JPH028526A - Base valve device for hydraulic shock absorber - Google Patents
Base valve device for hydraulic shock absorberInfo
- Publication number
- JPH028526A JPH028526A JP15619188A JP15619188A JPH028526A JP H028526 A JPH028526 A JP H028526A JP 15619188 A JP15619188 A JP 15619188A JP 15619188 A JP15619188 A JP 15619188A JP H028526 A JPH028526 A JP H028526A
- Authority
- JP
- Japan
- Prior art keywords
- damping force
- valve seat
- valve
- orifice
- float piston
- 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
Links
- 239000006096 absorbing agent Substances 0.000 title claims description 16
- 230000035939 shock Effects 0.000 title claims description 16
- 238000013016 damping Methods 0.000 claims abstract description 46
- 230000001133 acceleration Effects 0.000 claims abstract description 5
- 230000006835 compression Effects 0.000 claims description 9
- 238000007906 compression Methods 0.000 claims description 9
- 239000003921 oil Substances 0.000 description 22
- 238000005452 bending Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 241001634822 Biston Species 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000007853 buffer solution Substances 0.000 description 1
- FFGPTBGBLSHEPO-UHFFFAOYSA-N carbamazepine Chemical compound C1=CC2=CC=CC=C2N(C(=O)N)C2=CC=CC=C21 FFGPTBGBLSHEPO-UHFFFAOYSA-N 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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
- F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
- F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、油圧緩衝器のベースバルブ装置に関し、特に
、ピストン速度の低速域では高い減衰力を発揮するか、
路面からの突上げかあった時や中高速域ては減衰力を低
下させる圧倒減衰バルブの改良に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a base valve device for a hydraulic shock absorber, and particularly to a base valve device that exhibits a high damping force in a low piston speed range.
This relates to improvements to the overwhelming damping valve that reduces the damping force when there is a bump from the road surface or in the medium to high speed range.
〔従来の技術）
この種、従来の油圧緩衝器のベースバルブ装置としては
第４図に示すものか知られている。[Prior Art] As a conventional base valve device of this kind for a hydraulic shock absorber, the one shown in FIG. 4 is known.
即ち、外筒２１の下端を閉塞した蓋体２２と内筒２３の
下端間に介在した弁座体２４に、外筒２１の油室Ｂに連
結した通路２５を、また内筒２３の油室Ａに連結した通
路２６を設は弁座体２４に嵌め込んたセーｙト軸２７に
細孔により形成されたオリフィスａか設けられており、
油室Ａ側に突設した弁座体２４の環状弁座２９の表面に
形成した溝か不唖弁３０に当接したときオリフィスｂを
形成し、不環弁３０の裏面には不環弁３０の孔３１を閉
塞するリーフハルツ３２か設けられている。That is, a passage 25 connected to the oil chamber B of the outer tube 21 is connected to the valve seat body 24 interposed between the lid body 22 that closes the lower end of the outer tube 21 and the lower end of the inner tube 23, and the passage 25 is connected to the oil chamber B of the inner tube 23. The passage 26 connected to the valve seat A is provided with an orifice A formed by a fine hole in a separator shaft 27 fitted into the valve seat body 24.
When the groove formed on the surface of the annular valve seat 29 of the valve seat body 24 protruding toward the oil chamber A side comes into contact with the non-dull valve 30, an orifice b is formed. A leaf heart 32 is provided to close the holes 31 of 30.
このように構成した従来のベースハルツによれば、ピス
トンの下降により圧力か増大した油室Ａの作動油か、セ
ット軸２７のオリフィスａ及び環状弁座２９のオリフィ
スｂ、並びに油室Ａの圧力かある値に」−昇したとき開
くリーフバルブ３２によって圧縮時の減衰力が発生され
るとしている。According to the conventional base HARTZ configured in this way, the pressure of the hydraulic oil in the oil chamber A whose pressure has increased due to the lowering of the piston, or the pressure in the orifice a of the set shaft 27, the orifice b of the annular valve seat 29, and the pressure in the oil chamber A is reduced. It is assumed that the damping force during compression is generated by the leaf valve 32, which opens when the pressure rises to a certain value.
ところで、近年では、路面状況が良くなり、従って、走
行時の路面の凹凸による小さな突しげに対し、乗心地を
良くするため、減衰力を低く設定する傾向にあるが、減
衰力を低く設定する場合には、高速走行時のふらつき、
コーナリンク時のロールの増大等、操安性が悪くなると
いう不都合が招来される。By the way, in recent years, road surface conditions have improved, and there is a tendency to set the damping force low in order to improve ride comfort against small bumps caused by uneven road surfaces when driving. In this case, swaying when driving at high speed,
Inconveniences such as an increase in roll during corner linking and poor steering stability are caused.
この不都合を解決するため、今日、減衰力調整式ショッ
クアブソーバ−のシステムを採用するが、このシステム
は、複雑なシ１ツクアブソーバー構造、高低制御させる
ためのコントローラ及びスイッチ等が必要となり、複雑
になるたけでなく、ち該機謬を搭載するためのスペース
も必要になり、更には全体的なコスト４二昇も招来され
る。To solve this inconvenience, today a shock absorber system with adjustable damping force is adopted, but this system requires a complicated shock absorber structure, a controller and a switch to control the height, and is complicated. Not only that, but space is also required to mount the aircraft, which also increases the overall cost by 42%.
そこで１本願出願人は、先に特公昭６０−：１７］：１
５号に示す所謂フローバルブ構造のベースバルブ装置の
発明を提案して、上記減衰力３Ｉ整式シコックアブソー
ハーのシステムを採用しなくて済む提案をしたか、当該
提案では、特に、ピストン速度か高速になる圧側行程時
に、所謂圧側ロック現象を招来させるとして、悪路走行
をも１老にし得るとしている。Therefore, the applicant of the present application first proposed the following:
The invention of the base valve device with the so-called flow valve structure shown in No. 5 was proposed, and the proposal was made to eliminate the need to adopt the damping force 3I type shock absorber system. It is said that the so-called pressure-side lock phenomenon can occur during the compression-side stroke when the engine is moving at high speeds, and that it can make driving on rough roads even more difficult.
従って、上記圧側ロック時に路面突起乗りトげ等がある
と、１１体側に突りげを受けることになり、従って、操
安性か悪くなる“ｈ懲に対処できない不都合かある。Therefore, if there is a bulge on the road surface when the pressure side is locked, the 11-body side will be affected by the bulge, and therefore, there is an inconvenience in that it is not possible to deal with the problem of poor handling stability.
そこで、未発１１はピストン速度か高速になる圧側行程
時に、圧側ロック現象か発揮されるとしても、その際の
路面突起乗り上げ等による下方からの突上げて車輌にお
ける操安性が悪化されないようにした油圧緩衝器のベー
スバルブ装置を提供することを目的とする。Therefore, even if a compression side lock phenomenon occurs during the compression side stroke when the piston speed becomes high, the unreleased 11 is designed to prevent the vehicle from being pushed up from below due to riding on road bumps, etc., and worsening the vehicle's maneuverability. The present invention aims to provide a base valve device for a hydraulic shock absorber.
（課題を解決するための手段）
上記の目的を達成するため、本発明の構成は、圧縮行程
時に圧縮側減衰力を発生させる油圧緩衝器のベースバル
ブ装置において、弁座体の環状中空部内に、減衰力を発
生させるバルブを有したフロートピストンを上ド移動自
在に介装させると共に、当該フロートピストンは環状中
空部内で上方に向けて付勢されてなり、更に弁座体の内
周にフロートピストンで開閉されるオリフィスを形成し
、減衰力発生時の内圧が予め設定した値を越えたとき又
は地面からの突き−Ｌげ加速度か予め設定した値を越え
たとき、上記フロートピストンを変位させ且つ前記弁座
体に形成したオリフィスを連通させて、低減衰力を発生
させるようにしたことを特徴とするものである。(Means for Solving the Problems) In order to achieve the above object, the configuration of the present invention is such that in a base valve device of a hydraulic shock absorber that generates a compression-side damping force during a compression stroke, an annular hollow portion of a valve seat body is provided. , a float piston having a valve that generates a damping force is disposed so as to be movable upward, and the float piston is urged upward within the annular hollow part, and a float is mounted on the inner periphery of the valve seat body. An orifice is formed that is opened and closed by a piston, and the float piston is displaced when the internal pressure when the damping force is generated exceeds a preset value, or when the acceleration from the ground exceeds a preset value. Further, the valve seat body is characterized in that the orifice formed in the valve seat body is communicated with each other to generate a low damping force.
（作 用）
ベースバルブを構成する弁座体の環状中空部内に−上方
に向けて付勢されてなるフロートピストンは、減衰力発
生時の内圧が予め設定した値を越えたとき又はオイルダ
ンパに作用する地面からの突きＬげ加速度か予め設定し
た値を越えたとき変位し、ｊｒ座体に形成されたオリフ
ィスを連通させて低減衰力を発生させる。(Function) The float piston, which is biased upward in the annular hollow part of the valve seat body constituting the base valve, is activated when the internal pressure at the time of damping force generation exceeds a preset value or when the oil damper It is displaced when the applied thrust L acceleration from the ground exceeds a preset value, and the orifice formed in the JR seat body is communicated to generate a low damping force.
（実施例） 本発明の好適な実施例を添付図面に基づいて説明する。(Example) Preferred embodiments of the present invention will be described based on the accompanying drawings.
第１図に示すように本発明に係る油圧緩衝器のベースバ
ルブ装置は、弁座体４，５と弁座体４の環状中空部８に
設けたフロートピストンｌＯと当該フロートピストン１
０の上に設けたバルブとから構成されている。As shown in FIG. 1, the base valve device for a hydraulic shock absorber according to the present invention includes valve seat bodies 4, 5, a float piston lO provided in an annular hollow portion 8 of the valve seat body 4, and a float piston 1
It consists of a valve installed on top of the 0.
更に詳しく述べると、外筒ｌの下端を閉塞した蓋体２と
内０３の下端間に弁座体４と下部弁座体５とを介在し、
弁座体４の内周には環状中空部８と油室Ａ側に連通する
ように形成された複数のスリット溝からなるオリフィス
４ａが設けられ、下部弁座体５の下端には外筒ｌの油室
Ｂに連通するスリット状に形成されたｒＸ１４６が設け
られている。More specifically, a valve seat body 4 and a lower valve seat body 5 are interposed between the lid body 2 which closes the lower end of the outer cylinder l and the lower end of the inner tube 03,
An orifice 4a consisting of a plurality of slit grooves formed to communicate with the annular hollow part 8 and the oil chamber A side is provided on the inner circumference of the valve seat body 4, and an outer cylinder l is provided at the lower end of the lower valve seat body 5. A slit-shaped rX146 communicating with the oil chamber B is provided.
内筒３の下端に定着した弁座体４は、油室Ａ側に開口す
るとともにセット軸７を取巻く環状中空部８を形成し、
Ｍｕ環状中空部８に背面か板ばね１３により弾圧された
フロートピストンｌＯが上下移動自在に嵌挿されている
。このフロートピストンｌＯは、上下を連結した通路１
０ａを備えていると共に、油室Ａ側には環状弁座１１か
突設している。環状弁座１１はリーフバルブ１２に圧接
したとき、その裏面に配設されたリーフバルブ１２°に
その一部が閉塞される孔１２ａによりオリフィスａか形
成される。The valve seat body 4 fixed to the lower end of the inner cylinder 3 forms an annular hollow part 8 that opens toward the oil chamber A and surrounds the set shaft 7.
A float piston 1O whose back surface is pressed by a leaf spring 13 is fitted into the Mu annular hollow part 8 so as to be movable up and down. This float piston IO has a passage 1 connecting the upper and lower parts.
0a, and an annular valve seat 11 is provided protruding from the oil chamber A side. When the annular valve seat 11 is brought into pressure contact with the leaf valve 12, an orifice a is formed by a hole 12a that is partially closed by the leaf valve 12° disposed on the back surface of the annular valve seat 11.
フロートピストンｌＯは下部の板ばね１３で上方に常時
付勢され、通常フロートピストンｌＯの外周はオリフィ
ス４ａを閉じており、板ばね１３に抗してフロートピス
トンｌＯが下降するとオリフィス４ａが開口する。The float piston IO is always urged upward by a lower leaf spring 13, and normally the outer periphery of the float piston IO closes the orifice 4a, and when the float piston IO descends against the leaf spring 13, the orifice 4a opens.
ダンパーの圧縮行程において、低振動での圧縮行程にお
いては、油室Ａの油はリーフバルブ１２のオリフィスａ
よりリーフバルブ１２’に圧力作用し、当該リーフバル
ブ１２°か下方に撓み、その撓みによって生ずる流路な
流れ、フロートピストンｌＯの油通路１０ａを流れ、更
に、ド部弁座体５の通路孔５ａ及び第２図に示すような
形状からなる板ばね１３の隙間１３ａ、通路孔５ｃを経
て、スリット溝６か油通路となってバイパス通路６ａを
形成し、当該バイパス通路６ａから油室Ｂに流入する。In the compression stroke of the damper, during the compression stroke with low vibration, the oil in the oil chamber A flows through the orifice a of the leaf valve 12.
Pressure acts on the leaf valve 12', and the leaf valve is bent downward by 12 degrees, and the flow generated by the bending flows through the oil passage 10a of the float piston 10, and further flows through the passage hole of the valve seat body 5 at the bottom. The slit groove 6 becomes an oil passage to form a bypass passage 6a through the gap 13a of the leaf spring 13 and the passage hole 5c, which are shaped as shown in FIG. Inflow.
圧側減衰力はリーフバルブ１２’が下方に撓みを生じる
時のへネカと、撓みによって形成する流路抵抗によって
発生する。この時の減衰力特性は第３図のグラフｍ°て
示される。The compression side damping force is generated by the bending force when the leaf valve 12' deflects downward and the flow path resistance formed by the deflection. The damping force characteristics at this time are shown by the graph m° in FIG.
また、高振動での圧縮行程においては、油室Ａの油圧力
が高まるとフロートピストン１０か油圧力によって板ば
ね１３を撓ませて下方に押し下げられ、弁座体４に設け
られた複数のスリウドから形成されてなるオリフィス４
ａが油通路となりバイパス通路を形成する。そして、当
該バイパス通路による油流れが発生して減衰力のＬ昇を
制限して、凹凸の少ない良路での操安性が確保されるこ
とになる。この時板ばね１３の撓みとオリフィス４ａと
によって第３図のグラフｍ”で示す特性の減資力が発生
する。In addition, during the compression stroke with high vibration, when the oil pressure in the oil chamber A increases, the float piston 10 bends the plate spring 13 and is pushed downward by the oil pressure, and the plurality of slides provided on the valve seat body 4 are pressed down. Orifice 4 formed from
A becomes an oil passage and forms a bypass passage. Then, an oil flow is generated through the bypass passage to limit the increase in the damping force L, thereby ensuring maneuverability on a smooth road with few irregularities. At this time, due to the deflection of the leaf spring 13 and the orifice 4a, a reduction force having a characteristic shown by the graph m'' in FIG. 3 occurs.
他方、セット軸７．板ばね１３、フロートピストンＩＯ
、リーフバルブ１２．１２′、押えばね９は一つの質量
体としてなり、下方から蓋体２に突−ヒげの外力が作用
すると、その突上げ加速度により板はね１３のばね力に
抗して押し下げられ、油室Ａの油圧力に関係なくフロー
トピストン１０の下降に伴なってオリフィス４ａが開口
し、オリフィス４ａのバイパス通路を形成し、そのバイ
パス通路から油室Ａの油が流れ、それによって減衰力が
低く押えられ、突上げ感が小さくなり、乗心地が良くな
る。この時の減衰力特性は第３図のグラフｎで示される
。On the other hand, the set shaft 7. Leaf spring 13, float piston IO
, the leaf valve 12, 12', and the pressing spring 9 act as a single mass body, and when an external force from the protrusion is applied to the lid body 2 from below, the upward acceleration resists the spring force of the plate spring 13. As the float piston 10 descends, the orifice 4a opens regardless of the hydraulic pressure in the oil chamber A, forming a bypass passage for the orifice 4a, and the oil in the oil chamber A flows from the bypass passage. As a result, the damping force is kept low, the uplifting feeling is reduced, and the riding comfort is improved. The damping force characteristic at this time is shown by graph n in FIG.
尚、第３図は、減衰力の速度特性を示すものてあり、グ
ラフ立は従来の減衰力ｊ１１式ショックアラソーバー採
用する場合の特性を示し。Incidentally, Fig. 3 shows the speed characteristics of the damping force, and the vertical graph shows the characteristics when a conventional damping force J11 type shock absorber is used.
グラフｍ、ｎは本発明の減衰力特性を示し、従来のショ
ックアブソーバ−と比べて、通常の作動では低速域と同
等とすれば、高速域の減衰力を小さくすることかてきる
し、また、突上げ振動に対し、低速域の減衰力を自動的
に低くすることかできることになる。Graphs m and n show the damping force characteristics of the present invention, and compared to conventional shock absorbers, if the damping force in the high speed range is equivalent to that in the low speed range in normal operation, it is possible to reduce the damping force in the high speed range, and This means that the damping force in the low speed range can be automatically lowered in response to uprush vibrations.
（発明の効果） 本発明によれば次のような効果かある。(Effect of the invention) According to the present invention, there are the following effects.
■通常設定する減衰力特性より、低速減衰力を高くする
ことにより、高速走行時の操安性向」二が計られること
になる。■By increasing the low-speed damping force compared to the normally set damping force characteristics, the steering stability during high-speed driving can be measured.
■中高速域の減衰力か制限されることにより、大入力発
生時の突上感が小さくなり乗心地が良くなる。即ち、従
来より高速減衰力か低くなり、反力か小さいため、突上
感かなくなることになる。■By limiting the damping force in the medium and high speed range, the feeling of bumping up when a large input occurs is reduced, improving ride comfort. That is, the high-speed damping force is lower than in the past, and the reaction force is also small, so there is no upward feeling.
■路面からの突Ｅげに対しては、その突上げ慣性を利用
し、自動的に低速減衰力を低くすることにより、突上感
を減少させ、乗心地改りか計られる。■In response to bumps from the road surface, the bumping inertia is used to automatically lower the low-speed damping force, thereby reducing the bumping feeling and improving ride comfort.
■減衰力調整式ショックアブソーバ−のシステムによら
ないで、減衰力ＪＲ１！！を行なうことがてき、コスト
の低廉化が計れることになる。■Damping force JR1 without depending on the damping force adjustable shock absorber system! ! This means that costs can be reduced.
■中高速域の減衰力が制限されることにより、高ａＳに
対し、サスペンション系として振動伝達率か下がり、乗
心地が良くなる。■By limiting the damping force in the medium and high speed range, the vibration transmission rate of the suspension system is reduced for high aS, improving ride comfort.
第１図は本発明の一実施例に係る油圧縛ＷＲ器のベース
バルブ装置を示す断面図、第２図は第１図に示すのベー
スバルブ装置の板ばねの形状を示す斜視図、第３図は減
衰力の速度特性を示す減衰力特性図、第４図は従来の油
圧緩衝審のベースバルブ装置を示す断面図である。
（符号の説明）
３・・・内筒
４ａ・・・オリフィス
ト・・外筒
４・・・弁座体
８・・・環状中空部
０・・・フロートピストン
２．１２’・・・リーフバルブ
２ａ・・・孔
第１
第２
図
図
第３
図
手
続
有０
正
限り
（自発）
昭和６３年１１月子日
ビストノ速度□
第４
図
昭和６３年特 許 願第１５６１９１号２、ｉ明の名称
油圧緩衝審のベースバルブ？を置
３、補正をする者
π件との関係 特許出願人
住所
名称 （０９２）カヤ八工業株式会社
４、代理人
住所 東京都中央区京橋二丁目５＃ｉ２号５、補正の対
象
別紙の通り
別 紙
（＋）明細書第２頁第１６行、 １７行、 １１１行に
［不環弁３０Ｊとあるを「逆止弁３０」と夫々訂正する
。
（２）明細！ｆ：ｆ！１４頁第８行から同第８行に「ロ
ツタ現象」とあるを「減衰力上昇」と訂正し、同第１１
行から同：５２０行に［従って、・・・・とする、」と
あるを次のように訂正する。
［しかし、路面突起乗り上げ等があると、減衰資力上昇
によって車体側に突トげを受けることになり１乗心地及
び操安性か悪くなるす態に対処できない不都合がある。
そこて、本発明はピストン速度の低速域では高い減衰力
を発生させて操安性を確保するとともに、路面突起乗り
上げ等、下方からの突上げに対して車輌における操安性
及び乗心地を悪化させないようにした油圧緩衝器の圧側
減衰力発生バルブ装置を提供することを目的とする。」
（３）図面については、別紙の通り第４図を訂正する（
第３図は変更なし）。
第３
ピストン速度−Ｎ−
第４FIG. 1 is a sectional view showing a base valve device of a hydraulically tied WR device according to an embodiment of the present invention, FIG. 2 is a perspective view showing the shape of a leaf spring of the base valve device shown in FIG. 1, and FIG. The figure is a damping force characteristic diagram showing the speed characteristics of the damping force, and FIG. 4 is a sectional view showing a conventional base valve device of a hydraulic shock absorber. (Explanation of symbols) 3... Inner cylinder 4a... Orifice... Outer cylinder 4... Valve seat body 8... Annular hollow part 0... Float piston 2.12'... Leaf valve 2a... Hole 1 2 Figure 3 Figure Procedure 0 Positive limit (spontaneous) November 1985 Biston speed □ Figure 4 1988 Patent Application No. 156191 2, Name of i Ming Hydraulic buffer base valve? 3. Relationship with the person making the amendment Patent applicant address name (092) Kayahachi Kogyo Co., Ltd. 4, agent address No. 5 #i2, 2-5 Kyobashi, Chuo-ku, Tokyo, subject of amendment As per the attached sheet Attachment (+) On page 2, lines 16, 17, and 111 of the attached specification, [The words ``non-ring valve 30J'' are corrected to ``check valve 30.'' (2) Details! f:f! From line 8 of page 14 to line 8 of the same page, the words "Rotsuta phenomenon" have been corrected to "increase of damping force", and in line 11 of the same page.
From line to line: In line 520, the statement "[Thus,...]" should be corrected as follows. [However, if the vehicle runs over a bump on the road surface, the damping force increases and the vehicle body receives a bump, resulting in a problem in which the ride comfort and steering stability deteriorate. Therefore, the present invention generates a high damping force in the low piston speed range to ensure steering stability, and at the same time, the steering stability and riding comfort of the vehicle are deteriorated when the vehicle runs over a road bump or is bumped up from below. An object of the present invention is to provide a pressure-side damping force generating valve device for a hydraulic shock absorber that prevents the damping force from being generated. ”
(3) Regarding the drawings, Figure 4 is corrected as shown in the attached sheet (
Figure 3 remains unchanged). 3rd Piston speed-N- 4th
Claims (1)
ースバルブ装置において、弁座体の環状中空部内に、減
衰力を発生させるバルブを有したフロートピストンを上
下移動自在に介装させると共に、当該フロートピストン
は環状中空部内で上方に向けて付勢されてなり、更に弁
座体の内周にフロートピストンで開閉されるオリフィス
を形成し、減衰力発生時の内圧が予め設定した値を越え
たとき又は地面からの突き上げ加速度が予め設定した値
を越えたとき、上記フロートピストンを変位させ且つ前
記弁座体に形成したオリフィスを連通させて、低減衰力
を発生させるようにした油圧緩衝器のベースバルブ装置
。In a base valve device for a hydraulic shock absorber that generates a compression-side damping force during a compression stroke, a float piston having a valve that generates a damping force is vertically movably interposed in an annular hollow part of a valve seat body, and The float piston is forced upward within the annular hollow part, and an orifice is formed on the inner periphery of the valve seat body to be opened and closed by the float piston, so that the internal pressure when the damping force is generated exceeds a preset value. The hydraulic shock absorber is configured to displace the float piston and communicate the orifice formed in the valve seat body to generate a low damping force when the thrust acceleration from the ground exceeds a preset value. Base valve device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15619188A JPH028526A (en) | 1988-06-24 | 1988-06-24 | Base valve device for hydraulic shock absorber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15619188A JPH028526A (en) | 1988-06-24 | 1988-06-24 | Base valve device for hydraulic shock absorber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH028526A true JPH028526A (en) | 1990-01-12 |
Family
ID=15622360
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15619188A Pending JPH028526A (en) | 1988-06-24 | 1988-06-24 | Base valve device for hydraulic shock absorber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH028526A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103161869A (en) * | 2012-09-07 | 2013-06-19 | 伊卡路斯(苏州)车辆***有限公司 | Infinite damping shock absorption system |
-
1988
- 1988-06-24 JP JP15619188A patent/JPH028526A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103161869A (en) * | 2012-09-07 | 2013-06-19 | 伊卡路斯(苏州)车辆***有限公司 | Infinite damping shock absorption system |
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