WO2016024538A1 - Fourche avant - Google Patents

Fourche avant Download PDF

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Publication number
WO2016024538A1
WO2016024538A1 PCT/JP2015/072488 JP2015072488W WO2016024538A1 WO 2016024538 A1 WO2016024538 A1 WO 2016024538A1 JP 2015072488 W JP2015072488 W JP 2015072488W WO 2016024538 A1 WO2016024538 A1 WO 2016024538A1
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WO
WIPO (PCT)
Prior art keywords
passage
side chamber
rod
cylinder
valve
Prior art date
Application number
PCT/JP2015/072488
Other languages
English (en)
Japanese (ja)
Inventor
隆久 望月
Original Assignee
Ｋｙｂ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ｋｙｂ株式会社 filed Critical Ｋｙｂ株式会社
Publication of WO2016024538A1 publication Critical patent/WO2016024538A1/fr

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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
    • B62K21/00—Steering devices
    • B62K21/02—Front wheel forks or equivalent, e.g. single tine
    • 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
    • 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
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
    • 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
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics

Definitions

  • the present invention relates to a front fork.
  • a telescopic cylinder member including a vehicle body side tube and a wheel side tube, a cap member attached to the vehicle body side tube, and a wheel side tube
  • a cylinder provided on the inner side of the cylinder, one end connected to the cap member and the other side connected to the cylinder, and the other end of the rod connected to the other end and slidably inserted into the cylinder.
  • the first passage communicating the extension side chamber and the compression side chamber, and the flow of fluid from the compression side chamber toward the expansion side chamber by opening the first passage in the compression stroke
  • a first check valve that permits the passage of pressure
  • a second passage that communicates between the reservoir formed outside the cylinder and the pressure side chamber, and opens the second passage in the extension stroke, and is directed from the reservoir to the pressure side chamber.
  • a second check valve that allows fluid flow a damping passage that communicates the extension side chamber and the reservoir through the rod, and attached to the cap member to provide resistance to the fluid flow through the damping passage;
  • Some have a damping force generating member that changes this resistance with a solenoid and are set to a uniflow type (for example, JP2695816B).
  • the fluid can circulate in one direction in this order through the compression side chamber, the extension side chamber, and the reservoir in both the expansion and compression strokes.
  • the communication between the extension side chamber and the compression side chamber is interrupted, and the fluid in the extension side chamber passes through the attenuation passage and moves to the reservoir.
  • the compression stroke of the front fork the communication between the compression side chamber and the reservoir is cut off, and the fluid corresponding to the volume of the rod that has entered the cylinder passes through the damping passage and moves to the reservoir.
  • the fluid passes through the attenuation passage in both the expansion and compression strokes, so that the damping force in the expansion stroke and the compression stroke can be changed with a single solenoid.
  • a maximum amount of fluid of the reduced extension side chamber can pass through the damping passage
  • a maximum amount of fluid of the rod volume that has entered the cylinder. Can pass through the attenuation path. Therefore, in a biflow type front fork in which the bidirectional flow between the extension side chamber and the compression side chamber and the bidirectional flow between the compression side chamber and the reservoir are allowed, a damping passage that communicates the extension side chamber and the reservoir is provided and passes through the attenuation passage.
  • the fluid flow is adjusted by a solenoid (for example, JPH01-195195A)
  • the uniflow type front fork the flow rate of the fluid passing through the damping passage can be increased. For this reason, the area
  • the first passage 501 that communicates the expansion side chamber R1 and the compression side chamber R2 defined by the piston 500 penetrates the center of the rod 400.
  • a passage 401 having one end opened to the pressure side chamber R2 and an orifice 402 having one end opened to the extension side chamber R1 at the lower side of the rod 400 and the other end opened to the passage 401 are configured.
  • a first check valve 403 that opens in the compression stroke and allows the flow of fluid from the pressure side chamber R2 toward the expansion side chamber R1 is provided on the pressure side chamber R2 side of the orifice 401 in the passage 401.
  • the attenuation passage MP0 that communicates the extension side chamber R1 and the reservoir R3 is also provided with the passage 401 and the orifice 402, and an orifice (not shown) that opens at the upper portion of the rod 400.
  • a damping force generating member is provided downstream of the orifice.
  • the first passage 501 and the attenuation passage MP0 share a part of the pipeline (the orifice 402 and the passage 401). For this reason, in the compression stroke of the front fork, when the hydraulic oil in the pressure side chamber R2 opens the first check valve 403 and flows into the rod 400, a part of the hydraulic oil branches and flows into the extension side chamber R1 and the reservoir R3. .
  • An object of the present invention is to provide a front fork capable of obtaining an appropriate damping force even when set to a uniflow type.
  • the front fork is provided on the inner side of the telescopic tube member that includes the vehicle body side tube and the wheel side tube, the cap member attached to the vehicle body side tube, and the wheel side tube.
  • a cylinder a rod having one end connected to the cap member and the other side entering and exiting the cylinder, and a rod connected to the other end of the rod and slidably inserted into the cylinder so that the inside of the cylinder is opposite to the rod side extension side chamber.
  • a piston that divides into the pressure side chamber on the rod side, a base member that divides the reservoir and pressure side chamber formed between the cylindrical member and the cylinder, and a first member that is formed in the piston and communicates with the extension side chamber and the pressure side chamber.
  • One passage a first check valve attached to the piston to open and close the first passage and permit only the flow of fluid from the pressure side chamber to the extension side chamber, and the pressure side chamber
  • a second passage that communicates with the reservoir, a second check valve that opens and closes the second passage and allows only a fluid flow from the reservoir to the pressure side chamber, and an end on the extension side chamber opens to the side of the rod
  • a damping passage communicating the extension side chamber and the reservoir through the cap member, and a damping force generating member that gives resistance to the flow of fluid passing through the damping passage and can change the resistance with a solenoid.
  • FIG. 1 is a front view of a front fork according to an embodiment of the present invention, in which a main portion is partially cut away.
  • FIG. 2 is a partially enlarged view showing a part of FIG. 1 in an enlarged manner.
  • FIG. 3 is a circuit diagram of the damping force generating member of the front fork according to the embodiment of the present invention.
  • FIG. 4 is a longitudinal sectional view of a conventional front fork, showing an enlarged main part.
  • a front fork F is attached to a vehicle body side tube 10 and a telescopic cylinder member 1 that can extend and contract, including a vehicle body side tube 10 and a wheel side tube 11.
  • a cap member 2 a cylinder 3 provided inside the wheel-side tube 11, a rod 4 having one end connected to the cap member 2 and the other side entering and exiting the cylinder 3, and the other end of the rod 4
  • a piston 5 which is connected and slidably inserted into the cylinder 3 to partition the cylinder 3 into an extension side chamber R1 on the rod 4 side and a pressure side chamber R2 on the opposite rod side;
  • a base member 6 that partitions the reservoir R3 and the pressure side chamber R2 formed between the cylinder 3 and the piston 5 and the extension side chamber R1
  • a first passage 5a communicating with the side chamber R2 and a first passage 5a attached to the piston 5 to open and close the first passage 5a, and allow only a flow of hydraulic oil (fluid) from the pressure side chamber R2 toward the extension
  • the first check valve 50, the second passage 6a communicating the pressure side chamber R2 and the reservoir R3, and the second passage 6a are opened and closed, and the hydraulic fluid (fluid) from the reservoir R3 toward the pressure side chamber R2 is opened.
  • a second check valve 60 that allows only a flow, and one end on the extension side chamber R1 side open to the side of the rod 4, and passes through the rod 4 and the cap member 2 to extend the extension side chamber R1 and the reservoir R3.
  • a damping force generating member V that gives resistance to the flow of hydraulic oil (fluid) that passes through the damping path MP and that can change the resistance with a solenoid Sol.
  • the front fork F suspends the front wheels in a straddle-type vehicle such as a two-wheeled vehicle or a three-wheeled vehicle. Since the structure of the front fork F is well known and not shown in detail, the front fork F has a pair of shock absorbers standing on both sides of the front wheel (only one shock absorber D is shown and the other shock absorber is shown). Omitted).
  • Each of the pair of shock absorbers includes a telescopic cylinder member 1 including a vehicle body side tube 10 and a wheel side tube 11.
  • the vehicle body side tube 10 of both shock absorbers is connected via the vehicle body side bracket which is not shown in figure, and the wheel side bracket 12 is attached to the lower end part of the wheel side tube 11 of both shock absorbers, respectively.
  • a vehicle body side bracket (not shown) is connected to a vehicle body frame serving as a skeleton of the vehicle body.
  • the wheel side bracket 12 is connected with the axle of the front wheel. For this reason, when an impact due to road surface unevenness is input to the front wheels, the wheel side tube 11 enters and exits the vehicle body side tube 10 and the front fork F expands and contracts.
  • the wheel side tube 11 enters and exits the vehicle body side tube 10 and the front fork F is set upside down.
  • the vehicle body side tube 10 may enter and exit the wheel side tube 11 and the front fork F may be set upright.
  • the front fork F may be a cantilever type in which the front wheel is supported by only one shock absorber D.
  • the configuration of the front fork F can be arbitrarily changed.
  • the present invention is embodied in one of a pair of shock absorbers, and the configuration of the other shock absorber is arbitrary. For this reason, only one shock absorber D in which the present invention is embodied will be described in detail below.
  • the shock absorber D includes a cylinder member 1 including the vehicle body side tube 10 and the wheel side tube 11, a cap member 2 that closes one opening (the upper opening in FIG. 1), and the wheel side tube 11. 1, a rod 4 whose one end (upper end in FIG. 1) is connected to the cap member 2 and whose lower side enters and exits the cylinder 3, and one opening of the cylinder 3 (in FIG. 1) An annular rod guide 7 that is attached to the upper opening) and slidably supports the rod 4, and a tip of the rod 4 that is inserted into the cylinder 3 is moved in the axial direction within the cylinder 3. Piston 5 to be fixed, a base rod 8 fixed to the bottom of the wheel side bracket 12, and attached to the base rod 8 to be fixed to the other opening (lower opening in FIG. 1) of the cylinder 3. And a base member 6 to be.
  • a reservoir R3 is formed outside the cylinder 3 of the shock absorber D between the shock absorber D and the cylindrical member 1.
  • the reservoir R3 stores hydraulic oil (not shown). Gas is sealed above the liquid level of the hydraulic oil.
  • one opening (upper opening in FIG. 1) is closed by the cap member 2, and the other opening (lower opening in FIG. 1) is closed by the wheel side bracket 12.
  • the cylindrical gap formed between the overlapping portions of the vehicle body side tube 10 and the wheel side tube 11 is closed by the seal members 13 and 14. For this reason, the hydraulic oil and gas in the reservoir R ⁇ b> 3 do not leak to the outside of the cylindrical member 1.
  • a pair of annular bearings 15 and 16 are provided up and down in FIG. 1, and the wheel side tube 11 is slidably supported. For this reason, the wheel side tube 11 can slide smoothly in the vehicle body side tube 10.
  • a suspension spring 21 is interposed between a cylindrical spring receiver 20 attached to the cap member 2 and the rod guide 7.
  • the suspension spring 21 urges the shock absorber D in the extending direction and elastically supports the vehicle body.
  • the suspension spring 21 made of a coil spring is shown, but the suspension spring 21 may be made of an air spring. Further, the suspension spring 21 may be accommodated only in one of the pair of shock absorbers constituting the front fork F.
  • an extension side chamber R1 on the rod 4 side defined by the piston 5 and a pressure side chamber R2 on the piston 5 side (anti-rod side) are formed.
  • the extension side chamber R1 and the compression side chamber R2 are filled with hydraulic oil.
  • a hole 3 a that communicates the inside and the outside of the cylinder 3 is formed in the lower part of the cylinder 3 in FIG. 1.
  • the hole 3a is formed so as not to become a throttle, so that hydraulic oil in the reservoir R3 can freely flow into the cylinder 3 through the hole 3a.
  • the base member 6 is provided above the hole 3a in FIG. 1, and partitions the pressure side chamber R2 and the reservoir R3.
  • hydraulic fluid is used as the fluid for generating the damping force, but liquid or gas other than hydraulic fluid may be used.
  • an extension spring 70 is provided in the cylinder 3 between the rod guide 7 and the piston 5. For this reason, the impact at the time of the maximum extension of the front fork F can be mitigated by the extending spring 70.
  • An annular oil lock piece 40 is provided on the outer periphery of the rod 4.
  • a part of the rod guide 7 (upper part in FIG. 1) is provided with a cylindrical oil lock case 7a into which the oil lock piece 40 is fitted when the front fork F is compressed most.
  • the oil lock member comprised including the oil lock piece 40 and the oil lock case 7a alleviates the impact of the front fork F at the time of the most compression, thereby preventing bottoming.
  • the piston 5 that partitions the extension side chamber R1 and the compression side chamber R2 is formed in an annular shape.
  • the piston 5 is formed with a first passage 5a that penetrates the piston 5 in the axial direction and communicates the expansion side chamber R1 and the pressure side chamber R2.
  • the first passage 5a is opened and closed by a first check valve 50 attached to the upper side of the piston 5 in FIG.
  • the first check valve 50 opens the first passage 5a and allows the flow of hydraulic oil from the compression side chamber R2 toward the extension side chamber R1.
  • the first check valve 50 closes the first passage 5a. That is, by the first check valve 50, the first passage 5a is set to be one-way, and only the flow of hydraulic oil from the compression side chamber R2 toward the extension side chamber R1 is allowed.
  • the base member 6 that partitions the pressure side chamber R2 and the reservoir R3 is formed in an annular shape.
  • the base member 6 is formed with a second passage 6a that penetrates the base member 6 in the axial direction and communicates the pressure side chamber R2 and the reservoir R3.
  • the second passage 6a is opened and closed by a second check valve 60 attached to the upper side of the base member 6 in FIG.
  • the second check valve 60 opens the second passage 6a and allows the flow of hydraulic oil from the reservoir R3 toward the pressure side chamber R2.
  • the second check valve 60 closes the second passage 6a. That is, the second check valve 60 sets the second passage 6a to be one-way, and allows only the flow of hydraulic oil from the reservoir R3 to the pressure side chamber R2.
  • both the first check valve 50 and the second check valve 60 are a disc valve (not shown) having a center hole that allows the rod 4 or the base rod 8 to be inserted, and the disc valve. And a spring (not shown) that urges in the closing direction.
  • the disc valve When the disc valve is lifted upward in FIG. 1, the first passage 5a or the second passage 6a can be opened largely.
  • the disc valve since the disc valve has a thin annular plate shape, it does not become bulky in the axial direction even if it is attached to the piston 5 and the base member 6, and the stroke length of the front fork F is easily secured.
  • the structure of the 1st check valve 50 and the 2nd check valve 60 can be changed arbitrarily.
  • one or both of the first check valve 50 and the second check valve 60 may be a leaf valve or a poppet valve.
  • the rod 4 that enters and exits the cylinder 3 includes a cylindrical shaft portion 4a that is pivotally supported by the rod guide 7 and a piston holding portion 4b.
  • bolts 4a1 and 4a2 whose outer periphery is subjected to male screw processing are provided at both end portions (upper and lower portions in FIG. 1) of the shaft portion 4a.
  • the piston holding portion 4 b includes an annular nut portion 4 b 1 that is female threaded on the inner periphery and is screwed onto the outer periphery of the bolt portion 4 a 2 (the lower bolt portion in FIG. 1).
  • An annular spacer portion 4b2 extending from the nut portion 4b1 to the opposite shaft portion side and having a smaller inner diameter than the nut portion 4b1, a bottom portion 4b3 for closing the opposite shaft side opening of the spacer portion 4b2, and a center of the bottom portion 4b3
  • an attachment portion 4b4 extending to the opposite shaft side and having an outer diameter smaller than that of the bottom portion 4b3.
  • Male screw processing is performed on the outer periphery of the tip of the mounting portion 4b4.
  • the spacer portion 4b2 is formed with a hole 4b5 that penetrates the spacer portion 4b2 in the radial direction and has one end opened to the extension side chamber R1.
  • the inner diameter of the spacer portion 4b2 is smaller than the inner diameter of the nut portion 4b1.
  • the cap member 2 to which one end (the upper end in FIG. 1) of the rod 4 is connected is one of the openings (the upper opening in FIG. 1) of the vehicle body side tube 10.
  • a case main body 2a screwed to the inner periphery and a lid 2b attached to a part of the case main body 2a (upper part in FIG. 1) are provided.
  • annular O-ring 20 that is in close contact with the inner peripheral surface of the vehicle body side tube 10 is attached to the outer periphery of the case body 2a.
  • the O-ring 20 prevents the hydraulic oil and gas stored in the cylindrical member 1 from flowing out.
  • the case main body 2a includes an annular nut portion 2a1 that protrudes into the vehicle body side tube 10 and is subjected to female screw processing on the inner periphery.
  • the bolt part 4a1 (upper bolt part in FIG. 1) of the shaft part 4a of the rod 4 is screwed into the inner periphery of the nut part 2a1.
  • the case main body 2a includes a valve housing hole 2a2 that opens upward in FIG.
  • a center side through hole 2a3 that has one end opened at the bottom of the valve housing hole 2a2, and the other end opened inside the nut portion 2a1.
  • An outer peripheral side through hole 2a4 having one end opened at the bottom of the valve housing hole 2a2 and the other end opened at the reservoir R3 is formed.
  • an O-ring 21 is provided on the inner side of the case body 2a to prevent the hydraulic oil from flowing out of the valve housing hole 2a2.
  • the lid 2b attached to a part of the case main body 2a (upper part in FIG. 1) is formed in a top tube shape.
  • the damping force generating member V can be accommodated in a space formed by the valve accommodating hole 2a2 and the lid portion 2b. That is, in the present embodiment, the cap member 2 functions as a case that closes one opening (the upper opening in FIG. 1) of the vehicle body side tube 10 and accommodates the damping force generation member V.
  • the inner side of the shaft portion 4a communicates with the inner side of the extension side chamber R1 via the inner side of the spacer portion 4b2 of the piston holding portion 4b and the hole 4b5, the central side through hole 2a3 of the cap member 2, and the valve. It communicates with the reservoir R3 through the accommodation hole 2a2 and the outer peripheral side through hole 2a4.
  • the attenuation passage MP that communicates the expansion side chamber R1 and the reservoir R3 includes the hole 4b5, the inner side of the spacer part 4b2, the inner side of the shaft part 4a, the central side through hole 2a3, the valve housing hole 2a2, and the outer periphery. It passes through the side through hole 2a4.
  • the lower side in FIG. 1 of the spacer portion 4b2 is closed by the bottom portion 4b3.
  • the attenuation passage MP does not share the pipeline with the first passage 5a, and the extension side chamber R1 is interposed between the first passage 5a and the attenuation passage MP.
  • the hydraulic oil in the pressure side chamber R2 cannot flow into the attenuation passage MP unless it passes through the first passage 5a and the extension side chamber R1 in this order.
  • a damping force generating member V is provided, and the damping force generating member V provides resistance to the flow of hydraulic oil passing through the damping passage MP.
  • the damping force generating member V can change the resistance.
  • the configuration of the damping force generating member V is arbitrary, but will be described below with reference to the circuit diagram of FIG. 3 showing an example of the damping force generating member V.
  • the damping force generating member V has a main valve MV that provides resistance to the flow of hydraulic oil passing through the damping passage MP, and a back that urges the main valve MV in the closing direction with a pressure upstream of the main valve MV in the damping passage MP.
  • pilot There is provided a fail passage FP that branches from the downstream side of the throttle O of the passage PP and bypasses the main valve MV, and a fail valve FV that is provided in the middle of the fail passage FP and opens at a predetermined pressure.
  • the pilot passage PP branches from the upstream side of the main valve MV of the attenuation passage MP and is connected to the reservoir R3.
  • a throttle O such as an orifice or a choke is provided in the middle of the pilot passage PP.
  • the pressure downstream of the restriction O acts as a back pressure on the main valve MV.
  • the electromagnetic valve EV includes an integrated pressure control valve PV and on-off valve SV.
  • the pressure control valve PV is provided in the middle of the pilot passage PP.
  • the pressure downstream of the throttle O in the pilot passage PP and upstream of the pressure control valve PV and the urging force by the spring EVs act in the valve opening direction, and the thrust by the solenoid Sol is in the closing direction. It is acting on. Therefore, in this pressure control valve PV, the valve opening pressure can be changed by adjusting the thrust of the solenoid Sol.
  • the solenoid Sol is not energized, the pressure control valve PV maximizes the flow path by the spring EVs.
  • the on-off valve SV is integrated with the pressure control valve PV, and is disposed downstream of the throttle O in the pilot passage PP and upstream of the pressure control valve PV.
  • the on-off valve SV has a blocking position SVs for blocking the pilot passage PP and a communication position SVo for opening the pilot passage PP.
  • the on-off valve SV is energized so as to always take the cutoff position SVs by a spring EVs shared with the pressure control valve PV, and is connected to the communication position by being pressed by the thrust of the solenoid Sol shared with the pressure control valve PV. SVo is adopted.
  • the open / close valve SV is pressed by the thrust of the solenoid Sol to take a communication position SVo that opens the pilot passage PP.
  • the solenoid Sol is not supplied with current and is pushed by the spring EVs, and the on-off valve SV closes the pilot passage PP. It is like that.
  • the solenoid valve EV performs pressure control by the pressure control valve PV while maintaining the on-off valve SV at the communication position SVo by controlling the thrust of the solenoid Sol. Can do.
  • the pressure control valve PV opens the flow path to the maximum, but the on-off valve SV is switched to the cutoff position SVs, so that the pilot passage PP is blocked.
  • the electromagnetic valve EV is configured by integrating the pressure control valve PV and the on-off valve SV.
  • each of the pressure control valve PV and the on-off valve SV does not need to have the solenoid Sol and the spring EVs, and the solenoid Sol and the spring EVs can be shared. Therefore, the cost can be reduced, the weight can be reduced, and the damping force generating member V can be very miniaturized.
  • the pressure downstream of the throttle O in the pilot passage PP and upstream of the on-off valve SV is led to the main valve MV as a back pressure.
  • the on-off valve SV opens the pilot passage PP
  • the pressure downstream of the pilot passage PP downstream of the throttle O and upstream of the pressure control valve PV is nothing but back pressure guided to the main valve MV.
  • the back pressure applied to the main valve MV can be controlled by adjusting the thrust of the solenoid Sol.
  • the resistance by the main valve MV becomes large and the damping force which the buffer D generate
  • the back pressure is lowered, the resistance by the main valve MV is reduced, and the damping force generated by the shock absorber D can be reduced.
  • the fail passage FP is branched from the upstream of the on-off valve SV downstream of the throttle O of the pilot passage PP and communicates with the reservoir R3.
  • a fail valve FV is provided in the middle of the fail passage FP.
  • the pressure downstream of the throttle O in the pilot passage PP acts in the opening direction, while the urging force by the spring FVs acts in the closing direction. That is, the fail valve FV is a relief valve that opens when the pressure upstream of the fail valve FV reaches a predetermined valve opening pressure set by the spring FVs. Therefore, even when the pilot passage PP is blocked by the on-off valve SV in the fail state, the fail valve FV exhibits a relief function.
  • the pressure downstream of the throttle O in the pilot passage PP and upstream of the on-off valve SV is controlled to the opening pressure of the fail valve FV. Therefore, during a failure, the back pressure guided to the main valve MV is controlled to the opening pressure of the fail valve FV, and the opening pressure of the main valve MV is also controlled to a predetermined pressure. Therefore, even during a failure, the main valve MV can provide resistance to the flow of hydraulic oil passing through the attenuation passage MP.
  • the valve opening pressure of the fail valve FV is larger than the upper limit pressure that can be controlled by the pressure control valve PV.
  • the resistance by the main valve MV can be changed by controlling the back pressure of the main valve MV with the solenoid Sol. By doing so, it is possible to prevent the thrust of the solenoid Sol from being insufficient even when the flow rate of the hydraulic oil passing through the main valve MV is large. In particular, when the piston speed becomes high, the damping force Can be prevented from being adjusted.
  • the first check valve 50 In the extension stroke of the front fork F in which the rod 4 retracts from the cylinder 3, the first check valve 50 is closed, and the hydraulic oil in the extension side chamber R1 pressurized by the piston 5 flows into the damping passage MP from the hole 4b5 of the rod 4. Then, it passes through the main valve MV and moves to the reservoir R3. Further, in the extension stroke of the front fork F, the second check valve 60 opens and moves through the second passage 6a to the pressure side chamber R2 where the hydraulic oil in the reservoir R3 expands.
  • the front fork F is set to a uniflow type, and the hydraulic oil flows through the compression side chamber R2, the extension side chamber R1, and the reservoir R3 in this order in both the expansion and compression strokes. It circulates in one direction, and hydraulic oil passes through the attenuation passage MP. For this reason, the front fork F generates a damping force due to the resistance when the hydraulic oil passes through the damping passage MP in both the expansion and compression strokes. And the said damping force can be adjusted with solenoid Sol.
  • the first passage 5a and the attenuation passage MP do not share a pipeline, and the extension side chamber R1 can be interposed between the first passage 5a and the attenuation passage MP.
  • the hydraulic oil in the pressure side chamber R2 does not flow directly into the attenuation passage MP, but always flows through the first passage 5a and the extension side chamber R1 in this order before flowing into the attenuation passage MP. Therefore, since it is possible to suppress the hydraulic oil from becoming insufficient in the extension side chamber R1 and becoming negative pressure, an appropriate damping force can be obtained.
  • first passage 5a and the attenuation passage MP are connected in series with the expansion side chamber R1 interposed therebetween, and the flow of hydraulic oil from the expansion side chamber R1 toward the compression side chamber R2 is blocked by the first check valve 50. For this reason, even if a check valve is not provided in the attenuation passage MP, only the flow of hydraulic oil from the extension side chamber R1 to the reservoir R3 can be allowed through the attenuation passage MP, and the backflow can be prevented.
  • an amount of fluid corresponding to the reduced volume of the extension side chamber R1 passes through the damping passage MP, and in the compression stroke, an amount of fluid corresponding to the rod volume that has entered the cylinder 3 is obtained.
  • the fluid passes through the attenuation passage MP.
  • the flow rate of the fluid passing through the attenuation passage MP can be increased, so that the region in which the damping force can be adjusted can be widened. That is, the damping force when the piston speed is in the medium to high speed region can be adjusted.
  • the front fork F is set to the uniflow type. That is, there is no need to allow bidirectional flow between the expansion side chamber R1 and the compression side chamber R2 and bidirectional flow between the compression side chamber R2 and the reservoir R3, and the first one-way flow from the compression side chamber R2 toward the expansion side chamber R1. As long as the second one-way flow from the reservoir R3 toward the pressure side chamber R2 is permitted.
  • a first passage 5 a that allows a first one-way flow is formed in the piston 5, and a first check valve 50 that realizes the one-way flow is attached to the piston 5. For this reason, the flow path area of the 1st channel
  • a second passage 6 a that allows the second one-way flow is formed in the base member 6, and a second check valve 60 that realizes the one-way flow is attached to the base member 6. For this reason, the flow passage area of the second passage 6a can be increased, and the pressure receiving area of the second check valve 60 can be increased. Therefore, it is possible to suppress the shortage of suction from occurring in the expansion stroke in which the compression side chamber R2 expands.
  • the damping force adjusting member V controls the back pressure of the main valve MV with the solenoid valve EV including the solenoid Sol to change the resistance by the main valve MV, thereby adjusting the damping force. ing.
  • the thrust of solenoid Sol needs to be small, enabling miniaturization of solenoid Sol, cost reduction, and weight reduction Reduction is possible.
  • the structure for changing the resistance by the main valve MV using solenoid Sol can be changed arbitrarily.
  • the thrust of the solenoid Sol may be directly applied to the valve body MV depending on the region where the damping force is to be adjusted, the specification of the solenoid Sol, and the like.
  • the rod 4 includes a cylindrical shaft portion 4a and a piston holding portion 4b.
  • the piston holding portion 4b has an annular nut portion 4b1 that is screwed onto the outer periphery of the shaft portion 4a, and has an inner diameter that extends from the nut portion 4b1 to the opposite shaft side and is smaller than the nut portion 4b1.
  • An annular spacer portion 4b2 in which a hole 4b5 penetrating therethrough is formed, a bottom portion 4b3 that closes the opening on the opposite axis side of the spacer portion 4b2, and extends from the center of the bottom portion 4b3 to the opposite axis side, more than the bottom portion 4b3.
  • a mounting portion 4b4 having a small outer diameter.
  • the piston 5 is formed in an annular shape and is held on the outer periphery of the mounting portion 4b4.
  • the attenuation passage MP passes through the hole 4b5, the inner side of the spacer part 4b2, and the inner side of the shaft part 4
  • the inner diameter of the spacer portion 4b2 is smaller than the inner diameter of the nut portion 4b1, it is possible to prevent the hole 4b5 from being blocked by the shaft portion 4a that is screwed into the piston holding portion 4b. It is possible to easily and reliably prevent the communication between the MP and the extension side chamber R1 from being blocked.
  • the configuration of the rod 4, how to attach the piston 5, and the configuration of the damping passage MP are not limited to the above, and can be arbitrarily changed.
  • the damping force generating member V has a main valve MV that provides resistance to the flow of hydraulic fluid (fluid) that passes through the damping passage MP, and a pressure upstream from the main valve MV of the damping passage MP.
  • a solenoid valve EV including a solenoid Sol for controlling the back pressure.
  • the resistance by the main valve MV can be changed with a small thrust as compared with the case where the thrust of the solenoid Sol is applied directly to the main valve MV. For this reason, even if the flow rate of the hydraulic fluid that passes through the main valve MV is large, it is possible to prevent the thrust of the solenoid Sol from being insufficient. Therefore, the damping force can be adjusted even when the piston speed is in the high speed region. Moreover, the enlargement of the solenoid Sol can be suppressed and the cost and weight can be reduced.
  • the configuration of the damping force generating member V is not limited to the above, and can be arbitrarily changed.
  • the front fork F includes the telescopic cylindrical member 1 including the vehicle body side tube 10 and the wheel side tube 11, the cap member 2 attached to the vehicle body side tube 10, and the wheel.
  • a cylinder 3 provided inside the side tube 11, a rod 4 having one end connected to the cap member 2 and the other side connected to the cylinder 3, and the other end of the rod 4 are connected to the inside of the cylinder 3.
  • a piston 5 that is slidably inserted into the cylinder 3 and divides the inside of the cylinder 3 into an extension side chamber R1 on the rod 4 side and a pressure side chamber R2 on the opposite rod side.
  • the base member 6 that partitions the reservoir R3 and the pressure side chamber R2 and the piston 5 that is connected to the extension side chamber R1 and the pressure side chamber R2.
  • a first check valve 50 that is attached to the piston 5 and opens and closes the first passage 5a to allow only the flow of hydraulic fluid (fluid) from the pressure side chamber R2 toward the extension side chamber R1.
  • a second passage 6a communicating the pressure side chamber R2 and the reservoir R3, and opening and closing the second passage 6a, allowing only the flow of hydraulic oil (fluid) from the reservoir R3 toward the pressure side chamber R2.
  • the front fork F is set to a uniflow type, and the first passage 5a in which the flow of hydraulic oil from the compression side chamber R2 to the extension side chamber R1 is allowed is formed in the piston 5, and the extension side chamber R1 and the compression side chamber R2 One end of the damping passage MP on the side of the extension side chamber R1 opens at the side of the rod 4.
  • the front fork F is set to be a uniflow type
  • the first passage 5a and the attenuation passage MP do not share the pipeline
  • the extension side chamber R2 is interposed between the first passage 5a and the attenuation passage MP. be able to. Therefore, in the compression stroke of the front fork F, the hydraulic oil in the compression side chamber R2 does not flow directly into the attenuation passage MP, but always flows through the first passage 5a and the extension side chamber R1 in this order before flowing into the attenuation passage MP. . For this reason, in the compression stroke of the front fork F, it is possible to suppress the hydraulic oil from becoming insufficient in the expansion side chamber R1 and becoming negative pressure. Therefore, an appropriate damping force can be obtained even when the front fork F is set to the uniflow type.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Damping Devices (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

L'invention porte sur une fourche avant (F), qui comporte : une tige (4) ayant une extrémité reliée à un élément de capuchon (2) et l'autre extrémité se déplaçant vers l'intérieur et vers l'extérieur d'un cylindre (3); un piston (5) relié à l'autre extrémité de la tige (4), et divisant l'intérieur du cylindre (3) en une chambre côté détente (R1) et une chambre côté compression (R2); un élément de base (6) séparant un réservoir (R3) à l'extérieur du cylindre (3) vis-à-vis de la chambre côté compression (R2); une première trajectoire (5a) formée dans le piston (5), et permettant à un liquide de s'écouler uniquement à partir de la chambre côté compression (R2) jusqu'à la chambre côté détente (R1); une seconde trajectoire (6a) permettant à un liquide de s'écouler uniquement à partir du réservoir (R3) jusqu'à la chambre côté compression (R2); une trajectoire d'amortissement (MP) permettant à la chambre côté détente (R1) de communiquer avec le réservoir (R3) de telle sorte qu'une extrémité de la chambre côté détente (R1) est ouverte vers une section latérale de la tige (4), et que la chambre côté détente (R1) et le réservoir (R3) communiquent entre eux par passage à travers la tige (4) et un élément de capuchon (2); et un élément de génération de force d'amortissement (V), qui applique une résistance à l'écoulement de liquide traversant la trajectoire d'amortissement (MP), et qui est apte à changer la résistance à l'aide d'un électroaimant (Sol).
PCT/JP2015/072488 2014-08-11 2015-08-07 Fourche avant WO2016024538A1 (fr)

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JP2014163398A JP2016038071A (ja) 2014-08-11 2014-08-11 フロントフォーク
JP2014-163398 2014-08-11

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108528603A (zh) * 2018-04-18 2018-09-14 天津博众运动器材股份有限公司 减震自行车前叉
EP3901487A4 (fr) * 2018-12-20 2022-10-05 Hitachi Astemo, Ltd. Amortisseur hydraulique et véhicule de type à selle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7344419B1 (ja) 2023-05-25 2023-09-13 日立Astemo株式会社 油圧緩衝器

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62105090U (fr) * 1985-12-23 1987-07-04
JP2013204732A (ja) * 2012-03-29 2013-10-07 Kyb Co Ltd ソレノイドバルブおよび緩衝器

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62105090U (fr) * 1985-12-23 1987-07-04
JP2013204732A (ja) * 2012-03-29 2013-10-07 Kyb Co Ltd ソレノイドバルブおよび緩衝器

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108528603A (zh) * 2018-04-18 2018-09-14 天津博众运动器材股份有限公司 减震自行车前叉
EP3901487A4 (fr) * 2018-12-20 2022-10-05 Hitachi Astemo, Ltd. Amortisseur hydraulique et véhicule de type à selle

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