JPS62251220A - buffer - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a shock absorber, and particularly to a shock absorber as a suspension mechanism for a vehicle.

[Conventional technology]

BACKGROUND OF THE INVENTION There have been various types of shock absorbers used as suspension mechanisms for vehicles, but overall, what is commonly proposed is a so-called hydraulic shock absorber that utilizes the hydraulic pressure of hydraulic oil.

For example, in a hydraulic shock absorber as shown in Figure 3, there is a damper part formed so that its axial direction is the vertical direction, and a coil spring as a suspension spring installed in the damper part. It has S. The upper end side of the damper section is connected to the vehicle body side of the vehicle, and the lower end side is connected to the vehicle wheel side, and when the vehicle body moves up and down, the damper section expands and contracts to a desired size. In addition to generating a damping force, the coil spring S is formed to extend the damper portion in the vertical direction, that is, to allow the vehicle body to rise above the road surface.

In addition, the damper part is formed by inserting a piston rod 3, which connects a piston part 4 housed in the cylinder 1 to the lower end thereof, so as to be able to move in and out of the cylinder 1, and the coil spring S is Its upper end is the piston rod 3
The cylinder 1 is engaged with a spring receiver 4 fixed to its upper end, and its lower end is engaged with a spring receiver 6 fixed to the outer periphery of an outer tube 5 disposed outside the cylinder 1.

Therefore, when the vehicle body moves up and down due to road vibration while the vehicle is running, the damper section can provide the desired damping effect, and when the load on the vehicle is changed, the coil spring S can provide the desired damping effect. The vehicle height will be maintained at .

[Problem that the invention seeks to solve]

However, in the conventional proposals for the above-mentioned hydraulic shock absorber, in order to generate a desired damping force and maintain a desired vehicle height when the vehicle body moves up and down with respect to the road surface, , the hydraulic shock absorber is formed so as to be adapted to so-called vertical operation, and even when installed in a vehicle, the hydraulic shock absorber is arranged so that its axis of operation is in the vertical direction.

Therefore, it is not easy to reduce the distance between the vehicle body side and the vehicle wheel side, and conventionally, in order to equip a vehicle with a hydraulic shock absorber, a hydraulic shock absorber is installed on the vehicle body side. It is necessary to form a space such as a recess for accommodating the upper end, which is disadvantageous in that the space dedicated to other mechanisms of the vehicle is reduced.

In view of the above-mentioned circumstances, the present invention makes it possible to easily lower the height of a vehicle, and also enables a desired damping effect without reducing the space dedicated to other mechanisms of the vehicle. It is an object of the present invention to provide a completely new shock absorber as a suspension mechanism for a vehicle that makes it possible to maintain a desired vehicle height.

[Means for solving problems]

In order to solve the above-mentioned problems, the structure of the present invention is such that a damper part that enables generation of a desired amount of damping force when the vehicle body moves up and down is equipped with a magnetic fluid in a housing having an electric coil on the outer periphery. and a shaft extending laterally within the housing and having both ends fixed to the vehicle body side of the vehicle is inserted so as to enable a desired damping effect when the housing is rotated about the shaft. A coil spring, which is formed in the damper section and urges the vehicle body in the upward direction, is disposed horizontally on the outer periphery of the housing, and one end thereof is connected to the vehicle body side. and the other end is connected to a frame connected to the housing so as to enable connection to the wheel side of the vehicle.

[For production]

The damper part and coil spring that make up the shock absorber are
It is installed in a vehicle in a so-called horizontal position, contributing to lowering the height of the vehicle, and the damper part can generate damping force by utilizing the flow resistance when the magnetic fluid is excited. This eliminates the need for axial strokes associated with the use of hydraulic pressure.

〔Example〕

The present invention will be explained below based on the illustrated embodiments.

As shown in FIG. 1, the shock absorber according to the present invention includes a damper portion and a coil spring S interposed in the damper portion.
As shown in Fig. 2, it is arranged in a so-called horizontal state, and one end thereof is connected to the vehicle body B@l, and the other end is connected to the vehicle wheel T. It is said to be connected to the side.

The damper portion includes a housing 10 and a shaft 11 inserted into the housing 10.

The housing 10 is made of a magnetic material and has a substantially cylindrical shape, and has an electric coil 13 on the outer periphery of its central portion, and is partitioned inside by a sealing member 14 made of a non-magnetic material. It has a high internal IQiz.

Note that a variable battery 13α is connected to the electric coil 13, and is formed so that the electric coil 13 can be energized and the amount of energization can be freely changed and adjusted.

A plurality of magnetic pole plates 15 extending in the radial direction of the housing 10 are provided at appropriate intervals on the inner periphery of the central portion of the housing 10, that is, on the peripheral wall of the inner chamber 10α.
0α is filled with magnetic fluid.

The shaft 11 has both ends connected to the vehicle body B side of the vehicle with a spline or serration structure so as to prevent its rotation, and its center portion passes through the interior chamber 10α and is connected to the seal member. 14, and is formed so that the inner periphery of a bearing member 16 made of a non-magnetic material, which is fitted around the inner periphery of both ends of the housing 10, is in sliding contact with the outer periphery of both ends thereof. ing.

Note that the vehicle body B that holds both ends of the shaft 11
A receiver 17 made of a non-magnetic material having a spline or serration structure is fitted into the flll.

The housing 1 is provided on the outer periphery of the central portion of the shaft 11.
The magnetic pole plate 18 has a plurality of magnetic pole plates 18 extending in the radial direction of 0 and placed between the magnetic pole plates 15 on the housing 10 side.

That is, when the electric coil 13 is energized between the magnetic pole plate 15 on the housing 10 side and the magnetic pole plate 18 on the shaft 11 side.

It is formed so that a predetermined magnetic field is formed.

A frame 190 is provided on the outer periphery of both ends of the housing 10.
The proximal end side is integrally connected by welding, and the distal end side is formed so as to connect to the knuckle N on the vehicle wheel T side, as shown in Figure 2. .

In this embodiment, the coil springs S are disposed on the outer periphery of both ends of the housing 10, and are interposed in a so-called horizontal position.

One end of the coil spring S is connected to the vehicle body B side of the vehicle in such a manner that its tip is inserted, as shown on the right side of FIG. 1, and the other end of the coil spring S is , the housing] 0 (11
! It is connected in such a manner that its tip is inserted into the barrel frame 19 side.

Further, the coil spring S is formed so that its repulsive force causes the body B side of the vehicle to rise above the road surface.

The operation of the shock absorber according to the present invention formed as described above will be briefly explained.

First, as shown by the arrow H in Figure 2, when the body B of the vehicle is lowered due to vibrations on the road surface while the vehicle is running, the shaft is disposed so that both ends are fixed to the side of the vehicle body B. A housing 10 integrally connected with a frame 19 whose tip is connected to the wheel T side of the vehicle with respect to the housing 11 is capable of relative rotation as shown by an arrow R in FIG. becomes.

That is, the magnetic pole plate 18 on the shaft 11 side rotates relative to the magnetic pole plate 15 on the housing 10 side.

Therefore, when the electric coil 13 is energized to an appropriate amount during the rotation, a magnetic field is generated between the two magnetic pole plates 15 and 18, and the inner chamber 10α of the housing 10 is filled with the magnetic field. The viscosity of the magnetic fluid, that is, the magnetic fluid interposed between the two magnetic pole plates 15.18 increases, and the relative rotation of the two magnetic pole plates 15.18 tends to be prevented.

When the amount of current applied to the electric coil 13 becomes extremely large, the viscosity of the magnetic fluid becomes extremely high, and the two magnetic pole plates 15 and 18 become fixed as if with adhesive, and the two magnetic pole plates 15 and 18 are fixed together with adhesive. 15.18, i.e. housing 1
0 and the shaft 11 are completely prevented from rotating relative to each other.

Therefore, if the amount of current applied to the electric coil 13 is controlled, the descending speed of the vehicle body B side of the vehicle is controlled,
In other words, a damping effect is exerted.

Next, when the above-mentioned cause of the downward movement of the vehicle body Bltn is eliminated, the housing 10 is rotated against the shaft 11 by the repulsive force of the coil spring S.
The vehicle body B is rotated in the opposite direction to the direction shown by arrow R in the figure, and the vehicle body B is returned to the upward direction opposite to the direction shown by arrow H in FIG. This will return the height to the desired state and maintain it.

The above description is for the case where the body B of the vehicle is so-called descending, but conversely, even when it is so-called rising, the viscosity of the magnetic fluid interposed between the two magnetic rod plates 15 and 18 Of course, a desired damping effect can be achieved by changing the current through the electric coil 13.

〔Effect of the invention〕

As described above, according to the present invention, the damper portion capable of damping is disposed on the vehicle body side in a so-called horizontal position, so that the height of the vehicle body relative to the road surface can be significantly reduced. It has the advantage of being possible.

Further, according to the present invention, there is no need to form a recess on the vehicle body side for accommodating the upper end side of a conventional so-called vertical hydraulic shock absorber, and therefore, a dedicated space for other mechanisms in the vehicle is saved. There is also the advantage of eliminating problems that would otherwise reduce the amount of electricity.

Furthermore, according to the present invention, it is possible to change and adjust the damping force by changing the amount of current applied using magnetic fluid, so it is not necessary to provide seven cutter units as in the conventional example, contributing to cost reduction. In addition, since the damping force that is changed and adjusted can be made steplessly and continuously, there is also the advantage that a desirable damping force can be generated depending on the driving situation of the vehicle and the driver's selection.

[Brief explanation of drawings]

,! ! Fig. 1 is a partially cutaway view showing an embodiment of the shock absorber as a suspension mechanism for a vehicle according to the present invention, Fig. 2 is a schematic side view partially cut away showing how it is installed on a vehicle, and Fig. 3
The figure is a partially cutaway sectional front view of a conventional hydraulic shock absorber. ■...Buffer, B...Vehicle body, D...Damper section, S...Coil spring, T-ΦG vehicle wheel,
10... Housing, 11. Working shaft, 13...
・Electric coil, 15...Housing side magnetic pole plate, 18・
...Shaft side magnetic pole plate, 19...Frame.

Claims (4)

[Claims] (1) It has a damper part that can generate a desired amount of damping force when the vehicle body moves up and down, and a coil spring that is interposed in the damper part and biases the vehicle body in the upward direction. In the shock absorber, the damper part has a magnetic fluid in a housing having an electric coil on the outer periphery, and a shaft extending laterally in the housing and having both ends fixed to the vehicle body side of the vehicle is inserted thereinto. The coil spring is formed to enable a desired damping effect when the housing rotates about the shaft, and the coil spring is interposed horizontally around the outer periphery of the housing, and one end thereof is connected to the vehicle. A shock absorber characterized in that the shock absorber is connected to a vehicle body side, and the other end is connected to a frame connected to the housing so as to enable connection to a wheel side of the vehicle. (2) The housing has a plurality of magnetic pole plates extending in the radial direction on its inner periphery, and the shaft has a plurality of magnetic pole plates installed between the magnetic pole plates on its outer periphery. A buffer according to claim 1. (3) The shock absorber according to claim 1, wherein coil springs are arranged on the outer periphery of both ends of the housing. (4) The shock absorber according to claim 1, which is formed so that the amount of current applied to the electric coil can be changed.