KR20150064533A - Shock absorber having steering sensitive valve structure - Google Patents

Abstract

According to the present invention, a shock absorber has an internal tube and an external tube filled with a fluid and a body valve installed in a lower end of a pressure chamber of the internal tube to separate a storage room between the internal tube and the external tube and the pressure chamber, which comprises: a housing installed in an upper direction of the body valve and enabling a fluid of the pressure chamber wherein pressure is raised when a pressure stroke to pass through a lower flow path through an upper flow path and an internal operation room; and a flow rate control unit remaining in a position wherein the lower flow path is entirely opened inside the operation room, and controlling a passing flow rate of the fluid by being moved to a position partially blocking the lower flow path when a centrifugal force occurs.

Description

[0001] SHOCK ABSORBER HAVING STEERING SENSITIVE VALVE STRUCTURE WITH A SWITCH-

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shock absorber, and more particularly, to a shock absorber capable of increasing damping force in a turning section of a vehicle to improve steering performance and stability.

Generally, a shock absorber (also referred to as a suspension system) is used to buffer vibrations and shocks transmitted from the road surface through the wheels during running of the vehicle.

Such a shock absorber comprises a shock absorber, a stabilizer to prevent rolling, a rubber bushing, and a control arm.

Among them, the shock absorber suppresses or attenuates the vibration from the road surface and absorbs the vibration energy of the vehicle body in the vertical direction in a state of being mounted between the vehicle body or the frame and the wheel.

In addition, the shock absorber can reduce the dynamic stress at the corner of the vehicle body to increase the durability life, suppress the movement of the mass under the spring to secure the grounding property of the tire, suppress the attitude change due to the inertia force, .

In this type of shock absorber, the abdominal shock absorber includes a cylinder provided with an inner tube and an outer tube, a piston valve reciprocating inside the inner tube, a piston valve having one end connected to the piston valve and the other end connected to the outside And a body valve disposed at a distal end of the cylinder and facing the piston valve.

The inside of the inner tube is partitioned into a compression chamber and a tension chamber by a piston valve, and a storage chamber is formed between the inner tube and the outer tube. When the pressure in the compression chamber is increased during the compression stroke of the piston valve, Some fluids pass through the piston valve to generate a damping force while flowing into the tension chamber while passing through the body valve to generate a damping force and into the storage chamber.

Also, as the pressure in the tension chamber rises and the pressure in the compression chamber falls during the tensioning stroke of the piston valve, some fluid in the tension chamber flows through the piston valve into the compression chamber while generating a damping force, Flows through the valve to the compression chamber while generating a damping force.

In such a shock absorber, when the damping force is soft, the damping force control device is advantageous in terms of ride comfort, and when the damping force is hard, the handling performance is improved, so that a damping force control device for securing stability in turning the vehicle is applied.

A conventional damping force control apparatus uses a method of adjusting a damping force by applying a current to a solenoid valve and adjusting a position of a spool.

However, since the shock absorber to which the conventional damping force control device is applied has many parts (ECU, Sensor, etc.) as compared with the general shock absorber, the structure of the shock absorber is complicated and the manufacturing cost has to be increased. Further, since a plurality of separate electronic control components are applied, various errors may occur due to the external environment.

Prior art related to the present invention is Korean Patent Laid-Open No. 10-2005-0058699 (June 17, 2005), which discloses a vehicle stabilization device using a shock absorber.

It is an object of the present invention to provide a shock absorber capable of improving steering performance and stability in a section where a vehicle is turning by increasing a damping force by moving a blocking plate to a position where a flow path is partially blocked when centrifugal force is generated.

Another object of the present invention is to provide a shock absorber in which the structure is simple and the manufacturing cost is not greatly increased since a mechanical driving system according to the direction of motion of the vehicle is applied without a separate electrical control part.

The shock absorber according to the present invention is characterized in that the shock absorber includes an inner tube and an outer tube filled with a fluid and a body valve installed at a lower end of the compression chamber of the inner tube to separate a storage chamber between the inner tube and the outer tube and the compression chamber A shock absorber comprising: a housing which is provided above a body valve and through which a fluid in the compression chamber in which pressure is increased during a compression stroke passes through an upper flow path and an inner working chamber through a lower flow path; And a flow rate controller for controlling the flow rate of the fluid when the centrifugal force is generated by moving the lower flow path to a position where the lower flow path is partially blocked when the centrifugal force is generated.

Here, the housing is horizontally installed in the compression chamber, and the upper partition has an upper partition wall vertically penetratingly formed, and the lower partition wall is spaced apart from the lower partition wall to form the operation chamber, And may have a lower partition wall formed thereon.

The flow control unit may include a shield plate horizontally movably disposed on the bottom surface of the operation chamber and having a connection channel vertically formed to communicate with the lower flow channel, And an elastic member for applying a returning elastic force so that the blocking plate is returned to a position where the blocking plate totally opens the lower flow path.

The elastic member may include a first spring installed along a side surface of the operation chamber to apply a returning elastic force to the side of the blocking plate and a compression spring force between the upper side of the operation chamber and the blocking plate And a second spring for causing the blocking plate to come into close contact with the bottom surface of the working chamber.

In addition, the elastic member is preferably such that when the centrifugal force is generated, the first spring located in the moving direction of the blocking plate is compressed, and the first spring located in the opposite direction is tensioned.

In addition, the connection passage may be disposed at the same center axis as the lower passage.

In addition, it is preferable that the flow rate control unit moves the fluid flowing into the operation chamber through the upper flow channel to the storage chamber through the connection channel, the lower channel, and the body valve when the centrifugal force is generated.

In the present invention, when the centrifugal force is generated, the blocking plate moves to a position where the flow passage is partially blocked to increase the damping force, thereby maintaining a smooth riding feeling at the time of traveling on a general road surface, and improving a steering performance and stability by maintaining a riding comfort .

Further, since the mechanical driving system according to the moving direction of the vehicle is applied without a separate electric control part, the structure is simple and the manufacturing cost is not greatly increased.

1 is a sectional view showing a shock absorber according to the present invention.
FIG. 2 is a perspective view showing a coupling relation between a blocking plate and an elastic member of a shock absorber according to the present invention. FIG.
3 is a cross-sectional view illustrating an open state of a blocking plate in a shock absorber according to the present invention.
FIG. 4 is a cross-sectional view illustrating a flow rate control state of a shut-off plate when a centrifugal force is generated in a shock absorber according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving it will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings.

The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. To fully disclose the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims.

In the following description, well-known functions or constructions are not described in detail to avoid obscuring the subject matter of the present invention.

1 is a sectional view showing a shock absorber according to the present invention.

Referring to FIG. 1, a shock absorber according to the present invention includes an inner tube 10, an outer tube 20, a storage chamber 30, a body valve 40, a housing 100, 200).

The inner tube 10 may be provided with a piston valve (not shown) which is divided into an upper tension chamber (not shown) and a lower compression chamber 11.

A piston rod having one end connected to the piston valve and the other end extending outwardly through the inner tube 10 and the upper end of the outer tube 20 may be provided.

Here, a rod guide (not shown) for guiding the piston rod may be provided at an upper end of the inner tube 10 and the outer tube 20.

The inner tube 10 may have a cylindrical shape to define a space therein. The inner tube 10 may be filled with a fluid (such as oil).

The inside of the inner tube 10 can be divided into a tension chamber on the upper side and a compression chamber 11 on the lower side by the piston valve 30 to be described later.

The outer tube 20 is installed at a larger diameter on the outer diameter of the inner tube 10 described above and may have a shape corresponding to the inner tube 10.

The storage chamber 30 is formed between the outer tube 20 and the inner tube 10 and is separated from the compression chamber 11 by the body valve 40.

That is, the fluid 1 in the compression chamber 11 can be moved to the storage chamber 30 through the passage of the body valve 40 during the compression stroke of the piston rod.

One end of the outer tube 20 and one end of a piston rod 40 to be described later are respectively connected to the vehicle body side or the wheel side of the vehicle. In this state, the shock absorber of the present invention can perform compression and tensile strokes.

In addition, a separate coupling portion for connecting to the vehicle body side or the wheel side may be provided at the lower end of the outer tube 20.

The piston valve 30 divides the inside of the inner tube 10 into upper and lower portions and the piston valve 30 reciprocates inside the inner tube 10 to generate a damping force due to the resistance of the fluid 1 .

For example, during the compression stroke of the piston valve, the pressure of the lower compression chamber 11 is higher than that of the upper tension chamber.

At this time, the fluid (1) filled in the compression chamber (11) by the pressure rise of the compression chamber (11) pushes the valve means through the flow path and moves to the tension chamber.

On the other hand, when the piston valve is in the tension stroke, it operates in the direction opposite to the above-described operation.

The piston rod has one end coupled to the piston valve and the other end extending to the outside of the outer tube 20 and connected to the vehicle body side or the wheel side of the vehicle.

The body valve 40 is provided at the lower end of the compression chamber 11 to separate the compression chamber 11 from the storage chamber 30.

At this time, the fluid 1 moves upward or downward through the flow path of the body valve 40, and a damping force due to the resistance force is generated in the process of moving the fluid 1 in the direction of tension and compression stroke.

Valve means (not shown) is provided at the upper and lower portions of the body valve 40 to open and close the flow path in a selected direction.

For example, when the piston rod and the piston valve are in a compression stroke (downward in the illustrated direction), the fluid 1 moves through the flow path of the body valve 40 to the storage chamber 30.

On the other hand, when the piston rod and the piston valve are in the tension stroke (rising in the direction shown in the drawing), the piston rod and the piston valve operate in the direction opposite to the above-mentioned operation.

The housing 100 is installed in the compression chamber 11 of the inner tube 10 and can be disposed above the body valve 40 described above.

Here, the housing 100 allows the fluid 1 of the pressurized compression chamber 11 to pass downward when the piston rod and the piston valve perform the compression stroke.

To this end, an upper flow path 110 is formed at an upper portion of the housing 100, and a working chamber 120 may be formed in the housing 120.

A lower flow path 130 for passing the fluid 1 flowing into the working chamber 120 through the upper flow path 110 to the flow path of the body valve is formed vertically through the lower portion of the housing 100.

 In addition, the housing 100 may include an upper partition wall horizontally installed in the compression chamber 11 and a lower partition wall spaced apart from the lower portion of the upper partition wall.

Here, an upper flow path 110 may be formed in the upper partition wall, a lower flow path 130 may be formed in the lower partition wall, and an operation chamber 120 may be formed between the upper partition wall and the lower partition wall. have.

Alternatively, the housing 100 may have a cylindrical structure in which the upper and lower barrier ribs are connected to each other.

In this way, the housing 100 is installed so as to block the space between the compression chamber 11 and the body valve 40.

That is, the fluid 1 in the compression chamber 11 during the compression stroke of the piston valve of the piston rod must pass through the housing 100 to the body valve 40.

The flow rate regulator 200 is operated by the centrifugal force generated when the vehicle turns and when the centrifugal force is generated, the fluid 1 in the compression chamber 11 moves to the body valve 400 through the housing 100 Adjust the flow rate.

For example, the flow rate regulator 200 maintains a position where the lower flow path 130 is completely opened from the inside of the operation chamber 120 during straight traveling of a vehicle in which no centrifugal force is generated.

The flow regulator 200 is moved to a position where it partly blocks the lower flow path 130 at the time of turning of the vehicle in which the centrifugal force is generated so that the flow rate of the fluid 1 discharged downward through the lower flow path 130 Can be reduced.

For this purpose, the flow rate regulator 200 may include a shield plate 210 and elastic members 220 and 230.

The shutoff plate 210 is horizontally movably installed on the bottom surface of the operation chamber 120. The shutoff valve 210 is vertically connected to the lower flow path 130 to communicate with the lower flow path 130.

It is preferable that the connection passage 211 is disposed at the same center axis line as the lower passage 130 described above.

In addition, the connection passage 211 may have a diameter equal to or larger than that of the lower passage 130.

Here, the blocking plate 210 can be manufactured using a material such as a metal, but it can be used regardless of the kind if it can be moved in one direction by the centrifugal force.

The shape of the blocking plate 210 is preferably a disc shape having a predetermined thickness in consideration of the shape of the inner tube 10, but the shape of the blocking plate 210 can be variously manufactured as needed.

The connection channel 211 of the blocking plate 210 and one or more of the upper channel 110 and the lower channel 130 may be formed in a variety of shapes as needed .

3, the blocking plate 210 may be positioned at the center of the operation chamber 120 by an elastic member 220, which will be described later, when the vehicle is running in a straight line.

At this time, the connection channel 211 of the blocking plate 210 is located on the same line as the lower channel 130, so that the lower channel 130 can be opened as a whole.

In this state, since the lower flow path 130 is entirely opened, the fluid 1 introduced into the operation chamber 120 can be transferred to the body valve 40 in a large amount.

That is, by reducing the damping force at the time of straight running of the vehicle in which the centrifugal force does not occur, the smooth riding comfort of the vehicle can be maintained.

As shown in FIG. 4, the blocking plate 210 is moved in the centrifugal force acting direction while overcoming the compressive elastic force of the blocking member 220, which will be described later, when the vehicle is turning.

At this time, the connection channel 211 of the blocking plate 210 is in a state of blocking a part of the lower flow channel 130.

In this state, since the lower flow path 130 is partially opened, the fluid 1 introduced into the operation chamber 120 can be transmitted to the body valve 40 in a small amount.

In other words, by increasing the damping force at the time of turning of the vehicle in which the centrifugal force is generated, the stability of the vehicle can be increased and stable steering performance can be secured.

The elastic member is installed along the side surface of the operation chamber 120 and applies a returning elastic force so that the blocking plate 210 returns to a position where the blocking plate 210 opens the lower flow path 130 when the centrifugal force is not generated.

For this, the elastic member may include a first spring 220 and a second spring 230.

A plurality of first springs 220 are installed along the side surface of the operation chamber 120 to apply a returning elastic force to the side of the blocking plate 210.

In FIG. 2, the first springs 220 are installed in pairs, but the first springs 220 can support the side surfaces of the more number of shutoff plates 210.

Here, the first spring 220 may be a coil spring or a leaf spring to provide a compressive elastic force and a tensile elastic force.

In the first spring 220, when the centrifugal force is generated, the movement direction of the blocking plate 210 is compressed, and the opposite direction can be stretched.

For example, the first spring 220, which is located in the moving direction of the shutoff plate 210 when the vehicle is running in a whirling manner, is compressed while maintaining a predetermined compressive force.

The first spring 220 positioned in a direction opposite to the moving direction of the blocking plate 210 is stretched by the length of the blocking plate 210.

When the centrifugal force is not generated, the blocking plate 210 is returned to the original position by the returning elastic force of the first spring 220. [

In this state, the connecting passage 211 of the blocking plate 210 is in a state of opening the lower flow path 130 as a whole, so that the damping force of the shock absorber is lowered.

The second spring 230 applies a compressive elastic force between the upper side of the operation chamber 120 and the blocking plate 210 to close the blocking plate 210 against the bottom surface of the working chamber 120 .

Here, the second spring 230 may use a coil spring or a leaf spring to provide a compressive elastic force.

That is, since the second spring 230 elastically supports the blocking plate 210, the blocking plate 210 can be moved and returned without being separated from the bottom surface of the working chamber 120.

As a result, the present invention can increase the damping force by moving the blocking plate 210 to a position where the flow path is partially blocked when centrifugal force is generated.

As a result, it is possible to maintain a smooth riding feeling at the time of traveling on a general road surface, and to improve the steering performance and stability by maintaining a riding comfort in a section where the vehicle is turning.

Further, since the mechanical driving system according to the moving direction of the vehicle is applied without a separate electric control part, the structure is simple and the manufacturing cost is not greatly increased.

Although specific embodiments of the shock absorber of the present invention have been described above, it is apparent that various modifications can be made without departing from the scope of the present invention.

Therefore, the scope of the present invention should not be limited to the above-described embodiments, but should be determined by the scope of the appended claims and equivalents thereof.

It is to be understood that the foregoing embodiments are illustrative and not restrictive in all respects and that the scope of the present invention is indicated by the appended claims rather than the foregoing description, It is intended that all changes and modifications derived from the equivalent concept be included within the scope of the present invention.

1: Fluid 10: Inner tube
11: compression chamber 20: outer tube
30: storage chamber 40: body valve
100: housing 110: upper flow path
120: operating chamber 130:
200: flow rate regulator 210:
211: connecting passage 220: first spring
230: second spring

Claims (7)

1. A shock absorber comprising: an inner tube and an outer tube to which a fluid is charged; and a body valve installed at a lower end of the compression chamber of the inner tube to separate a storage chamber between the inner tube and the outer tube from the compression chamber,
A housing installed above the body valve and through which the fluid in the compression chamber in which the pressure is increased during the compression stroke passes through the upper flow path and the lower working flow path through the inner working chamber; And
And a flow control unit which maintains a position for opening the lower flow path entirely inside the operation chamber and moves to a position where the lower flow path is partially blocked when centrifugal force is generated to control the flow rate of the fluid, Shock absorber. The method according to claim 1,
The housing includes:
An upper partition wall horizontally installed in the compression chamber,
And a lower partition wall which is spaced apart from the lower portion of the upper partition wall to form the operation chamber, and the lower passage is vertically penetrated. The method according to claim 1,
Wherein the flow-
A shutoff plate horizontally movably installed on a bottom surface of the operation chamber, the shutoff plate having a connection passage formed so as to communicate with the lower flow passage,
And an elastic member installed in the operating chamber and applying a returning elastic force so that the blocking plate is returned to a position where the blocking plate totally opens the lower flow path when no centrifugal force is generated. The method of claim 3,
The elastic member
A first spring installed along a plurality of side surfaces of the working chamber for applying a returning elastic force to the side of the blocking plate,
And a second spring for applying a compressive elastic force between the upper side of the operation chamber and the shield plate to closely contact the shield plate with the bottom surface of the operation chamber. The method of claim 4,
The elastic member
Wherein when the centrifugal force is generated, the first spring located in the moving direction of the blocking plate is compressed, and the first spring located in the opposite direction is tensioned. The method of claim 3,
The connection channel
And is disposed in the same axial line as the lower flow path. The method of claim 3,
Wherein the flow-
The fluid flowing into the working chamber through the upper flow path is moved to the storage chamber through the flow path of the connection flow path, the lower flow path, and the body valve when centrifugal force is generated.

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