JPS58118344A - Coiled spring device - Google Patents
Coiled spring deviceInfo
- Publication number
- JPS58118344A JPS58118344A JP21251281A JP21251281A JPS58118344A JP S58118344 A JPS58118344 A JP S58118344A JP 21251281 A JP21251281 A JP 21251281A JP 21251281 A JP21251281 A JP 21251281A JP S58118344 A JPS58118344 A JP S58118344A
- Authority
- JP
- Japan
- Prior art keywords
- coil spring
- spring
- rubber
- cylindrical
- coiled spring
- 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
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
- F16F3/00—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic
- F16F3/08—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber
- F16F3/10—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber combined with springs made of steel or other material having low internal friction
- F16F3/12—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber combined with springs made of steel or other material having low internal friction the steel spring being in contact with the rubber spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/067—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit
- B60G15/068—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit specially adapted for MacPherson strut-type suspension
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Springs (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、車両懸架装置等に使用されるコイルばね装
置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a coil spring device used in a vehicle suspension system or the like.
従来のこの種のコイルばね装置としては１例えば第１図
に示すようなものがある。As a conventional coil spring device of this type, there is one shown in FIG. 1, for example.
図中１はマク７アーンン式の車両懸架装置であり、この
車両懸架装置１は、ショックアブソーバ２と、線形特性
を有する円筒コイルばね６と、１対ノラノ々−マウント
４．４と、 ノマウンドノぐンノク６とを有し、ショ
ックアブソーバ２のピストンロッド７の光漏は、１対の
ラノ々−マウント４．４１１して車体側の部材８に固定
される。コイルばね６に、ショックアブソーバ２を囲み
、且つ、そのコイル中心線と、ショックアブソーバ々２
の中心線とを偏心させて配設し、コイルばね６下端を、
ショックアブソーバ々２の外周Ｉ（固定したロアスプリ
ングシート９に、またその上端を、ラノぐ−１０を介し
てアツノぞスプリングシート１１に、それぞれ着座させ
ている。アッパスジリングシート１１は。In the figure, reference numeral 1 indicates a vehicle suspension system of the Mak7an type. The light leakage of the piston rod 7 of the shock absorber 2 is fixed to a member 8 on the vehicle body side through a pair of lance mounts 4.411. The coil spring 6 surrounds the shock absorber 2, and the coil center line and the shock absorbers 2
The lower end of the coil spring 6 is placed eccentrically with respect to the center line of the coil spring 6.
The outer periphery I of the shock absorbers 2 is seated on a fixed lower spring seat 9, and the upper end thereof is seated on a hot spring seat 11 via a rungage 10.
車体側の部材８にゼルト・ナラ）１２により締付固定さ
れた上部シート１１ａと、上部シート１１ａ内縁部を巻
締めて固定（−だ、中央シー）１ ｌｂと、ラノ々−マ
ウント５を介して中央シート１１ｂと一体をなす下部シ
ート１１Ｃとからなる。The upper sheet 11a is tightened and fixed to the member 8 on the vehicle body side by the bolt 12, the inner edge of the upper sheet 11a is tightened and fixed (-da, central seat) 1 lb, and the lano-mount 5 is attached. It consists of a central sheet 11b and a lower sheet 11C which is integral with the central sheet 11b.
また、パウンドパンパ６は、ピストンロッド７に外嵌し
、且つ、その上端は中央シート１１ｂの下面に取付けら
れている。１６は、ピスト／ロッド７の摺動面とショッ
クアブソーバ々２のシリンダチューブ上端とを覆うダス
トブーツである。Further, the pound pumper 6 is fitted onto the piston rod 7, and its upper end is attached to the lower surface of the center seat 11b. A dust boot 16 covers the sliding surface of the piston/rod 7 and the upper ends of the cylinder tubes of the shock absorbers 2.
面シて、車輪からショックアブソーバぐ２に入力された
振動は、一方でショックアブソーバ２１Ｃ！り減衰され
てピストンロッド７Ｖｃ伝達され、さらに、ピストンロ
ッド７の振動はラバーマウント４を介してさらに減衰さ
れて車体側の部材８に伝達される。、、また他方で、シ
ョックアブソーノ々２のシリンダチューブからロアスプ
リングシート９．コイルばね６下端へ伝達される振動は
、コイルばね６が撓むことにより、上端のラバー１ｏお
よびアラノミスプリングシート１１への突き上げを小に
して、振動の振幅を小にするとともに、素線がねじれて
振動の一部を吸収する。コイルばね３に吸収されない残
余の振動は、ラバー１０およびアッパスプリングシート
１１に介在するラバーマウント５の変形によって減衰さ
れて、車体側の部材８に伝達される。On the other hand, the vibration input from the wheels to shock absorber 21C! The vibration of the piston rod 7 is further attenuated and transmitted via the rubber mount 4 to the member 8 on the vehicle body side. ,,On the other hand, from the cylinder tube of the shock absorber 2 to the lower spring seat 9. The vibration transmitted to the lower end of the coil spring 6 is caused by the bending of the coil spring 6, which reduces the thrust up against the rubber 1o and the alanomi spring seat 11 at the upper end, thereby reducing the amplitude of the vibration and causing the strands to It twists to absorb some of the vibrations. The remaining vibrations that are not absorbed by the coil spring 3 are attenuated by the deformation of the rubber mount 5 interposed between the rubber 10 and the upper spring seat 11, and are transmitted to the member 8 on the vehicle body side.
一方、車輪から極めて大きな振動がショックアプノーパ
２に入力された場合には、シリンダチューブ上部端面が
Ａウンドパン′パ６に衝接して、ノ々ウノトハンノ々６
が圧縮変形し、これによって振動を吸収するとともに、
シリンダチューブが規定以に欠きヒげられるのを防上し
、また、コイルばね乙の撓み量が、許容されている最大
撓み量以上になるのを防上する。On the other hand, when extremely large vibrations are input from the wheels to the shock apno-pa 2, the upper end surface of the cylinder tube collides with the A-round pan' pa 6, causing the shock apno-pa 6
is compressed and deformed, thereby absorbing vibrations and
To prevent a cylinder tube from being chipped and bent more than specified, and to prevent the amount of deflection of a coil spring B from exceeding the maximum allowable amount of deflection.
第２図は、従来のコイルばねぐでよる夕ｊ＋（（ｆ＃み
Ｃδン特性を示すグラフである。図中Ａはコイルばね６
の線形特性を示し、Ａの途中力・ら分岐して破線で示す
Ｂは、コイルばね６にパウンドパン・ξ６の非線形特性
を加えたトータルの特性を示すものである。Ｃは１乗心
地性等を考慮して適切な耐重−撓み特性を示す車両要求
特性である。なお、Ｄは線形特性を有するコイルばね６
の上端から下水までの素線の周囲を筒状にウレタンゴム
で被覆した場合の特性を示すものである。これによると
、撓み量が小の場合は、Ｏｖｃ近づくが、読みＩが大に
なるにしたがい、Ｃに比べ立トりかにぶくなる。Fig. 2 is a graph showing the characteristics of the coil spring 6 with the conventional coil spring.
B indicates the linear characteristic of the coil spring 6 and the nonlinear characteristic of the pound pan ξ6 is added to the nonlinear characteristic of the coil spring 6 and the pound pan ξ6. C is a vehicle required characteristic that shows appropriate weight resistance-deflection characteristics in consideration of riding comfort and the like. Note that D is a coil spring 6 having linear characteristics.
This shows the characteristics when the periphery of the wire from the upper end to the sewer is covered with urethane rubber in a cylindrical shape. According to this, when the amount of deflection is small, Ovc approaches, but as the reading I becomes larger, it becomes much larger than C.
そこで、ＥはＤのつｌ／タンゴムの圧縮・−を上げた場
合の非線形特性を示すものである。これによると、立上
りが犬になるが、撓み量が小の場合は。Therefore, E indicates the nonlinear characteristic when the compression ratio of D/Tan rubber is increased. According to this, the rise is a dog, but if the amount of deflection is small.
Ｃに比へ立−ヒりかにぷい。また、ウレタンゴムの耐久
性のために、この圧縮率をヒけるの６ども制約があった
。C is compared to Hirikanipui. Furthermore, due to the durability of urethane rubber, there are restrictions on increasing this compressibility.
このように、従来のコイルばね装置（であっては。In this way, the conventional coil spring device (in this case).
その荷重−撓み特性Ａ、１３．ｌ）、Ｅの（／’ｌず１
Ｌもが車両要求特性Ｃに近いものではなく、また、パウ
ンド・ぞンノ８６を使用するものにあっては５車両懸呆
装置の型破が大となり、！た。構造が複雑になるという
問題があった。Its load-deflection characteristics A, 13. l), E's (/'lzu1
L is also not close to the vehicle required characteristics C, and in those that use Pound-Zonno 86, the model of the 5-vehicle suspension system is significantly broken. Ta. There was a problem that the structure became complicated.
以下、この発明を図面に基づいて説明する。第３図は、
この発明の第１実施５例を示す図である。The present invention will be explained below based on the drawings. Figure 3 shows
It is a figure which shows the 5th Example of 1 of this invention.
捷ず、構成を説明すると、図中１は、マクファーノン式
の車両懸架装置であり、この車両懸架装置１は、ショッ
クアブソーノ々２と、コイルばね１５と、１対のラノ々
−マウント４．４とを有し、コイルばね１５は、非線形
特性を有する不等ピッチコイル形の円筒コイルばねでア
シ、この円筒コイルばね１５の上端から下端壕でを、円
筒コイルばね１５と同軸をなし、且つ１円筒状をなすゴ
ム状の弾性体１５ｂの肉厚内に埋め込む。コイルばね１
５は、索線１５ａ間のピッチを変えて、第４図に示を工
うに、その非線形特性が曲線Ｆを示すようにｔめ形成す
る。その後、コイルばね１５を筒状に弾性体１５ｔ）を
加泥接着し、コイルばね装置を形成する。このコイルば
ね装置の非線形特性は１曲線Ｆに弾性体１５ｂのばね定
数が加わって、車両要求特性ＯＫはぼ一致する曲線Ｇが
得られる。To briefly explain the configuration, reference numeral 1 in the figure is a MacFarnon type vehicle suspension system, and this vehicle suspension system 1 includes shock absorbers 2, coil springs 15, and a pair of lance mounts 4. .4, the coil spring 15 is an uneven pitch coil type cylindrical coil spring having non-linear characteristics, and the groove from the upper end to the lower end of the cylindrical coil spring 15 is coaxial with the cylindrical coil spring 15, Moreover, it is embedded within the thickness of a rubber-like elastic body 15b having a cylindrical shape. coil spring 1
5 is formed by changing the pitch between the cable wires 15a so that the nonlinear characteristic thereof shows curve F, as shown in FIG. Thereafter, an elastic body 15t) is bonded to the coil spring 15 in a cylindrical shape to form a coil spring device. The nonlinear characteristic of this coil spring device is a curve F in which the spring constant of the elastic body 15b is added, and a curve G is obtained which almost matches the vehicle required characteristics.
コイルばね１５は、ショックアブソー・々２を囲み、且
つ、そのコイル中心線と、ショックアプンーノ々２の中
心線とを偏心させて配設し、コイルばね装置下端を、シ
ョックアブソー、ｌの外周に固定シたロアスプリングシ
ート９に、１だその上端を、アツノぞスプリングシート
１１に、それぞれ着座させている。アッパスプリングシ
ート１１は、前記従来例と同様に、上部シート１１ａ、
中央シート１１ｂ１下部シート１１ｃとからなり、中央
シート１１ｂ、下部シート１１ｃの間はう、６−マウン
ト５により加泥接着しである。ショックアブソーノ々−
２のピストンロッド７の先端は、１対のラノ々−マウン
ト４，４を介して車体側の部材８Ｖζ増付けられる。１
２はボルト−ナツトであり、２６は通気孔である。The coil spring 15 surrounds the shock absorber 2, and is arranged so that its coil center line and the center line of the shock absorber 2 are eccentric, and the lower end of the coil spring device is connected to the shock absorber 2. A lower spring seat 9 is fixed to the outer periphery of the spring 1, and the upper end of the spring 1 is seated on a spring seat 11. The upper spring seat 11 includes an upper seat 11a,
It consists of a central sheet 11b and a lower sheet 11c, and is bonded with mud by a 6-mount 5, which goes between the central sheet 11b and the lower sheet 11c. Shock absorbers
A member 8Vζ on the vehicle body side is attached to the tip of the second piston rod 7 via a pair of lance mounts 4, 4. 1
2 is a bolt-nut, and 26 is a vent hole.
次に作用を説明する。Next, the action will be explained.
車輪からショックアグンーパ２ Ｋ人カざｔした通常の
振動は、一方で、ンヨックアプノーバ１１Ｖｃより減衰
されてピストンロッド７に伝達°シ、さらに、ピストン
ロッド７からツノ９−マウント４に伝達され、さらにこ
の）ノ９−マウント４で減衰されてこれらで減衰しきれ
なり振動が車体側の部材８に伝達される。ま九個方で、
ショツクアブソーノ々２のシリンダチューブからロアス
プリングシート９、コイルばね装置下端へ伝達される振
動は、非線形特性曲＃！ＧＫ示すように、コイルばね１
５が振動入力荷重に応じて撓み、上端の７ツノぞスプリ
ングシート１１への突き上げを小にして、車体側の部材
８に伝達される振動の振幅を小にする。また、これと併
せて５弾性体１５ｂがその上端と下端間で振動に応じて
圧縮変形して、振動を吸収する。コイルばね１５および
弾性体１５ｂＫ吸収されない残余の振動は、アッパぐ°
スプリングシート１１に介在するラバーマウント５によ
って減衰され、これによってもなお吸収されない振動が
、車体側の部材８に伝達される。On the other hand, the normal vibrations generated by the shock agunpa 2K from the wheels are attenuated by the shock absorber 11Vc and transmitted to the piston rod 7, and further from the piston rod 7 to the horn 9-mount 4. The vibration is further damped by the mount 4, and when the vibration is no longer damped, the vibration is transmitted to the member 8 on the vehicle body side. In nine pieces,
The vibration transmitted from the cylinder tube of the shock absorber 2 to the lower spring seat 9 and the lower end of the coil spring device has a nonlinear characteristic curve #! As shown in GK, coil spring 1
5 is bent in response to the vibration input load, and the thrust of the upper end toward the 7-horn spring seat 11 is reduced, thereby reducing the amplitude of the vibration transmitted to the member 8 on the vehicle body side. In addition, the elastic body 15b is compressively deformed between its upper and lower ends in response to the vibrations, thereby absorbing the vibrations. The remaining vibrations that are not absorbed by the coil spring 15 and the elastic body 15bK are
Vibrations that are attenuated by the rubber mount 5 interposed in the spring seat 11 and not absorbed by this are transmitted to the member 8 on the vehicle body side.
なお、車輪から極めて大きな振動がショックアプンーノ
々２に入力された場合にも、前記同様Ｋ。Note that even if extremely large vibrations are input to the shock absorber 2 from the wheels, the same procedure as described above will occur.
コイルばね１５の撓みに加えて弾性体１５ｂの圧縮変形
によってその振動久方を吸収して、シリンダチューブが
規定以上突き上げられるのを防止する。In addition to the deflection of the coil spring 15, the compressive deformation of the elastic body 15b absorbs the vibration, thereby preventing the cylinder tube from being pushed up beyond a specified limit.
第５図は、この発明の第２実施例を示す図である。これ
＃：ｔ、 ４リンク式車両懸架装置を示すものであり
、１６Ｆ！リヤアクスルハウジングであり。FIG. 5 is a diagram showing a second embodiment of the invention. This #:t, indicates a 4-link vehicle suspension system, and is 16F! This is the rear axle housing.
１７はアクスルハウジング１７と一体となったアクスル
チューブ１８内を通り車輪が連結されるアクスルシャツ
トチあり、リヤアクスルハウシンク１６と一体のアクス
ルチューブ１８には、アッパぐブラケット１９およびロ
アブラヶッ）２０の一端がそれぞれ固定されていて、ア
ッパブラケット１９れゴムブツシュを介して揺動自在に
支持する。そして、アッパぐりンク２１とロアリンク２
２．！：Ｏ他端を、これもゴムブツシュを介して車体＠
（図示しない）Ｋ揺動自在に支持する。ロアリンク２２
のロアブラケット２ｏ＠近傍に、Ｏアスゾリングシート
２６を固定し、車体側に固定されたアッパスプリングシ
ート２４との間に、前記第１実施例と同じく、弾性体１
５ｂの肉厚内に埋め込まれた非線形特性を有するコイに
ばね１５を着座させる。17 is an axle shirt which passes through an axle tube 18 that is integrated with the axle housing 17 and connects the wheels, and an axle tube 18 that is integrated with the rear axle housing sink 16 has an upper bracket 19 and one end of a lower bracket 20. They are each fixed and swingably supported via an upper bracket 19 and a rubber bush. And upper link 21 and lower link 2
2. ! :O Connect the other end to the car body via the rubber bushing.
(not shown) K is swingably supported. lower link 22
An O asso ring seat 26 is fixed near the lower bracket 2o@ of the body, and an elastic body 1 is placed between it and the upper spring seat 24 fixed to the vehicle body side, as in the first embodiment.
The spring 15 is seated in a coil with non-linear characteristics embedded within the wall thickness of 5b.
２５は車体のねじれを防ぐスタビライザであり。25 is a stabilizer that prevents the vehicle body from twisting.
２６は通気孔である。26 is a ventilation hole.
而して、車輪とともにアクスルシャフト１７が上下方向
に振動すると、アッパぞリンク２１．ロアリンク２２が
上下に、車体側の取付点を中心として揺動する。ロアリ
ンク２２の揺動によシコイルばね１５下端に人力された
振動は、前記第１実施例で説明したように、コイルばね
１５の撓みと弾性体１５ｂの圧縮変形により吸収して車
体側のアッパスプリングシート２４への突き上げを小に
する。When the axle shaft 17 vibrates in the vertical direction together with the wheel, the upper link 21. The lower link 22 swings up and down about an attachment point on the vehicle body side. As explained in the first embodiment, the vibration applied manually to the lower end of the coil spring 15 due to the swinging of the lower link 22 is absorbed by the deflection of the coil spring 15 and the compressive deformation of the elastic body 15b, and the vibration is absorbed by the upper end of the vehicle body side. To reduce the push up to the spring seat 24.
以上、説明してきたように、この発明によれば。As explained above, according to the present invention.
非線形特性を有する円筒コイルばねの素線間に。Between the strands of a cylindrical coil spring with nonlinear characteristics.
ゴム状の弾性体を介在させる構成としたために、コイル
ばねの非線形特性を所望する非線形特性に可及的に近づ
けることができるため、これを車両懸架装置に適用すれ
ば、過大入力を吸収するためのバタンドパンパを省略す
ることができるから、車両の重量を低減し、構造を簡略
化することができるという効果が得られる。Since the structure includes a rubber-like elastic body, the nonlinear characteristics of the coil spring can be brought as close to the desired nonlinear characteristics as possible, so if this is applied to a vehicle suspension system, it can absorb excessive input. Since the bump pump can be omitted, the weight of the vehicle can be reduced and the structure can be simplified.
第１図は、従来例の正断面図、第２図は、従来の荷重−
撓み特性を示すグラフ、第３図は、本発明の第１実施例
を示す正断面図、第４図は１本発明の荷重−撓み特性を
示すグラフ、第５図は１本発明の第２実施例を示す一部
切欠正面図である。
１・・・車両懸架装置、３・・・線形コイルばね、６・
・・ノ々ウンドノ々ンノ？、１５・・・非線形コイルは
ネ、１５ａ・・・素線、１５ｂ・・・弾性体、Ｂ・・・
従来の荷重−撓み特性、Ｇ・・・本発明の荷重−撓み特
性。
特許出願人 日産自動車株式会社
代理人 弁理士 森 哲 也弁理士
内 藤 嘉 昭
弁理士 清 水 正Figure 1 is a front sectional view of the conventional example, and Figure 2 is the conventional load-
A graph showing the deflection characteristics, FIG. 3 is a front sectional view showing the first embodiment of the present invention, FIG. 4 is a graph showing the load-deflection characteristics of the first embodiment of the present invention, and FIG. It is a partially cutaway front view showing an example. 1... Vehicle suspension system, 3... Linear coil spring, 6...
...Nononundo nononno? , 15... Nonlinear coil is N, 15a... Element wire, 15b... Elastic body, B...
Conventional load-deflection characteristics, G...Load-deflection characteristics of the present invention. Patent applicant: Nissan Motor Co., Ltd. Representative Patent attorney: Tetsuya Mori, patent attorney
Yoshiaki Naito, Patent Attorney Tadashi Shimizu
Claims (1)
ね装置。[Claims] Between the strands of a cylindrical coil spring having non-glandular characteristics. A coil spring device characterized by interposing a rubber-like elastic body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21251281A JPS58118344A (en) | 1981-12-29 | 1981-12-29 | Coiled spring device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21251281A JPS58118344A (en) | 1981-12-29 | 1981-12-29 | Coiled spring device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58118344A true JPS58118344A (en) | 1983-07-14 |
Family
ID=16623895
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21251281A Pending JPS58118344A (en) | 1981-12-29 | 1981-12-29 | Coiled spring device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58118344A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4738437A (en) * | 1985-06-12 | 1988-04-19 | H. Neil Paton | Frictionally damped suspension strut |
| US4771989A (en) * | 1986-12-01 | 1988-09-20 | The Paton Corporation | Apparatus for mounting tubular composite springs |
| US4779850A (en) * | 1987-02-13 | 1988-10-25 | The Paton Corporation | Composite spring with suction seal |
| US4793597A (en) * | 1986-12-01 | 1988-12-27 | The Paton Corporation | Tapered end composite spring |
| US4817921A (en) * | 1984-12-12 | 1989-04-04 | The Paton Corporation | Composite spring |
| US4817928A (en) * | 1987-10-09 | 1989-04-04 | Paton H N | Suspension system |
| US4886255A (en) * | 1987-05-27 | 1989-12-12 | Paton H N | Suspension strut with selectively controllable differential rebound and jounce damping |
| US4957277A (en) * | 1987-06-15 | 1990-09-18 | Paton H N | Tubular elastomeric spring having controllable breakover and spring rate |
| USRE33696E (en) * | 1984-12-12 | 1991-09-24 | The Paton Corporation | Composite spring |
| FR2859003A1 (en) * | 2003-08-21 | 2005-02-25 | Tokai Rubber Ind Ltd | Fixation device for shock absorber connection assembly, has cylindrical wall part with external peripheral surface for being fixed with dustproof cover, and two recesses placed on respective axially opposite end surfaces of wall part |
-
1981
- 1981-12-29 JP JP21251281A patent/JPS58118344A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4817921A (en) * | 1984-12-12 | 1989-04-04 | The Paton Corporation | Composite spring |
| USRE33696E (en) * | 1984-12-12 | 1991-09-24 | The Paton Corporation | Composite spring |
| US4738437A (en) * | 1985-06-12 | 1988-04-19 | H. Neil Paton | Frictionally damped suspension strut |
| US4771989A (en) * | 1986-12-01 | 1988-09-20 | The Paton Corporation | Apparatus for mounting tubular composite springs |
| US4793597A (en) * | 1986-12-01 | 1988-12-27 | The Paton Corporation | Tapered end composite spring |
| US4779850A (en) * | 1987-02-13 | 1988-10-25 | The Paton Corporation | Composite spring with suction seal |
| US4886255A (en) * | 1987-05-27 | 1989-12-12 | Paton H N | Suspension strut with selectively controllable differential rebound and jounce damping |
| US4957277A (en) * | 1987-06-15 | 1990-09-18 | Paton H N | Tubular elastomeric spring having controllable breakover and spring rate |
| US4817928A (en) * | 1987-10-09 | 1989-04-04 | Paton H N | Suspension system |
| FR2859003A1 (en) * | 2003-08-21 | 2005-02-25 | Tokai Rubber Ind Ltd | Fixation device for shock absorber connection assembly, has cylindrical wall part with external peripheral surface for being fixed with dustproof cover, and two recesses placed on respective axially opposite end surfaces of wall part |
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