JPS6215107A - Ground clearance adjusting device for automobile - Google Patents
Ground clearance adjusting device for automobileInfo
- Publication number
- JPS6215107A JPS6215107A JP15494085A JP15494085A JPS6215107A JP S6215107 A JPS6215107 A JP S6215107A JP 15494085 A JP15494085 A JP 15494085A JP 15494085 A JP15494085 A JP 15494085A JP S6215107 A JPS6215107 A JP S6215107A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- damping force
- liquid chamber
- valves
- passage
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/033—Spring characteristics, e.g. mechanical springs and mechanical adjusting means characterised by regulating means acting on more than one spring
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は自動車の車高調整装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a vehicle height adjustment device for an automobile.
（従来技術）
従来、シリンダ液室とガス（空気）ばねの液室とを連通
したハイドロニューマチック懸架装置（車高調整装置）
において、前記シリンダ液室とガス（空気）ばねの液室
とを連通ずる通路に、絞りと該絞りと並列に電磁絞り弁
を設けたものが提案されている（特開昭５９−５０８０
６号公報参照）。(Prior art) Conventionally, a hydropneumatic suspension system (vehicle height adjustment device) connected a cylinder fluid chamber and a gas (air) spring fluid chamber.
In JP-A-59-5080, it has been proposed that an electromagnetic throttle valve is provided in a passage connecting the cylinder liquid chamber and the gas (air) spring liquid chamber with a throttle and an electromagnetic throttle valve in parallel with the throttle.
(See Publication No. 6).
この従来装置においては、電磁絞り弁により前記絞りを
通過する液体量を変化せしめて、減衰力変化させようと
するものである。しかしながら前記絞りは単に一個のオ
リフィスで形成されているにすぎないため、絞りを通過
する液体の方向がどちらの場合（バンプまたはリバウン
ド）であっても、同じ減衰力しか発生しなかった。しか
し、実際の自動車の走行中にあっては、シリンダ液室の
容積が減少するバンプ時と容積が増大するリバウンド時
とは異なる減衰力が要求されるものであり。In this conventional device, an electromagnetic throttle valve is used to change the amount of liquid passing through the throttle, thereby changing the damping force. However, since the throttle is simply formed by one orifice, the same damping force is generated regardless of the direction of the liquid passing through the throttle (bump or rebound). However, when an automobile is actually running, different damping forces are required at the time of a bump, when the volume of the cylinder liquid chamber decreases, and at the time of rebound, when the volume increases.
前記のものであっては、要求を充分満足することができ
ないものであった。また、一方、減衰力を可変にする為
、前記従来装置においては、電磁絞り弁により直接絞り
を迂回する迂回通路の絞り量をコントロールするように
しているが、この方式だと、各車輪毎に電磁弁を設ける
必要があり、コスト、信頼性、コンパクト性の面で問題
があるものであった。The above-mentioned methods could not fully satisfy the requirements. On the other hand, in order to make the damping force variable, the conventional device described above uses an electromagnetic throttle valve to control the amount of throttle in the bypass passage that bypasses the throttle directly, but with this method, each wheel It is necessary to provide a solenoid valve, which poses problems in terms of cost, reliability, and compactness.
（発明の目的）
本発明は前記従来の問題点に鑑みなされたもので、簡単
な構成で、要求に合った減衰力を発生させることができ
る自動車の車高調整装置を提供することを目的とする。(Object of the Invention) The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide a vehicle height adjustment device for an automobile that has a simple configuration and can generate a damping force that meets the requirements. do.
（発明の構成）
本発明における前記目的を達成するための手段は、車体
と車軸との間に、容積変化可能なシリンダ液室を有する
シリンダユニットが配設されるとともに、前記シリンダ
液室に、ダイヤプラムによってガス室と液室とに分割さ
れたガスばねの前記液室が連通され、前記シリンダ液室
内の作動液を調整した前記シリンダ液室を容積変化させ
て車高を調整する車高調整装置において、前記シリンダ
液室とガスばねの液室とが連通される連通路中に、一対
の逆止弁から成る減衰力発生弁を介設する一方、該減衰
力発生弁を迂回する迂回通路を形成し、該迂回通路中に
通路絞り量を複数段に切換える切換弁を配設するととも
に、該切換弁を作動させる液体パイロット圧を作る電磁
弁を設けたことを特徴とする自動車の車高調整装置であ
る。(Structure of the Invention) Means for achieving the above object in the present invention is that a cylinder unit having a cylinder liquid chamber whose volume can be changed is disposed between the vehicle body and the axle, and the cylinder liquid chamber has a The liquid chamber of the gas spring, which is divided into a gas chamber and a liquid chamber by a diaphragm, communicates with each other, and the vehicle height is adjusted by changing the volume of the cylinder liquid chamber in which the working fluid in the cylinder liquid chamber is adjusted. In the device, a damping force generating valve consisting of a pair of check valves is interposed in a communication path through which the cylinder liquid chamber and the gas spring liquid chamber communicate with each other, and a bypass passage bypassing the damping force generating valve. A vehicle height of an automobile, characterized in that a switching valve for switching the amount of passage restriction into multiple stages is disposed in the detour passage, and an electromagnetic valve is provided to generate a liquid pilot pressure for operating the switching valve. It is an adjustment device.
このような手段により、各逆止弁の特性を適宜設定する
ことにより、車輪のバンプ時あるいはリバウンド時に適
した減衰力を発生させ得る。さらに、電磁弁により液体
パイロット圧を作り、該圧によって迂回通路に配設され
る切換弁を切換制御する構成とした為、最小限度の電磁
弁によって、各車輪に対して配設されるシリンダユニッ
ト、ガスばねから成る装置の減衰力を可変にすることが
できる。With such means, by appropriately setting the characteristics of each check valve, it is possible to generate a damping force suitable for when a wheel bumps or rebounds. In addition, a solenoid valve is used to create liquid pilot pressure, and the pressure is used to switch and control the switching valves installed in the detour passage, so the cylinder unit installed for each wheel is controlled using the minimum number of solenoid valves. , the damping force of the device consisting of a gas spring can be made variable.
（実施例）
以下、本発明による自動車の車高調整装置の一実施例を
図面に基づいて説明する。(Embodiment) Hereinafter, one embodiment of the vehicle height adjustment device for a vehicle according to the present invention will be described based on the drawings.
本実施例の車高調整装置１は作動液として作動油を用い
るものであり、シリンダユニット２（図面では右側前輪
部についてのみ示す）と、油圧調整手段３とからなる。The vehicle height adjustment device 1 of this embodiment uses hydraulic oil as the hydraulic fluid, and is composed of a cylinder unit 2 (only the front right wheel portion is shown in the drawing) and a hydraulic pressure adjustment means 3.
まず、前記シリンダユニット２は、自動車の車体４と車
輪５を取り付けた車軸６との間に配設され、シリンダ７
とこれに進退自在に嵌合されるピストン８および該ピス
トンに連設されたピストンロッド９を具備し、シリンダ
７の下端部が車軸６の軸受ケーシング６ａに取り付けら
れるとともに、ピストンロッド９の上端部が車体４にブ
ラケット４ａを介して取り付けられている。First, the cylinder unit 2 is disposed between a car body 4 and an axle 6 to which wheels 5 are attached, and a cylinder 7
The lower end of the cylinder 7 is attached to the bearing casing 6a of the axle 6, and the upper end of the piston rod 9 is provided. is attached to the vehicle body 4 via a bracket 4a.
前記ピストンロッド９にはその軸方向に貫通して油路（
図示省略）が形成され、またその上端部には配管連結部
１０が設けられており、シリンダ７とピストン８によっ
て囲まれたシリンダ液室１１を油圧調整手段３に連結し
ている。The piston rod 9 has an oil passage (
(not shown) is formed, and a piping connection part 10 is provided at the upper end thereof, and connects a cylinder liquid chamber 11 surrounded by the cylinder 7 and piston 8 to the hydraulic pressure adjustment means 3.
次に、油圧調整手段３について説明する。Next, the hydraulic pressure adjustment means 3 will be explained.
油タンク１２および油圧ポンプ１３が連結された主路１
４は、分流弁１５を介して中間路１６と中間路１７が分
岐されている。該分流弁１５には圧力や負荷が変動して
も、作動油を中間路１６、中間路１７に等しく分流させ
る機能を持たせである。Main path 1 to which oil tank 12 and hydraulic pump 13 are connected
4, an intermediate passage 16 and an intermediate passage 17 are branched via a dividing valve 15. The flow dividing valve 15 is provided with a function of equally dividing the hydraulic oil into the intermediate passage 16 and the intermediate passage 17 even if the pressure or load fluctuates.
前記中間路１６はレベリング弁１８が連結されるととも
に、分流弁１９を介して連通路２０と連通路２１が分岐
されている。The intermediate passage 16 is connected to a leveling valve 18 and is branched into a communication passage 20 and a communication passage 21 via a branch valve 19 .
前記レベリング弁１８は、２ポ一ト２位置型の切換電磁
弁であって、ばね１８ａおよびソレノイド１８ｂを有し
てなり、常時は下側位置にて中間路１６を遮断している
。分流弁１９は前記分流弁１５と同様に構成されている
。The leveling valve 18 is a two-point/two-position type switching solenoid valve, and has a spring 18a and a solenoid 18b, and is normally in a lower position blocking the intermediate path 16. The flow dividing valve 19 is constructed in the same manner as the flow dividing valve 15 described above.
前記連通路２０は、油圧源側への流量を調整する流量制
御弁２２を介して右側前輪部のシリンダ液室１１に連結
されるが、その途中で空気ばね２３に接続されている。The communication passage 20 is connected to the cylinder liquid chamber 11 of the right front wheel portion via a flow rate control valve 22 that adjusts the flow rate to the hydraulic pressure source side, and is connected to an air spring 23 in the middle thereof.
該空気ばね２３は図示は省略するが、ダイヤフラムによ
って空気室と液室とに分割され、該液室が連通路２０に
接続されている。該連通路２０には、一対の逆止弁２６
．２７から成る減衰力発生弁８０が設けられている。Although not shown, the air spring 23 is divided into an air chamber and a liquid chamber by a diaphragm, and the liquid chamber is connected to the communication path 20. A pair of check valves 26 are provided in the communication passage 20.
．． A damping force generating valve 80 consisting of 27 is provided.
前記空気ばね２３とシリンダ液室１１との間の連通路２
０には上記逆止弁２６，２７を迂回する迂回通路２５が
形成されており、該迂回通路２５には、パイロット式の
２ポート絞り切換弁２４ａ。Communication path 2 between the air spring 23 and the cylinder liquid chamber 11
A detour passage 25 that detours around the check valves 26 and 27 is formed in the detour passage 25, and the detour passage 25 includes a pilot-type two-port throttle switching valve 24a.
２４ｂが直列に接続されてなる減衰力制御弁２４が連結
されている。該減衰力制御弁２４は迂回通路２５の通路
面積を可変にすることによって、上記減衰力発生弁８０
を通過する液量を調整し、その結果減衰力を可変制御す
るものである。24b are connected in series. The damping force control valve 24 is controlled by the damping force generating valve 80 by making the passage area of the bypass passage 25 variable.
The damping force is variably controlled by adjusting the amount of liquid passing through the damping force.
前記絞り切換弁２４ａは、常時は左側位置にて連通路２
０を緩く絞り、パイロット圧が作用すると右側位置にて
連通路２０を遮断する。また、絞り切換弁２４ｂは、常
時は左側位置にて連通路２０を緩く絞り、パイロット圧
が作用すると右側位置にて連通路２０をきつく絞ってい
る。したがって、空気ばね２３によるシリンダ液室１１
内の圧力緩衝作用は、減衰力制御弁２４を操作して絞り
切換弁２４ａ、２４ｂをともに左側位置にした軟状態に
おいて最大となり、絞り切換弁２４ｂのみを右側位置に
した硬状態がこれに次ぎ、絞り切換弁２４ａを右側位置
にした最硬状態において最低となる。The throttle switching valve 24a is normally located at the left side position and is connected to the communication path 2.
0 is gently throttled, and when pilot pressure is applied, the communication path 20 is shut off at the right position. Further, the throttle switching valve 24b normally throttles the communication passage 20 gently at the left position, and tightly throttles the communication passage 20 at the right position when pilot pressure is applied. Therefore, the cylinder liquid chamber 11 due to the air spring 23
The pressure buffering effect within the damping force is maximized in the soft state when the damping force control valve 24 is operated and both the throttle switching valves 24a and 24b are placed in the left position, followed by the hard state when only the throttle switching valve 24b is placed in the right position. , is lowest in the stiffest state with the throttle switching valve 24a in the right position.
前記連通路２１は流量制御弁２８、空気ばね２９、一対
の逆止弁３２，３３から成る減衰力発生弁８１が接続さ
れるとともに、迂回通路３１を介して減衰力発生弁８１
と並列に減衰力制御弁３０（絞り切換弁３０ａ、３０ｂ
）が接続されて、左側前輪部に設けたシリンダ液室に連
通される。なお、これらの弁および空気ばねの構成は連
通路２０におけるものと同じである。A damping force generating valve 81 consisting of a flow control valve 28, an air spring 29, and a pair of check valves 32 and 33 is connected to the communication passage 21, and the damping force generating valve 81 is connected to the communication passage 21 via a detour passage 31.
Damping force control valves 30 (throttle switching valves 30a, 30b
) is connected to communicate with the cylinder fluid chamber provided in the left front wheel. Note that the configurations of these valves and air springs are the same as those in the communication path 20.
前記中間路１７は分流弁３４を介して連通路３５と連通
路３６が分岐されている。The intermediate passage 17 is branched into a communication passage 35 and a communication passage 36 via a branch valve 34.
前記連通路３５は、レベリング弁３７（ばね３７ａ、ソ
レノイド３７ｂを具える）流量制御弁３８、空気ばね３
９、一対の逆止弁４２，４３から成る減衰力発生弁８２
が接続されるとともに、迂回通路４１を介して減衰力発
生弁８２と並列に減衰力制御弁４０（絞り切換弁４０ａ
、４０ｂ）が接続されて、右側後輪部に設けたシリンダ
液室に連通される。また、連通路３６は、レベリング弁
４４ （ばね４４ａ、ソレノイド４４ｂを具える）、流
量制御弁４５、空気ばね４６、一対の逆止弁４９．５０
から成る減衰力発生弁８３が接続されるとともに、迂回
通路４８を介して減衰力発生弁８３と並列に減衰力制御
弁４７（絞り切換弁４７ａ。The communication path 35 includes a leveling valve 37 (including a spring 37a and a solenoid 37b), a flow control valve 38, and an air spring 3.
9. Damping force generating valve 82 consisting of a pair of check valves 42 and 43
is connected to the damping force control valve 40 (throttle switching valve 40a) in parallel with the damping force generating valve 82 via the detour passage 41.
, 40b) are connected to communicate with a cylinder liquid chamber provided in the right rear wheel portion. The communication path 36 also includes a leveling valve 44 (including a spring 44a and a solenoid 44b), a flow control valve 45, an air spring 46, and a pair of check valves 49,50.
A damping force generating valve 83 consisting of a damping force generating valve 83 is connected to the damping force generating valve 83 via a bypass passage 48 in parallel with the damping force controlling valve 47 (throttle switching valve 47a).
４７ｂ）が接続されて、左側後輪部に設けたシリンダ液
室に連通される。なお、これらの弁および空気ばねの構
成は、中間路１６、連通路２０，２１に設けたものと同
じである。47b) is connected to communicate with a cylinder liquid chamber provided in the left rear wheel portion. Note that the configurations of these valves and air springs are the same as those provided in the intermediate passage 16 and communication passages 20 and 21.
５１は空気ばね２３の液室と絞り切換弁２４ａ。51 is the liquid chamber of the air spring 23 and the throttle switching valve 24a.
３０ａ、４０ａ、４７ａとを連絡するパイロット通路で
あり、途中、パイロット弁５２を介してドレン通路５３
が分岐されている。30a, 40a, and 47a, and a drain passage 53 is connected via a pilot valve 52 on the way.
is branched.
前記パイロット弁５２は３ポ一ト３位置型の切換電磁弁
であって両端にばね５２ａ、５２ｂおよびソレノイド５
２ｃ、５２ｄを有してなり、常時は中立位置にてパイロ
ット通路５１を遮断するとともに、上側位置にて該通路
５１を連通させ、下側位置にて該通路５１の減衰力制御
弁側をドレン通路５３に接続するように構成されている
。The pilot valve 52 is a 3-point/3-position type switching solenoid valve, and has springs 52a, 52b and a solenoid 5 at both ends.
2c and 52d, normally block off the pilot passage 51 at the neutral position, communicate the passage 51 at the upper position, and drain the damping force control valve side of the passage 51 at the lower position. It is configured to connect to the passage 53.
５４は空気ばね２９の液室と絞り切換弁２４ｂ。54 is a liquid chamber of the air spring 29 and a throttle switching valve 24b.
３０ｂ、４０ｂ、４７ｂとを連絡するパイロット通路で
あり、途中、パイロット弁５５を介してドレン通路５３
が分岐されている。該パイロット弁５５ （ばね５５ａ
、５５ｂ、ソレノイド５５ｃ。30b, 40b, and 47b, and is connected to the drain passage 53 via a pilot valve 55 on the way.
is branched. The pilot valve 55 (spring 55a
, 55b, solenoid 55c.
５５ｄ）は前記パイロット弁５２と同様に構成されてい
る。55d) is constructed similarly to the pilot valve 52 described above.
なお、−前記レベリング弁のソレノイド１８ｂ。In addition, - the solenoid 18b of the leveling valve.
３７ｂ、４４ｂへの通電は、車高センサー等を具えてな
る車高制御手段（図示省略）によって制御される。Energization to 37b and 44b is controlled by vehicle height control means (not shown) including a vehicle height sensor and the like.
また、前記パイロット弁のソレノイド５２ｃ。Also, the solenoid 52c of the pilot valve.
５２ｄ、５５ｃ、５５ｄへの通電は、自動または手動の
減衰力制御手段（図示省略）によって制御される。Energization to 52d, 55c, and 55d is controlled by automatic or manual damping force control means (not shown).
本実施例は以上のような構成であるので、前記車高制御
手段によるレベリング弁１８，３７．４４の操作に応じ
て中間路１６、連通路３５．３６の開閉が制御され、シ
リンダ液室１１に対する作動油の出入りが調整されて車
体４の車高が調整される。Since the present embodiment has the above-described configuration, the opening and closing of the intermediate passage 16 and the communication passage 35.36 are controlled according to the operation of the leveling valves 18, 37.44 by the vehicle height control means, and the cylinder liquid chamber 11 The vehicle height of the vehicle body 4 is adjusted by adjusting the flow of hydraulic oil into and out of the vehicle.
また、前記減衰力制御手段により、減衰力制御弁２４，
３０，４０．４７が前記軟、硬、最硬の三状態の何れか
に切り替えられ、それに応じて空気ばね２３，２９，３
９．４６によるシリンダ液室内圧力の緩衝作用が調整さ
れる。減衰力制御弁２４．３０，４０，４７を最硬状態
にすることは。Further, the damping force control valve 24,
30, 40, and 47 are switched to any of the three states of soft, hard, and hardest, and the air springs 23, 29, and 3 are switched accordingly.
9.46, the buffering effect on the pressure inside the cylinder liquid chamber is adjusted. To set the damping force control valves 24, 30, 40, and 47 to the stiffest state.
旋回走行時や急発進時において有効である。This is effective when turning or starting suddenly.
なお、本発明の実施例は前記の範囲にとどまらず、例え
ばシリンダユニットにつき、前記実施例のものとは上下
を逆にしてシリンダの上端部を車体に取り付け、ピスト
ンロンドの下端部を車軸に支持させても差し支えない。Note that the embodiments of the present invention are not limited to the above-mentioned scope; for example, the cylinder unit may be upside down from that of the above embodiment, and the upper end of the cylinder may be attached to the vehicle body, and the lower end of the piston rod may be supported on the axle. I don't mind if you let me.
また、油圧調整手段についても、レベリング弁とシリン
ダ液室とを、前記実施例のように減衰力発生弁および減
衰力制御弁を介してではなく、直接連結しても差し支え
ない。 また、前記実施例では左右前輪部の車高調整を
共通のレベリング弁で制御している点を改めて、四輪の
各々に対応するレベリング弁を設けて、独立して車高を
調整できるようにしても構わない。 このように、前記
実施例のシリンダユニットおよび油圧調整手段を。Further, regarding the oil pressure adjustment means, the leveling valve and the cylinder liquid chamber may be connected directly, instead of via the damping force generation valve and the damping force control valve as in the above embodiment. In addition, in the above embodiment, the vehicle height adjustment of the left and right front wheels is controlled by a common leveling valve, but a leveling valve corresponding to each of the four wheels is provided so that the vehicle height can be adjusted independently. I don't mind. In this way, the cylinder unit and the hydraulic pressure adjustment means of the above embodiment.
これと同様の機能を有する種々の構成に変形することが
可能である。It is possible to modify this into various configurations having similar functions.
（発明の効果）
本発明の自動車の車高調整装置によれば、簡単な構成で
、要求に合った減衰力を発生することができるという優
れた効果を得ることができる。(Effects of the Invention) According to the vehicle height adjustment device of the present invention, it is possible to obtain the excellent effect of being able to generate a damping force that meets the requirements with a simple configuration.
第１図は本発明による車高調整装置の一実施例を示し、
一部縦断面図および油圧回路図を含む全体図である。
１・・・・・・車高調整装置、２・・・・・・シリンダ
ユニット、４・・・・・・車体、６・・・・・・車軸、
１１・・・・・・シリンダ液室、２０・・・・・・連通
路、２１・・・・・・連通路、２４・・・・・・減衰力
制御弁、２５・・・・・・迂回通路、２６・・・・・・
逆止弁、２７・・・・・・逆止弁、３０・・・・・・減
衰力制御弁、３１・・・・・・迂回通路、３２・・・・
・・逆止弁、３３・・・・・・逆止弁、３５・・・・・
・連通路、３６・・・・・・連通路、４０・・・・・・
減衰力制御弁、４１・・・・・・迂回通路、４２・・・
・・・逆止弁、４３・・・・・・逆止弁、４７・・・・
・・減衰力制御弁、４８・・・・・・迂回通路、４９・
・・・・・逆止弁、５０・・・・・・逆止弁。
８０・・・・・・減衰力制御弁、８１・・・・・・減衰
力発生弁、８２・・・・・・減衰力発生弁、８３・・・
・・・減衰力発生弁。FIG. 1 shows an embodiment of a vehicle height adjustment device according to the present invention,
FIG. 2 is an overall view including a partial longitudinal sectional view and a hydraulic circuit diagram. 1...Vehicle height adjustment device, 2...Cylinder unit, 4...Vehicle body, 6...Axle,
DESCRIPTION OF SYMBOLS 11... Cylinder liquid chamber, 20... Communication path, 21... Communication path, 24... Damping force control valve, 25... Detour passage, 26...
Check valve, 27...Check valve, 30...Damping force control valve, 31...Detour passage, 32...
...Check valve, 33...Check valve, 35...
・Communication path, 36...Communication path, 40...
Damping force control valve, 41...Detour passage, 42...
...Check valve, 43...Check valve, 47...
...Damping force control valve, 48...Detour passage, 49.
...Check valve, 50...Check valve. 80... Damping force control valve, 81... Damping force generation valve, 82... Damping force generation valve, 83...
...damping force generating valve.
Claims (1)
室を有するシリンダユニットが配設されるとともに、前
記シリンダ液室に、ダイヤフラムによってガス室と液室
とに分割されたガスばねの前記液室が連通され、前記シ
リンダ液室内の作動液を調整した前記シリンダ液室を容
積変化させて車高を調整する車高調整装置において、前
記シリンダ液室とガスばねの液室とが連通される連通路
中に、一対の逆止弁から成る減衰力発生弁を介設する一
方、該減衰力発生弁を迂回する迂回通路を形成し、該迂
回通路中に通路絞り量を複数段に切換える切換弁を配設
するとともに、該切換弁を作動させる液体パイロット圧
を作る電磁弁を設けたことを特徴とする自動車の車高調
整装置。(1) A cylinder unit having a cylinder liquid chamber whose volume can be changed is disposed between the vehicle body and the axle, and a gas spring is installed in the cylinder liquid chamber, which is divided into a gas chamber and a liquid chamber by a diaphragm. In a vehicle height adjustment device that adjusts the vehicle height by changing the volume of the cylinder liquid chamber in which the hydraulic fluid in the cylinder liquid chamber is adjusted, the cylinder liquid chamber and the liquid chamber of the gas spring communicate with each other. A damping force generating valve consisting of a pair of check valves is interposed in the communication passage where the damping force is generated, and a detour passage bypassing the damping force generating valve is formed, and the amount of passage restriction is set in multiple stages in the detour passage. 1. A vehicle height adjustment device for an automobile, comprising a switching valve for switching and a solenoid valve for generating liquid pilot pressure to operate the switching valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15494085A JPS6215107A (en) | 1985-07-12 | 1985-07-12 | Ground clearance adjusting device for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15494085A JPS6215107A (en) | 1985-07-12 | 1985-07-12 | Ground clearance adjusting device for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6215107A true JPS6215107A (en) | 1987-01-23 |
| JPH0515569B2 JPH0515569B2 (en) | 1993-03-02 |
Family
ID=15595254
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15494085A Granted JPS6215107A (en) | 1985-07-12 | 1985-07-12 | Ground clearance adjusting device for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6215107A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2734413A1 (en) | 1976-07-29 | 1978-05-03 | Nippon Oil Co Ltd | WATER-SOLUBLE COATING COMPOSITION FOR ELECTRIC DEPOSITION AND METHOD FOR THEIR MANUFACTURING |
| JPS63279913A (en) * | 1987-04-08 | 1988-11-17 | Kayaba Ind Co Ltd | Active suspension device |
| US5290048A (en) * | 1990-11-09 | 1994-03-01 | Nissan Motor Co., Ltd. | Working fluid circuit for active suspension control system of vehicle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5953221A (en) * | 1982-09-18 | 1984-03-27 | Isuzu Motors Ltd | Hydropneumatic suspender |
| JPS6029709U (en) * | 1983-08-06 | 1985-02-28 | トヨタ自動車株式会社 | vehicle fluid suspension |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6029709B2 (en) * | 1979-04-17 | 1985-07-12 | コニカ株式会社 | Nitrogen-containing heterocyclic compound |
-
1985
- 1985-07-12 JP JP15494085A patent/JPS6215107A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5953221A (en) * | 1982-09-18 | 1984-03-27 | Isuzu Motors Ltd | Hydropneumatic suspender |
| JPS6029709U (en) * | 1983-08-06 | 1985-02-28 | トヨタ自動車株式会社 | vehicle fluid suspension |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2734413A1 (en) | 1976-07-29 | 1978-05-03 | Nippon Oil Co Ltd | WATER-SOLUBLE COATING COMPOSITION FOR ELECTRIC DEPOSITION AND METHOD FOR THEIR MANUFACTURING |
| JPS63279913A (en) * | 1987-04-08 | 1988-11-17 | Kayaba Ind Co Ltd | Active suspension device |
| US5290048A (en) * | 1990-11-09 | 1994-03-01 | Nissan Motor Co., Ltd. | Working fluid circuit for active suspension control system of vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0515569B2 (en) | 1993-03-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR101062501B1 (en) | Hydraulic system of car suspension | |
| US8544863B2 (en) | Hydraulic suspension system | |
| US4802561A (en) | Adjustable shock absorber | |
| US4786034A (en) | Apparatus for damping courses of movement | |
| US7686309B2 (en) | Hydraulic system for a vehicle suspension | |
| US4971353A (en) | Hydraulic suspension system for a vehicle | |
| JP3306526B2 (en) | Damping force adjustable hydraulic shock absorber | |
| JPH02254007A (en) | Active suspension | |
| JP6361414B2 (en) | Vehicle suspension system | |
| JPS6215107A (en) | Ground clearance adjusting device for automobile | |
| JPS6215108A (en) | Ground clearance adjusting device for automobile | |
| US2986404A (en) | Control valve for air suspension system | |
| JPS6296126A (en) | Ground clearance adjuster for automobile | |
| JP2002114144A (en) | Damper for vibration suppression | |
| AU2003291836B2 (en) | Hydraulic suspension system | |
| US5090726A (en) | Suspension control system | |
| JPH09222146A (en) | Damping force adjusting type hydraulic buffer | |
| JPH01199081A (en) | Electromagnetically proportional pressure control valve | |
| JPH1061710A (en) | Damping force adjusting hydraulic shock absorber | |
| JPH10259843A (en) | Damping force-adjusted hydraulic shock absorber | |
| JPH0788134B2 (en) | Active suspension device | |
| JPH08296692A (en) | Frequency-sensitive damping force adjusting device | |
| JPH07149134A (en) | Suspension for four-wheel vehicle | |
| JPH04266635A (en) | Damping force regulating type hydraulic shock absorber | |
| JPH0650243Y2 (en) | Vehicle hydraulic circuit |