JPS647044Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a suspension system that suppresses roll (left and right tilt) of a vehicle body due to centrifugal force when the vehicle turns.

[Prior art] A suspension system equipped with a conventional variable damping force damper is
The damping force can be changed stepwise or steplessly by manual operation from outside the vehicle or by a remote control switch inside the vehicle. However, this is because the damping force is set to a predetermined value (constant) regardless of the driving condition, so if the damping force is large, the ride comfort will worsen when driving straight, and the smooth transmission of driving force will be hindered. If the damping force is small, there is a problem in that the vehicle body leans significantly during cornering, resulting in a reduction in driving performance.

As disclosed in Japanese Patent Application Laid-Open No. 56-157611,
In a suspension system in which a damping valve that communicates and shuts off both ends of the cylinder of the shock absorber is formed integrally with the cylinder fixed to the knuckle and rotates relative to the piston, the damping force of the shock absorber is uniquely determined by the steering angle. When turning at low speeds where roll does not occur, the stiffness of the shock absorber increases, resulting in poor ride comfort.

[Problems to be solved by the invention] In view of the above-mentioned problems, the purpose of the invention is to provide a suspension system for a vehicle in which the damping force of the shock absorber increases in proportion to the vehicle speed during cornering, thereby improving the stability of the vehicle body. It is about providing.

[Means for Solving the Problems] In order to achieve the above object, the structure of the present invention is such that a housing fixed to a non-rotatable piston and a housing are installed in a passage connecting oil chambers at both ends of a cylinder provided in a piston of a shock absorber. A damping valve consisting of a valve body rotatably fitted to the valve body is provided, a horizontal arm with a weight is connected to the outer end of a rod that connects the valve body, and an arm is placed between the arm and the vehicle body. It is made by spanning a spring that holds it in a direction different from the vehicle width direction.

[Operation] During straight traveling, the oil chambers at both ends of the cylinder 12 are communicated by the damping valve 30, and the damping force is maintained at an optimal value that does not impair ride comfort.

During turning, the damping valve 30 is rotated together with the rod 23 by the centrifugal force acting on the weight 42 of the arm 41, and the passage connecting the oil chambers at both ends of the cylinder 12 is throttled in approximately proportion to the amount of rotation of the damping valve 30. It will be done. Therefore, while the roll stiffness of the suspension system does not change much during low-speed cornering, the roll stiffness is increased during high-speed cornering, and the stability of the vehicle body is improved.

[Embodiment of the invention] As shown in FIG. 1, a suspension system for a vehicle according to the invention includes a shock absorber 1 interposed between a vehicle body and a knuckle 10 (not shown). A horizontally extending axle is coupled to the middle portion of the knuckle 10 having a C-shaped cross section, and a brake disk 7 and wheels (not shown) are rotatably supported on the axle. A caliper 6 of a disc brake straddles a brake disc 7 and is fixedly supported by a knuckle 10.

The lower end of the knuckle 10 is supported by a ball joint 8 at the tip of a control arm 9, and the base end of the control arm 9 is supported by the vehicle body by a pin extending in the longitudinal direction of the vehicle body. Arm 5 extending backward from Natsukuru 10
is connected to a steering mechanism via a known tie rod, and when the axle and the knuckle 10 rotate about the central axis (ball joint 8) of the shock absorber 1, the wheels are deflected.

The shock absorber 1 has a piston fitted inside a cylinder 12 rotatably supported by a knuckle 10, and the outer end of a piston rod 13 is fixedly supported on the vehicle body via a mount 2. A coil spring 3 is interposed between a spring seat integral with the mount 2 and a spring seat 4 coupled to the upper end of the cylinder 12.

According to the present invention, a horizontal arm 41 is connected to the outer end of the rod 23 inserted into the shaft hole of the piston rod 13, and a weight 42 is supported at the end of the arm 41.
In order to maintain the direction of the arm 41 in a direction different from the vehicle width direction (almost in front of the vehicle body in the illustrated example), the arm 41
and the vehicle body side (for example, the protruding piece protruding from mount 2)
A spring 43 is stretched between. A spiral spring 43 surrounding the rod 23 may be used as shown in FIG.

As shown in FIG. 3, the cylinder 12 has an outer cylinder 33
Both ends of the inner cylinder 20 are closed by end plates 22 and 18, and an oil chamber 16 is formed outside the inner cylinder 20, while an oil chamber 2 is formed inside the inner cylinder 20 by a piston 28.
1 and an oil chamber 27 are partitioned. A piston rod 13 connected to a piston 28 passes through the end plate 22 and extends upward, and the portion passing through the end plate 22 is sealed by a sealing member 15.

Oil chambers 21 and 2 for vertical movement of piston 28
In order to balance the hydraulic oil of 7, there is a gas chamber 2 at the top.
A spare oil chamber 16 equipped with an oil chamber 9 is connected to an oil chamber 27 via an orifice 11. The damping force of the shock absorber 1 is determined by the fluid resistance of the passage connecting the oil chamber 21 and the oil chamber 27 of the piston 28.

According to the present invention, the passage connecting the oil chamber 21 and the oil chamber 27 is formed by a radial passage 19 formed in the piston rod 13, a hollow part 17 formed at the axis of the piston rod 13, and a damping passage provided at the lower end of the piston rod 13. Passage 32 (fourth
(Figure), it is composed of a passage 24 provided in a housing 26, and the cross-sectional area of the passage 24 is adjusted by a valve body 25.

As shown in FIG. 4, the housing 26 constituting the damping valve 30 is screwed onto the lower end threaded shaft portion of the piston rod 13 so as to tighten the piston 28, and the lower end portion of the housing 26 is closed by a closing plate 31. A plurality of passages 24 (FIG. 5) are disposed in the circumferential direction on the peripheral wall of the housing 26, and a valve body 25 integrally equipped with an arcuate plate and a disc for opening and closing these passages is located at the lower end of the rod 23. is combined with
A hollow portion 17 and a housing 26 are formed on the disc of the valve body 25.
A passage 32 is provided that communicates the inside of the .

The rod 23 is the hollow part 17 of the piston rod 13.
and is projected through the shaft hole to the upper end or outer end of the piston rod 13. The aforementioned arm 41 is connected to the outer end of the piston rod 13. A seal member seals between the upper end of the rod 23 and the shaft hole of the piston rod 13. Although FIG. 1 shows the suspension system for the right front wheel, the suspension system for the left front wheel is also constructed symmetrically.

Next, the operation of the device of the present invention will be explained. When the vehicle is traveling straight, all passages 24 of the valve body 25 shown in FIG. 5 are in an open state. Therefore, the oil chamber 21 and the oil chamber 27 are communicated with each other through the passage 19, the hollow portion 17, and the passages 32 and 24. The vehicle body load is transmitted to the nutcle 10 with the deflection of the spring 3, and is supported by the wheels.

If the vehicle turns left, for example, when the arm 41 extends diagonally forward and outward, the centrifugal force acting on the weight 42 causes the arm 41 to rotate in the direction of the arrow (to the right). While the piston rod 13 and the housing 26 are non-rotatably supported on the vehicle body side, the rod 23 and the valve body 25 are rotated by the weight 42 of the arm 41, and a part of the passage 24 is rotated depending on the magnitude of the centrifugal force. closed and the damping force increases. As a result, roll of the vehicle body to the right side due to load transfer to the right wheel is suppressed, and steering stability is improved. When the vehicle finishes turning, the arm 41 supporting the weight 42 is returned to the neutral position shown in FIG. 5 by the force of the spring 43.
All passages 24 are open and provide damping against normal vibrations.

The damping valves 30 of the shock absorbers 1 for the left and right wheels are constructed completely symmetrically, and when the vehicle is turning right, roll of the vehicle body to the left side is suppressed.

In the embodiment shown in FIGS. 6 and 7, one passage 25a is provided in the circumferential wall of the cup-shaped valve body 25, and the passage area between the passage 25a and the passage 24 of the housing 26 changes to facilitate turning movement. The damping force of the shock absorber is adjusted.

In the embodiment shown in FIGS. 8 and 9, a flat surface 23a is provided at the lower end of the rod 23 to give it an irregular cross section.
This rod 23 is the hollow part 1 of the piston rod 13.
7. During turning, the rotation of the rod 23 reduces the opening of the passage 19, as shown by the chain line, and increases the damping force.

Note that when the arm 41 is extended forward or backward,
The amount of rotation due to centrifugal force increases, but if the arm 41 is protruded obliquely forward or backward, the inertia of the weight 42 will cause the arm 4 to protrude diagonally forward or backward, even when suddenly starting or braking while driving straight.
1 is rotated, and the damping force of both the left and right shock absorbers 1 is increased, so that the front part of the vehicle body is prevented from rising (nose lift) or sinking (brake dive).

[Effects of the invention] As mentioned above, the present invention has a housing fixed to the non-rotatable piston and a valve body rotatably fitted in the housing, in a passage connecting the oil chambers at both ends of the cylinder provided in the piston of the shock absorber. A damping valve is provided, a horizontal arm having a weight is connected to the outer end of a rod that connects the valve body, and a spring is provided between the arm and the vehicle body to hold the arm in a direction different from the vehicle width direction. As a result, a good ride comfort can be obtained when driving in a straight line, and when driving in turns, the damping force of the wheel shock absorbers is automatically increased, suppressing body roll caused by centrifugal force, and improving handling stability. Improved.

Since the damping force of the shock absorber increases approximately in proportion to the centrifugal force, ride comfort is not impaired when turning at low speeds.

According to the present invention, the configuration is simple and inexpensive compared to the case where a control device equipped with a special detection means or a complicated microcomputer is provided.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of the suspension device according to the present invention;
The figure is a perspective view of a partially modified embodiment of the same device.
The figure is a front sectional view of the same device, FIG. 4 is an enlarged view of the main part of FIG. 3, FIG. 5 is a plan sectional view of the same, FIG. 6 is a side sectional view showing a modified example of the damping valve, and FIG. 8 is a front sectional view showing another embodiment of the damping valve, and FIG. 9 is a sectional view of the same plane. 1: Buffer, 9: Control arm, 10: Knuckle, 12: Cylinder, 17: Hollow part, 19,3
2: Passage, 21, 27: Oil chamber, 23: Rod, 2
4: Passage, 25: Valve body, 26: Housing, 2
8: Piston, 41: Arm, 42: Weight, 43: Spring.

Claims (1)

[Scope of utility model registration request] A damping valve consisting of a housing fixed to a non-rotatable piston and a valve body rotatably fitted to the housing is installed in the passage connecting the oil chambers at both ends of the cylinder provided in the piston of the shock absorber. A vehicle suspension system in which a horizontal arm with a weight is connected to the outer end of a connecting rod, and a spring is stretched between the arm and the vehicle body to hold the arm in a direction different from the vehicle width direction.