JPS58116211A - Loadage sensing shock absorber - Google Patents
Loadage sensing shock absorberInfo
- Publication number
- JPS58116211A JPS58116211A JP21415581A JP21415581A JPS58116211A JP S58116211 A JPS58116211 A JP S58116211A JP 21415581 A JP21415581 A JP 21415581A JP 21415581 A JP21415581 A JP 21415581A JP S58116211 A JPS58116211 A JP S58116211A
- Authority
- JP
- Japan
- Prior art keywords
- piston
- valve
- damping
- passage
- oil chamber
- 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
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車両の積載量に対応して減衰カミ自動的に01
変制御するショックアブソーバに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention automatically adjusts the damping mechanism according to the load capacity of the vehicle.
This invention relates to a shock absorber that is variable controlled.
JIIdlK景求される要求ックアブソーバの減衰特性
り、運転条件によって変化しs ?!Iえはトラックな
どでFi、とくに積車時と空車時とでは、横車時に硬く
空車時に軟かい特性が要求される。Does the damping characteristic of the JIIdlK demand absorber change depending on the operating conditions? ! For trucks, etc., characteristics are required, especially when the vehicle is loaded and when the vehicle is empty, being hard when the vehicle is moving sideways and soft when the vehicle is empty.
これらに対応すべく、特開昭55−27547号公報に
て1本出鵬人により槓畝童感応型のショックアブソーバ
か従来されている。In order to cope with these problems, a shock absorber of a shock absorber type has been proposed by Peng in Japanese Patent Application Laid-Open No. 55-27547.
これ′に第l因によって欧−すると、1は車帽貴6C結
合するシリンダ、2はピストン、3は単体−1に邊純す
るピストンロッドで、ピストン2によりシリンダ1の丙
sr上下のγ出案4,5に1成している。If this is explained by the first factor, 1 is the cylinder that is connected to the 6C, 2 is the piston, 3 is the piston rod that is attached to the single unit 1, and the piston 2 causes the upper and lower γ output of the cylinder 1. Plans 4 and 5 have been completed.
ピストン2 VCは圧側作励時[hいて下部の油室5か
ら上部の2出富4へ流れる作′laJ油VC義哀刀r発
失させる圧−減状パルプ6か設けられる一方、ピストン
2の下部にはピストンナツト7か結合してあって、この
ピストンナツト7、ピストン2及びピストンナツト3k
jltlして上)°の油m4 、5に壜通する通路8か
形成され、この1a路8には1列vc2つの義衰パルプ
10.11か配電される。When the piston 2 VC is activated on the pressure side, pressure-reduced pulp 6 is provided, which causes oil to flow from the lower oil chamber 5 to the upper 2 output 4. A piston nut 7 is connected to the lower part of the piston nut 7, piston 2, and piston nut 3k.
A passage 8 is formed through which bottles of oil m4 and 5 are passed, and one row of two viscosity pulps 10 and 11 is distributed to this passage 1a.
この賊表パルプ10.11は1甲ll4II作動時に開
いて、上部の油:14から上部の油量すへ作動画に抵k
rplf4L、)つaf。This pulp 10.11 opens when 1A1114II is operated, and the upper oil level from 14 to the upper oil level interferes with the operation.
rplf4L,)tsuaf.
セして、11の@衷パルグ10と畠2の鎮衰パとともに
、この側路12t−開閉するスツール13かその外周に
摺動自由に獣めである。With this, along with the 11 @side palugs 10 and the dampers of the fields 2, this side passage 12t - the stool 13 that opens and closes or the stool 13 that slides freely around its outer periphery.
スツール13はピストン2のストローク位置検出用のス
プリング14の一端か、7ランジ部15に当接するよう
になっており、空車時などピストン20ストローク平均
位置(中立位置)が上方にあるときは1図の右側に示す
ように位置検出スプリング14に比べて、リターンスプ
リング17の作用力か頚い几めに側路12t−開いてい
るか、横車時にピストン2が相対的に下方に移動し友と
きKは1図の左餞に示すように、たわみカミ増し友位置
検出スプリング14によってスツール13が押し上げら
れ、上記側路12を閉じる。The stool 13 is designed to come into contact with one end of the spring 14 for detecting the stroke position of the piston 2 or with the 7 flange portion 15, and when the piston 20 stroke average position (neutral position) is upward, such as when the vehicle is empty, the stool 13 is in contact with the spring 14 for detecting the stroke position of the piston 2. As shown on the right side of the figure, the acting force of the return spring 17 is smaller than that of the position detection spring 14, and when the side road 12t is opened, the piston 2 moves relatively downward when the side vehicle is traveling sideways. As shown on the left side of FIG. 1, the stool 13 is pushed up by the deflection increasing member position detection spring 14 and the side passage 12 is closed.
したがって、空車時の伸側作動時に作動油は。Therefore, the hydraulic fluid during the expansion side operation when the car is empty.
Illの減衰パルグlO奮通つ几後、m路12を経て下
部油室5へと流出するため、第2図にも示すように発生
減衰力は弱くなる。これに対して横車時には側路12が
閉じているので、第1の減衰パルプ10に通過後第2の
減衰パルプ111r通らなければならないため、流体抵
抗か大きくなって発生減衰力が頒まるのである。After the damping pulse Ill is exhausted, it flows out into the lower oil chamber 5 through the m path 12, so the generated damping force becomes weaker, as shown in FIG. On the other hand, when the side vehicle is traveling sideways, the side passage 12 is closed, so after passing through the first damping pulp 10, it has to pass through the second damping pulp 111r, so the fluid resistance increases and the generated damping force is distributed. be.
このようにして伸側作動時には、直列に配置され友2つ
の減衰パルプ10.llk遍択的に作動油が流通するの
で、空車時と横車時とで減衰力を大きく変化させられる
のである。In this way, during the expansion side operation, two damping pulps 10. Since the hydraulic oil flows selectively, the damping force can be changed significantly between when the vehicle is empty and when the vehicle is traveling sideways.
ところか圧側作動時の発生減衰力については。However, regarding the damping force generated during compression side operation.
スツール13のフランジ部15の上口に形成した月#!
J18か―」変オリフィスとして働き、空車時には圧側
減衰パルプ6の上流通路19を大きく開き。Moon # formed on the upper opening of the flange portion 15 of the stool 13!
J18?'' It acts as a variable orifice, and when the car is empty, the upstream passage 19 of the compression side damping pulp 6 is wide open.
横車時にはスツール13の上方移動により通路19の有
効面積を角#$18により制限するようになっている。When traveling sideways, the effective area of the passage 19 is limited by the corner #$18 by upward movement of the stool 13.
したがってこの場合にはオリフィスの有り無しによる減
衰力の変化幅か得られるのみで。Therefore, in this case, only the range of change in damping force with or without an orifice can be obtained.
とくにオリフィスの幼果が低いピ・ストン作動饋域すな
わち、ピストン低運填域では第2図にも示すように、*
衰力か空車時と、tIl[4L時で11とんど変化しな
いという傾向かあつ友。Especially in the piston operation force region where the young orifice is low, that is, in the piston low loading region, as shown in Fig. 2, *
There is a tendency that there is almost no change in the damping force when the vehicle is empty and at tIl [4L].
したかって横車時に両速走行するときなど、低周波の振
動により車体の振れか大きく不安定となることかあつ友
。However, when driving sideways at both speeds, low-frequency vibrations can cause the vehicle to shake or become unstable.
本発明はこのような問題を解決する几めに提案されたも
ので、ピストンに並設した第1の伸111゜圧ill減
衰パルプに対し、互に並列な第2の伸側、圧I411I
Ii、衰パルプをさらに並列配置し、ビストンストロー
ク位置検出スプリングに応動して上記第1ま友は第2の
減衰パルプと油室を連絡する通路全開閉する切侠弁を収
けることにより、伸側と同じように圧側でも空車時と横
車時の減衰特性を、ピとを目的とする。The present invention has been proposed to solve such problems, and in contrast to the first elongation 111° ill damping pulp installed in parallel with the piston, the second elongation side parallel to each other, pressure I 411 I
Ii. By further arranging the damping pulps in parallel and housing a valve that fully opens and closes the passage connecting the second damping pulp and the oil chamber in response to the piston stroke position detection spring, the first valve can be extended. As with the side, the damping characteristics on the compression side as well when the car is empty and when the car is sideways, are aimed at.
以下1本発明會その実施例にもとづいて説明する。The present invention will be explained below based on its embodiment.
膜3図において、ピストン2には第1の伸側減衰パルプ
21と圧tlll*衰パルプ22とか並列に設けられる
。In the membrane 3 diagram, the piston 2 is provided with a first expansion-side damping pulp 21 and a pressure tllll* damping pulp 22 in parallel.
ヤしてこれとは並列の関係會もって、ピストン2の下側
に飲められるピストンナツト7の内部には、第2の伸側
減衰パルプ23と圧側減衰パルプ24とが並列され、こ
れら第2のパルプ23.24はピストンロッド3の内部
の通路8及びピストンナツト7の内部通路(空間)26
を介して上部の油室4と連通される。In a parallel relationship, a second rebound damping pulp 23 and a compression damping pulp 24 are arranged in parallel inside the piston nut 7 that can be inserted into the lower side of the piston 2. The pulp 23, 24 is connected to the internal passage 8 of the piston rod 3 and the internal passage (space) 26 of the piston nut 7.
It communicates with the upper oil chamber 4 via.
この第2のパルプ23,24の下S空間25と下方の油
室5と111する側路28かピスト/ナツト7の周壁に
頁造形成され、この外周にスツール29が摺動自由に獣
舎して、 1141J路28?L−開閉する切侠弁30
會傳成している。なお、ピストンナツト7の下部開口は
蓋板32によって閉止されている。A side passage 28 connecting the S space 25 below the second pulps 23, 24 and the lower oil chamber 5 is formed on the peripheral wall of the piston/nut 7, and a stool 29 can be slid freely on the outer periphery of the side passage 28, and a stool 29 can be slid freely on the outer periphery. So, 1141J Road 28? L-Opening and closing valve 30
A meeting is being held. Note that the lower opening of the piston nut 7 is closed by a cover plate 32.
スツール29は下部油室5にブr′装し友ピストン位置
検出スズリング14の上端と接晦目在となっており、ピ
ストン2か相対的に下方へ移動したとき以外は、リター
ンスプリング31により下方へ押されて側路28を開い
ている。The stool 29 is installed in the lower oil chamber 5 and is in contact with the upper end of the companion piston position detection tin ring 14, and is held downward by the return spring 31 except when the piston 2 moves relatively downward. The side passage 28 is opened by being pushed to the side.
前述の第1の伸側、圧餓諷衰パルプ21.22は、ピス
トン2に設けt通孔33A、33B’i開閉するように
、七の両[IK配装し友リーフ弁34A。The pressure starvation pulp 21, 22 on the first expansion side is provided in the piston 2 and has seven through holes 33A, 33B'i so as to open and close.
34Bから構成され、圧側では外側通孔33Aから上側
リーフ弁34人を押し上けて作動油が流れ、伸側では内
側通孔33Bから下側リーフ弁34Bt押し下けて同じ
く作IIdJ旧が流れる。34B, on the pressure side, hydraulic oil flows from the outer passage hole 33A pushing up the upper leaf valve 34, and on the rebound side, hydraulic oil flows from the inner passage hole 33B pushing the lower leaf valve 34Bt down. .
また%第2の伸側、圧側減衰パルプ23 、24は、ピ
ストンナツト7の内部に獣めた弁板35に通孔36Aと
368に一形成し、この上下面に配置したり一フ弁37
A、37Bでこれを開閉するようにしたものである。Further, the second expansion side and compression side damping pulps 23 and 24 are formed in the through holes 36A and 368 in the valve plate 35 disposed inside the piston nut 7, and are arranged on the upper and lower surfaces of the valve plate 35.
It is designed to open and close at A and 37B.
なおs通孔36Aは上面にシート部38Aが形成される
か、通孔36Bは下lにシート538Bか形成されてい
て、それぞれ反対間はリーフ弁37A、37Bとの間に
隙間か形成され、したかつて、圧側では右方の通孔36
A′に通った作動油かり一フ弁37A’(I−押し上け
て流れ、伸側では左方の造孔36B’t”nつ九作動油
かリーフ弁37Bt押し下けて流れる。Note that the through hole 36A has a seat portion 38A formed on the upper surface, and the through hole 36B has a seat 538B formed on the lower side, and a gap is formed between the leaf valves 37A and 37B between the opposite sides, respectively. Once, on the pressure side, the right through hole 36
The hydraulic oil that passed through A' flows up the leaf valve 37A' (I-), and on the expansion side, the hydraulic oil in the left hole 36B't'n flows down the leaf valve 37Bt.
なお、!孔36A、36Bは実際には円周上に複数値(
2個以上)設けられており、シート部38A、381S
は七の一口の周囲KfM状に形成さ次に作用km明する
と、まず空車時にはピストン20ストローク平均位置か
上方にあるtめ、切洪弁30のスプール29はピストン
位置検出スプリング14で押されず、あるいは押されて
も栃く、し友がってリターンスプリング31により切侠
弁30Fi−路28ケ全開している。In addition,! The holes 36A and 36B actually have multiple values (
2 or more) are provided, and the seat portions 38A, 381S
The spool 29 of the cut valve 30 is not pushed by the piston position detection spring 14, and when the car is empty, the piston is at the average position of 20 strokes or above. Alternatively, even if it is pushed, the return spring 31 causes the valve 30Fi-path 28 to be fully opened.
この状態において、例えは伸側作動時には下部油室4の
作動油は第1の伸側減衰ノ′クルプ21を通過して下部
油室5へ流れるものと、通路8から第2の伸01!1減
衰バルブ23を経て側路28より下部油室5へ流出する
ものとに分流し、したかつて互に並列な2つの油路か形
成され、大に童か流れるので発生減衰力は比較約物くな
る。In this state, for example, when operating on the rebound side, the hydraulic oil in the lower oil chamber 4 passes through the first rebound damping knob 21 and flows into the lower oil chamber 5, and the hydraulic oil flows from the passage 8 into the second expansion damping node 01! 1 damping valve 23 and flowing out from the side passage 28 to the lower oil chamber 5, two parallel oil passages were formed, and a large amount of water flows, so the generated damping force is comparable. It becomes.
一方、圧側作動時には、同様に下部油室5の作IIh?
′1tlIは側路28から内部空間25に流入し、第2
の圧側減衰パルプ24から通路8會鮭て下部油室4へ流
れるものと、Fs油呈5から第1の圧I411瓢哀パル
プ22會鮭て上邸曲呈4へ流れるものとに分かれ、同様
にして弱い減衰刀奮発生する。On the other hand, when operating on the pressure side, the lower oil chamber 5 is similarly opened IIh?
'1tlI flows into the internal space 25 from the side channel 28 and flows into the second
The pressure side damping pulp 24 flows from the passage 8 to the lower oil chamber 4, and the flow from the Fs oil presentation 5 to the first pressure side damping pulp 22 flows to the upper oil chamber 4. Then a weak damping force occurs.
これに対して、積車時にピストン2のストローク平均位
置か下かり1位置検出スプリング14によってスプール
29が押し上けられると、切侠弁30か側路281に閉
じる。On the other hand, when the spool 29 is pushed up by the spring 14 detecting the average or lower stroke position of the piston 2 during loading, the open valve 30 closes to the side passage 281.
この状態では、゛伸fllJ%圧側いずれの作動時にも
。In this state, during any operation on either the expansion or J% pressure side.
第2の伸9111.圧1ltlI$、衰パルプ23.2
4はその通路を連断され、作動油は第1の伸側、圧側減
衰ノ々ルブ21,22のみを逼ることになる。Second extension 9111. Pressure 1ltlI$, decay pulp 23.2
4 are connected to each other, and the hydraulic oil flows only through the first expansion side and compression side damping knobs 21 and 22.
したかって、ピストン2が低連移動しても例えは圧側作
動時では、第1の圧側減衰ノ4ルプ221に全ての作動
油か通過して下部油室5へと流れるのであり、このよう
にして大流菫か流れるために従来のオリフィスによるも
のと興り、確央に大きな減衰力か発生する。Therefore, even if the piston 2 moves slowly, for example during pressure side operation, all the hydraulic oil passes through the first pressure side damping nozzle 221 and flows into the lower oil chamber 5. Due to the large violet flow, a large damping force is generated in the center, which is similar to that caused by a conventional orifice.
友だし、第1の減衰パルプ21.22については予め積
車時用に尚い減衰力か発生するように設定しておく。Furthermore, the first damping pulps 21 and 22 are set in advance so as to generate a damping force for loading the vehicle.
次に、第4図の実施側音説明すると、これはピストン位
置検出スプリング14會上部油呈4に介装し、これに伴
ってリターンスプリング31がスプール29を上方へ付
勢するようにして、ピストン2のストローク平均位置が
上方へ移る空車時に位置検出スプリング14によりスプ
ール27會押し下げ、側路28を開くものである。Next, to explain the implementation side sound in FIG. 4, this is installed in the piston position detection spring 14 and the upper oil part 4, and accordingly, the return spring 31 urges the spool 29 upward. When the piston 2 is idle and the average stroke position moves upward, the position detection spring 14 pushes down the spool 27 to open the side passage 28.
なお、第1.第2の@表パルプは第3図と逆に上下を入
れ侠えてあり、同様にピストンナツト7も反転してm帖
する。In addition, 1. The second @face pulp is placed upside down in the opposite direction to that shown in Fig. 3, and the piston nut 7 is also turned upside down and inserted in the same manner.
し友かつて、この実施例でも第1の爽m例と同様に伸1
411.圧11411ともにピストン低速域から減衰力
を空車時と横車時で変化させられる。In this example, as well as the first example, the expansion 1
411. Both the pressure 11411 and the damping force can be changed from the piston low speed range when the vehicle is empty and when the vehicle is traveling horizontally.
以上のように本NINv−よれは、空車時と横車時とで
は、伸側、圧側とも減衰カミピストン低迷から尚連載ま
で大輪に変化させることができS!2阜奴
時[8い減衰特性で乗心地に頃舎し、横車時に#′i硬
い減衰特性で吐突きなど會e爽に防止するととも[、尚
迷操安性を向上させられるという幼果がある。As mentioned above, this NINv-twist can change from a sluggish damping kami piston to a large wheel on both the rebound and compression sides when the car is empty and when the car is sideways.S! 2) When driving sideways, the 8 stiff damping characteristics improve the ride quality, and when driving sideways, the hard damping characteristics help prevent bumps and bumps. There is fruit.
第1図は従来装置の安部能面図、第2図はその減衰狩性
會示す欧明図である。第3図は本発明の菖1!j!−例
の要部照面図、第4図は第2笑施例の1ILViBl#
r面図である。
l・・・シリンダ、2・・・ピストン、3・・・ピスト
ンロッド、4,5・・・油室、7・・・ピストンナツト
、14・・・位置検出スプリング、21・・・Mlの伸
m1ll 減衰パルプ、22・・・第1の圧1111*
衰バルブ、23・・・第2の伸側減衰パルプ、24・・
・第2の圧側減衰パルプ。
!!6・・・内部通路、29・・・スプール、28・・
・−j路。
30・・・切侠弁、31・・・リターンスプリング。
特許出願人 萱場工業株式会社
第2図
第3WIFIG. 1 is an Abe side view of the conventional device, and FIG. 2 is a European view showing its damping performance. Figure 3 is irises 1 of the present invention! j! -Illustrated view of the main part of the example, Figure 4 is 1ILViBl# of the second example.
It is an r-plane view. l...Cylinder, 2...Piston, 3...Piston rod, 4, 5...Oil chamber, 7...Piston nut, 14...Position detection spring, 21...Ml extension m1ll Damping pulp, 22...first pressure 1111*
Damping valve, 23... Second expansion side damping pulp, 24...
- Second compression side damping pulp. ! ! 6...Internal passage, 29...Spool, 28...
・−j path. 30... Kirikivalve, 31... Return spring. Patent applicant: Kayaba Kogyo Co., Ltd. Figure 2, 3WI
Claims (1)
−am成し、ピストンに第1の伸側、圧側減衰パルプを
並列に設けるとともに、さらに互に並列な第2の伸−1
圧側減衰パルプ1に第1の減衰パルプと並列に設け、こ
れら第1または第2の減衰パルプと油室とに4Mtする
通路を油室に介装したピストン位置検出スプリングに応
動して開閉する切換弁1に収&jたこと1に特徴とする
積載量感応式ショックアブソーバ。Insert the piston freely into the cylinder and press the upper and lower oil chambers t.
-am is formed, and the piston is provided with a first expansion side damping pulp and a compression side damping pulp in parallel, and a second expansion side damping pulp -1 which is further parallel to each other.
A switch that opens and closes in response to a piston position detection spring provided in the compression side damping pulp 1 in parallel with the first damping pulp, and a passage of 4 Mt between the first or second damping pulp and the oil chamber is interposed in the oil chamber. A load-sensing shock absorber featuring the following features: 1.It is housed in a valve 1.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21415581A JPS58116211A (en) | 1981-12-28 | 1981-12-28 | Loadage sensing shock absorber |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21415581A JPS58116211A (en) | 1981-12-28 | 1981-12-28 | Loadage sensing shock absorber |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS58116211A true JPS58116211A (en) | 1983-07-11 |
JPH0241666B2 JPH0241666B2 (en) | 1990-09-18 |
Family
ID=16651130
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP21415581A Granted JPS58116211A (en) | 1981-12-28 | 1981-12-28 | Loadage sensing shock absorber |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS58116211A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2570782A1 (en) * | 1984-09-22 | 1986-03-28 | Boge Gmbh | ADJUSTABLE HYDRAULIC SHOCK ABSORBER, ESPECIALLY FOR MOTOR VEHICLES |
EP1624220A1 (en) * | 2004-08-04 | 2006-02-08 | Showa Corporation | Hydraulic shock absorber |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7111836B2 (en) | 2018-12-25 | 2022-08-02 | 日立Astemo株式会社 | buffer |
US12031606B2 (en) | 2019-06-26 | 2024-07-09 | Hitachi Astemo, Ltd. | Shock absorber |
JP7206174B2 (en) * | 2019-09-26 | 2023-01-17 | 日立Astemo株式会社 | buffer |
CN116134238A (en) * | 2020-07-29 | 2023-05-16 | 日立安斯泰莫株式会社 | Buffer device |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS54117878A (en) * | 1978-02-16 | 1979-09-12 | Fichtel & Sachs Ag | Fluid buffer instrument unit |
-
1981
- 1981-12-28 JP JP21415581A patent/JPS58116211A/en active Granted
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS54117878A (en) * | 1978-02-16 | 1979-09-12 | Fichtel & Sachs Ag | Fluid buffer instrument unit |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2570782A1 (en) * | 1984-09-22 | 1986-03-28 | Boge Gmbh | ADJUSTABLE HYDRAULIC SHOCK ABSORBER, ESPECIALLY FOR MOTOR VEHICLES |
EP1624220A1 (en) * | 2004-08-04 | 2006-02-08 | Showa Corporation | Hydraulic shock absorber |
Also Published As
Publication number | Publication date |
---|---|
JPH0241666B2 (en) | 1990-09-18 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US5467852A (en) | Twin-pipe shock absorber | |
US5404973A (en) | Damping force control type hydraulic shock absorber | |
US5332068A (en) | Self contained automatic terrain condition adjusting shock absorber | |
JP4081589B2 (en) | Damping force adjustable hydraulic shock absorber | |
JP2001343041A (en) | Hydraulic shock absorber with adjustable damping force | |
JPS62501306A (en) | Throttle valve device for pressurized liquid fluid in vehicle shock absorption mechanism | |
US5226512A (en) | Variable damping force shock absorber with variable orifice for adjusting damping characteristics | |
JPH0396730A (en) | Valve for hydraulic fluid and shock absorber including the same | |
JP3297829B2 (en) | Damping force adjustable hydraulic shock absorber | |
JPS58116211A (en) | Loadage sensing shock absorber | |
JPH10339346A (en) | Hydraulic shock absorber | |
JPH10231882A (en) | Damping force adjusting type hydraulic shock absorber | |
JP2517796Y2 (en) | Hydraulic shock absorber | |
JPH023059B2 (en) | ||
JP3484488B2 (en) | Damping force adjustable hydraulic shock absorber | |
JPS5926817B2 (en) | Vehicle shock absorber | |
JP2526606Y2 (en) | Displacement sensitive hydraulic shock absorber | |
JPH1061710A (en) | Damping force adjusting hydraulic shock absorber | |
JPH1038009A (en) | Load sensitive type shock absorber | |
JPS6124669A (en) | Steering damper | |
JPH05302639A (en) | Hydraulic damper | |
JPH0137245Y2 (en) | ||
JP2905530B2 (en) | Damping force adjustment mechanism | |
JPH1038008A (en) | Load sensitive type shock absorber | |
JP2815863B2 (en) | Hydraulic shock absorber |