JPS6226182A - Hydraulic shock absorber for suspending rear wheel of two-wheel barrow - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a hydraulic shock absorber that variably controls damping force in accordance with the amount of displacement of an RTT wheel with respect to a vehicle body.

(Conventional technology and its problems) Generally, hydraulic shock absorbers installed in motorcycles etc. generate damping force according to the contraction speed of the damper, but when cornering or when the vehicle body is heavily loaded, In order to improve the ground contact of the wheels, or to prevent the piston from bottoming out when the wheels receive a large impact, the damping force increases according to the amount of displacement of the grinding wheels (the amount of contraction of the damper). It is desirable that

Conventionally, as this type of hydraulic shock absorber, for example, Japanese Patent Application Laid-open No. 55
- The device disclosed in Publication No. 15372 is equipped with a variable damping mechanism in a tank that stores excess hydraulic oil corresponding to the piston rod intrusion volume due to the expansion and contraction of the damper, and this variable damping mechanism It adjusts the resistance applied to excess hydraulic oil, and is linked to a 7-lead piston that defines a gas chamber within the tank. Since the free piston is displaced as excess hydraulic oil flows in, the damping force can be automatically increased according to the amount of contraction of the damper.

However, since the position of the 7-Lee piston in the tank changes depending on the temperature of the gas chamber, there is a problem that the damping force characteristics differ depending on the temperature conditions of the tank.Also, since the pulp mechanism is installed inside the tank, However, there was a problem in that it was difficult to adjust the damping force characteristics from the outside.

The present applicant also proposed in Japanese Patent Application No. 60-129526 that a tank separate from the damper is connected to the vehicle body side or to one of the unsprung members, and is slidably protruded from the link to apply damping force. The detection rod to be controlled is connected to either the unsprung member or the vehicle body side,
A system has already been proposed that relies only on the displacement of the Hayabusa wheel to stably control the damping force, but in this case, the detection rod protrudes from the tank, so installation on the car body is limited by space. However, there was a problem that it was difficult to put it into practical use.

The present invention aims to solve the above problems.

(Means for solving the problem α) The present invention provides 1. For rear wheel suspension of a two-wheeled vehicle, a damper is connected between the yrt body and an unsprung member that is linked to the displacement of the wheel, and the damper is equipped with a gas-filled tank that stores surplus hydraulic oil corresponding to the volume of penetration of the piston rod of the damper. In the hydraulic shock absorber, a sensor valve is interposed in the middle of the oil passage connecting the damper and the tank, and this sensor valve has a variable damping mechanism that changes the resistance given to the flow of the surplus hydraulic oil, and a variable damping mechanism that changes the resistance applied to the flow of the surplus hydraulic oil. The main body of this sensor pulp is connected to either the vehicle body or the unsprung member, and the detection rod is connected to the unsprung member and the vehicle body. It is connected to either one or the other.

(Function) In this way, the sensor valve connects the detection rod protruding from the main body to the unsprung member approximately parallel to the damper, so that the variable damping mechanism directly detects the displacement of the wheel via the detection rod. The damping force can be stably controlled by relying only on the displacement of the wheels without being affected by the temperature inside the tank.
Also, the length of the protruding part of the detection rod can be adjusted from the outside! By providing a single slider, the damping force characteristics can be easily changed.

Furthermore, by forming the sensor valve separately from the damper and tank, the sensor valve can be made more compact, making it easier to put it to practical use without requiring changes to the design of the vehicle body or damper.

(Example) Hereinafter, an example of the present invention will be described based on the accompanying drawings.

As shown in the PtSi diagram, a motorcycle body 31 and a rear wheel 3
A damper 34 is connected between a swing arm (unsprung member) 33 that supports 2.

A tank 35 for storing surplus hydraulic oil of the damper 34 is formed separately from the damper 34 and attached to the vehicle body 31.

Between the damper 34 and the tank 35 are hoses 37 and 38.
A sensor valve 36 is disposed through the .

The sensor valve 36 has its main body separated from the damper 34 and the tank 35, and the base end of the main body 1 is pivotally connected to the vehicle body 31 via a pin 42, and protrudes slidably from the main body 1. Detection rod 14 on swing arm: 3
3 via a bin 43.

As shown in Figure #IJ2, the sensor valve 36 has a bearing 1 at the open end of a bottomed cylindrical body 1 (shilling).
0 are screwed together, and this bearing 10 is tightened and fixed via a nut 16. Further, an O-ring 13 is interposed on the outer peripheral surface of the bearing 10 to seal the inside of the main body 1.

A detection rod 14 is slidably passed through the bearing 10 via an oil seal 12.

An annular first valve seat 2 and a second valve seat 6 are fixed to the inside of the main body 1 via a spacer 5 and a nut 7.

A hose 37 is connected to the main body 1 to form a boat 71 communicating with the damper 34, and the spacer 5 is connected to the boat 71.
An annular gap 72 that opens a plurality of boats 73 is formed, and an oil chamber 74 that opens the boats 73 is defined between the first valve seat 2 and the second valve seat 6.

A boat 80 is connected to the main body 1 to communicate with the tank 35, and an oil chamber 79 for opening the boat 80 is defined by the first valve seat 2.

The valve body portion 21 of the detection rod 14 inserted into the first valve seat 2 and the second valve seat 6 is formed with a shaft hole 77 that opens into the oil chamber 79 and communicates with this shaft hole 77 via a boat 76. An oil chamber 75 is defined by the second valve seat 6.

A plurality of boats 81 are formed on the first valve seat 2, and a seven-turn valve 3 is provided which is seated via a leaf spring 4. This /Noritan valve 3 opens for hydraulic oil returning from the tank 35 to the damper 34.

A plurality of boats 82 are formed on the second valve seat 6, and a relief valve 8 seated via a spring 9 is provided.

A plurality of orifices 78 are formed in the valve body portion 21 of the detection rod 14 and open at predetermined intervals in the axial direction. The number of oriices 78 that open into the oil chamber 74 between the first valve seat 2 and the second valve seat 6 changes depending on the stroke of the detection rod 14, making the resistance given to the flow of excess hydraulic oil variable. A variable damping mechanism 22 is configured.

A bracket 27 for pivotally supporting the pin 39 is connected to the protruding end of the detection rod 14 via a turnbuckle 17, and the turnbuckle 17 is tightened and fixed via lock nuts 18 and 19. By changing the screwing position of this turnbuckle 17, the initial position of the detection loft 14 relative to the second valve seat 6 can be adjusted.

A spring pin 15 is provided in the middle of the detection rod 14 to prevent it from being pulled out during assembly.

A bracket 2 for pivotally supporting the pin 38 is provided at one end of the main body 1.
8 is integrally formed.

In this way, WII is not implemented, and the operation will be explained next.

For example, if the rear rI32 spills over a bump on the road surface,
As the damper 34 contracts, surplus hydraulic oil corresponding to the intrusion volume of the piston rod (not shown) is guided from the damper 34 to the sensor valve 36 via the hose 37, and after passing through the sensor valve 36. It flows into the tank 35 via the hose 38.

In the sensor valve 36, the excess hydraulic oil guided by the hose 37 is transferred to the boat 7], the annular gap 72, and the boat 73.
After flowing into the oil chamber 74 through the oriace 78, the shaft hole 7°1, the oil chamber 79, the boat 80, and the hose 38.
Be guided to.

Since the detection rod 14 is cut into the swinger 1133 and is attached substantially parallel to the damper 34, the damper 34
It enters into the main body 1 in proportion to the amount of contraction (stroke amount) of.

At this time, depending on the stroke position of the damper 34, the number of orifices 78 formed in the detection rod 14 that open into the oil chamber 74 between the first valve seat 2 and the second valve seat 6 is reduced, and the number of orifices 78 that are opened to the oil chamber 74 between the first valve seat 2 and the second valve seat 6 is reduced. This increases the resistance applied to the excess hydraulic fluid that flows, and blocks this flow near the maximum stroke.

When the pressure in the oil chamber 74 increases beyond the set value, the relief valve 8 opens against the spring 9, causing the oil chamber 75 to open.
, a boat 76, a shaft hole 77, an oil chamber 79, and a boat 80.

FIG. 3 shows the damping force characteristics according to the stroke amount of the damper 34.
- In a predetermined range of R, the compression side damping force is adjusted to the damper 34.
can be increased depending on the stroke amount.

In addition, by adjusting the turnbuckle]7, the detection rod 14
The 8 points at which the damping force starts to increase in FIG. 3 can be freely changed by changing the initial position of the relief nozzle 8 relative to the main body 1.

In addition, by loosening the nut 16 and adjusting the screwing position of the bearing 10 with respect to the main body 1, the initial load of the spring 9 can be changed. The opening pressure of valve 8 is also F
,,F2. You can freely change it to F.

In this way, by transmitting the displacement (stroke) of the rear wheel 32 to the variable range ftfl mechanism 22 via the link mechanism consisting of the swing arm 33 and the detection rod 14,
The damping force can be controlled stably without being affected by the temperature conditions of the tank 35.

Furthermore, since the sensor valve 36 is formed separately from the damper 34 and the tank 35, it can be made compact, and a sufficient mounting space can be secured between the vehicle body 1 and the swing arm 33, making it possible to put it into practical use. It makes it easier.

On the other hand, when the damper 34 operates on the expansion side, the hydraulic oil stored in the tank 35 is guided to the sensor valve 36 via the hose 38, and after passing through the sensor valve 36, returns to the damper 34 via the hose 37.

At this time, the sensor valve; (at 6, port 80
The hydraulic oil that has flowed into the oil chamber 79 through the shaft hole 77 flows into the oil chamber 74 through the orifice 78, and also flows into the oil chamber 74 with almost no resistance after opening the oil tank valve 3.

In another embodiment shown in FIG. 4, two tapered grooves 23 are formed on the outer peripheral surface of the valve body portion 21 of the detection rod 1'14, and the opening area of the tapered grooves 23 is adjusted to the inner surface of the first valve seat 2. The variable damping mechanism 22 has an elliptical shape so as to be narrowed on the peripheral surface.

In this case, due to the shape of the tapered groove 23, the detection rod 1
The damping force can be continuously adjusted according to the stroke of 4.

Next, in another embodiment shown in FIG. 5, the detection rod 14 connected to the swing arm 33 via the bracket 27 and the valve body portion 24 having a plurality of orifices 78 are formed separately.

One end of the valve body part 24 is biased by a return spring 38 via a retainer 37, and the other end is formed into a tapered shape so as to come into contact with the four parts 25 formed on the end surface of the detection rod 14. The amount of displacement of the ring is transmitted to the valve body portion 24 by the detection rod 14 .

A ring 39 is fitted to the end of the detection rod 14 to prevent it from being removed.

In this case, by forming the valve body portion 24 separately, it is possible to improve the machining accuracy and assembly accuracy.
performance, and improvements in quality are being made.

Next, in another embodiment shown in FIG. 6, a tank is provided integrally with the damper 34, and a piston 52 is housed in an inner tube 51, and an outer tube is provided outside the inner tube 5j. Between 5.3 and 3, an oil reservoir chamber 54 filled with gas is defined. A base valve 55 is provided at the upper end of the inner tube 51, and surplus hydraulic oil corresponding to the intrusion volume of the piston rod 56 flowing out through the base valve 55 is guided to the sensor valve 36 via a hose 57. , the hydraulic oil after passing through the sensor valve 36 flows through the hose 58.
The oil flows into the oil reservoir chamber 54 via.

A bracket 60 formed on the piston rod 56 and a bracket 61 formed on the detection rod 14 of the sensor valve 36 are each connected to the swing arm 33, while a bracket 62 fixed to the upper ends of the outer tube 53 and the inner tube 51 and sensor valve 36
The brackets 63 formed on the main body 1 of the insect body 3
connected to the first side.

In this case as well, since the sensor valve 36 is formed separately from the tank, it can be assembled into a damper integrally provided with the tank by changing the design of some parts. .

(Effects of the Invention) As described above, the present invention includes a sensor valve interposed in the middle of the oil passage that leads surplus hydraulic oil of the damper to the tank, and this sensor valve is configured so that the detection rod responds to the displacement of the unsprung member with respect to the vehicle body. At the same time, we installed a variable wave damping mechanism that adjusts the damping force according to the stroke of this detection rod, so the damping depends only on the displacement of the funeral ring without being affected by the temperature conditions of the tank etc. The force can be controlled stably, the damping force characteristics can be easily changed by adjusting the length of the detection rod from the outside, and the sensor valve is formed separately from the damper upper V tank. The sensor valve has been made more compact, and there is no need for major design changes to the vehicle body or damper.
This has the effect of facilitating practical application.

[Brief explanation of the drawing]

FIG. 1 is a side view showing an embodiment of the present invention, FIG. 2 is a sectional view of the sensor valve, and FIG. ff53 is a graph showing damping force characteristics. FIG. 4 is a sectional view showing another embodiment. Figure fjSs is a sectional view of a sensor valve showing another embodiment. FIG. 6 is a drying diagram showing still another embodiment. DESCRIPTION OF SYMBOLS 1...Main body, 14...Detection rod, 22...Variable damping number structure, 31...Vehicle body, 32...Rear wheel, 33...
・Swing arm, 34... Damper, 35... Tank, 36... Sensor valve (external name) 31- Vehicle body, 32-- One rear wheel 33- One swing arm 34- m- Dantsuma - 35-11 Funk 36-- and Servalf 1 Fig. 4

Claims (1)

[Claims] For rear wheel suspension of two-wheeled vehicles, a damper is connected between the vehicle body and an unsprung member that is linked to the displacement of the wheel, and includes a gas-filled tank that stores excess hydraulic oil corresponding to the volume of penetration of the piston rod of the damper. In the hydraulic shock absorber, a sensor valve is interposed in the middle of the oil passage connecting the damper and the tank, and this sensor valve has a variable damping mechanism that changes the resistance given to the flow of the surplus hydraulic oil, and this variable damping mechanism. and a detection rod slidably protruding from the main body in conjunction with the sensor valve main body, the sensor valve main body is connected to either one of the above-mentioned vehicle body and the unsprung member, and the detection rod is connected to one of the above-mentioned unsprung member and the vehicle body. A hydraulic shock absorber for suspension of a rear wheel of a two-wheeled vehicle, characterized in that the shock absorber is connected to the other.