JPH051445Y2 - - Google Patents
Info
- Publication number
- JPH051445Y2 JPH051445Y2 JP1985103538U JP10353885U JPH051445Y2 JP H051445 Y2 JPH051445 Y2 JP H051445Y2 JP 1985103538 U JP1985103538 U JP 1985103538U JP 10353885 U JP10353885 U JP 10353885U JP H051445 Y2 JPH051445 Y2 JP H051445Y2
- Authority
- JP
- Japan
- Prior art keywords
- switching valve
- chambers
- chamber
- contraction
- extension
- 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.)
- Expired - Lifetime
Links
- 239000000725 suspension Substances 0.000 claims description 64
- 230000008602 contraction Effects 0.000 claims description 25
- 230000004913 activation Effects 0.000 claims description 4
- 238000005096 rolling process Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 2
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
Description
【考案の詳細な説明】
産業上の利用分野
本考案は、ホイール式車両のサスペンシヨン装
置に関するものである。[Detailed Description of the Invention] Industrial Application Field The present invention relates to a suspension device for a wheeled vehicle.
従来の技術
実公昭57−36492号公報に示すように、サスペ
ンシヨン機能をロツクするサスロツク機能と車体
を下降させるジヤツキアツプ機能と制動時に車体
前部が沈むことを防止するアンチノーズダイブ機
能とを有するサスペンシヨン装置が知られてい
る。Prior Art As shown in Japanese Utility Model Publication No. 57-36492, a suspension has a suspension lock function that locks the suspension function, a jack up function that lowers the vehicle body, and an anti-nose dive function that prevents the front of the vehicle body from sinking during braking. tion devices are known.
考案が解決しようとする問題点
かかるサスペンシヨン装置であると、各サスペ
ンシヨンシリンダ毎にパイロツトチエツク弁とそ
のパイロツト圧ラインを必要とすると共に、サス
ロツク切換弁、アンチノーズダイブ防止弁を必要
とするから構成複雑となつてしまう。Problems to be Solved by the Invention This suspension system requires a pilot check valve and its pilot pressure line for each suspension cylinder, as well as a suspension lock switching valve and an anti-nose dive prevention valve. The configuration becomes complicated.
また、車両旋回時の車体ローリング防止機能を
持たないから、車両旋回時に車体がローリングし
て車体側方安定性が要くなる。 Furthermore, since the vehicle does not have a function to prevent rolling of the vehicle body when the vehicle turns, the vehicle body rolls when the vehicle turns, and lateral stability of the vehicle body is required.
すなわち、通常走行時には各サスペンシヨンシ
リンダが独立して伸縮するから、車両旋回時には
慣性モーメントによつて車体が旋回外側に向う力
を受けて車体がローリングしてしまう。 That is, since each suspension cylinder independently expands and contracts during normal driving, when the vehicle turns, the vehicle body receives a force directed toward the outside of the turn due to the moment of inertia, causing the vehicle body to roll.
問題点を解決するの手段及び作用
左右前サスペンシヨンシリンダ１０，１１の伸
長室１０ａ，１１ａと縮小室１０ｂ，１１ｂとを
第１切換弁１６で接続制御し、左右後サスペンシ
ヨンシリンダ１２，１３の伸長室１２ａ，１３ａ
と縮小室１２ｂ，１３ｂとを第２切換弁２３で接
続制御すると共に、前記第１切換弁１６を左右前
サスペンシヨンシリンダ１０，１１の伸長室相互
を連通して第１の路２４に接続し、かつ縮小室相
互を連通して第２の路２５に接続する第１位置Ｉ
と、左前サスペンシヨンシリンダ１０の伸長室と
縮小室を右前サスペンシヨンシリンダ１１の縮小
室と伸長室にそれぞれ連通する第２位置と、左
右前サスペンシヨンシリンダ１０，１１の伸長室
と縮小室とをそれぞれ遮断する第３位置とを有
する三位置電磁切換弁とし、
前記第２切換弁２３を左右後サスペンシヨンシ
リンダ１２，１３の伸長室相互を連通して前記第
１の路２４に接続し、かつ縮小室相互を連通して
前記第２の路２５に接続する第１位置Ｉと、左後
サスペンシヨンシリンダ１２の伸長室と縮小室を
右後サスペンシヨンシリンダ１３の縮小室と伸長
室にそれぞれ連通する第２位置と、左右後サス
ペンシヨンシリンダ１２，１３の伸長室と縮小室
をそれぞれ遮断する第３位置とを有する三位置
電磁切換弁とし、
前記第１・第２切換弁１６，２３を通常時には
第１位置Ｉにそれぞれ保持し、ステアリングハン
ドル２８の切れ角センサー２９よりの切れ角大信
号で第１・第２切換弁１６，２３を第２位置と
し、サスロツク信号で第１・第２切換弁１６，２
３を第３位置とし、ブレーキ作動信号で第１切
換弁１６を第３位置とし、
前記第２の路２５にポンプ２６の吐出圧油を供
給するジヤツキアツプ切換弁２７を設けたホイー
ル式車両のサスペンシヨン装置。Means and operation for solving the problem The extension chambers 10a, 11a and the contraction chambers 10b, 11b of the left and right front suspension cylinders 10, 11 are connected and controlled by the first switching valve 16, and the left and right rear suspension cylinders 12, 13 are connected and controlled. Extension chambers 12a, 13a
and the contraction chambers 12b, 13b are connected and controlled by a second switching valve 23, and the first switching valve 16 is connected to the first passage 24 by communicating the extension chambers of the left and right front suspension cylinders 10, 11 with each other. , and a first position I that communicates the reduction chambers with each other and connects to the second path 25.
and a second position that communicates the extension chamber and contraction chamber of the left front suspension cylinder 10 with the contraction chamber and extension chamber of the right front suspension cylinder 11, respectively, and the expansion chamber and contraction chamber of the left and right front suspension cylinders 10 and 11. a three-position electromagnetic switching valve having a third position where the valve is closed, and the second switching valve 23 is connected to the first passage 24 by communicating the extension chambers of the left and right rear suspension cylinders 12 and 13; A first position I where the contraction chambers communicate with each other and connect to the second passage 25, and the extension chamber and contraction chamber of the left rear suspension cylinder 12 communicate with the contraction chamber and extension chamber of the right rear suspension cylinder 13, respectively. A three-position electromagnetic switching valve having a second position where the left and right rear suspension cylinders 12 and 13 are extended and a contraction chamber are respectively shut off, and the first and second switching valves 16 and 23 are normally At times, they are held in the first position I, and the first and second switching valves 16 and 23 are set to the second position by a large steering angle signal from the steering angle sensor 29 of the steering handle 28, and the first and second switching valves are switched by a suspension lock signal. valve 16,2
3 is set to the third position, the first switching valve 16 is set to the third position by a brake activation signal, and a jack-up switching valve 27 is provided for supplying pressure oil discharged from the pump 26 to the second passage 25. sion device.
これにより、通常時には第１・第２切換弁１
６，２３が第１位置となるので、直進走行時な
どには各サスペンシヨンシリンダが作動してサス
ペンシヨン機能を発揮し、ハンドル切れ角が大き
い時にはハンドル切れ角大信号で第１・第２切換
弁１６，２３が第２位置となるので、旋回時の
車体のアンチローリング機能を発揮し、サスロツ
ク信号により第１・第２切換弁１６，２３が第３
位置となるのでサスロツク機能を発揮し、ブレ
ーキ作動信号で第１切換弁１６が第３位置とな
るので制動時のアンチノーズダイブ機能を発揮す
る。また、第１・第２切換弁１６，２３を第１位
置としてジヤツキアツプ切換弁２７を切換えて
第２の路２５にポンプ２６の吐出圧油を供給すれ
ば各サスペンシヨンシリンダが縮小してジヤツキ
アツプ機能を発揮する。 As a result, under normal conditions, the first and second switching valves 1
6 and 23 are in the first position, so when driving straight, each suspension cylinder operates to perform the suspension function, and when the steering wheel turning angle is large, the steering wheel turning angle large signal switches between the first and second positions. Since the valves 16 and 23 are in the second position, the anti-rolling function of the vehicle body when turning is exhibited, and the first and second switching valves 16 and 23 are in the third position by the suspension lock signal.
Since the first switching valve 16 is in the third position, the suspension lock function is exhibited, and the first switching valve 16 is in the third position in response to the brake activation signal, so the anti-nose dive function is exhibited during braking. Furthermore, if the first and second switching valves 16 and 23 are set to the first position and the jack-up switching valve 27 is switched to supply the discharge pressure oil of the pump 26 to the second passage 25, each suspension cylinder is contracted and the jack-up function is performed. demonstrate.
実施例
１０，１１は図示しない車体枠と前輪アクスル
間に装着した左右前サスペンシヨンシリンダ、１
２，１３は図示しない車体枠と後輪アクスル間に
装着した左右後サスペンシヨンシリンダであり、
それぞれ両ロツド型の複動シリンダとなつて伸長
室１０ａ，１１ａ，１２ａ，１３ａと縮少室１０
ｂ，１１ｂ，１２ｂ，１３ｂとの受圧面積が同一
となつている。Examples 10 and 11 are left and right front suspension cylinders installed between the vehicle body frame and the front wheel axle (not shown), 1
2 and 13 are left and right rear suspension cylinders installed between the vehicle body frame and the rear wheel axle (not shown);
Extension chambers 10a, 11a, 12a, and 13a and contraction chambers 10 each serve as double-rod type double-acting cylinders.
b, 11b, 12b, and 13b have the same pressure receiving area.
そして、左前サスペンシヨンシリンダ１０の伸長
室１０ａと縮小室１０ｂは第１、第２路１４，１
５で第１切換弁１６の第１、第２ポート１６1，
１６2に接続し、右前サスペンシヨンシリンダ１
１の伸長室１１ａ、縮小室１１ｂは第３、第４路
１７，１８で第１切換弁１６の第３、第４ポート
１６3，１６4に接続している。The extension chamber 10a and the contraction chamber 10b of the left front suspension cylinder 10 are connected to the first and second passages 14 and 1.
5, the first and second ports 16 1 of the first switching valve 16;
16 Connect to 2 , right front suspension cylinder 1
The first expansion chamber 11a and the first contraction chamber 11b are connected to the third and fourth ports 16 3 and 16 4 of the first switching valve 16 through third and fourth passages 17 and 18, respectively.
同様に左右後サスペンシヨンシリンダ１２，１
３の伸長室１２ａ，１３ａと縮小室１２ｂ，１３
ｂは第５〜第８路１９，２０，２１，２２で第２
切換弁２３の第１〜第４ポート２３1，２３2，２
３3，２３4に接続している。 Similarly, left and right rear suspension cylinders 12,1
No. 3 extension chambers 12a, 13a and contraction chambers 12b, 13
b is the second in the 5th to 8th paths 19, 20, 21, 22
The first to fourth ports 23 1 , 23 2 , 2 of the switching valve 23
Connected to 3 3 and 23 4 .
前記第１、第２切換弁１６，２３の第５ポート
１６5，２３5は第９路２４で連通し、第６ポート
１６6，２３6は第10路２５で連通していると共
に、第９、第10路２４，２５にはポンプ２６の吐
出圧油がジヤツキアツプ切換弁２７で供給制御さ
れる。 The fifth ports 16 5 and 23 5 of the first and second switching valves 16 and 23 communicate with each other through a ninth passage 24, and the sixth ports 16 6 and 23 6 communicate with each other through a tenth passage 25. The supply of pressure oil from a pump 26 to the 9 and 10 passages 24 and 25 is controlled by a jack-up switching valve 27.
前記第１、第２切換弁１６，２３は第１位置
と第２、第３位置，とを備え、常時第１位置
に保持され、ステアリングハンドル２８の切れ
角センサー２９よりの信号で第２位置となると
共に、ブレーキペダル３０のブレーキ作動センサ
ー３１の信号で第１切換弁１６が第３位置とな
り、図示しないサスロツク手段よりのサスロツク
信号で第１、第２切換弁１６，２３が第３位置
に切換る三位置電磁切換弁となつている。 The first and second switching valves 16 and 23 have a first position, a second position, and a third position. At the same time, the first switching valve 16 is set to the third position by a signal from the brake operation sensor 31 of the brake pedal 30, and the first and second switching valves 16 and 23 are set to the third position by a suspension lock signal from a suspension locking means (not shown). It is a three-position electromagnetic switching valve.
次に作動とともに各部の詳細を説明する。 Next, the details of each part will be explained along with the operation.
通常直進走行時又はステアリングハンドル２８
の切れ角が小さい時、車両停止時には第１、第２
切換弁１６，２３が第１位置となつて、第１ポ
ート１６1，２３1と第３ポート１６3，２３3と第
５ポート１６5，２３5が連通し、第２ポート１６
２，２３2と第４ポート１６4，２３4と第６ポート
１６6，２３6とが連通するので、ジヤツキアツプ
切換弁２７を通常位置として第９、第10路２
４，２５をタンクに接続することによつて左右前
サスペンシヨンシリンダ１０，１１の伸長室１０
ａ，１１ａと左右後サスペンシヨンシリンダ１
２，１３の伸長室１２ａ，１３ａが連通すると共
に、各縮小室１０ｂ，１１ｂがタンクに接続する
から各サスペンシヨンシリンダは独立したサスペ
ンシヨン状態となり、サスペンシヨン機能を有す
る。 Normally when driving straight or steering handle 28
When the turning angle is small or when the vehicle is stopped, the first and second
When the switching valves 16 and 23 are in the first position, the first ports 16 1 and 23 1 , the third ports 16 3 and 23 3 , and the fifth ports 16 5 and 23 5 communicate with each other, and the second port 16
2 , 23 2 and the fourth ports 16 4 , 23 4 and the sixth ports 16 6 , 23 6 communicate with each other.
4, 25 to the tank, the extension chamber 10 of the left and right front suspension cylinders 10, 11
a, 11a and left and right rear suspension cylinder 1
Since the two and thirteen extension chambers 12a and 13a communicate with each other and the respective contraction chambers 10b and 11b are connected to the tank, each suspension cylinder is in an independent suspension state and has a suspension function.
また、前述の状態で第２図に示すようにジヤツ
キアツプ切換弁２７をジヤツキアツプ位置とす
れば、ポンプ２６の吐出圧油が各縮小室１０ｂ，
１１ｂ，１２ｂ，１３ｂに供給され各サスペンシ
ヨンシリンダが縮小するから車体が相対的に下降
してジヤツキアツプに適した状態となる。 Furthermore, if the jack-up switching valve 27 is set to the jack-up position as shown in FIG.
11b, 12b, and 13b and each suspension cylinder contracts, so that the vehicle body is relatively lowered and becomes in a state suitable for jacking up.
前述の状態でステアリングハンドル２８の切れ
角を大きくすると切れ角センサー２９よりの信号
で第１、第２切換弁１６，２３は第３図に示すよ
うに第２位置となり、第１ポート１６1，２３1
と第４ポート１６4，２３4とが連通し、第２ポー
ト１６2，２３2が第３ポート１６3，２３3が連通
し、第５、第６ポート１６5，１６6，２３5，２
３6は遮断されるから、左右前サスペンシヨンシ
リンダ１０，１１の伸長室１０ａ，１１ａと縮小
室１０ｂ，１１ｂとが交互に連通し、左右後サス
ペンシヨンシリンダ１２，１３の伸長室１２ａ，
１３ａの縮小室１２ｂ，１３ｂとが交互に連通す
るので、左右前後サスペンシヨンシリンダ１０，
１１，１２，１３は一方が伸長すると他方が縮小
するようになつて急旋回時に車体がローリングす
ることを防止できる。つまり車体のアンチローリ
ング機能を発揮する。 When the turning angle of the steering handle 28 is increased in the above-mentioned state, the first and second switching valves 16, 23 are set to the second position as shown in FIG. 3 by the signal from the turning angle sensor 29, and the first port 16 1 23 1
and the fourth ports 16 4 , 23 4 communicate with each other, the second ports 16 2 , 23 2 communicate with the third ports 16 3 , 23 3 , and the fifth and sixth ports 16 5 , 16 6 , 23 5 , 2
3 6 are blocked, the extension chambers 10a, 11a of the left and right front suspension cylinders 10, 11 and the contraction chambers 10b, 11b are alternately communicated with each other, and the extension chambers 12a, 12a of the left and right rear suspension cylinders 12, 13 are communicated with each other alternately.
Since the contraction chambers 12b and 13b of 13a communicate with each other alternately, the left and right front and rear suspension cylinders 10,
11, 12, and 13, when one extends, the other contracts, thereby preventing the vehicle body from rolling during sharp turns. In other words, it exerts the anti-rolling function of the vehicle body.
また、第１図に示す状態でブレーキペダル３０
を踏んで制動すると、第４図に示すようにブレー
キ作動センサ３１の信号で第１切換弁１６が第３
位置となり、第１〜第６ポート１６1〜１６6が
遮断されて左右前サスペンシヨンシリンダ１０，
１１は伸縮作動ができなくなるので車体が前傾し
て沈むことを防止でき、アンチノーズダイブ機能
を発揮する。 In addition, the brake pedal 30 in the state shown in FIG.
When you brake by stepping on the brake, the first switching valve 16 switches to the third switching valve in response to the signal from the brake operation sensor 31, as shown in FIG.
position, the first to sixth ports 16 1 to 16 6 are shut off, and the left and right front suspension cylinders 10,
No. 11 prevents the vehicle from tilting forward and sinking because it cannot extend or contract, and exhibits an anti-nose dive function.
また、サスロツク手段よりサスロツク信号を出
力すると第５図に示すように第１、第２切換弁１
６，２３が第３位置となり、前述と同様に左右
前後シリンダ１０，１１，１２，１３が伸縮作動
できなくなるので、サスペンシヨン機能をロツク
するサスロツク機能を発揮する。 Further, when a suspension lock signal is output from the suspension lock means, the first and second switching valves 1
6 and 23 are in the third position, and the left and right front and rear cylinders 10, 11, 12, and 13 are no longer able to extend and retract, as described above, so that the suspension lock function is performed to lock the suspension function.
考案の効果
通常時には第１・第２切換弁１６，２３が第１
位置となるので、直進走行時などには各サスペ
ンシヨンシリンダが作動してサスペンシヨン機能
を発揮し、ハンドル切れ角が大きい時にはハンド
ル切れ角大信号で第１・第２切換弁１６，２３が
第２位置となるので旋回時の車体のアンチロー
リング機能を発揮し、サスロツク信号により第
１・第２切換弁１６，２３が第３位置となるの
でサスロツク機能を発揮し、ブレーキ作動信号で
第１切換弁１６が第３位置となるので制動時の
アンチノーズダイブ機能を発揮する。また、第
１・第２切換弁１６，２３を第１位置としてジ
ヤツキアツプ切換弁２７を切換えて第２の路２５
にポンプ２６の吐出圧油を供給すれば各サスペン
シヨンシリンダが縮小してジヤツキアツプ機能を
発揮する。Effect of the invention Normally, the first and second switching valves 16 and 23 are
Therefore, when driving straight, each suspension cylinder operates to perform the suspension function, and when the steering wheel turning angle is large, the first and second switching valves 16 and 23 are switched to the Since it is in the 2nd position, it exerts the anti-rolling function of the vehicle body when turning.The suspension lock signal causes the first and second switching valves 16 and 23 to move to the 3rd position, so the suspension lock function is exerted, and the brake activation signal causes the vehicle to switch to the first switching position. Since the valve 16 is in the third position, it exhibits an anti-nose dive function during braking. Also, the first and second switching valves 16 and 23 are set to the first position, and the jack-up switching valve 27 is switched to open the second path 25.
When the discharge pressure oil of the pump 26 is supplied to the pump 26, each suspension cylinder is contracted and exerts a jack up function.
したがつて、第１・第２切換弁１６，２３とジ
ヤツキアツプ切換弁２７を切換えることによつて
各機能を発揮するので、従来のように複数の切換
弁を用いたり、パイロツトチエツク弁とそのパイ
ロツト圧ラインを設けたりする必要がないので構
成が簡単となると共に、車両旋回時に車体がロー
リングして車体側方安定性が悪くなることを防止
できる。 Therefore, each function is achieved by switching between the first and second switching valves 16, 23 and the jack-up switching valve 27. Since there is no need to provide a pressure line, the structure is simplified, and it is possible to prevent the vehicle body from rolling and deteriorating the lateral stability of the vehicle body when the vehicle turns.
図面は本考案の実施例を示すもので第１図は全
体回路図、第２図〜第５図は各動作時の説明図で
ある。
１０，１１は左右前サスペンシヨンシリンダ、
１２，１３は左右後サスペンシヨンシリンダ、１
６，２３は第１、第２切換弁。
The drawings show an embodiment of the present invention, and FIG. 1 is an overall circuit diagram, and FIGS. 2 to 5 are explanatory diagrams of each operation. 10 and 11 are left and right front suspension cylinders,
12 and 13 are left and right rear suspension cylinders, 1
6 and 23 are first and second switching valves.
Claims (1)
長室１０ａ，１１ａと縮小室１０ｂ，１１ｂとを
第１切換弁１６で接続制御し、左右後サスペンシ
ヨンシリンダ１２，１３の伸長室１２ａ，１３ａ
と縮小室１２ｂ，１３ｂとを第２切換弁２３で接
続制御すると共に、前記第１切換弁１６を左右前
サスペンシヨンシリンダ１０，１１の伸長室相互
を連通して第１の路２４に接続し、かつ縮小室相
互を連通して第２の路２５に接続する第１位置Ｉ
と、左前サスペンシヨンシリンダ１０の伸長室と
縮小室を右前サスペンシヨンシリンダ１１の縮小
室と伸長室にそれぞれ連通する第２位置と、左
右前サスペンシヨンシリンダ１０，１１の伸長室
と縮小室とをそれぞれ遮断する第３位置とを有
する三位置電磁切換弁とし、 前記第２切換弁２３を左右後サスペンシヨンシ
リンダ１２，１３の伸長室相互を連通して前記第
１の路２４に接続し、かつ縮小室相互を連通して
前記第２の路２５に接続する第１位置Ｉと、左後
サスペンシヨンシリンダ１２の伸長室と縮小室を
右後サスペンシヨンシリンダ１３の縮小室と伸長
室にそれぞれ連通する第２位置と、左右後サス
ペンシヨンシリンダ１２，１３の伸長室と縮小室
をそれぞれ遮断する第３位置とを有する三位置
電磁切換弁とし、 前記第１・第２切換弁１６，２３を通常時には
第１位置Ｉにそれぞれ保持し、ステアリングハン
ドル２８の切れ角センサー２９よりの切れ角大信
号で第１・第２切換弁１６，２３を第２位置と
し、サスロツク信号で第１・第２切換弁１６，２
３を第３位置とし、ブレーキ作動信号で第１切
換弁１６を第３位置とし、 前記第２の路２５にポンプ２６の吐出圧油を供
給するジヤツキアツプ切換弁２７を設けたことを
特徴とするホイール式車両のサスペンシヨン装
置。[Claims for Utility Model Registration] The extension chambers 10a, 11a and the contraction chambers 10b, 11b of the left and right front suspension cylinders 10, 11 are connected and controlled by the first switching valve 16, and the left and right rear suspension cylinders 12, 13 are extended. Chambers 12a, 13a
and the contraction chambers 12b, 13b are connected and controlled by a second switching valve 23, and the first switching valve 16 is connected to the first passage 24 by communicating the extension chambers of the left and right front suspension cylinders 10, 11 with each other. , and a first position I that communicates the reduction chambers with each other and connects to the second path 25.
and a second position that communicates the extension chamber and contraction chamber of the left front suspension cylinder 10 with the contraction chamber and extension chamber of the right front suspension cylinder 11, respectively, and the expansion chamber and contraction chamber of the left and right front suspension cylinders 10 and 11. a three-position electromagnetic switching valve having a third position where the valve is closed, and the second switching valve 23 is connected to the first passage 24 by communicating the extension chambers of the left and right rear suspension cylinders 12 and 13; A first position I where the contraction chambers communicate with each other and connect to the second passage 25, and the extension chamber and contraction chamber of the left rear suspension cylinder 12 communicate with the contraction chamber and extension chamber of the right rear suspension cylinder 13, respectively. A three-position electromagnetic switching valve having a second position where the left and right rear suspension cylinders 12 and 13 are extended and a contraction chamber are respectively shut off, and the first and second switching valves 16 and 23 are normally At times, they are held in the first position I, and the first and second switching valves 16 and 23 are set to the second position by a large steering angle signal from the steering angle sensor 29 of the steering handle 28, and the first and second switching valves are switched by a suspension lock signal. valve 16,2
3 is set to the third position, the first switching valve 16 is set to the third position in response to a brake activation signal, and a jack-up switching valve 27 is provided for supplying pressure oil discharged from the pump 26 to the second passage 25. Suspension device for wheeled vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985103538U JPH051445Y2 (en) | 1985-07-09 | 1985-07-09 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985103538U JPH051445Y2 (en) | 1985-07-09 | 1985-07-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6212512U JPS6212512U (en) | 1987-01-26 |
| JPH051445Y2 true JPH051445Y2 (en) | 1993-01-14 |
Family
ID=30976184
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985103538U Expired - Lifetime JPH051445Y2 (en) | 1985-07-09 | 1985-07-09 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH051445Y2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4955019A (en) * | 1971-11-23 | 1974-05-28 | ||
| JPS50103025A (en) * | 1974-01-23 | 1975-08-14 |
-
1985
- 1985-07-09 JP JP1985103538U patent/JPH051445Y2/ja not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4955019A (en) * | 1971-11-23 | 1974-05-28 | ||
| JPS50103025A (en) * | 1974-01-23 | 1975-08-14 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6212512U (en) | 1987-01-26 |
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