JP4579624B2 - Shock absorber - Google Patents

Description

The present invention relates to a shock absorber equipped with a motor .

  In general, in a motor having an armature winding on the stator side, a shaft provided with a magnet inside the stator is rotatably inserted, or a cylinder provided rotatably on the outer periphery side of the stator. There is a difference in the type of inner rotor or outer rotor with respect to the stator, but the shaft or cylinder functions as a rotor, and the output shaft of the motor is usually the same as that of the shaft or cylinder. (For example, see Non-Patent Document 1).

On the other hand, it is becoming popular development of the shock absorber that utilizes a torque generated by the induced electromotive force generated in the conduction or windings of the motor as a damping force or a control force against expansion and contraction in recent years, in this shock absorber, screw By using a ball screw mechanism composed of a shaft and a ball screw nut, the relative motion between the vehicle body and the axle of the vehicle can be converted into a rotational motion, and by connecting the screw shaft to the output shaft of the motor, The vertical movement of the ball screw nut is suppressed by the torque output from the motor (see, for example, Patent Document 1).
(Institute of Electrical Engineers) Precision Small Electric Motor Research Committee, Small Motor, First Edition, 5th Edition, Corona Co., Ltd., August 20, 1999, p. 30-p. 40 Japanese Patent Laid-Open No. 08-197931 (paragraph number 0023, FIG. 1)

In the motor, the configuration of the motor, whether it is an inner rotor or an outer rotor, usually has one output shaft, apart from a motor provided with multiple rotors.

Therefore, when connecting the motor to a device driven by the motor, the configuration of the device, determined in advance whether to use those or outer rotor using those inner rotor motor Needless to say, an outer rotor motor cannot be attached to a device corresponding to the motor of the inner rotor.

  In other words, since each motor has the right place for each type, roughly one type of motor is not applicable to every device.

In a shock absorber equipped with such a motor, it is necessary to generate a force against the reaction force of the suspension spring in order to adjust the vehicle height. The coil must be constantly supplied with current, and this constant energization raises the temperature of the winding, which in the worst case causes irreversible demagnetization and deteriorates the motor performance. However, there is a risk that the performance of the shock absorber will deteriorate.

Therefore, the present invention has been developed to solve the above-mentioned problems, and its object is to prevent performance deterioration of a shock absorber equipped with a motor .

In order to achieve the above object, the shock absorber in the problem solving means of the present invention includes a motion conversion mechanism that converts the relative motion of the vehicle body side member and the axle side member into a rotational motion, and a motor to which the rotational motion is transmitted. In the shock absorber, the motion conversion mechanism is configured by a screw shaft and a screw nut to which the screw shaft is screwed, and a motor is provided with a magnet and is connected to the screw shaft, and rotates on the outer peripheral side of the shaft. A cylinder that can be provided, an armature provided on the inner peripheral side of the cylinder, and energization means for energizing the winding of the rotating armature, and the upper part that moves relative to the cylinder in the axial direction by the rotation of the cylinder Alternatively, a lower suspension spring receiver is provided.

  Furthermore, another shock absorber in the problem solving means of the present invention is a shock absorber provided with a motion conversion mechanism that converts the relative motion of the vehicle body side member and the axle side member into a rotational motion, and a motor to which the rotational motion is transmitted. The motion conversion mechanism is composed of a screw shaft and a screw nut into which the screw shaft is screwed, and a motor is provided on a shaft provided with a magnet and connected to the screw shaft, and rotatably provided on the outer peripheral side of the shaft. A cylinder, an armature provided on the inner peripheral side of the cylinder, and energization means for energizing the winding of the rotating armature, and the buffer body is moved relative to the vehicle body or the axle by the rotation of the cylinder. Features.

  According to the shock absorber of the present invention, after adjusting the vehicle height, there is no need to energize the motor in order to maintain the vehicle height, so power saving is achieved. Economic deterioration due to constant current supply, motor heat generation. This eliminates the adverse effects of torque change and torque characteristic deterioration caused by thermal demagnetization of the magnet due to this, and this has the advantage of preventing performance deterioration of the shock absorber.

  Furthermore, since a damping force can be generated and the vehicle height can be adjusted by mounting only one motor, the shock absorber can be made smaller, lighter, and less expensive. It can be ensured equally.

Hereinafter, the present invention will be described with reference to the drawings. FIG. 1 is a reference diagram for explaining a motor applied to the shock absorber of the present invention . FIG. 2 is a perspective sectional view of the energizing means in the motor applied to the shock absorber of the present invention . FIG. 3 is a reference diagram for explaining another example of the motor applied to the shock absorber of the present invention . FIG. 4 is a longitudinal sectional view of the shock absorber according to the embodiment . FIG. 5 is an enlarged longitudinal sectional view of the motor of the shock absorber. FIG. 6 is a longitudinal sectional view of a shock absorber according to another embodiment . FIG. 7 is an enlarged longitudinal sectional view of a motor of a shock absorber according to another embodiment .

First, the basic configuration of the motor M1 applied to the shock absorber of the present invention will be described. As shown in FIG. 1, the motor M1 includes a shaft 1, a permanent magnet 2 as a magnet mounted on the outer periphery of the shaft 1, an armature S, and a current-carrying means V1, and is configured as a so-called brushless motor. .

  In the following, each part will be described in detail. The armature S is composed of a cylinder 3, a cylindrical core 4 mounted on the inner periphery of the cylinder 3, and a winding 5 wound around the core 4. .

  The upper end opening of the cylinder 3 is closed by a bottomed cylindrical cap body 17 via a ball bearing 16, while an annular member 19 is attached to the lower end opening via a ball bearing 18. Yes.

  A cylindrical portion 17b is suspended from the bottom portion 17a of the cap body 17, and an outer ring of the ball bearing 6 is fitted to the inner periphery of the cylindrical portion 17b. The outer ring of the ball bearing 7 is also fitted on the peripheral side.

  On the other hand, the shaft 1 is fitted into the inner rings of the ball bearings 6 and 7 and is rotatably inserted into the cylinder 3. A permanent magnet 2 is mounted on the outer periphery of the shaft 1. 4 faces the armature S.

  In this case, the winding 5 of the armature S is configured as a UVW three-phase two-pole winding, and each of the U-phase, V-phase, and W-phase windings is connected in a Y shape at one end thereof. However, it may be a Δ connection.

  Further, the other end of each phase of the winding 5 is led to the upper side in FIG. 1 of the motor M1, and each end corresponds to the three rings 10, 11, 12 provided above the motor M1. Connected.

  As shown in FIGS. 1 and 2, each of the rings 10, 11, and 12 is formed in a donut plate shape with the same diameter, and is arranged with a certain interval between them, and the cap body 17. Specifically, a coil bobbin 9 is interposed when the winding 5 is wound around the core 4, and the coil bobbin 9 In FIG. 1, a resinous cylinder 30 is extended on the inner side, and the rings 10, 11, 12 are held in the cylinder 30.

  By doing so, the rings 10, 11, and 12 are integrated with the armature S, so that the rings 10, 11, and 12 can be prevented from rattling due to the rotation of the armature S, and the rings 10, 11, and 12 are connected to the armature. S can be rotated integrally with S.

  Note that other methods may prevent the rings 10, 11, and 12 from rattling.

  Then, one end of each brush 13, 14, 15 that is a contact member inserted into the cap body 17 from the side of the cap body 17 is brought into sliding contact with each ring 10, 11, 12.

  The cap body 17 is preferably formed of an insulating material. However, when the cap body 17 is formed of a conductive material, the rings 10, 11, 12 and the brushes 13, 14, 15 are connected to the cap body 17. It is sufficient if consideration is given to insulation.

  The other ends of the brushes 13, 14, and 15 are connected to a driving circuit necessary for driving the motor M1, and the driving circuit is a known device including a transistor for driving the brushless motor. You can use something.

Therefore, in the motor M1 , the energizing means V1 is composed of the rings 10, 11, 12 and the brushes 13, 14, 15.

  The motor M1 is provided with a rotation angle detection means K1 for detecting the rotation angle of the shaft necessary for driving the motor M1. In this case, the rotation angle detection means K1 is mounted on the upper end side of the shaft 1. And a magnetic sensor 21 having a Hall element, an MR element, and the like mounted on the inner periphery of the cylindrical portion 17b of the cap body 17 and facing the sensing magnet 20, and this rotation angle. The magnetic sensor 21 of the detecting means K1 transmits a pulse signal to a transistor (not shown) in the drive circuit that controls the current supply to the winding 5 described above and causes the transistor to perform a switching operation. It is tied with.

  Further, apart from the rotation angle detection means K1, rotation angle detection means K2 for detecting the rotation angle of the armature S necessary for driving the armature S side is provided. In this case, the rotation angle detection means K2 includes: A magnetic sensor 23 having a sensing magnet 22 mounted on the upper end side of the cylinder 30 of the coil bobbin 9 and a Hall element or MR element mounted on the inner periphery of the side portion 17c of the cap body 17 and facing the sensing magnet 22. Even in the magnetic sensor 23 of the rotation angle detection means K2, a pulse signal is transmitted to a transistor (not shown) in the drive circuit that controls the current supply to the winding 5, and the transistor In order to perform the switching operation, the drive circuit is connected by a signal line (not shown).

  In the motor M1, the cylinder 3 side can be rotated by fixing the shaft 1 as will be described later, so that the shaft obtained from the rotation angle detecting means K1 and the rotation angle detecting means K2 is used. 1 and the armature S can be grasped.

  Further, in the above description, the sensing magnets 20 and 22 and the magnetic sensors 21 and 23 are used to detect the rotation angle of the shaft 1 and the armature S, but this is replaced with the sensing magnets 20 and 22. The resolver may be a rotor coil or a resolver core, and the magnetic sensor 21 may be a stator coil, or the rotational angle of the shaft 1 and the armature S may be detected using an optical rotary encoder or the like.

Further, in the above-described example, two rotation angle detection means K1 and K2 are provided on the shaft 1 and armature S side, but this has the same structure as the energization means V1, that is, the signal line and current of the magnetic sensor. If the supply lead wires are connected to the rings, only one rotation angle detecting means may be provided. However, in this case, the magnetic sensor may have a large number of signal lines, and further supply current. This also complicates the structure of the energizing means.

  When the motor M1 configured as described above is used with the cylinder 3 fixed, the current is supplied to the winding 5 via the rings 10, 11, 12 and the brushes 13, 14, 15. When this is done, the shaft 1 is rotationally driven as in a normal brushless motor, and this shaft 1 becomes the output shaft.

  On the other hand, when the shaft 1 is fixed and current is supplied to the winding 5 via the rings 10, 11, 12 and the brushes 13, 14, 15, the cylinder 3, that is, the armature S is rotationally driven. Although the cylinder 3 serves as an output shaft, the energizing means V1 is composed of the rings 10, 11, 12 and the brushes 13, 14, 15 and each brush is rotated even if the armature S rotates with the rings 10, 11, 12. Since 13, 14 and 15 can slide while touching the rings 10, 11 and 12 and continue to supply current to the winding 5, the armature S can continue to rotate as it is.

Thus, in the above motor M1, can function as an output shaft either shaft 1 and the tube 3, i.e. also becomes possible to cope with both of the inner rotor type and the outer rotor form and thereby driven by a motor This is applicable to all devices.

  In other words, since the motor M1 can be applied to any device, it is not wasted even if a large number of motors M1 are manufactured. There is also an effect that becomes easy.

  Furthermore, if the shaft 1 and the cylinder 3 are selectively fixed as described above, it can be used as an inner rotor type motor or an outer rotor type motor, which is very convenient.

  Further, a case where a driven gear is mounted on the outer periphery of the motor M1, that is, the outer periphery of the cylinder 3, and the driven gear connected to the output shaft of another motor is engaged with the driven gear. Considering that, if the cylinder 3 is driven to rotate by another motor, and the shaft 1 of the motor M1 is further driven by the armature S, the rotational speed of the shaft 1 can be increased / decreased. The motor output shaft can be increased or decreased easily without requiring a complicated motor.

Next, another example of the motor M2 will be described. As shown in FIG. 3, the motor M2 includes a shaft 1, a permanent magnet 2 as a magnet mounted on the outer periphery of the shaft 1, an armature S, and a current-carrying means V2, and is configured as a so-called brushless motor. A portion different from the motor M1 described above is the energization means V2.

In addition, about the part similar to the said motor M1 , only the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

Now, a different conductive member V2 the motor M1, In the motor M2 of the other example, by providing a brush 31, 32, 33 is a contact member at one end of each phase of the winding 5, the other The rings 34, 35, and 36 are configured to be fixed to the side portion 17 c of the cap body 17.

That is, in the motor M2, the brushes 31, 32, and 33 rotate together with the armature S, and slide while contacting the non-rotating rings 34, 35, and 36. Since the winding 5 can be energized even if it rotates, the same effect as the motor M1 can be obtained.

  In addition, in the place mentioned above, although each ring 10, 11, 12, 34, 35, 36 is formed in donut plate shape, it may be made into a cylindrical shape and it is necessary to make all have the same diameter. There may be different diameters.

  In addition to the brush, the contact member can be used as long as it can slide while contacting a ring provided on the winding 5 side or provided on the drive circuit side.

Subsequently, a shock absorber according to an embodiment to which the motor described above is applied will be described. As shown in FIG. 4, the shock absorber D1 includes a motion conversion mechanism T that converts relative motion between the vehicle body side member and the axle side member into a rotational motion, a motor M3 that transmits the rotational motion, and an upper suspension. And a spring receiver 40.

  As shown in FIGS. 4 and 5, the motor M3 basically includes the shaft 1, the permanent magnet 2 that is a magnet attached to the outer periphery of the shaft 1, the armature S, and the motor M1, as described above. A screw portion 41 serving as a male screw is formed on the outer periphery of the cylinder 3 of the armature S, and a collar portion extending from the upper end opening in FIG. 42 is provided, and the bottomed cylindrical cap body 17 is provided with an annular electromagnetic clutch C1 having a friction plate (not shown) facing the flange portion 42 of the cylinder 3 on its outer peripheral side. In addition, in the cylindrical portion 17b of the cap body 17, an electromagnet C2 facing the upper end surface of the shaft 1 is housed and fixed, and in addition, a collar portion 45 extends on the outer periphery of the upper end of the cap body 17. Different from the motor M1.

  The flange portion 45 of the cap body 17 in the motor M3 described above is held by a vibration isolating rubber 49, and further, the prevention rubber 49 is held by a bracket 50 fixed to the vehicle body B of the vehicle. M3 is attached to the vehicle body B.

  Further, although not shown in detail in the electromagnetic clutch C1, the friction plate (not shown) of the electromagnetic clutch C1 abuts against the collar portion 42 of the cylinder 3 when the current is supplied, so that the cylinder 3 is against the cap body 17. Rotation is restricted, and conversely, when the power is not supplied, the friction plate is separated from the flange portion 42 and rotation of the cylinder 3 relative to the cap body 17 is allowed.

  In addition, a friction plate is provided on the surface of the flange portion 42 that faces the friction plate so as not to slip against the friction plate so that the friction coefficient with the friction plate of the electromagnetic clutch C1 is increased. It is good to leave.

  Further, the shaft 1 is provided with a non-circular hole 46 opened from the upper end thereof, and a rod body 47 having a cross section corresponding to the cross section of the hole 46 is slidably inserted into the hole 46. Further, a plate 48 is provided at the upper end of the rod body 47 in FIG.

  When the electromagnet C2 is energized, the plate 48 is attracted to the electromagnet C2 without the rod body 47 coming out of the hole 46, thereby preventing the shaft 1 from rotating relative to the cap body 17, and conversely, the electromagnet C2 When the power is not supplied, the plate 48 is not sucked, so that the shaft 1 can freely rotate with respect to the cap body 17.

  That is, in this case, the restricting means for selectively restricting the rotation of the shaft 1 and the cylinder 3 is constituted by the potential clutch C1 and the electromagnet C2. However, the shaft using other structures and methods is used. The rotation of 1 and the cylinder 3 may be selectively restricted.

  In the case of this embodiment, since the electromagnetic clutch C1 and the electromagnet C2 are fixed in the cap body 17, the generated magnetism may affect the magnetic sensor 21. For example, the cap body 17 is made of nonmagnetic material such as stainless steel. It is desirable to be made of body material.

  Further, the upper suspension spring receiver 40 is formed in an annular shape, and a screw portion 40a is formed on the inner peripheral side thereof so as to be able to be screwed into the screw portion 41 of the cylinder 3. The spring receiver 40 has a plurality of keys 40b protruding from the outer edge thereof.

  The key 40b is slidably inserted into a key groove 66 formed on the inner peripheral side of the cylindrical body 65 coupled from the lower surface of the collar portion 45 of the cap body 17, whereby the upper suspension spring receiver 40 is inserted into the cylindrical 3 Against rotation.

  That is, when the cylinder 3 is rotated, the upper suspension spring receiver 40 is prevented from rotating, so that it can be moved in the vertical direction in FIG.

  The shape of the screw part 41 formed on the outer periphery of the cylinder 3 is such that the cylinder 3 is not rotated when the upper suspension spring receiver 40 receives a large force.

  In turn, the motion conversion mechanism T includes a ball screw nut 51 that is a screw nut and a screw shaft 52 that is rotatably screwed into the ball screw nut 51, and the upper end of the screw shaft 52 is connected to the motor M3. Is connected to the lower end of the shaft 1 via a coupling CP.

  The screw shaft 52 is rotatably supported by an inner cylinder 55 connected to the lower end of the annular member 19 via ball bearings 53 and 54.

  On the other hand, a ball screw nut 51, which is a screw nut screwed to the screw shaft 52, is non-rotatably connected to the upper end in FIG. 4 of the cooperation cylinder 56 having a smaller diameter than the inner cylinder 55. Although not shown in detail, the lower end thereof is coupled to the outer cylinder 58 via a bracket 57 that connects the shock absorber D1 to the axle side member, and the inner cylinder 55 includes bearings 61 and 62 in the outer cylinder 58. It is slidably inserted through.

  That is, the ball screw nut 51 is connected to the axle side (not shown) of the vehicle via the linkage cylinder 56 and the bracket 57, and the ball screw nut 51 exhibits a linear motion in the vertical direction in FIG. Since the rotational movement of the ball screw nut 51 is restricted by the linkage cylinder 56 fixed to the axle side, the screw shaft 52 is forcibly rotated, and conversely, the shaft 1 of the motor M3 is rotated. When the screw shaft 52 is rotated, the rotation of the ball screw nut 51 is restricted, so that the ball screw nut 51 can be moved in the vertical direction.

  Further, a lower suspension spring receiver 68 is provided on the outer periphery of the side portion of the outer cylinder 58, and a suspension spring 69 is interposed between the small lower suspension spring receiver 68 and the upper suspension spring receiver 40. Yes.

  Since the bearings 61 and 62 are provided between the outer cylinder 58 and the inner cylinder 55, the inner cylinder 55 is prevented from being shaken with respect to the outer cylinder 58. As a result, the screw shaft with respect to the ball screw nut 51 is prevented. 52 is prevented from being concentrated on a part of the balls (not shown) of the ball screw nut 51, and the ball or the screw groove of the screw shaft 52 is deteriorated. It is possible to avoid.

  Further, since the deterioration of the ball or the screw groove of the screw shaft 52 can be prevented, the smooth operation of each rotation of the screw shaft 52 with respect to the ball screw nut 51 and the movement of the shock absorber D1 in the expansion / contraction direction can be maintained. Since the smoothness of each of the above operations can be maintained, the function as the shock absorber D1 is not impaired, and consequently the deterioration of the shock absorber D1 can be prevented.

  Further, since the screw shaft 52 and the ball screw nut 51 are accommodated in the inner cylinder 55 and the outer cylinder 58, they are not subject to the interference of a stepping stone from the outside, and this also prevents the shock absorber D1 from deteriorating. it can.

Now, in the shock absorber D1 configured as described above, when receiving a force from the road surface and the vehicle body and the axle move linearly relative to each other, a ball screw nut 51 connected to the axle side and a motor M3 to the vehicle body B side are provided. The screw shaft 52 connected via the shaft exhibits linear relative motion, and this relative motion is converted into the rotational motion of the screw shaft 52 as described above, and the rotational motion of the screw shaft 52 is transmitted to the shaft 1 of the motor M3. Is done.

  Here, when the electromagnetic clutch C1 and the electromagnet C2 are not energized, only the shaft 1 is allowed to rotate, and when the shaft 1 exhibits a rotational motion, the winding 5 in the motor M3 becomes the magnet 2. The motor M3 generates energy by regenerating energy by generating an induced electromotive force in the winding 5, and the shaft 1 of the motor M3 is rotated by the electromagnetic force caused by the induced electromotive force. Torque acts and the rotational torque suppresses the rotational movement of the shaft 1.

  The effect of suppressing the rotational movement of the shaft 1 is to suppress the rotational movement of the screw shaft 52, and the rotational movement of the screw shaft 52 is suppressed, so that the linear motion of the ball screw nut 51 is suppressed. The shock absorber D1 generates a control force that acts as a damping force in this case by the electromagnetic force, and absorbs and relaxes vibration energy.

  At this time, when the current is actively supplied to the winding 5 from the external power source, the expansion and contraction of the shock absorber D1 is freely controlled by adjusting the rotational torque acting on the shaft 1, that is, the control force of the shock absorber D1. Since the damping characteristic of the shock absorber D1 can be made variable or the shock absorber D1 can function as an actuator, the above-described energy regeneration can be performed. In the case where the shock absorber D1 is caused to function as an actuator in accordance with the damping force caused by the above, and appropriate control is performed, the shock absorber D1 can also function as an active suspension.

  If it is not necessary to actively function as an actuator as described above, that is, if only a damping force is generated, it is not necessary to actively energize the motor M3 except during vehicle height adjustment described later. Due to the induced electromotive force generated in the winding 5 when the shaft 1 of the motor M3 is forcibly rotated, that is, the rotational torque caused by the electromagnetic force generated only by energy regeneration, the screw shaft 52 and the ball screw nut 51 Of course, the linear relative motion may be suppressed.

  Subsequently, when the electromagnetic clutch C1 and the electromagnet C2 are energized, the cylinder 3 is free to rotate and the shaft 1 is prevented from rotating contrary to the above, and when the current is supplied to the winding 5, the cylinder 3 is rotationally driven. It will be.

  Then, the upper suspension spring receiver 40 is moved up and down by the rotation of the cylinder 3, thereby making it possible to adjust the vehicle height.

  At the same time, the rotational angle detecting means K1 and K2 grasp the amount of movement of the upper suspension spring receiver 40 from the state of rotational movement (rotation angle, etc.) of the cylinder 3 and the pitch of the screw portion 41 of the cylinder 3, The amount of rotation of the cylinder 3 is controlled so that the vehicle height becomes high.

  The vehicle height control can be performed based on the rotation amount of the cylinder 3 as described above, and the rotation angle detection means K1 and K2 are mounted for driving the motor M3 as a matter of course. Since it is not necessary to mount a sensor for detecting the vehicle height, it is economical.

  In addition to the rotation angle detection means K1 and K2, it may be uneconomical to separately provide a sensor for detecting the vehicle height.

  Furthermore, since the upper suspension spring receiver 40 keeps its position unless the cylinder 3 is driven to rotate, the motor M3 and the electromagnetic clutch C1 for maintaining the position of the upper suspension spring receiver 40 after the vehicle height adjustment is completed. Further, since there is no need to energize the electromagnet C2, etc., it is power saving and economical.

  Further, in the above-described shock absorber D1, it is necessary to generate torque in order to always maintain the vehicle height in the motor M3 used to generate the damping force for adjusting the vehicle height, In a shock absorber equipped with a motor, it is necessary to always energize the motor and apply torque to the screw shaft. However, in the shock absorber D1 of the present embodiment, this is not necessary, and for adjusting the vehicle height. There is no inconvenience of always supplying current, that is, economic deterioration due to constant current supply, torque change due to thermal demagnetization of the magnet due to heat generated by the motor M3, and deterioration of torque characteristics are eliminated, and thus the buffer There is an advantage that the performance degradation of D1 is prevented.

  Furthermore, in a shock absorber equipped with a conventional motor, it is necessary to separately install a motor for adjusting the vehicle height, an actuator, an air hydraulic pressure source, etc., in order to solve the above-described problems when adjusting the vehicle height. However, in the shock absorber D1 of the present embodiment, the above problem can be solved by mounting only one motor M3. Therefore, the shock absorber D1 can be made small, light and inexpensive. In addition, the basic length can be assured as that of the conventional shock absorber.

  In the case of the shock absorber D1, the rotation of the shaft 1 and the cylinder 3 can be selectively allowed and prevented by energizing and de-energizing the electromagnetic clutch C1 and the electromagnet C2 while the vehicle is running. With this current control, there is an advantage that fine vehicle body posture control can be performed.

Furthermore, the shock absorber D2 of another embodiment shown in FIG. 6 will be described. The shock absorber D2 basically has the same configuration as the shock absorber D1 described above, but the motor M4 in the shock absorber D2 is coupled to the lower surface of the flange 45 in the cap body 17 of the motor M3. It differs from the motor M3 in the above-described shock absorber D1 in that a plurality of keys 71 are provided on the outer periphery of the flange 45 instead of the cylinder 65 being discarded.

  Further, as shown in FIGS. 6 and 7, a cylinder 72 attached to the vehicle body B via a vibration isolating rubber 76 is disposed on the outer peripheral side of the motor M4. A small-diameter portion 73 that is screwed into the screw portion 41 and a large-diameter portion 74 that extends from the upper end of the small-diameter portion 73, and a plurality of key grooves 75 are provided on the inner peripheral side of the large-diameter portion 74. A plurality of keys 71 provided on the flange 45 of the cap body 17 are inserted into the key groove 75.

  Therefore, the motor M4 is supported by the vehicle body B via the cylinder 72, and the cap body 17 is prevented from rotating by the engagement of the key 71 and the key groove 75. The motor M4 is driven to rotate the cylinder 3. If it does, it can move to the up-down direction in FIG.

  Further, in the shock absorber D2, the upper suspension spring receiver 80 is attached in the vicinity of the upper end of the inner cylinder 55. Between the upper suspension spring receiver 80 and the lower suspension spring receiver 68, the shock absorber is provided. As with D1, a suspension spring 69 is interposed.

  Since the shock absorber D2 has the same configuration as that of the shock absorber D1 except for the above, detailed description thereof will be omitted.

  In the case of this shock absorber D2, unlike the shock absorber D1 that adjusts the vehicle height by moving the upper suspension spring receiver 40 up and down by the rotation of the cylinder 3, the motor M4 is moved up and down by the rotation of the cylinder 3, that is, the shock absorber D2 itself. The vehicle height is adjusted by moving the vehicle up and down with respect to the vehicle body B, but the only difference is that the generation of damping force is the same as that of the shock absorber D1.

  In other words, when the electromagnetic clutch C1 and the electromagnet C2 are energized, the cylinder 3 is free to rotate. When the motor M4 is energized in this state, the cylinder 3 is rotationally driven to adjust the vehicle height. When the electromagnet C <b> 2 is not energized, the shaft 1 can freely rotate, and the movement of the screw shaft 52 and the ball screw nut 51 can be suppressed to exhibit a damping force.

  Even in this shock absorber D2, when adjusting the vehicle height, the shock absorber D2 is detected from the rotational movement status (rotation angle, etc.) of the tube 3 and the pitch of the screw portion 41 of the tube 3 by the rotation angle detecting means K1, K2. The amount of movement of the cylinder 3 with respect to the vehicle body B is grasped, and the amount of rotation of the cylinder 3 is controlled so as to achieve the targeted vehicle height.

  Further, since the shock absorber D2 keeps its position unless the cylinder 3 is driven to rotate, after the vehicle height adjustment is completed, the motor M4, the electromagnetic clutch C1, and the electromagnet C2 for maintaining the position of the shock absorber D2 are used. Therefore, it is economical to save power.

  Further, even in the above-described shock absorber D2, it is necessary to generate torque in order to always maintain the vehicle height in the motor M4 used to generate the damping force for adjusting the vehicle height, In a shock absorber equipped with a motor, it is necessary to always energize the motor and give torque to the screw shaft. However, in the shock absorber D4 of the present embodiment, this is not necessary, and for adjusting the vehicle height. There is no inconvenience of always supplying current, that is, economic deterioration due to constant current supply, torque change due to thermal demagnetization of the magnet due to heat generated by the motor M3, and deterioration of torque characteristics are eliminated, and thus the buffer There is an advantage that performance degradation of D2 is prevented.

  Furthermore, in a shock absorber equipped with a conventional motor, it is necessary to separately install a motor for adjusting the vehicle height, an actuator, an air hydraulic pressure source, etc., in order to solve the above-described problems when adjusting the vehicle height. However, even in the shock absorber D2 of the present embodiment, the above problem can be solved by mounting only one motor M4, so that the shock absorber D2 can be made small, light and inexpensive. In addition, the basic length can be assured as that of the conventional shock absorber.

  Also in the case of the shock absorber D2, the rotation of the shaft 1 and the cylinder 3 can be selectively allowed and prevented by energizing and de-energizing the electromagnetic clutch C1 and the electromagnet C2 while the vehicle is running. With this current control, there is an advantage that fine vehicle body posture control can be performed.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a reference figure for demonstrating the motor applied to the buffer of this invention . It is a perspective sectional view of the energization means in the motor applied to the buffer of the present invention . It is a reference figure for demonstrating the other example of the motor applied to the buffer of this invention . It is a longitudinal cross-sectional view of the shock absorber of one embodiment . It is an expansion longitudinal cross-sectional view of the motor of a buffer. It is a longitudinal cross-sectional view of the buffer of other embodiment . It is an expansion longitudinal cross-sectional view of the motor of the buffer of other embodiment .

1 axis 2 permanent magnet 3 cylinder 4 core 5 windings 6, 7, 16, 18, 53, 54 ball bearing 9 coil bobbins 10, 11, 12, 34, 35, 36 rings 13, 14, 15, 31, 32 , 33 Brush 17 as contact member Cap body 17a Bottom portion 17b Tube portion 17c Side portion 19 Ring member 20, 22 Magnets for sensing 21, 23 Magnetic sensor 30 Tube 40, 80 Upper suspension spring receiver 40a Screw portion 40b, 71 Key 41 Screw portion 42, 45 collar portion 46 hole 47 rod body 48 plates 49, 76 anti-vibration rubber 50, 57 bracket 51 screw screw nut ball screw nut 52 screw shaft 55 inner cylinder 56 linkage cylinder 58 outer cylinder 61, 62 bearing 65, 72 cylinder 66, 75 Keyway 68 Lower suspension spring receiver 69 Suspension spring 72 Cylindrical body 73 Small diameter portion 74 Large diameter portion B Vehicle body C1 Electromagnetic clutch C2 Electromagnetic Stone CP Coupling D1, D2 Buffer M1, M2, M3, M4 Motor K1, K2 Rotation angle detection means S Armature T Motion conversion mechanism V1, V2 Energizing means

Claims (7)

In a shock absorber having a motion conversion mechanism that converts relative motion between a vehicle body side member and an axle side member into rotational motion, and a motor that transmits the rotational motion, the motion conversion mechanism is screwed to the screw shaft. A shaft that is provided with a magnet and connected to the screw shaft, a cylinder that is rotatably provided on the outer peripheral side of the shaft, an armature that is provided on the inner peripheral side of the cylinder, A shock absorber comprising: an energizing means for energizing a winding of a rotating armature; and an upper suspension spring receiver that moves relative to the cylinder in the axial direction by the rotation of the cylinder. The suspension spring receiver has an annular shape and is provided with a screw portion on the inner periphery and is prevented from rotating with respect to the cylinder, and a screw portion is formed on the outer periphery of the cylinder to be engaged with the screw portion of the upper suspension spring receiver. The shock absorber according to claim 1 . In a shock absorber having a motion conversion mechanism that converts relative motion between a vehicle body side member and an axle side member into rotational motion, and a motor that transmits the rotational motion, the motion conversion mechanism is screwed to the screw shaft. A shaft that is provided with a magnet and connected to the screw shaft, a cylinder that is rotatably provided on the outer peripheral side of the shaft, an armature that is provided on the inner peripheral side of the cylinder, A shock absorber comprising: a current-carrying means for energizing a winding of a rotating armature, wherein the shock absorber main body is moved relative to a vehicle body or an axle by rotation of the cylinder. The screw member having an inner periphery screw portion to the vehicle body or axle side is provided, according to claim 3, characterized in that the screw portion to be screwed to the threaded portion of the tube with the outer periphery of the cylindrical body is formed Shock absorber. The shock absorber according to any one of claims 1 to 4 , further comprising restricting means for selectively restricting rotation of the shaft and the cylinder. The shock absorber according to any one of claims 1 to 5 , wherein the energization means includes a ring provided at an end of the winding and a contact member that is in sliding contact with the ring. The shock absorber according to any one of claims 1 to 5 , wherein the energizing means includes a contact member provided on the winding, and a ring slidably contacting the contact member.

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