CN121464282A - damping force adjustable buffer - Google Patents
damping force adjustable bufferInfo
- Publication number
- CN121464282A CN121464282A CN202480044201.3A CN202480044201A CN121464282A CN 121464282 A CN121464282 A CN 121464282A CN 202480044201 A CN202480044201 A CN 202480044201A CN 121464282 A CN121464282 A CN 121464282A
- Authority
- CN
- China
- Prior art keywords
- main valve
- pilot
- damping force
- chamber
- back pressure
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
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Classifications
-
- 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
- F16F9/34—Special valve constructions; Shape or construction of throttling passages
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
Abstract
本发明提供能够抑制振动的产生且不降低性能的衰减力调整式缓冲器。本发明的缓冲器的衰减力产生部（85）具备具有主阀芯（12）和主阀座部（19）的主阀部（87）、以及具有先导阀芯（10）和先导阀座部（11）的先导阀部（88）。衰减力产生部（85）具备位于主阀芯（12）与主阀座部（19）之间并利用流动于阀部（87、88）的流体来打开主阀芯（12）的上游室（17）、位于主阀芯（12）与先导阀座部（11）之间并流体从上游室（17）向阀部（88）流动的背压室（15）、位于主阀芯（12）与先导阀座部（11）之间并关闭主阀芯（12）的上游压力背压室（16）、使上游室（17）与上游压力背压室（16）连通的第一连通路（12A）、以及使背压室（15）与上游室（17）连通的第二连通路（12E）。第一连通路（12A）的流路面积比第二连通路（12E）的流路面积大。
The present invention provides a damping force adjustable damper capable of suppressing vibration generation without reducing performance. The damping force generating part (85) of the damper of the present invention includes a main valve part (87) having a main valve core (12) and a main valve seat part (19), and a pilot valve part (88) having a pilot valve core (10) and a pilot valve seat part (11). The attenuation force generating unit (85) includes an upstream chamber (17) located between the main valve core (12) and the main valve seat (19) and opened by fluid flowing in the valve sections (87, 88); a back pressure chamber (15) located between the main valve core (12) and the pilot valve seat (11) and through which fluid flows from the upstream chamber (17) to the valve section (88); an upstream pressure back pressure chamber (16) located between the main valve core (12) and the pilot valve seat (11) and closed by fluid flowing from the upstream chamber (17) to the valve section (88); a first connecting passage (12A) connecting the upstream chamber (17) and the upstream pressure back pressure chamber (16); and a second connecting passage (12E) connecting the back pressure chamber (15) and the upstream chamber (17). The flow area of the first connecting passage (12A) is larger than that of the second connecting passage (12E).
Description
Technical Field
The present invention relates to a damper capable of adjusting damping force.
Background
The damping force adjusting damper is a damper capable of adjusting damping force by controlling the flow of fluid, and is used for a vehicle, for example, and absorbs vibration from a road surface to make a passenger feel comfortable.
Patent document 1 describes an example of a conventional damping force adjustment type damper. The damping force generating mechanism described in patent document 1 is a damping force generating mechanism having a fluid flow path inside, and includes a valve body portion having an elastic portion capable of elastically deforming and a pressure receiving portion receiving a pressure of the fluid, a valve seat portion provided around a flow port of the fluid flow path and capable of being in contact with the pressure receiving portion, and a support portion provided in a constituent portion constituting at least a part of a back pressure chamber that applies back pressure to the valve core portion toward the valve seat portion and supporting an outer edge portion of the elastic portion.
Prior art literature
Patent literature
Patent document 1 International publication No. 2022/137348
Disclosure of Invention
Problems to be solved by the invention
In the damping force generating mechanism described in patent document 1, the main valve is operated to mainly generate damping force, and the flow rate of the fluid flowing out and in the back pressure chamber of the main valve is entirely passed through the opening/closing portion of the pilot valve. Therefore, the pressure in the back pressure chamber easily fluctuates, and vibration is easily generated. Since this vibration becomes a main factor of noise, it is desirable to suppress the generation of vibration. When friction and damping force are increased to suppress the generation of the vibration, there is a concern that the characteristics such as response may be affected. Therefore, an attenuation force adjustment type damper that is difficult to generate vibration without degrading performance is desired.
The invention provides an attenuation force adjusting buffer capable of inhibiting vibration generation without reducing performance.
Means for solving the problems
The damping force adjusting type damper of the present invention includes a damping force generating section including a main valve section and a pilot valve section, and fluid flows through the damping force generating section. The main valve portion includes a main valve element and a main valve seat portion. The pilot valve section includes a pilot valve element and a pilot valve seat section for controlling the pilot pressure of the main valve section. The damping force generating section includes a main valve upstream chamber provided between the main valve spool and the main valve seat section and acting in a direction to open the main valve spool by a pressure of the fluid flowing between the main valve section and the pilot valve section, a main valve pilot back pressure chamber provided between the main valve spool and the pilot valve seat section and causing the fluid to flow from the main valve upstream chamber to the pilot valve section to become the pilot pressure, a main valve upstream pressure back pressure chamber provided between the main valve spool and the pilot valve seat section and acting in a direction to close the main valve spool by a pressure of the fluid, a first communication path that communicates the main valve upstream chamber with the main valve upstream back pressure chamber, and a second communication path that communicates the main valve pilot chamber with the main valve upstream chamber or the main valve pilot back pressure chamber with the main valve upstream back pressure chamber. The first communication passage has a larger flow passage area than the second communication passage.
The effects of the invention are as follows.
According to the present invention, it is possible to provide a damping force adjustment type damper capable of suppressing the occurrence of vibration without degrading performance.
Drawings
Fig. 1 is a diagram showing an example of a hydraulic circuit of main components of the damping force adjusting type damper of embodiment 1 of the present invention.
Fig. 2 is a cross-sectional view of the damping force generating section of the damping force adjusting type damper according to example 1.
Fig. 3 is a cross-sectional view of the damping force generating section provided in the damping force adjusting type damper according to embodiment 2 of the present invention.
Fig. 4 is a cross-sectional view of the damping force generating section provided in the damping force adjusting type damper according to embodiment 3 of the present invention.
Fig. 5 is a cross-sectional view of the damping force generating section of the damping force adjusting type damper according to embodiment 4 of the present invention.
Detailed Description
The damping force adjusting shock absorber of the present invention can be mounted between two relatively movable members, such as a spring upper side (vehicle body) and a spring lower side (wheel) of a suspension device of a vehicle. The damping force adjusting type damper of the present invention can suppress the generation of vibration without deteriorating performance such as responsiveness. Thus, when used in a vehicle, for example, as a semi-active suspension, it is possible to make the passenger more comfortable to ride.
Hereinafter, an attenuation force adjustment type damper according to an embodiment of the present invention will be described with reference to the drawings. In the following description, the damping force adjustment type damper is also sometimes simply referred to as a "damper". In the drawings used in the present specification, the same or corresponding components are denoted by the same reference numerals, and overlapping description of these components may be omitted.
Example 1
An attenuation force adjustment type damper according to embodiment 1 of the present invention will be described with reference to fig. 1 and 2.
Fig. 1 is a diagram showing an example of a hydraulic circuit of main components of the damping force adjusting type damper 61 of the present embodiment.
In the following description, an upper direction (upper side) and a lower direction (lower side) in fig. 1 are referred to as an upper direction (upper side) and a lower direction (lower side) of the damper 61, respectively.
As shown in fig. 1, the damper 61 of the present embodiment includes a cylindrical cylinder 62, a reservoir 64, and a damping force generating section 85. The damper 61 adjusts the damping force by controlling the pressure of the fluid by the damping force generating section 85. As the fluid, for example, oil flows in the damping force generating section 85.
The piston 65 is slidably fitted inside the cylinder 62. The interior of the cylinder 62 is divided into an upper cylinder chamber 62A and a lower cylinder chamber 62B by a piston 65.
A piston rod 66 is coupled to the piston 65. One end (lower end) of the piston rod 66 is connected to the piston 65. The other end (upper end) of the piston rod 66 passes through the cylinder upper chamber 62A and protrudes outside the cylinder 62 through an oil seal, not shown. The piston rod 66 moves in the up-down direction.
A bottom valve 70 that separates the cylinder lower chamber 62B from the reservoir 64 is provided on the lower end side of the cylinder 62.
The reservoir 64 is connected to the cylinder upper chamber 62A of the cylinder 62, and is connected to the cylinder lower chamber 62B of the cylinder 62 via the bottom valve 70.
The damping force generating section 85 is provided between the cylinder 62 and the reservoir 64, and connects the cylinder upper chamber 62A of the cylinder 62 with the reservoir 64.
The piston 65 includes passages 71 and 72 for communicating the cylinder upper chamber 62A and the cylinder lower chamber 62B. The passage 71 is provided with a relief valve 74. The passage 72 is provided with a check valve 73. The relief valve 74 opens when the pressure of the fluid in the cylinder upper chamber 62A reaches a predetermined pressure, and releases the pressure to the cylinder lower chamber 62B side. The check valve 73 is a valve that allows only fluid to flow from the cylinder lower chamber 62B to the cylinder upper chamber 62A.
The bottom valve 70 includes passages 75 and 76 that communicate the cylinder lower chamber 62B with the reservoir 64. The passage 75 is provided with a check valve 77. The passage 76 is provided with a relief valve 78. The check valve 77 is a valve that allows only fluid to flow from the reservoir 64 to the cylinder lower chamber 62B. The relief valve 78 opens when the pressure of the fluid in the cylinder lower chamber 62B reaches a predetermined pressure, and releases the pressure to the reservoir 64.
The damping force generating section 85 includes a main valve section 87 and a pilot valve section 88. The pilot valve portion 88 includes the electromagnetic solenoid 20.
The damping force generating section 85 is connected to the upstream passage 95u and the downstream passage 95 d. The upstream passage 95u connects the damping force generating section 85 with the cylinder upper chamber 62A. The downstream passage 95d connects the damping force generating section 85 to the reservoir 64.
The damping force generating section 85 will be described with reference to fig. 2.
Fig. 2 is a cross-sectional view of the damping force generating section 85 provided in the damping force adjusting type damper 61 according to the present embodiment.
A separation pipe 30 is provided outside the cylinder 62. Further outside the separation tube 30, an outer tube 3 is provided. An opening 24 is provided in the side wall of the outer tube 3. The separation pipe 30 includes a branch pipe 23 at a position facing the opening 24.
The damping force generating section 85 includes the housing 21, a main valve section 87, and a pilot valve section 88. The housing 21 forms a box of the damping force generating section 85, has a substantially cylindrical shape, and is attached to the outer tube 3 so as to cover the opening 24. The main valve portion 87 is, for example, a pilot valve, and is provided inside the housing 21 to control the pressure of the fluid flowing from the cylinder 62. The pilot valve portion 88 is a pressure control valve driven by the electromagnetic solenoid 20 (fig. 1) and controlling the valve opening pressure of the main valve portion 87.
The housing 21 has a bottomed cylindrical shape, and has an opening 33 in a bottom 21A thereof. The opening 33 is connected to the opening 24 of the outer tube 3, and has a diameter larger than the diameter of the branch tube 23 of the separation tube 30. The housing 21 is fixedly attached to the outer tube 3 by welding or the like.
Inside the housing 21, a main valve seat portion 19, a main valve element 12, a pilot valve seat portion 11, a pilot valve element 10, and a pilot housing 13 are provided in this order from the bottom side (downward toward upward). The main valve seat 19 faces the main valve spool 12. The main valve spool 12 faces the pilot valve seat 11. The pilot valve seat 11 faces the pilot valve spool 10. The pilot housing 13 is configured to cover the pilot valve spool 10.
The main valve seat 19 and the main valve element 12 constitute a main valve portion 87. The pilot valve seat portion 11 and the pilot valve spool 10 constitute a pilot valve portion 88.
A stem 9 is provided at the upper portion of the pilot valve element 10. The lever 9 generates a force pressing the pilot valve spool 10 toward the pilot valve seat portion 11 (i.e., downward) with a force generated by the electromagnetic solenoid 20 (fig. 1).
Hereinafter, the direction in which the lever 9 moves (up-down direction) in the damping force generating section 85 is referred to as an axial direction, and the direction orthogonal to the axial direction is referred to as a radial direction. In the radial direction, the direction approaching the rod 9 is referred to as the inner side or the inner diameter side, and the direction departing from the rod 9 is referred to as the outer side or the outer diameter side.
The main valve seat portion 19 is a seat portion of the main valve portion 87, and constitutes a fluid passage (flow path). The main valve seat portion 19 includes a cylindrical portion and a flange portion formed on the outer periphery of one end portion of the cylindrical portion in the up-down direction. The cylindrical portion is fixed in a fluid-tight manner inside the branch pipe 23 of the separator pipe 30. The main valve seat portion 19 includes a fluid flow passage 19A in the interior thereof from the cylinder upper chamber 62A. The passage 19A is connected to the upstream passage 95 u.
The main valve element 12 is located above the main valve seat 19, and opens and closes a flow path with the main valve seat 19. The main valve element 12 has a cylindrical shape, and includes a valve opening/closing portion 12B at a lower portion facing the main valve seat portion 19. The valve opening/closing portion 12B is an annular projection projecting toward the main valve seat portion 19, and opens and closes with respect to the main valve seat portion 19.
The main valve element 12 includes a concave main valve element concave portion 12C at an upper portion facing the pilot valve seat portion 11. The main valve spool 12 includes a main valve spool protrusion 12D having a convex shape facing the pilot valve seat portion 11 in the main valve spool recess 12C.
The main valve element 12 includes a main valve element orifice communication passage 12E as a flow path for communicating the upper and lower sides. The main valve element orifice communication passage 12E is a hole provided in the center portion of the main valve element 12, and has an orifice portion 12F which is a portion where the flow path is narrowed. The pressure of the fluid flowing from the main valve element 12 to the pilot valve portion 88 (the pressure applied to the pilot valve portion 88 or the pilot pressure) is adjusted by the opening of the throttle portion 12F and an opening/closing portion 10A described below.
The main valve body 12 includes a main valve body up-down communication passage 12A between an inner diameter side of the valve opening/closing portion 12B and an outer diameter side of the main valve body boss 12D. The main valve element vertical communication path 12A is a cylindrical hole portion provided in the main valve element 12. The main valve element 12 includes one or more main valve element up-down communication passages 12A. The flow path area of the main valve element up-down communication passage 12A is sufficiently larger than the flow path area of the main valve element throttle communication passage 12E, in particular, the flow path area at the throttle portion 12F. Since the flow passage area of the throttle portion 12F is small, the pressure applied to the pilot valve portion 88 can be adjusted.
The pilot valve seat 11 is a seat of the pilot valve portion 88, and the pilot valve element 10 is located above and has a portion in which the main valve element 12 slides in the lower side. The pilot valve seat portion 11 is cylindrical and is fitted in the pilot housing 13.
The pilot valve seat portion 11 includes a concave pilot valve seat portion lower concave portion 11A facing the lower portion of the main valve spool 12. The pilot valve seat lower concave portion 11A is disposed so that an outer diameter portion of the main valve spool 12 can slide on an inner diameter side thereof. The pilot valve seat portion 11 includes a pilot valve seat portion convex portion 11B of a convex shape facing the main valve spool 12 in the pilot valve seat portion concave portion 11A. The pilot valve seat lower side protrusion 11B is an annular protrusion.
The pilot valve seat portion 11 includes a pilot valve seat portion upper side recess portion 11C in an upper portion. The pilot valve seat portion 11 includes a pilot valve seat portion upper convex portion 11D of a convex shape facing the pilot valve spool 10 in the pilot valve seat portion upper concave portion 11C. The pilot valve seat portion upper side protruding portion 11D includes a pilot communication hole 11E, which is a flow path that communicates up and down, in the center thereof.
The space inside the annular pilot valve seat portion lower side convex portion 11B located below the pilot valve seat portion 11 is a pilot hole portion 11F. Pilot hole portion 11F has a diameter larger than the outer diameter of main valve spool boss 12D of main valve spool 12. The main valve spool boss 12D is slidable with the pilot valve seat portion lower boss 11B or movable with a gap inside the pilot hole portion 11F.
The pilot valve element 10 opens and closes a flow path with the pilot valve seat portion 11, and operates the main valve portion 87 by the pressure of the fluid. Specifically, the pilot valve element 10 controls the opening amount of the pilot valve portion 88, and controls the pilot pressure of the main valve portion 87 (the pressure of the main valve pilot back pressure chamber 15 described below). The pilot valve element 10 has a cylindrical shape, and includes a spring seat portion 10B and an opening/closing portion 10A at a lower portion. The opening/closing portion 10A controls the flow of fluid from the pilot communication hole 11E between the opening/closing portion and the pilot valve seat portion 11.
A spring 14 for generating an upward force is provided at the lower portion of the pilot valve spool 10. The spring 14 is, for example, annular, and has an outer peripheral portion held between the pilot housing 13 and the pilot valve seat portion 11, and an inner peripheral portion provided in contact with the spring seat portion 10B. The pilot valve element 10 is provided such that the opening/closing portion 10A is opened by the force of the spring 14.
As described above, the lever 9 that generates a force to press the pilot valve body 10 downward is provided at the upper portion of the pilot valve body 10. Therefore, the pilot valve element 10 is configured to receive a force in a valve closing direction from the lever 9 located at the upper portion and a force in a valve opening direction from the spring 14 located at the lower portion.
Hereinafter, a liquid chamber and a flow path of the fluid will be described.
The space between the lower portion of the main valve spool 12 and the upper portion of the main valve seat portion 19 and the space inside the valve opening/closing portion 12B of the main valve spool 12 is the main valve upstream chamber 17.
The space between the upper portion of the main valve spool 12 and the pilot valve seat portion lower side concave portion 11A located at the lower portion of the pilot valve seat portion 11 is a main valve upstream pressure back pressure chamber 16. The main valve upstream pressure back pressure chamber 16 communicates with the main valve upstream chamber 17. The main valve upstream pressure back pressure chamber 16 acts in a direction to close the main valve spool 12 by the pressure of the fluid. That is, the fluid present in the main valve upstream pressure back pressure chamber 16 acts on the main valve spool 12 in a direction to close the main valve spool 12.
The space between the upper portion of the main valve spool boss 12D of the main valve spool 12 and the lower portion of the pilot valve seat portion 11 is a main valve pilot back pressure chamber 15. The main valve pilot back pressure chamber 15 is a space into which the main valve spool boss 12D can be inserted at the pilot hole portion 11F.
The main valve spool up-down communication passage 12A communicates the main valve upstream chamber 17 with the main valve upstream pressure back pressure chamber 16. The main valve spool throttle communication passage 12E communicates the main valve pilot back pressure chamber 15 with the main valve upstream chamber 17.
In the present embodiment, the main valve upstream pressure back pressure chamber 16 is located outside (outer diameter side) the main valve pilot back pressure chamber 15. The main valve pilot back pressure chamber 15 is located at a radially central portion of the damping force generating portion 85, and the main valve upstream pressure back pressure chamber 16 is located radially outward of the main valve pilot back pressure chamber 15.
The space outside the valve opening/closing portion 12B is a downstream side pressure chamber 35. The downstream side pressure chamber 35 is connected to the downstream side passage 95d, and is connected to the reservoir 64 (fig. 1) via the downstream side passage 95 d. The downstream pressure chamber 35 communicates with a space outside the opening/closing portion 10A of the pilot valve spool 10.
In fig. 2, as the main flow 37, a fluid flowing through a main valve portion 87 of the damping force generating portion 85 is shown by solid arrows. The fluid flowing through the pilot valve portion 88 is shown by a dashed arrow as the pilot flow 39. When the flow rate of the damping force generating section 85 is small, the flow rate of the main flow 37 is smaller than the flow rate of the pilot flow 39, and as the flow rate of the damping force generating section 85 increases, the flow rate of the main flow 37 increases than the flow rate of the pilot flow 39.
The main flow 37 as the fluid flowing through the main valve portion 87 and the pilot flow 39 as the fluid flowing through the pilot valve portion 88 flow into the main valve upstream chamber 17. The main valve upstream chamber 17 acts in a direction to open the main valve spool 12 due to the pressures of the main flow 37 and the pilot flow 39. In the main valve pilot back pressure chamber 15, the fluid (pilot flow 39) flows from the main valve upstream chamber 17 to the pilot valve portion 88 to become a pilot pressure.
Next, the operation of the buffer 61 will be described with reference to fig. 1 and 2.
During the extension stroke of the piston rod 66, the check valve 73 of the piston 65 is closed by the movement of the piston 65 inside the cylinder 62. Before the relief valve 74 opens, the fluid present in the cylinder upper chamber 62A is pressurized and flows into the damping force generating section 85 through the upstream side passage 95 u. The fluid flowing into the damping force generating section 85 flows into the reservoir 64 through the main valve section 87 and the pilot valve section 88. At this time, the volume of fluid after the movement of the piston 65 flows from the reservoir 64 into the cylinder lower chamber 62B by opening the check valve 77 of the bottom valve 70.
When the pressure in the cylinder upper chamber 62A reaches the valve opening pressure of the relief valve 74 of the piston 65, the relief valve 74 opens, and the pressure in the cylinder upper chamber 62A is released to the cylinder lower chamber 62B. The release of this pressure prevents the pressure in the cylinder upper chamber 62A from excessively rising.
During the contraction stroke of the piston rod 66, the check valve 73 of the piston 65 is opened and the check valve 77 of the passage 75 of the bottom valve 70 is closed by the movement of the piston 65 inside the cylinder 62. Before the relief valve 78 opens, the fluid present in the cylinder lower chamber 62B flows into the cylinder upper chamber 62A. Then, a volume of fluid pushed open by the movement of the piston 65 (i.e., a volume of fluid flowing into the cylinder upper chamber 62A) flows from the cylinder upper chamber 62A to the reservoir 64 through the same path as in the extension stroke described above. When the pressure in the cylinder lower chamber 62B reaches the valve opening pressure of the relief valve 78 of the bottom valve 70, the relief valve 78 opens, and the pressure in the cylinder lower chamber 62B is released to the reservoir 64. The release of this pressure prevents the pressure in the cylinder lower chamber 62B from excessively rising.
According to such an operation, since the piston 65 moves at a low speed during the expansion and contraction stroke of the piston rod 66 and before the valve opening of the main valve portion 87, the damping force generating portion 85 generates only the pilot flow 39 indicated by the broken line arrow with a small flow rate, and thus only the pilot valve portion 88 opens to generate the damping force against the piston 65.
On the other hand, after the valve of the main valve portion 87 is opened (that is, when the piston 65 moves at a high speed), an attenuation force against the piston 65 is generated according to the opening degree of the main valve portion 87. Then, the pressure of the main valve pilot back pressure chamber 15 is adjusted by biasing the pilot valve portion 88 with the energizing current to the electromagnetic solenoid 20, whereby the main valve portion 87 can be controlled, and the damping force against the piston 65 can be adjusted.
The force in the opening direction of the spring 14, the force in the closing direction of the electromagnetic solenoid 20 via the rod 9, the force in the closing direction of the downstream pressure chamber 35, and the force in the opening direction of the pressure of the main valve pilot back pressure chamber 15 are mainly applied to the pilot valve spool 10, and the forces are balanced. Therefore, by energizing the electromagnetic solenoid 20, the pilot valve portion 88 is controlled, and the pressure of the main valve pilot back pressure chamber 15 can be controlled by the pilot valve portion 88, and the opening degree of the main valve portion 87 can be changed.
At this time, the main flow 37 of the fluid flowing through the damping force generating section 85 shown by the solid arrow flows through the passage 19A of the main valve seat section 19 and the valve opening/closing section 12B to the downstream side pressure chamber 35. The main valve upstream pressure back pressure chamber 16 is communicated with the main valve upstream chamber 17 by the main valve spool up-down communication passage 12A, and the flow path area of the main valve spool up-down communication passage 12A is sufficiently larger than the flow path area of the main valve spool throttle communication passage 12E, so that the pressure of the main valve upstream pressure back pressure chamber 16 is substantially the same as the pressure of the main valve upstream chamber 17 located upstream. Therefore, the fluid existing in the main valve upstream chamber 17 flows toward the main valve upstream pressure back pressure chamber 16.
The pilot flow 39 of the fluid flowing through the damping force generating section 85 shown by the broken-line arrow flows from the main valve upstream chamber 17 to the downstream side pressure chamber 35 through the main valve spool restrictor 12E and the opening/closing section 10A of the pilot valve spool 10. That is, the main valve pilot back pressure chamber 15 flows fluid to the downstream side pressure chamber 35 to adjust the pressure.
When the main valve element 12 is operated, a flow is generated in accordance with the operation. In the pilot flow 39, a flow increases or decreases in response to the operation of the main valve spool 12, and flows from the main valve pilot back pressure chamber 15 to the downstream side pressure chamber 35 through the pilot communication hole 11E and the opening/closing portion 10A.
For example, when the thrust of the electromagnetic solenoid 20 is reduced, the pilot valve spool 10 moves in the opening direction, and the pressures of the pilot communication hole 11E and the main valve pilot back pressure chamber 15 are reduced. By this, the main valve element 12 is operated in the opening direction, and the pressure in the main valve upstream chamber 17 is reduced, so that the damping force can be reduced. On the other hand, when the main valve element 12 is operated, the fluid in the main valve pilot back pressure chamber 15 is pushed open, and therefore, the pressure (pilot pressure) applied to the pilot valve portion 88 increases. The greater the amount of fluid that is pushed aside to flow, the greater the degree of pressure rise at this time. When this pressure rises, the pilot valve spool 10 opens. The greater the amount of fluid flowing, the greater the opening of the pilot valve spool 10. When the pilot valve spool 10 opens, the pressures of the pilot communication hole 11E and the main valve pilot back pressure chamber 15 drop. The greater the amount of fluid flowing, the greater the degree of reduction in pressure.
In such an operation, the fluid present in the main valve upstream pressure back pressure chamber 16 flows back to the upstream side main valve upstream chamber 17 without flowing to the opening/closing portion 10A of the pilot valve spool 10. The main valve upstream pressure back pressure chamber 16 communicates with the main valve upstream chamber 17 at approximately the same pressure as the main valve upstream chamber 17. Since the fluid existing in the main valve upstream pressure back pressure chamber 16 flows into the main valve upstream chamber 17, the outflow/inflow of the fluid existing in all the back pressure chambers (the main valve pilot back pressure chamber 15 and the main valve upstream pressure back pressure chamber 16) with respect to the outflow/inflow of the fluid of the pilot valve spool 10 due to the operation of the main valve spool 12 is not the outflow/inflow of the fluid existing only in the main valve pilot back pressure chamber 15.
In the damper 61 of the present embodiment, since only the fluid flowing to the main valve pilot back pressure chamber 15 flows to the pilot valve spool 10 in response to the operation of the main valve spool 12, the flow rate flowing to the pilot valve spool 10 can be reduced. Therefore, abrupt pressure fluctuation of the pilot valve spool 10 can be prevented, and further, generation of vibration accompanying the pressure fluctuation can be suppressed.
In the damper 61 of the present embodiment, the flow rate is reduced to suppress vibration, and the diameter of the valve opening/closing portion 12B of the main valve element 12 may not be reduced. That is, in the damper 61 of the present embodiment, the diameter of the valve opening/closing portion 12B can be increased, so that the flow rate of the fluid (main flow 37) flowing through the main valve portion 87 can be sufficiently ensured. Therefore, in the present embodiment, degradation of performance such as responsiveness can be avoided. Further, it is not necessary to add friction force or damping force to suppress vibration, and thus, degradation of performance can be suppressed.
The damper 61 of the present embodiment has the above-described structure, and can suppress the occurrence of vibration without degrading performance such as responsiveness. When the shock absorber 61 of the present embodiment is used for a vehicle, the riding comfort of the occupant of the vehicle can be improved.
Example 2
The damping force adjusting type damper 61 according to embodiment 2 of the present invention will be described with reference to fig. 3. Hereinafter, the damping force adjustment type damper 61 of the present embodiment is mainly described as being different from the damping force adjustment type damper 61 of embodiment 1.
The configuration of the pilot valve seat portion 11 and the main valve spool 12 of the damping force adjustment damper 61 of the present embodiment is different from the damping force adjustment damper 61 of embodiment 1.
Fig. 3 is a cross-sectional view of the damping force generating section 85 provided in the damping force adjusting type damper 61 according to the present embodiment.
The pilot valve seat lower side protrusion 11B includes a throttle communication path 11G penetrating the inner diameter side and the outer diameter side thereof. The throttle communication passage 11G includes a throttle portion 11H which is a portion where a flow path thereof is narrowed. The throttle communication passage 11G is provided in the pilot valve seat portion 11, and is a hole portion that communicates the main valve upstream pressure back pressure chamber 16 with the main valve pilot back pressure chamber 15. The flow passage area of the main valve element up-down communication passage 12A is sufficiently larger than the flow passage area of the throttle communication passage 11G, in particular, the flow passage area at the throttle portion 11H.
Unlike the damping force adjusting damper 61 (fig. 2) of embodiment 1, the main valve element 12 does not include the main valve element orifice communication passage 12E. That is, the upper and lower portions of the main valve spool 12 do not communicate with each other at the center portion of the main valve spool 12.
The damping force adjusting damper 61 of the present embodiment operates in the same manner as the damping force adjusting damper 61 of embodiment 1.
Since the damping force adjustment damper 61 of the present embodiment does not have a flow path (the main valve element orifice communication path 12E in embodiment 1) in the center portion of the main valve element 12, the flow rate flowing to the main valve pilot back pressure chamber 15 is small, the main valve pilot back pressure chamber 15 can be made smaller, and the flow rate flowing to the pilot valve element 10 in accordance with the operation of the main valve element 12 can be further reduced. Therefore, abrupt pressure fluctuation of the pilot valve spool 10 can be prevented, and vibration accompanying the pressure fluctuation can be suppressed.
Example 3
The damping force adjusting type damper 61 according to embodiment 3 of the present invention will be described with reference to fig. 4. Hereinafter, the damping force adjustment type damper 61 of the present embodiment is mainly described as being different from the damping force adjustment type damper 61 of embodiment 1.
The damping force adjusting damper 61 of the present embodiment is different from the damping force adjusting damper 61 of embodiment 1 in the structure of the main valve spool 12 and the radial clearance between the main valve spool 12 and the pilot valve seat portion 11.
Fig. 4 is a cross-sectional view of the damping force generating section 85 provided in the damping force adjusting type damper 61 according to the present embodiment.
Unlike the damping force adjusting damper 61 (fig. 2) of embodiment 1, the main valve element 12 does not include the main valve element orifice communication passage 12E. That is, the upper and lower portions of the main valve spool 12 do not communicate with each other at the center portion of the main valve spool 12.
In the damping force adjusting damper 61 of the present embodiment, the damping force generating section 85 is provided with a gap section 11J between the outer diameter section of the main valve spool boss 12D and the radial direction of the pilot valve seat portion lower boss 11B. The gap portion 11J corresponds to the throttle communication path 11G provided in the damping force adjusting damper 61 (fig. 3) of example 2, and has a function of a throttle member which is a portion where the flow path is narrowed. The gap 11J is also a communication passage that communicates the main valve upstream pressure back pressure chamber 16 with the main valve pilot back pressure chamber 15. The flow passage area of the main valve element up-down communication passage 12A is sufficiently larger than the flow passage area of the gap portion 11J.
The damping force adjusting damper 61 of the present embodiment operates in the same manner as the damping force adjusting damper 61 of embodiment 1.
The damping force adjusting type damper 61 of the present embodiment does not include the throttle communication path 11G provided in the damping force adjusting type damper 61 of embodiment 2, and the gap portion 11J functions as a throttle, so that occurrence of vibration can be suppressed at a lower cost.
Example 4
The damping force adjusting type damper 61 according to embodiment 4 of the present invention will be described with reference to fig. 5. Hereinafter, the damping force adjustment type damper 61 of the present embodiment is mainly described as being different from the damping force adjustment type damper 61 of embodiment 1.
The damping force adjusting damper 61 of the present embodiment is different from the damping force adjusting damper 61 (fig. 2) of embodiment 1 in the arrangement of the main valve upstream pressure back pressure chamber 16 and the main valve pilot back pressure chamber 15. In embodiment 1, the main valve upstream pressure back pressure chamber 16 is arranged on the outside and the main valve pilot back pressure chamber 15 is arranged on the inside in the radial direction, but in this embodiment, the main valve upstream pressure back pressure chamber 16 is arranged on the inside and the main valve pilot back pressure chamber 15 is arranged on the outside. For example, the structure of the damping force adjusting damper 61 can be determined as the structure of embodiment 1 or the structure of the present embodiment according to the manufacturing period, the easiness, the cost, and the like.
Fig. 5 is a cross-sectional view of the damping force generating section 85 provided in the damping force adjusting type damper 61 according to the present embodiment.
As described in embodiment 1, the pilot valve seat portion 11 includes a concave pilot valve seat portion concave portion 11A facing the lower portion of the main valve spool 12, and includes a convex pilot valve seat portion convex portion 11B facing the main valve spool 12 in the pilot valve seat portion concave portion 11A. The pilot valve seat lower concave portion 11A is disposed so that an outer diameter portion of the main valve spool 12 can slide on an inner diameter side thereof.
In the present embodiment, the main valve element 12 includes a concave main valve element upper concave portion 12G facing the pilot valve seat portion 11. The inner diameter of the main valve element upper concave portion 12G is larger than the outer diameter of the pilot valve seat portion lower convex portion 11B, and a gap is provided between the inner diameter portion of the main valve element upper concave portion 12G and the outer diameter portion of the pilot valve seat portion lower convex portion 11B. The gap is the throttle 12H. The pressure (pilot pressure) applied to the pilot valve portion 88 can be adjusted by the throttle 12H. The orifice 12H is also a communication passage that communicates the main valve upstream pressure back pressure chamber 16 with the main valve pilot back pressure chamber 15.
The main valve element 12 includes a main valve element up-down communication path 12A in a central portion thereof. The flow passage area of the main valve element up-down communication passage 12A is sufficiently larger than the flow passage area of the orifice 12H.
In the present embodiment, the pilot valve seat portion 11 includes a hole portion 11K at an upper portion facing the pilot valve spool 10, and includes a communication hole 11L leading from the hole portion 11K to an outer diameter side of the pilot valve seat portion lower side protruding portion 11B.
As described in embodiment 1, the space between the lower portion of the main valve spool 12 and the upper portion of the main valve seat portion 19 and inside the valve opening/closing portion 12B of the main valve spool 12 is the main valve upstream chamber 17.
In the present embodiment, the space between the upper portion of the main valve spool 12 and the pilot valve seat portion lower side convex portion 11B located in the lower portion of the pilot valve seat portion 11 is the main valve upstream pressure back pressure chamber 16.
In the present embodiment, the space between the upper portion of the outer peripheral portion of the main valve spool 12 and the lower portion of the pilot valve seat portion 11 is the main valve pilot back pressure chamber 15. The main valve pilot back pressure chamber 15 is a space in which the pilot valve seat portion lower recess 11A can be inserted into the outer peripheral portion of the main valve body 12.
In the present embodiment, the main valve upstream pressure back pressure chamber 16 is located inside (inner diameter side) the main valve pilot back pressure chamber 15. The main valve upstream pressure back pressure chamber 16 is located at a radially central portion of the damping force generating portion 85, and the main valve pilot back pressure chamber 15 is located radially outward of the main valve upstream pressure back pressure chamber 16. The main valve pilot back pressure chamber 15 is connected to the hole portion 11K through a communication hole 11L.
As described in embodiment 1, the space outside the valve opening/closing portion 12B is the downstream pressure chamber 35. The downstream side pressure chamber 35 communicates with a space outside the opening/closing portion 10A of the pilot valve spool 10.
The damping force adjusting damper 61 of the present embodiment operates in the same manner as the damping force adjusting damper 61 of embodiment 1.
The damping force adjusting type damper 61 of the present embodiment can obtain the same effects as the damping force adjusting type damper 61 of embodiment 1. Further, since the damping force generating section 85 has a simple structure, the manufacturing cost and time can be reduced, and the manufacturing cost can be reduced.
The present invention is not limited to the above-described embodiments, and various modifications can be made. For example, the above-described embodiments are described in detail for the purpose of easily understanding the present invention, and the present invention is not necessarily limited to the embodiments having all the structures described. Further, a part of the structure of one embodiment may be replaced with the structure of another embodiment. The configuration of one embodiment may be added to the configuration of another embodiment. Further, some of the structures of the embodiments may be deleted, added, or replaced with other structures.
Symbol description
3-Outer cylinder, 9-rod, 10-pilot valve spool, 10A-opening and closing part, 10B-spring seat part, 11-pilot valve seat part, 11A-pilot valve seat part lower side concave part, 11B-pilot valve seat part lower side convex part, 11C-pilot valve seat part upper side concave part, 11D-pilot valve seat part upper side convex part, 11E-pilot communication hole, 11F-pilot hole part, 11G-throttle communication passage, 11H-throttle part, 11J-gap part, 11K-hole part, 11L-communication hole, 12-main valve spool, 12A-main valve spool upper and lower communication passage, 12B-valve opening and closing part, 12C-main valve spool concave part, 12D-main valve spool convex part, 12E-main valve spool throttle communication passage, 12F-throttle part, 12G-main valve spool upper side concave part, 12H-throttle part, 13-pilot housing, 14-spring, 15-main valve pilot back pressure chamber, 16-main valve upstream pressure back pressure chamber, 17-main valve upstream chamber, 19-main valve seat portion, 19A-passage, 20-electromagnetic solenoid, 21-housing, 21A-bottom, 23-branch pipe, 24-opening, 30-separation pipe, 33-opening portion, 35-downstream side pressure chamber, 37-main flow, 39-pilot flow, 61-damping force adjusting damper, 62-cylinder, 62A-cylinder upper chamber, 62B-cylinder lower chamber, 64-reservoir, 65-piston, 66-piston rod, 70-bottom valve, 71, 72-passage, 73-check valve, 74-relief valve, 75, 76-passage, 77-check valve, 78-relief valve, 85-damping force generating portion, 87-main valve portion, 88-pilot valve portion, 95D-downstream side passage, 95 u-upstream side passage.
Claims (6)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2023209046A JP2025093423A (en) | 2023-12-12 | 2023-12-12 | Adjustable damping shock absorber |
| JP2023-209046 | 2023-12-12 | ||
| PCT/JP2024/026629 WO2025126549A1 (en) | 2023-12-12 | 2024-07-25 | Damping force adjustment-type shock absorber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN121464282A true CN121464282A (en) | 2026-02-03 |
Family
ID=96057178
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202480044201.3A Pending CN121464282A (en) | 2023-12-12 | 2024-07-25 | damping force adjustable buffer |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2025093423A (en) |
| CN (1) | CN121464282A (en) |
| WO (1) | WO2025126549A1 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5120629B2 (en) * | 2008-03-31 | 2013-01-16 | 日立オートモティブシステムズ株式会社 | Damping force adjustable shock absorber and suspension control device using the same |
| JP5463684B2 (en) * | 2008-04-25 | 2014-04-09 | 日立オートモティブシステムズ株式会社 | Damping force adjustable shock absorber |
| JP7485579B2 (en) * | 2020-09-29 | 2024-05-16 | カヤバ株式会社 | Damping valves and shock absorbers |
-
2023
- 2023-12-12 JP JP2023209046A patent/JP2025093423A/en active Pending
-
2024
- 2024-07-25 WO PCT/JP2024/026629 patent/WO2025126549A1/en active Pending
- 2024-07-25 CN CN202480044201.3A patent/CN121464282A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| WO2025126549A1 (en) | 2025-06-19 |
| JP2025093423A (en) | 2025-06-24 |
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| PB01 | Publication |