the circular opening 60, and by rotating the plate 9, the side end of the throttle hole 10 closes a part of the circular l1i106. The effective area of the aperture is changed.

FIG. 7 shows an aperture plate 9 according to yet another modification, in which the aperture plate 9 is formed into a fan shape. The side edges of this fan-shaped aperture plate 9 partially close the circular opening 6, thereby changing the effective area of the aperture. Therefore, according to this modification, there is no need to form a diaphragm hole in the diaphragm plate 1-0.

As described above, according to the present invention, since the effective area of the throttle installed between the air spring reservoir tank is changed by avoiding the movement of the throttle play 1~, It is possible to change this diaphragm depending on the state of the vehicle and the condition of the vehicle. Therefore, in normal driving conditions, the effective 1rO phase of the diaphragm is increased to lower the dynamic spring constant and maximize ride comfort ( In addition to being able to reduce the noise in a good manner, if the vehicle pitches, the effective surface of this aperture (6 is reduced to 1)
This makes it possible to increase the dynamic spring constant and suppress the pitching described above.

[Brief explanation of the drawing]

FIG. 1 is a partially cutaway front view of an air suspension device according to an embodiment of the present invention, FIG. 2 is a perspective view of essential parts showing a device for changing the aperture of this air suspension device, and FIG. Figure 11 is a graph showing the change in dynamic spring constant with respect to the diameter of the aperture hole of this air suspension device. 5 is a plan view of the aperture plates 1 to 7- according to a modified example, FIG. 6 is a plan view of an aperture plate according to another modified example, and FIG. 7 is a plan view of an aperture plate according to yet another modified example. be. In addition, in the symbols used in the drawings, 2...Axle 3...Air spring 4...Frame 6...Circular opening 8...''J--Gi tank 9...Aperture plate 10... Throttle hole 3...Motor 15...Controller. Applicant Hino Motors Co., Ltd. 8- Figure 1 Figure 3 Figure 4 Rejection of JLI (Both state) Procedural amendment method) November 9, 1981 Patent application No. 134562 2 of the invention Name: Air suspension device 3. Relationship with the case of the person making the amendment. Patent applicant: 3-1-1 Hinodai, Hino-shi, Tokyo October 26, 1980 (shipment date) 5. Specification subject to amendment 6: Amendment The entire text of the specification will be amended as shown in the appendix.

Claims (1)

[Claims] In an air suspension device in which an axle is suspended on a vehicle body via an air spring, a throttle plate is provided between the air spring and the surge tank, and by moving the throttle plate, the air spring and the surge tank can be connected to each other. An air suspension characterized by changing the effective area of the aperture between.