JPS58116211A - Loadage sensing shock absorber - Google Patents

Abstract

PURPOSE:To improve comfortableness of a car to ride in and its driving stability at a high speed and prevent collision with the bottom, by providing parallelly arranged two sets of extension and compression side damper valves and constituting each valve such that a communicated passage to an oil chamber is opened and closed by a selector valve responsively operated to a piston position detector spring. CONSTITUTION:When a car is empty, an average stroke of a piston 2 is located in an upper position, and a spool 29 of a selector valve 30 is not acted by a piston position detector spring 14, then the valve 30 fully opens a bypass passage 28. Under this condition, at action of extension and compression sides, the first and second damper valves 21-24 are communicated to an upper oil chamber 4 and bottom oil chamber 5 to generate damping force. When the car is loaded, the average stroke of the piston 2 is placed to a lower position, and the spring 14 is acted on the spool 29 to cause the valve 30 to close the passage 28. In this way, the second damper valves 23, 24 are arranged inoperative only the first valves 21, 22 are operated to display large damping force. Thus comfortableness of the car to ride in and its driving stability can be improved to prevent collision with the bottom.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention automatically adjusts the damping mechanism according to the load capacity of the vehicle.
This invention relates to a shock absorber that is variable controlled.

Does the damping characteristic of the JIIdlK demand absorber change depending on the operating conditions? ! For trucks, etc., characteristics are required, especially when the vehicle is loaded and when the vehicle is empty, being hard when the vehicle is moving sideways and soft when the vehicle is empty.

In order to cope with these problems, a shock absorber of a shock absorber type has been proposed by Peng in Japanese Patent Application Laid-Open No. 55-27547.

If this is explained by the first factor, 1 is the cylinder that is connected to the 6C, 2 is the piston, 3 is the piston rod that is attached to the single unit 1, and the piston 2 causes the upper and lower γ output of the cylinder 1. Plans 4 and 5 have been completed.

When the piston 2 VC is activated on the pressure side, pressure-reduced pulp 6 is provided, which causes oil to flow from the lower oil chamber 5 to the upper 2 output 4. A piston nut 7 is connected to the lower part of the piston nut 7, piston 2, and piston nut 3k.
A passage 8 is formed through which bottles of oil m4 and 5 are passed, and one row of two viscosity pulps 10 and 11 is distributed to this passage 1a.

This pulp 10.11 opens when 1A1114II is operated, and the upper oil level from 14 to the upper oil level interferes with the operation.
rplf4L,)tsuaf.

With this, along with the 11 @side palugs 10 and the dampers of the fields 2, this side passage 12t - the stool 13 that opens and closes or the stool 13 that slides freely around its outer periphery.

The stool 13 is designed to come into contact with one end of the spring 14 for detecting the stroke position of the piston 2 or with the 7 flange portion 15, and when the piston 20 stroke average position (neutral position) is upward, such as when the vehicle is empty, the stool 13 is in contact with the spring 14 for detecting the stroke position of the piston 2. As shown on the right side of the figure, the acting force of the return spring 17 is smaller than that of the position detection spring 14, and when the side road 12t is opened, the piston 2 moves relatively downward when the side vehicle is traveling sideways. As shown on the left side of FIG. 1, the stool 13 is pushed up by the deflection increasing member position detection spring 14 and the side passage 12 is closed.

Therefore, the hydraulic fluid during the expansion side operation when the car is empty.

After the damping pulse Ill is exhausted, it flows out into the lower oil chamber 5 through the m path 12, so the generated damping force becomes weaker, as shown in FIG. On the other hand, when the side vehicle is traveling sideways, the side passage 12 is closed, so after passing through the first damping pulp 10, it has to pass through the second damping pulp 111r, so the fluid resistance increases and the generated damping force is distributed. be.

In this way, during the expansion side operation, two damping pulps 10. Since the hydraulic oil flows selectively, the damping force can be changed significantly between when the vehicle is empty and when the vehicle is traveling sideways.

However, regarding the damping force generated during compression side operation.

Moon # formed on the upper opening of the flange portion 15 of the stool 13!
J18?'' It acts as a variable orifice, and when the car is empty, the upstream passage 19 of the compression side damping pulp 6 is wide open.

When traveling sideways, the effective area of the passage 19 is limited by the corner #$18 by upward movement of the stool 13.

Therefore, in this case, only the range of change in damping force with or without an orifice can be obtained.

Especially in the piston operation force region where the young orifice is low, that is, in the piston low loading region, as shown in Fig. 2, *
There is a tendency that there is almost no change in the damping force when the vehicle is empty and at tIl [4L].

However, when driving sideways at both speeds, low-frequency vibrations can cause the vehicle to shake or become unstable.

The present invention has been proposed to solve such problems, and in contrast to the first elongation 111° ill damping pulp installed in parallel with the piston, the second elongation side parallel to each other, pressure I 411 I
Ii. By further arranging the damping pulps in parallel and housing a valve that fully opens and closes the passage connecting the second damping pulp and the oil chamber in response to the piston stroke position detection spring, the first valve can be extended. As with the side, the damping characteristics on the compression side as well when the car is empty and when the car is sideways, are aimed at.

The present invention will be explained below based on its embodiment.

In the membrane 3 diagram, the piston 2 is provided with a first expansion-side damping pulp 21 and a pressure tllll* damping pulp 22 in parallel.

In a parallel relationship, a second rebound damping pulp 23 and a compression damping pulp 24 are arranged in parallel inside the piston nut 7 that can be inserted into the lower side of the piston 2. The pulp 23, 24 is connected to the internal passage 8 of the piston rod 3 and the internal passage (space) 26 of the piston nut 7.
It communicates with the upper oil chamber 4 via.

A side passage 28 connecting the S space 25 below the second pulps 23, 24 and the lower oil chamber 5 is formed on the peripheral wall of the piston/nut 7, and a stool 29 can be slid freely on the outer periphery of the side passage 28, and a stool 29 can be slid freely on the outer periphery. So, 1141J Road 28? L-Opening and closing valve 30
A meeting is being held. Note that the lower opening of the piston nut 7 is closed by a cover plate 32.

The stool 29 is installed in the lower oil chamber 5 and is in contact with the upper end of the companion piston position detection tin ring 14, and is held downward by the return spring 31 except when the piston 2 moves relatively downward. The side passage 28 is opened by being pushed to the side.

The pressure starvation pulp 21, 22 on the first expansion side is provided in the piston 2 and has seven through holes 33A, 33B'i so as to open and close.

34B, on the pressure side, hydraulic oil flows from the outer passage hole 33A pushing up the upper leaf valve 34, and on the rebound side, hydraulic oil flows from the inner passage hole 33B pushing the lower leaf valve 34Bt down. .

Further, the second expansion side and compression side damping pulps 23 and 24 are formed in the through holes 36A and 368 in the valve plate 35 disposed inside the piston nut 7, and are arranged on the upper and lower surfaces of the valve plate 35.
It is designed to open and close at A and 37B.

Note that the through hole 36A has a seat portion 38A formed on the upper surface, and the through hole 36B has a seat 538B formed on the lower side, and a gap is formed between the leaf valves 37A and 37B between the opposite sides, respectively. Once, on the pressure side, the right through hole 36
The hydraulic oil that passed through A' flows up the leaf valve 37A' (I-), and on the expansion side, the hydraulic oil in the left hole 36B't'n flows down the leaf valve 37Bt.

In addition,! The holes 36A and 36B actually have multiple values (
2 or more) are provided, and the seat portions 38A, 381S
The spool 29 of the cut valve 30 is not pushed by the piston position detection spring 14, and when the car is empty, the piston is at the average position of 20 strokes or above. Alternatively, even if it is pushed, the return spring 31 causes the valve 30Fi-path 28 to be fully opened.

In this state, for example, when operating on the rebound side, the hydraulic oil in the lower oil chamber 4 passes through the first rebound damping knob 21 and flows into the lower oil chamber 5, and the hydraulic oil flows from the passage 8 into the second expansion damping node 01! 1 damping valve 23 and flowing out from the side passage 28 to the lower oil chamber 5, two parallel oil passages were formed, and a large amount of water flows, so the generated damping force is comparable. It becomes.

On the other hand, when operating on the pressure side, the lower oil chamber 5 is similarly opened IIh?
'1tlI flows into the internal space 25 from the side channel 28 and flows into the second
The pressure side damping pulp 24 flows from the passage 8 to the lower oil chamber 4, and the flow from the Fs oil presentation 5 to the first pressure side damping pulp 22 flows to the upper oil chamber 4. Then a weak damping force occurs.

On the other hand, when the spool 29 is pushed up by the spring 14 detecting the average or lower stroke position of the piston 2 during loading, the open valve 30 closes to the side passage 281.

In this state, during any operation on either the expansion or J% pressure side.

Second extension 9111. Pressure 1ltlI$, decay pulp 23.2
4 are connected to each other, and the hydraulic oil flows only through the first expansion side and compression side damping knobs 21 and 22.

Therefore, even if the piston 2 moves slowly, for example during pressure side operation, all the hydraulic oil passes through the first pressure side damping nozzle 221 and flows into the lower oil chamber 5. Due to the large violet flow, a large damping force is generated in the center, which is similar to that caused by a conventional orifice.

Furthermore, the first damping pulps 21 and 22 are set in advance so as to generate a damping force for loading the vehicle.

Next, to explain the implementation side sound in FIG. 4, this is installed in the piston position detection spring 14 and the upper oil part 4, and accordingly, the return spring 31 urges the spool 29 upward. When the piston 2 is idle and the average stroke position moves upward, the position detection spring 14 pushes down the spool 27 to open the side passage 28.

In addition, 1. The second @face pulp is placed upside down in the opposite direction to that shown in Fig. 3, and the piston nut 7 is also turned upside down and inserted in the same manner.

In this example, as well as the first example, the expansion 1
411. Both the pressure 11411 and the damping force can be changed from the piston low speed range when the vehicle is empty and when the vehicle is traveling horizontally.

As mentioned above, this NINv-twist can change from a sluggish damping kami piston to a large wheel on both the rebound and compression sides when the car is empty and when the car is sideways.S! 2) When driving sideways, the 8 stiff damping characteristics improve the ride quality, and when driving sideways, the hard damping characteristics help prevent bumps and bumps. There is fruit.

[Brief explanation of the drawing]

FIG. 1 is an Abe side view of the conventional device, and FIG. 2 is a European view showing its damping performance. Figure 3 is irises 1 of the present invention! j! -Illustrated view of the main part of the example, Figure 4 is 1ILViBl# of the second example.
It is an r-plane view. l...Cylinder, 2...Piston, 3...Piston rod, 4, 5...Oil chamber, 7...Piston nut, 14...Position detection spring, 21...Ml extension m1ll Damping pulp, 22...first pressure 1111*
Damping valve, 23... Second expansion side damping pulp, 24...
- Second compression side damping pulp. ! ! 6...Internal passage, 29...Spool, 28...
・−j path. 30... Kirikivalve, 31... Return spring. Patent applicant: Kayaba Kogyo Co., Ltd. Figure 2, 3WI

Claims (1)

[Claims] Insert the piston freely into the cylinder and press the upper and lower oil chambers t.
-am is formed, and the piston is provided with a first expansion side damping pulp and a compression side damping pulp in parallel, and a second expansion side damping pulp -1 which is further parallel to each other.
A switch that opens and closes in response to a piston position detection spring provided in the compression side damping pulp 1 in parallel with the first damping pulp, and a passage of 4 Mt between the first or second damping pulp and the oil chamber is interposed in the oil chamber. A load-sensing shock absorber featuring the following features: 1.It is housed in a valve 1.