JPS6142992Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a shock absorber damping force adjusting device for adjusting the damping force of a shock absorber using a drive source installed at a remote location.

FIG. 1 shows the structure of a conventional shock absorber having a damping force adjustment function. One end 1 of cylinder 1
a is connected to a vehicle side such as a vehicle, and this cylinder 1
A piston 2 is slidably housed inside the cylinder 1, and defines the cylinder 1 into an upper chamber 3 and a lower chamber 4. The cylinder 1 is connected to the lower part of the lower chamber 4 via an O-ring 5a.
A free piston housed in the gas chamber 6 is provided.
is defined. The piston 2 is provided with a rebound damping valve 7 and a compression damping valve 8, respectively, and these provide the shock absorber with a damping function. A piston rod 9 is connected to the piston 2, and the piston rod 9 is slidably supported in the cylinder 1 via a seal 10 and a bearing 11. The other end 9a of the piston rod 9 is connected to the vehicle body.

The piston 2 and the piston rod 9 are formed with a hole 12 that opens to the lower chamber 4 side, and the piston rod 9 has a shaft hole 1 that communicates with the hole 12 and penetrates toward the vehicle body connection end of the piston rod 9.
3 is formed. A port 14 is communicated with the hole 12, which penetrates from the axis of the piston rod 9 to the outer circumference near the connecting portion of the piston rod 9 and the piston 2. A cylindrical spool 15 is slidably pivoted in the hole 12, and a piston rod 9 is attached to the spool 15.
A control rod 16 inserted into the shaft hole 13 is connected. The other end of the control rod 16 protruding from the end of the piston rod 9 is
O-ring 17 and back-up spring 18,1
Sealed through 8.

Further, a stopper 19 having a through hole 19a is fitted and fixed into the hole 12 of the piston 2 from the lower chamber 4 side, and comes into contact with the lower end of the spool 15 to prevent the spool 15 from moving further down to the lower chamber 4 side. I support it. A spring 20 contacts the spool 15 from the connection side of the control rod 16, urging the spool 15 to press against the stopper 19. And the inner diameter hole 15a of the spool 15
A port 21 is formed that penetrates from the spool to the outer periphery of the spool. The position of this port 21 is spool 15
When the port 21 is in contact with the stopper 19, the port 21 does not communicate with the port 14 and the spool 15
The port 21 and the port 14 are provided in such a way that the port 21 and the port 14 communicate with each other only when the port 21 and the port 14 are moved upwardly against the spring 20.

The control rod 16 is usually connected to a solenoid, rotary solenoid, etc., and by turning this solenoid on and off, the spool 15 is moved to open and close the port 14, thereby adjusting the damping force. It's becoming like that.

In other words, when the port 14 is closed, damping force is generated only through the expansion and compression damping valves 7 and 8, whereas when the port 14 is opened, hydraulic oil flows in and out from the port 14 as well, weakening the damping force. It is. Solenoids and the like for moving the spool 15 have conventionally been generally installed near the top of the piston rod 9.

Around the upper part of the piston rod 9, means for connecting the piston rod 9 to the vehicle body side and other things are interposed, and only a narrow space exists. Therefore, there was a problem in that there was not enough space for installing solenoids and the like, making it difficult to install them, and that the same number of solenoids had to be provided for each shock absorber.

In addition, in order to maintain the spool 15 in a normal state using a solenoid or the like, it is necessary to keep the solenoid or the like in the ON state all the time. Holding it not only consumes power, but also
There was also the problem that the solenoid etc. were exposed to heat, resulting in performance deterioration and the end of its life within a short period of time.

The present invention solves the above problems, and its purpose is to make it possible to adjust the damping force of multiple shock absorbers using a single drive source, and to place the drive source at an appropriate location separated from the shock absorbers. It is an object of the present invention to provide a damping force adjusting device for a shock absorber that can be installed and improve the durability of a drive source.

Hereinafter, embodiments of the present invention will be described based on the drawings.

In FIG. 2, the same reference numerals as in FIG. 1 indicate the same parts, and therefore the explanation will be omitted. The lower end 1a of the cylinder 1 of the shock absorber 30 is connected to a wheel side of a vehicle (not shown). The upper end 9a of the piston rod 9 is connected to the body of a vehicle (not shown).

A single solenoid 25 serving as a driving source is provided on the vehicle body side. The solenoid 25 is installed at an appropriate location away from the shock absorber 30 so that it can be easily installed and operated.

A transmission means 26 for transmitting the operation of the solenoid 25 to the shock absorber 30 is provided between the solenoid 25 and the shock absorber 30. The transmission means 26 is
The solenoid 25 is made up of a flexible body 28 which connects the operating rod (not shown) and the upper end 16a of the control rod 16 of the shock absorber 30, and a guide roller 27 which prevents the flexible body 28 from sagging and ensures that the operation of the solenoid 25 is correctly transmitted to the control rod 16. The flexible body 28 is made of a string, rope, wire, or the like, and even if the installation location of the solenoid 25 and the installation location of the shock absorber 30 are separated and misaligned in the front-back, up-down, or left-right directions, the solenoid 25 and the shock absorber 30 can be smoothly connected.
8 can be engaged with only one solenoid 25, and flexible bodies 28a, 28b, 28c, etc., which are connected to a plurality of shock absorbers 30, can each be connected to a single solenoid 25. This allows the operation of the single solenoid 25 to be transmitted to each of the shock absorbers 30 simultaneously.

In the above configuration, when the solenoid 25 is turned on, the control rod 16 is pulled upward by the flexible body 28 and the like, and the ports 21 and 1 are pulled upward.
The spool 15 stops at the position where 4 communicates with each other. Therefore, when the piston 5 descends to the pressure side in this state, the fluid in the lower chamber 4 flows into the upper chamber 3 through the pressure side damping valve 8, and the fluid flows through the port 21 from the hole 19a.
and that flowing into the upper chamber 3 via the port 14, thereby reducing the damping force. During the expansion side operation when the piston 5 rises, the fluid in the upper chamber 3 flows into the lower chamber 4 through the expansion damping valve 7 and flows into the lower chamber 4 from the port 14 through the port 21 and the hole 19a. The damping force on the rebound side is similarly reduced.

Further, by adjusting the stroke of the solenoid 25, the degree of communication between the port 21 and the port 14 changes, thereby making it possible to adjust the damping force.

Next, when the solenoid 25 is turned OFF, the spool 15 descends due to the action of the spring 20.
It comes into contact with the stopper 19 and stops. In this state, as described above, the ports 14 and 21 do not communicate with each other, so the damping force of the shock absorber 30 is determined only by the spring pressure side and rebound side damping valves 7 and 8.

As described above, the solenoid 25 can be installed at an appropriate location, and a single solenoid 2
Since a plurality of shock absorbers 30 can be operated with 5, the operation can be performed reliably and economical effects can be achieved.

Next, another embodiment regarding the transmission means 26 will be explained with reference to FIG.

In this embodiment, the spool 15a in the shock absorber 30 rotates instead of being restrained from vertical movement, and the port 21 can communicate with the port 14 when the spool 15a is at a certain rotational position. Therefore, when the spool 15a rotates from a state where the port 21 and the boat 14 are in communication, the communication area between the ports 12 and the port 14 changes, and when the spool 15a rotates beyond a certain rotation, the port 14 is cut off. Ru.

The solenoid 25 is connected to the vehicle body side 32 by the mounting plate 31.
is fixed. A pin 34 is fixed to the protruding end of the push rod 30' of the solenoid 25, and this pin 34 engages with an elongated hole 36 formed in one end of a lever 35 for rotating the control rod 16. Therefore, solenoid 25 is ON-
When the push rod 30' is turned OFF and moves up and down, the lever 35 rotates, and the rotation of the lever 35 rotates the control rod 16. As a result, the spool 15a connected to the control rod 16 rotates, and the damping force of the shock absorber 30 is adjusted. In this embodiment, the lever 35 is used as a transmission means, and the flexible body 28 is not used as in the above embodiment. Therefore, the installation position of the solenoid 25 is somewhat limited.

FIG. 4 shows yet another embodiment of another transmission means 26.

In this embodiment, a rotary solenoid 25a is used as the drive source. This rotary solenoid 2
5a is fixed at an appropriate location on the vehicle body side 32. A reel 40 is connected to the rotary solenoid 25a, and one end of the reel 40 is connected to the other end of a flexible body 28 which is wound around the control rod 16. The operation of the spool 15a to which this control rod 16 is connected is similar to that of the embodiment shown in FIG.

With the above configuration, the rotary solenoid 25a
By turning ON and OFF, the flexible body 28 is wound up, and therefore the control rod 16 is expanded and contracted, and the damping force of the shock absorber 30 is similarly adjusted. In the case of this embodiment, the rotary solenoid 25a can be provided at an appropriate location on the vehicle body side 32,
Moreover, a plurality of shock absorbers 30 can be operated simultaneously by a single rotary solenoid 25a.

Now, in any of the above embodiments, if the drive source is not kept in the ON state, the ports 21 of the spools 15, 15a, etc. and the piston rod 1
6 port 14 is not communicated. Therefore, the damping force cannot be adjusted and maintained. Figure 5 shows the driving source.
An embodiment is shown in which the spools 15, 15a can be maintained in a constant state even when turned off.

In FIGS. 5 and 6, a loop groove 46 is carved on the outer periphery of the spool 15. As shown in FIGS. The other end of a pin 45, one end of which is fixed to the piston rod 9, is engaged with this loop groove 46.

Therefore, when the spool is moved up and down by the control rod 16, the spool 15 is rotated by the loop groove 46 while being guided by the pin 45 and selectively held at two positions in the up and down direction.

That is, as shown in FIG.
is engaged with the A position of the loop groove 46 and the spool 1
5 is stopped. In this state, the hole 12 communicating with the lower chamber 4 and the port 14 are in communication.

Here, when the solenoid 25 is turned on, the spool 15 is pulled upward, so the pin 45 changes from A to B in the loop groove portion 46. in this case,
The shape of the loop groove 46 prevents it from going from A to D. Next, when the solenoid is turned OFF, the spool 15 descends, and the position of the loop groove 46 with which the pin 45 engages changes from B to C. In this state shown in FIG. 6, the port 14 is closed by the spool 15. Next, when the solenoid 25 is turned ON again, the spool 15 is pulled up, so the pin 45 moves from C to D in the loop groove 46. Then, when the solenoid 25 is turned OFF, the pin 45 is guided by the loop groove 46 again. 45 will engage point A. Therefore, by turning the solenoid 25 ON and OFF, the port 14 is alternately brought into communication with the lower chamber 4 and closed. Therefore, there is no need to keep the solenoid on. This reduces power consumption and extends the life of the solenoid.

As explained above, according to the present invention, it is possible to operate a plurality of shock absorbers with a single drive source, which is economical, and at the same time, the drive source can be installed at an appropriate location away from the shock absorber, resulting in damping. Since the force can be adjusted reliably and the damping force can be adjusted just by operating the solenoid for a short time, the durability of the solenoid can be improved.

[Brief explanation of the drawing]

Fig. 1 is a vertical sectional view showing the structure of a shock absorber commonly used in the past, Fig. 2 is an explanatory view showing an embodiment of the present invention, Fig. 3 is a sectional view of a modified example, and Fig. 4 is a sectional view of the present invention. Explanatory diagrams showing other embodiments of the invention,
5 and 6 are explanatory diagrams illustrating the operational relationship of the damping force adjusting spool in the present invention. 9... Piston rod, 12... Hole, 14...
Port, 15, 15a... Spool, 16... Control rod, 21... Hole, 25, 25a...
... Solenoid, 26 ... Transmission means, 27 ... Guide roller, 28, 28a, 28b, 28c ... Flexible body, 30 ... Shock absorber, 30' ...
Push rod, 35... lever, 40... reel, 45... pin, 46... loop groove.

Claims (1)

[Scope of utility model registration request] A piston that divides the cylinder into an upper chamber and a lower chamber is housed, a hole is formed that bypasses the damping valve of the piston and communicates the upper chamber and the lower chamber, and the upper chamber and the lower chamber are connected in this hole. A place where a plurality of the above-mentioned shock absorbers are installed in a shock absorber that rotatably or slidably accommodates a spool for communicating or closing, and is provided with a control rod that passes through a piston rod and connects the above-mentioned spool to a drive solenoid. A drive solenoid is provided at a position on the vehicle body side separated from the spool, and the drive solenoid and each control rod are connected via a transmission means such as a string or wire, and a loop groove is carved in the outer periphery of the spool, A pin fixed to the piston rod is engaged with the loop groove, and the shape of the loop groove is set to a position where the spool communicates or closes the upper chamber and the lower chamber with each operation of the drive solenoid. A damping force adjusting device for a shock absorber, characterized in that it is formed to be alternately moved and held.