TWI728242B - Front fork - Google Patents
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- TWI728242B TWI728242B TW107112235A TW107112235A TWI728242B TW I728242 B TWI728242 B TW I728242B TW 107112235 A TW107112235 A TW 107112235A TW 107112235 A TW107112235 A TW 107112235A TW I728242 B TWI728242 B TW I728242B
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- partition wall
- front fork
- hydraulic cylinder
- cushion rubber
- piston rod
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K25/00—Axle suspensions
- B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
- B62K25/06—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms
- B62K25/08—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/04—Wound springs
- F16F1/06—Wound springs with turns lying in cylindrical surfaces
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/58—Stroke limiting stops, e.g. arranged on the piston rod outside the cylinder
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
- Springs (AREA)
Abstract
本發明,具備:阻尼器(D),具有液壓缸(5)以及可朝軸方向移動地插入於液壓缸(5)內的活塞桿(6)且介設於外管(1)和內管(2)之間;懸吊彈簧(S),是將線材纏繞而形成的線圈彈簧且軸方向的一端部的線材在往收縮側的行程量成為最大之前緊貼而形成筒狀的間隔壁(7);以及緩衝橡膠(8),是可侵入間隔壁(7)內,當緩衝橡膠(8)侵入間隔壁(7)內時,在間隔壁(7)和緩衝橡膠(8)之間形成對從間隔壁(7)內往外側移動的流體的流動施加抵抗的限制通道(70),當緩衝橡膠(8)往間隔壁(7)內進一步侵入時,緩衝橡膠(8)受到壓縮。The present invention is provided with a damper (D) having a hydraulic cylinder (5) and a piston rod (6) inserted into the hydraulic cylinder (5) so as to be movable in the axial direction and interposed between the outer tube (1) and the inner tube (2) Between; Suspension spring (S) is a coil spring formed by winding a wire, and the wire at one end of the axial direction is in close contact to form a cylindrical partition wall ( 7); and the buffer rubber (8), which can penetrate into the partition wall (7), when the buffer rubber (8) penetrates into the partition wall (7), it is formed between the partition wall (7) and the buffer rubber (8) The restriction channel (70) that resists the flow of the fluid moving from the inside of the partition wall (7) to the outside, and when the cushion rubber (8) further penetrates into the partition wall (7), the cushion rubber (8) is compressed.
Description
本發明是有關於前叉的改良。The present invention relates to the improvement of the front fork.
以往,在利用於跨乘式車輛的前叉之中,例如有在JPH08-303518A所揭示般,具備:外管;內管,是移動自如地插入於外管內;阻尼器及懸吊彈簧,是介設於外管和內管之間;油鎖箱,是在浸漬於油中的狀態下設置;以及油鎖片,是當往前叉的收縮側的行程量變大時侵入油鎖箱內。In the past, front forks used in straddle-type vehicles, such as those disclosed in JPH08-303518A, are equipped with: an outer tube; an inner tube that is movably inserted into the outer tube; dampers and suspension springs, It is interposed between the outer tube and the inner tube; the oil lock box is installed in the state of being immersed in oil; and the oil lock plate penetrates into the oil lock box when the stroke amount to the retracted side of the front fork increases .
在如此般的前叉,成為以懸吊彈簧來彈性支撐車體。而且,車輛走行時當振動從路面輸入前輪時懸吊彈簧伸縮,抑制振動傳遞於車體。另外,當懸吊彈簧伸縮時發揮彈力而使車體振動,但阻尼器發揮阻尼力來使振動迅速地平息。In such a front fork, a suspension spring is used to elastically support the car body. In addition, the suspension spring expands and contracts when vibration is input to the front wheels from the road surface when the vehicle is traveling, thereby suppressing the transmission of vibration to the vehicle body. In addition, when the suspension spring expands and contracts, it exerts elastic force to vibrate the vehicle body, but the damper exerts a damping force to quickly calm the vibration.
此外,在上述前叉,當往前叉的收縮側的行程量變大時,油鎖片侵入油鎖箱內。於是,油鎖箱內的油藉由油鎖片加壓而油鎖箱內的壓力上升,產生妨礙前叉的收縮作動的較大阻尼力(以下,稱為「油鎖機構所產生的阻尼力」)。因而,可以將往前叉的收縮側的行程速度減速,緩和最收縮時的衝撃。In addition, in the aforementioned front fork, when the stroke amount to the retracted side of the front fork increases, the oil lock piece penetrates into the oil lock box. As a result, the oil in the oil lock tank is pressurized by the oil lock plate, and the pressure in the oil lock tank rises, generating a large damping force that hinders the contraction of the front fork (hereinafter referred to as "damping force generated by the oil lock mechanism"). "). Therefore, the stroke speed to the retracted side of the front fork can be decelerated, and the shock at the most retracted time can be alleviated.
油鎖機構所產生的阻尼力具有依賴於行程速度的特性,當行程速度上升時變大,相反地,當行程速度降低時變小。The damping force generated by the oil lock mechanism has a characteristic that depends on the stroke speed. When the stroke speed increases, it becomes larger, and conversely, when the stroke speed decreases, it becomes smaller.
因此,當前叉收縮而油鎖片以某種程度的速度侵入油鎖箱時,油鎖機構所產生的阻尼力暫時變大。但是,由於當前叉進一步持續收縮時行程速度降低,因而油鎖機構所產生的阻尼力降低。將這種情況表示在第5圖。第5圖是表示該油鎖機構所產生的阻尼力的特性的圖,將前叉持續收縮的經過時間設為橫軸,將油鎖機構所產生的阻尼力作為負荷來設為縱軸。Therefore, when the front fork is contracted and the oil lock piece enters the oil lock tank at a certain speed, the damping force generated by the oil lock mechanism temporarily increases. However, as the stroke speed decreases when the front fork continues to retract, the damping force generated by the oil lock mechanism decreases. This situation is shown in Figure 5. Fig. 5 is a graph showing the characteristics of the damping force generated by the oil lock mechanism. The elapsed time during which the front fork continues to retract is the horizontal axis, and the damping force generated by the oil lock mechanism is the vertical axis as the load.
在具備如此般的具有阻尼力特性的油鎖機構的以往的前叉中,有在前叉的最收縮時附近油鎖機構所產生的阻尼力變小,且在前叉最收縮時帶給搭乘者負荷消失般的違和感的疑慮。話雖如此,在具有速度依賴性的阻尼力特性的油鎖機構中,不易增大在低速範圍的阻尼力。In the conventional front fork with such an oil lock mechanism with damping force characteristics, the damping force generated by the oil lock mechanism near the most retracted time of the front fork is reduced, and it is brought to the ride when the front fork is most retracted. The burden of the readers disappears and the doubts of the sense of violation. That being said, in an oil lock mechanism with speed-dependent damping force characteristics, it is not easy to increase the damping force in the low-speed range.
此外,在JPH08-303518A揭示的前叉中,將油鎖箱設置於軸支著活塞桿的桿導,桿導的構造變得複雜且價格昂貴。另外,油鎖片一般是以鋁等來形成,價格昂貴。因而,以往的前叉較花費成本。In addition, in the front fork disclosed in JPH08-303518A, the oil lock box is provided on the rod guide that axially supports the piston rod, and the structure of the rod guide becomes complicated and expensive. In addition, the oil lock plate is generally formed of aluminum or the like, which is expensive. Therefore, the conventional front fork is more expensive.
因此,本發明之目地在於提供:解決如此般的問題,可以防止在前叉最收縮時負荷消失般的違和感帶給搭乘者的情形,並且可以降低成本的前叉。Therefore, the object of the present invention is to provide a front fork that solves such a problem, can prevent a situation where a passenger is dissatisfied as the load disappears when the front fork is most retracted, and can reduce the cost.
解決前述課題的前叉,具備:懸吊彈簧,是將線材纏繞而形成的線圈彈簧,軸方向的一端部的前述線材在往前叉的收縮側的行程量成為最大之前緊貼而形成筒狀的間隔壁;以及緩衝橡膠,是可侵入前述間隔壁內。而且,當前述緩衝橡膠侵入前述間隔壁內時,在前述間隔壁和前述緩衝橡膠之間,形成對前述間隔壁內往外側移動的流體的流動施加抵抗的限制通道,前述限制通道形成後當前述緩衝橡膠往前述間隔壁內進一步侵入時前述緩衝橡膠受到壓縮。The front fork that solves the aforementioned problems is equipped with a suspension spring, which is a coil spring formed by winding a wire, and the wire at one end in the axial direction is closely contacted to form a cylindrical shape before the stroke amount to the retracted side of the front fork becomes the maximum. The partition wall; and the cushion rubber, which can penetrate into the aforementioned partition wall. Moreover, when the buffer rubber intrudes into the partition wall, a restriction channel is formed between the partition wall and the buffer rubber to resist the flow of the fluid moving outside in the partition wall. After the restriction channel is formed, the restriction channel is formed. When the cushion rubber further penetrates into the partition wall, the cushion rubber is compressed.
以下針對於本發明的實施方式的前叉,參照圖式進行說明。通過幾個圖式所附加的相同符號是表示相同零件。另外,除非有特別說明,將在前叉安裝於車輛的狀態的前叉的「上」「下」,作為前叉的「上」「下」。Hereinafter, the front fork according to the embodiment of the present invention will be described with reference to the drawings. The same symbols attached by several figures indicate the same parts. In addition, unless otherwise specified, the "up" and "down" of the front fork in the state where the front fork is installed on the vehicle are referred to as the "up" and "down" of the front fork.
第1圖所示的本發明的一個實施方式所涉及的前叉F是在兩輪車或三輪車等的跨乘式車輛上懸吊前輪的懸吊裝置。前叉F,具備:管構件T,具有外管1和內管2來構成的套筒型;阻尼器D,是收容於管構件T內;以及懸吊彈簧S。The front fork F according to an embodiment of the present invention shown in FIG. 1 is a suspension device that suspends the front wheels from a straddle-type vehicle such as a two-wheeled vehicle or a three-wheeled vehicle. The front fork F includes a tube member T having a sleeve type composed of an
管構件T在本實施方式中成為倒置型。首先,外管1是車體側管且配置在內管2的上側,內管2是車軸側管且配置在外管1的下側。The pipe member T is an inverted type in this embodiment. First, the
外管1是經由車軸側托架(未圖示)來連結於車體,內管2是經由車軸側托架3來連結於前輪的車軸。軸承10、20設置在外管1和內管2的重複部之間,內管2可以在外管1內順利摺動。而且,當車輛走行在具凹凸的路面等而前輪上下振動時,內管2進出於外管1而前叉F進行伸縮。The
另外,轉向桿(未圖示)固定在車軸側托架。轉向桿是旋轉自如地插入於成為車體的骨格的車體框架的頭管內,藉由把手的操作進行旋轉。而且,由於當旋轉轉向桿時,前叉F一邊支撐前輪一邊以轉向桿為中心進行旋轉,因而藉由把手的操作而改變前輪的方向。In addition, a steering rod (not shown) is fixed to the axle-side bracket. The steering rod is rotatably inserted into the head pipe of the vehicle body frame that becomes the backbone of the vehicle body, and is rotated by the operation of the handle. Furthermore, when the steering rod is rotated, the front fork F rotates around the steering rod while supporting the front wheels, and therefore the direction of the front wheels is changed by the operation of the handle.
外管1的上端開口是以蓋4來封閉。另外,內管2的下端開口是以車軸側托架3來封閉。此外,外管1和內管2的重複部之間是藉由油封、防塵密封等的密封構件11來封閉。如此般,在本實施方式所涉及的前叉F中,劃分管構件T的內側和外側來將液體和氣體封入於管構件T內,防止這些往管構件T外洩漏。The upper opening of the
接下來,設置於管構件T內的阻尼器D是液壓阻尼器,具有:液壓缸5;活塞桿6,其可朝軸方向移動地插入於液壓缸5內且一端往液壓缸5外凸出;桿導50,是設置於液壓缸5的一端部來將活塞桿6朝軸方向移動自如地軸支;阻尼力產生要素(未圖示),是設置於液壓缸5內,對液壓缸5和活塞桿6朝軸方向相對移動時產生的液體的流動施加抵抗。Next, the damper D installed in the pipe member T is a hydraulic damper, and has: a
在本實施方式中,阻尼器D是直立式,將活塞桿6往車體側(上側)配置,將液壓缸5往車軸側(下側)配置。而且,從液壓缸5往上方凸出的活塞桿6的上端部經由蓋4連結於外管1。另一方面,液壓缸5是設置於內管2的內側,經由車軸側托架3連結於內管2。In this embodiment, the damper D is a vertical type, and the
如此般,阻尼器D是介設於外管1和內管2之間,當前叉F伸縮時,活塞桿6進出於液壓缸5而阻尼器D伸縮。而且,當阻尼器D伸縮時,藉由阻尼力產生要素的抵抗來發揮妨礙前叉F的伸縮作動的阻尼力。In this way, the damper D is interposed between the
在阻尼器D的外側亦即管構件T的內側,形成儲液室R。作動油等的液體貯留在儲液室R,並且氣體封入該液面上方來形成氣室G。在本實施方式中,儲液室R連通於液壓缸5內,在阻尼器D的伸縮時進出於液壓缸5的活塞桿6體積量的液體移動於液壓缸5內和儲液室R之間。藉此,可以將活塞桿凸出縮入量的液壓缸內容積變化、以及溫度變化所產生的液體的體積變化藉儲液室R來補償。On the outer side of the damper D, that is, the inner side of the pipe member T, a reservoir R is formed. Liquid such as operating oil is stored in the liquid chamber R, and gas is enclosed above the liquid surface to form a gas chamber G. In this embodiment, the reservoir R is connected to the
但是,阻尼器D的構造可以適當變更。例如,也可以在液壓缸內設置可膨縮的氣室,將活塞桿凸出縮入量的液壓缸內容積變化、以及溫度變化所產生的液體的體積變化藉上述氣室來補償。另外,在本實施方式中,阻尼器D是單桿式,活塞桿6往活塞(未圖示)的單側延伸,但也可以阻尼器是雙桿式且活塞桿往活塞的兩側延伸。However, the structure of the damper D can be changed as appropriate. For example, it is also possible to provide an expandable and contractible air chamber in the hydraulic cylinder, and the volume change of the fluid caused by the change in the internal volume of the hydraulic cylinder by the amount of the piston rod protruding and retracting and the temperature change are compensated by the air chamber. In addition, in the present embodiment, the damper D is of a single rod type, and the
接下來,與阻尼器D一齊設置於管構件T內的懸吊彈簧S是將線材纏繞而形成的壓縮線圈彈簧,發揮等同於壓縮量的彈力。另外,懸吊彈簧S是設置於從液壓缸5往上方凸出的活塞桿6的外周,懸吊彈簧S的上端經由蓋4以車體側的外管1來支撐,懸吊彈簧S的下端經由桿導50以液壓缸5來支撐。如此般,懸吊彈簧S是介設於管構件T和液壓缸5之間。Next, the suspension spring S installed in the pipe member T together with the damper D is a compression coil spring formed by winding a wire, and exerts an elastic force equivalent to the amount of compression. In addition, the suspension spring S is provided on the outer circumference of the
而且,當前叉F收縮而液壓缸5進入外管1內時,懸吊彈簧S的壓縮量變大且懸吊彈簧S的彈力變大。該懸吊彈簧S的彈力使外管1和內管2分離,且朝使前叉F朝伸長的方向作用。在前叉F,成為以懸吊彈簧S來彈性支撐車體。Furthermore, when the front fork F contracts and the
在本實施方式中,懸吊彈簧S有間距較大的部分和較小的部分,間距較小的部分至少設置於懸吊彈簧S的軸方向的一端。以下,將設置於懸吊彈簧S的軸方向的一端的間距較小的部分作為小間距部s1,將除此之外的部分作為懸吊彈簧本體s2。In this embodiment, the suspension spring S has a portion with a larger pitch and a smaller portion, and the portion with a smaller pitch is provided at least at one end of the suspension spring S in the axial direction. Hereinafter, the part with a small pitch provided at one end of the suspension spring S in the axial direction is referred to as the small pitch part s1, and the other part is referred to as the suspension spring body s2.
前叉F收縮的情況下,設定成在往該收縮側的行程量成為最大且前叉F成為最收縮狀態之前,小間距部s1的線材緊貼(第2圖)。往前叉F的收縮側的行程量,是指前叉F從基準位置(位置A)至任意的位置(位置B)為止朝收縮的方向進行行程時的位置A、B間的距離,在最收縮狀態下成為最大。例如,以前叉F位於最伸長狀態時的活塞桿6相對於液壓缸5的位置作為基準位置的情況下,往前叉F的收縮側的行程量是等於從基準位置的活塞桿6的移動量(距離)。When the front fork F is retracted, it is set so that the wires of the small pitch portion s1 are in close contact with each other until the stroke amount to the retracted side becomes the largest and the front fork F becomes the most retracted state (Figure 2). The stroke amount to the retracted side of the front fork F refers to the distance between positions A and B when the front fork F travels in the retracted direction from the reference position (position A) to an arbitrary position (position B). It becomes the largest in the contracted state. For example, when the position of the
如第2圖所示般,在小間距部s1的線材緊貼的狀態下,小間距部s1成為筒狀的間隔壁7,防止液體在小間距部s1的線材間移動。另一方面,懸吊彈簧本體s2的至少局部的間距是設定成比小間距部s1的間距更大,且設定成即使前叉F成為最收縮狀態,線材也不緊貼。As shown in FIG. 2, in a state where the wires of the small pitch portion s1 are in close contact, the small pitch portion s1 becomes a
另外,在本實施方式中,小間距部s1是設置於懸吊彈簧S的液壓缸5側端,在浸漬於管構件T內的液中的狀態下配置。而且,當往前叉F的收縮側的行程量比即定更大時,如第2圖所示般,裝設於活塞桿6的外周的緩衝橡膠8開始侵入間隔壁7內。In addition, in the present embodiment, the small-pitch portion s1 is provided at the end of the
緩衝橡膠8是由橡膠(彈性體)形成的筒狀的部材,藉由壓入於活塞桿6的外周來固定。碰撞部80固定在活塞桿6的外周且緩衝橡膠8的正上部,緩衝橡膠8的上端抵接於碰撞部80。該碰撞部80是防止緩衝橡膠8對於活塞桿6往上方偏移。The
緩衝橡膠8的外徑是比藉由小間距部s1形成的間隔壁7的內徑更小。另外,如前述般,當往前叉F的收縮側的行程量比即定更大時,緩衝橡膠8侵入間隔壁7內。如此一來,限制通道70形成在緩衝橡膠8的外周和間隔壁7之間,藉由限制通道70來對從間隔壁7的內側往外側的液體的流動施加抵抗。The outer diameter of the
因而,在前叉F的收縮時且緩衝橡膠8於間隔壁7內往內側(下方)前進的行程區域中,間隔壁7內的壓力上升而產生妨礙前叉F的收縮作動的阻尼力。首先,由於在該行程區域中,限制通道70所產生的阻尼力追加於阻尼器D的發揮的主要的阻尼力,因而對前叉F整體的壓縮施加抵抗的力變大。因而,可以將往前叉F的收縮側的行程速度(收縮速度)減速,緩和最收縮時的衝撃。Therefore, when the front fork F is contracted and the
限制通道70所產生的阻尼力具有依賴於行程速度的特性,當行程速度上升時變大,相反地,當行程速度降低時變小。因此,當緩衝橡膠8以某種程度的速度侵入於前叉F收縮而形成的間隔壁7時,限制通道70所產生的阻尼力變大。但是,當前叉F進一步持續收縮且行程速度降低時,限制通道70所產生的阻尼力降低。將這種情況表示在第4(a)圖。第4(a)圖是表示限制通道70所產生的阻尼力的特性的圖,將前叉下持續收縮的經過時間設為橫軸,將限制通道70所產生的阻尼力作為負荷來設為縱軸。The damping force generated by the
另外,當緩衝橡膠8侵入間隔壁7內而前叉F進一步收縮時,如第3圖所示般,緩衝橡膠8的下端抵接於桿導50,藉由該桿導50和碰撞部80來壓縮緩衝橡膠8。如此一來,緩衝橡膠8發揮等同於壓縮量的彈力。緩衝橡膠8的彈力是使活塞桿6從液壓缸5退出,且朝使前叉F伸長的方向作用。In addition, when the
緩衝橡膠8的彈力具有依賴於行程位置(活塞桿6相對於液壓缸5的軸方向的位置)的特性,且往前叉F的壓縮側的行程量越大則越大,當在前叉F為最壓縮的狀態時成為最大。將這種情況表示在第4(b)圖。第4(b)圖是表示緩衝橡膠8相對於行程量的彈力的特性的圖,將前叉F的行程量設為橫軸,將緩衝橡膠8的彈力作為負荷來設為縱軸。The elastic force of the
如此般,緩衝橡膠8可以不依賴於行程速度地發揮彈力。因此,即使行程速度在前叉F的最收縮時附近降低且限制通道70所產生的阻尼力變小,也可藉由緩衝橡膠8的彈力來妨礙前叉F的收縮作動。首先,即使前叉F接近最收縮的狀態而收縮速度減速,藉由緩衝橡膠8啟動對收縮施加抵抗的負荷來取得剛性感。因而,該前叉F在前叉F最收縮時,可以防止給搭乘者帶來負荷消失般的違和感,使車輛的乘坐品質良好。In this way, the
此外,當改變緩衝橡膠8的硬度或形狀等時,前叉F最收縮時的感覺改變。因此,可藉著將緩衝橡膠8變更成不同的硬度或形狀的緩衝橡膠來做調校。另外,由於緩衝橡膠8的變更容易,因而調校也容易,可以使車輛的乘坐品質更良好。In addition, when the hardness or shape or the like of the
以下,針對於本發明的一個實施方式所涉及的前叉F的作用效果進行說明。Hereinafter, the function and effect of the front fork F according to an embodiment of the present invention will be described.
本實施方式所涉及的前叉F,具備:套筒型的管構件T,是具有外管(車體側管)1和內管(車軸側管)2;阻尼器D,具有液壓缸5以及可朝軸方向移動地插入於液壓缸5內的活塞桿6且介設於外管1和內管2之間;懸吊彈簧S,是將線材纏繞而形成的線圈彈簧,且介設於管構件T和液壓缸5之間,並且軸方向的一端部的線材在往前叉F的收縮側的行程量成為最大之前緊貼而形成筒狀的間隔壁7;以及緩衝橡膠8,是裝設於活塞桿6且可侵入間隔壁7內。而且,當緩衝橡膠8侵入間隔壁7內時,在間隔壁7和緩衝橡膠8之間形成對從間隔壁7內往外側移動的流體的流動施加抵抗的限制通道70。另外,限制通道70形成後當緩衝橡膠8往間隔壁7內進一步侵入時緩衝橡膠8受到壓縮。The front fork F according to this embodiment includes: a sleeve-type tube member T having an outer tube (body side tube) 1 and an inner tube (axle side tube) 2; a damper D having a
依據該構造,當緩衝橡膠8開始侵入間隔壁7內時,由於限制通道70所產生的阻尼力追加於阻尼器D的發揮的阻尼力,因而對前叉F整體的壓縮施加抵抗的力變大,可以使前叉F的收縮速度減速來緩和最收縮時的衝撃。According to this structure, when the
此外,依據上述構造,即使前叉F的行程速度降低且限制通道70所產生的阻尼力變小,當緩衝橡膠8侵入間隔壁7內後進一步收縮前叉F時緩衝橡膠8發揮機能,將前叉F朝伸長方向偏壓。因而,由於可以在前叉F最收縮時取得剛性感,防止給搭乘者帶來負荷消失般的違和感,因而可以使車輛的乘坐品質良好。In addition, according to the above structure, even if the stroke speed of the front fork F decreases and the damping force generated by the restricting
另外,依據上述構造,由於即使形成間隔壁7來替代以往的油鎖箱也不會發生零件複雜化及增加,緩衝橡膠8相較於以往的油鎖片可以低成本形成,因而可以降低前叉F的成本。In addition, according to the above-mentioned structure, even if the
另外,在本實施方式中,緩衝橡膠8以一個橡膠件來構成。因此,可以將前叉F的零件數量削減來使成本更低。但是,緩衝橡膠也可以具有硬度或形狀等的不同的兩個以上的橡膠件來構成。如此般,當將硬度或形狀等的不同的兩個以上的橡膠件組合使用時,由於可進行更細微的調校,因而可以使車輛的乘坐品質更加良好。In addition, in the present embodiment, the
另外,在本實施方式中,阻尼器D為直立式,活塞桿6連結於外管(車體側管)1,並且液壓缸5連結於內管(車軸側管)2。此外,液壓缸5是設置於內管(車軸側管)2內,緩衝橡膠8裝設於往液壓缸5外凸出的活塞桿6的外周。而且,懸吊彈簧S是將小間距部(一端部)s1往液壓缸5側,介設於液壓缸5和外管(車體側管)1之間。In addition, in the present embodiment, the damper D is a vertical type, the
依據上述構造,與將緩衝橡膠8安裝於液壓缸5的情況做比較,緩衝橡膠8安裝容易,可以簡易構成前叉F。但是,也可以阻尼器形成倒置型來將活塞桿連結於車軸側管,將液壓缸連結於車體側管。在如此般的情況下,當然可以較佳為將間隔壁7配置於管構件T內的液中後,將懸吊彈簧S的小間距部s1往反液壓缸側,經由桿導等將緩衝橡膠安裝於液壓缸。而且,如此般的變更可不經由緩衝橡膠8的構造。According to the above structure, as compared with the case where the
另外,在本實施方式中,管構件T成為倒置型,外管1為車體側管,內管2為車軸側管。但是,也可以管構件成為直立式,外管為車軸側管、內管為車體側管。如此般的管構件的變更,可不經由緩衝橡膠8的構造、阻尼器D的樣式、及懸吊彈簧S的方向。In addition, in this embodiment, the pipe member T is an inverted type, the
另外,在本實施方式中,將小間距部s1設置於懸吊彈簧S的一端,藉由該小間距部s1來形成間隔壁7。但是,可形成間隔壁7的懸吊彈簧S的一端部,只要設定成在緩衝橡膠8的侵入時該部分的線材緊貼而形成間隔壁7即可,也可以未必是間距較小的部分。In addition, in the present embodiment, the small-pitch portion s1 is provided at one end of the suspension spring S, and the
另外,間隔壁7只須比緩衝橡膠8被壓縮更早形成即可,形成間隔壁7的時間也可以適當變更。例如,也可以在車重量的負荷施加於前叉F的1G狀態來形成間隔壁7,或在1G狀態下施加乘員一名的負荷的乘車1G狀態形成間隔壁7。另外,也可以預先將懸吊彈簧的一端部緊密捲繞,藉由該緊密捲繞部來形成間隔壁7。在這些情況下,由於緩衝橡膠8在形成間隔壁7後侵入,因而可以將可取得限制通道70所產生的阻尼力的行程長度加長。此外,只須將懸吊彈簧本體s2的彈簧特性形成為所須的懸吊彈簧S的彈簧特性即可,可以容易設計懸吊彈簧S。In addition, the
但是,也可以緩衝橡膠8插入於懸吊彈簧S的一端部後形成間隔壁7,之後才壓縮緩衝橡膠8。此外,緩衝橡膠8侵入間隔壁7內所須的前叉F的行程量,可以藉由間隔壁7的軸方向長度、緩衝橡膠8的位置等來任意設定。另外,懸吊彈簧本體s2的構造可以依據所須的懸吊彈簧S的彈簧特性來適當變更,當然也可以將間距較小的部分和較大的部分設置於該懸吊彈簧本體s2。However, the
以上,雖然詳細說明本發明的較佳的實施方式,但只要不偏離專利申請的範圍,仍可進行改造、變形及變更。Above, although the preferred embodiments of the present invention are described in detail, as long as they do not deviate from the scope of the patent application, modifications, modifications and changes can still be made.
本發明是根據2017年4月25日於日本國特許廳申請的特願2017-085815來主張優先權,該申請的全部內容藉由參照而納入本說明書。The present invention claims priority based on Japanese Patent Application No. 2017-085815 filed at the Japan Patent Office on April 25, 2017, and the entire content of the application is incorporated into this specification by reference.
1‧‧‧外管2‧‧‧內管3‧‧‧車軸側托架4‧‧‧蓋5‧‧‧液壓缸6‧‧‧活塞桿7‧‧‧間隔壁8‧‧‧緩衝橡膠10、20‧‧‧軸承11‧‧‧密封構件50‧‧‧桿導70‧‧‧限制通道80‧‧‧抵靠部D‧‧‧阻尼器F‧‧‧前叉G‧‧‧氣室R‧‧‧儲液室S‧‧‧懸吊彈簧s1‧‧‧小間距部s2‧‧‧懸吊彈簧本體T‧‧‧管構件1‧‧‧
第1圖是簡略表示本發明的一個實施方式所涉及的前叉的縱剖面圖。 第2圖是具體表示第1圖的前叉的局部,且表示緩衝橡膠開始侵入間隔壁內時的狀態的擴大縱剖面圖。 第3圖是表示第1圖的前叉的局部具體,且表示緩衝橡膠受到壓縮時的狀態的擴大縱剖面圖。 第4(a)圖是表示相對於前叉的收縮時間的限制通道所產生的阻尼力的特性的圖,第4(b)圖是表示相對於前叉的行程量的橡膠緩衝墊的彈力的特性的圖。 第5圖是表示相對於以往的前叉的收縮時間的油鎖機構所產生的阻尼力的特性的圖。Fig. 1 is a longitudinal sectional view schematically showing a front fork according to an embodiment of the present invention. Figure 2 is an enlarged longitudinal cross-sectional view specifically showing a part of the front fork of Figure 1 and showing a state when the cushion rubber starts to penetrate into the partition wall. Figure 3 is an enlarged longitudinal sectional view showing a part of the front fork of Figure 1 and showing a state when the cushion rubber is compressed. Figure 4(a) is a graph showing the characteristics of the damping force generated by the restriction passage with respect to the contraction time of the front fork, and Figure 4(b) is a graph showing the elastic force of the rubber cushion relative to the stroke amount of the front fork Characteristic diagram. Figure 5 is a diagram showing the characteristics of the damping force generated by the oil lock mechanism with respect to the contraction time of the conventional front fork.
1‧‧‧外管 1‧‧‧Outer tube
2‧‧‧內管 2‧‧‧Inner tube
5‧‧‧液壓缸 5‧‧‧Hydraulic cylinder
6‧‧‧活塞桿 6‧‧‧Piston rod
7‧‧‧間隔壁 7‧‧‧The next wall
8‧‧‧緩衝橡膠 8‧‧‧Cushioning rubber
50‧‧‧桿導 50‧‧‧Rod guide
70‧‧‧限制通道 70‧‧‧Restricted access
80‧‧‧抵靠部 80‧‧‧Abutment Department
D‧‧‧阻尼器 D‧‧‧Dampener
S‧‧‧懸吊彈簧 S‧‧‧Suspended Spring
s1‧‧‧小間距部 s1‧‧‧Small pitch part
s2‧‧‧懸吊彈簧本體 s2‧‧‧Suspended spring body
T‧‧‧管構件 T‧‧‧Pipe member
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JP2017085815A JP6826487B2 (en) | 2017-04-25 | 2017-04-25 | Front fork |
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JP6154741B2 (en) * | 2013-12-20 | 2017-06-28 | Kyb株式会社 | Shock absorber |
-
2017
- 2017-04-25 JP JP2017085815A patent/JP6826487B2/en active Active
-
2018
- 2018-03-14 CN CN201880025849.0A patent/CN110520648B/en active Active
- 2018-03-14 WO PCT/JP2018/009908 patent/WO2018198560A1/en active Application Filing
- 2018-04-10 TW TW107112235A patent/TWI728242B/en active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003148541A (en) * | 2001-11-12 | 2003-05-21 | Polymatech Co Ltd | Damper |
TW200928148A (en) * | 2007-08-10 | 2009-07-01 | Trelleborg Automotive Uk Ltd | Spring assembly |
JP2013072455A (en) * | 2011-09-27 | 2013-04-22 | Kyb Co Ltd | Shock absorber arrangement |
TWM478081U (en) * | 2013-08-09 | 2014-05-11 | Li You Ci | Structure of multiple-link shock absorber |
TW201623834A (en) * | 2014-11-28 | 2016-07-01 | Hitachi Automotive Systems Ltd | Cylinder device |
Also Published As
Publication number | Publication date |
---|---|
JP2018184977A (en) | 2018-11-22 |
TW201842280A (en) | 2018-12-01 |
CN110520648A (en) | 2019-11-29 |
WO2018198560A1 (en) | 2018-11-01 |
JP6826487B2 (en) | 2021-02-03 |
CN110520648B (en) | 2021-03-23 |
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