JPS5923786A - Shock absorber for motorcycle - 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 The present invention relates to a shock absorber for a motorcycle that includes a hydraulic damper that adjusts damping force by expanding and contracting the diameter of a passage between hydraulic chambers using a valve body.

In a motorcycle shock absorber, its optimum shock absorbing characteristics are:
It varies depending on driving conditions such as the vehicle's loaded weight, road surface conditions, and vehicle speed. Therefore, it is desirable that a shock absorber for a motorcycle be able to adjust its shock absorbing characteristics in response to changes in these driving conditions. For this reason, conventional shock absorbers change the shock absorbing characteristics by adjusting the air pressure of the air spring, the damping force of the hydraulic damper, etc., but since these are manually adjusted, they can respond quickly to changes in traveling conditions. There is a problem that cannot be resolved. In addition, manual adjustment may not be able to provide optimal cushioning characteristics in response to various changes in traveling conditions.

The present invention has been made in view of the above circumstances, and an object of the present invention is to propose a shock absorber for a motorcycle that can quickly adjust the damping force in response to changes in the driving position. The present invention uses signals from the sensor to detect acceleration, deceleration, and normal driving conditions of the vehicle.
The damping force of the hydraulic damper is adjusted according to the operating mode by selecting an operating mode suitable for the driving conditions from the damping force operating modes stored in advance in the controller L/C and controlling the damping force of the hydraulic damper according to this operating mode. It is possible to follow changes in conditions in a short time and obtain the optimum buffer t).

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a shock absorber for a motorcycle according to the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows a control block diagram of an embodiment of the present invention. The driving state detector 10 detects one of acceleration, deceleration, and normal driving state of the vehicle. The running state detector 10 is constituted by a load cell 2 shown in FIG. 2, and this load cell j2 detects whether the rear wheel driving force is strong or weak, thereby detecting the running state of the vehicle. That is, the load cell 12 is attached to a recess 16 of the rear arm 14, the right end of the rear arm 14 is pivotally supported by a wheel (not shown), and the left end of the rear arm 4 is pivotally supported by a shaft 18 on the body frame side via a bearing 20. supported. Rotational force is transmitted to the rear wheels supported by the rear arm 14 from a drive gear 22 via a chain 24. When the vehicle is accelerating, the rear wheel drive force becomes strong, and the chain 24 becomes tense, so it is pressed with a strong force toward the rear arm 14 shaft 18, and the strong pressing force at this time is detected as an accelerating state by the load cell. Detected at 12. When the vehicle is decelerating, the rear wheel drive force becomes weak, so the chain 24 becomes slack, and the pushing force of the rear arm]4 toward rhl+1s becomes weaker. It is detected by the load cell 12 as a deceleration head. During normal running of the offshore vehicle, the pressing force between the acceleration state and deceleration state is detected by the load cell 12 as normal running. Discrimination of the running state is as described above. By combining the accelerator opening and brake signals in addition to this detector, even more accurate determination will be possible.

Acceleration signals, deceleration signals, and normal running signals from the running detector 10 are sent to an input circuit 26, and further sent to a microcontroller 28 via this input circuit 26. The microcomputer 28 stores in advance operating modes of damping force characteristics suitable for each driving state shown in FIG. 3, and the actuator described later is created in accordance with this operating mode. That is, in the damping force characteristic +1 degree diagram shown in FIG. Select all the curves, and select the straight line whose compression force characteristic is indicated by A2. The microcomputer 28 controls the actuator of the valve body that expands and contracts the passage diameter of the hydraulic damper, and controls the hydraulic damper so that in the acceleration state, the expansion damping force has a damping force characteristic of AI + the compression damping force has a damping force characteristic of A2. .

Next, when a normal traveling signal is sent from the traveling detector] 0 to the microcomputer 28, the microcomputer 28
Select the curve that gives B in the expansion damping force, and select all the straight lines that give 132 in the compressive damping force. The hydraulic damper is controlled by the actuator so that the expansion damping force becomes B1 and the compressive damping force becomes 132 in accordance with the selected lP characteristic curve, B2. Next, the running detector 10
When a signal indicating the deceleration state is sent to the microcomputer 28, the microcomputer 28 selects the curve CI in FIG.
Select 2 straight lines. The hydraulic damper is controlled by an actuator so that its damping force characteristics become C, C2. The operation of the microcomputer 28 as described above is shown in a flowchart as shown in FIG.

Operation of the microcomputer 28 (No. i rj, 'd
g1 Actuator 32 via amplifier 30 shown in Fig.
sent to. Hydraulic damping shown in Fig. 455, < 34 Ri
Ha hee.

It is partitioned into a hydraulic chamber 38 and a hydraulic chamber 40 by a stone 36, and these hydraulic chambers 38 and 40 are communicated with each other via a force Ll-'J frame 42 and the like. The first hydraulic chamber 40 communicates with a lower hydraulic chamber 44 via an orifice 46, etc., and this hydraulic chamber 44 is connected to a hydraulic chamber 52 of a separate tank 50 via a spring 48. There is. The orifice 42 has a needle valve 5475 ;

Mr, f' from the chamber 38 to the chamber 40 when the damper 34 is extended.
Change the oil resistance to adjust the elongation damping characteristics and force to match the driving conditions.

A drive cable 58 is connected to the motor 56 to which the motion signal is sent, and this drive cable 58 is in contact with the motor 56 . It
It is connected to a worm gear 62 via 60. The worm gear 62- meshes with a gear 64 located above the needle valve 54, and this gear 64 is connected to the piston rod 66.
It is screwed into a threaded portion 68 formed in the upper section 1 of the. A bottle 7o is fixed inside the gear 64, and this bottle 70
is connected to the needle valve 54 via a control rod 72.

When an operating signal is sent from the microcomputer 28 to the motor 56, the worm gear 62 rotates and the gear 64 also rotates. When the gear 64 rotates, the gear 64 rotates into the threaded portion 68.
Since it is screwed into the piston rotor 6, it moves up and down with respect to the piston rotor 6 depending on the direction of rotation. Therefore, when the gear 64 moves up and down, the needle valve 54, which is connected to the gear 64 through the bottle 70 and the control rod 72, also moves up and down, making it possible to adjust the entire diameter of the orifice 42. Accordingly, according to the operation signal from the microcomputer 28, the expansion and damping force characteristic curves A, B, .
The needle valve 54 is controlled so as to be either C.

Next, the pressure damping force is applied to the needle valve 7 located in the orifice 46.
Be controlled by 4. A threaded portion 76 is connected to the rear end of the needle valve 74, and this threaded portion 76 is connected to the cylinder 34.
It is screwed into a threaded hole 78 formed in the M portion of the lower leg. The threaded portion 76 is 1. It is connected via a U-motion cable 80 to a motor 82 controlled by a microcomputer. Therefore, when an activation signal is sent from the microcomputer 28, the motor 82 is driven and the screw portion 76 is rotated. The needle valve 74 moves up and down to change the diameter of the orifice 46. In this way, the diameter of the orifice 46 can be adjusted to the diameter of the needle valve 74.
The damping force characteristic curve A2. is changed by moving up and down to match the driving condition. B2. tfC to be either C2
Control.

In the embodiment described above, the acceleration/deceleration state was determined based on the strength of the combined driving force using the load cell 12, but the present invention is not limited to this. The acceleration/deceleration state may be determined from this accelerometer, or the acceleration/deceleration state of the 117 cars may be detected from the operating angle of the accelerator lever, brake lever, etc.

As explained above, according to the motorcycle reducing device according to the present invention, a sensor is provided for detecting the acceleration/deceleration state, and the damping is adapted to the pre-stored driving state based on the signal from the sensor. Since the mJ mode of force characteristic operation is selected and the damping force is controlled according to the selected operation mode, it is possible to quickly cope with sudden changes in driving conditions while the vehicle is moving.

[Brief explanation of drawings]

FIG. 1 is a control block diagram of an embodiment of the present invention, FIG. 2 is a side view showing how the detector used in the embodiment of the present invention is mounted, and FIG. 3 is a control block diagram of an embodiment of the present invention. Figure 4 is a flowchart of the microcomputer used in the embodiment of the present invention; Figure 5 is the structure of the hydraulic damper used in the embodiment of the present invention. 6th cross-sectional view showing
The figure is a sectional view taken along line M-II in FIG. 5. 10... Progress state detector, 12... Load cell, 2
8... Microcomputer 32... Actuator μ, 34... Hydraulic damper, 3
8.40.44... Hydraulic chamber, 42.46... Orifice, 54... Needle valve,
56...Mo F, 58...Drive cable, 72...
・Controlron)', 74...Needle valve, 80
... Drive cable, 82 ... Motor agent
Patent Attorney Ichi Matsuura Figure 3 Figure 4 Figure 6 -509-

Claims (1)

[Claims] The hydraulic damper adjusts the damping force by expanding or contracting the passage diameter between the hydraulic chambers using a valve body, and the system detects acceleration, deceleration, and normal driving conditions of the vehicle. A shock absorber for a motorcycle, comprising: a controller that stores information, receives a signal from the sensor, selects an operation mode suitable for the driving condition, and controls an actuator of the valve body according to the selected operation mode.