JPS5884241A - Hydraulic buffer of damping force adjustment type - Google Patents
Hydraulic buffer of damping force adjustment typeInfo
- Publication number
- JPS5884241A JPS5884241A JP18333581A JP18333581A JPS5884241A JP S5884241 A JPS5884241 A JP S5884241A JP 18333581 A JP18333581 A JP 18333581A JP 18333581 A JP18333581 A JP 18333581A JP S5884241 A JPS5884241 A JP S5884241A
- Authority
- JP
- Japan
- Prior art keywords
- damping
- valve
- piston
- valves
- variable orifice
- 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
-
- 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
- F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
- F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
- F16F9/466—Throttling control, i.e. regulation of flow passage geometry
- F16F9/467—Throttling control, i.e. regulation of flow passage geometry using rotary valves
- F16F9/468—Throttling control, i.e. regulation of flow passage geometry using rotary valves controlling at least one bypass to main flow path
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、減衰力を自由に調整できるようにした油圧緩
衝器にｆＩＡ？る。DETAILED DESCRIPTION OF THE INVENTION The present invention provides fIA? Ru.
車両に要求される減衰特性は運転条件によって大巾に変
動する。The damping characteristics required for a vehicle vary widely depending on driving conditions.
例えば、特開昭５４−１１７４８６号公報には、このよ
うな減衰特性を自由に調整できる機構が開示されている
が、これを第１図によって説明する。For example, Japanese Unexamined Patent Publication No. 117486/1986 discloses a mechanism that can freely adjust such damping characteristics, which will be explained with reference to FIG.
シリンダ１の内部に摺動自由に収装したピストン２によ
り、その上下に油室Ａ、Ｂを区画し、さ−らにピストン
２の下方に収めたフリーピストン３が、ガス室Ｃを画成
する。A piston 2 housed in a cylinder 1 so as to be freely slidable defines oil chambers A and B above and below the cylinder 1, and a free piston 3 housed below the piston 2 defines a gas chamber C. do.
ピストン２には伸側、圧側減衰弁４，５が並設され、ピ
ストンロッド６が抜は出す伸側作動時には伸側減衰弁４
を通して縮小する油室Ａから拡大する油室Ｂへ流れる作
動油に抵抗を与え、逆にピストンロッド６が侵入する圧
側作動時には圧側減衰弁５により油室Ｂから八に流れる
作動油に抵抗を与えて、それぞれ減衰力を発生させる。A compression side damping valve 4 and a compression side damping valve 4 are arranged in parallel on the piston 2, and when the piston rod 6 is pulled out and is operated on the expansion side, the compression side damping valve 4 is installed.
resistance is applied to the hydraulic oil flowing from the contracting oil chamber A to the expanding oil chamber B, and conversely, during pressure side operation in which the piston rod 6 enters, the pressure side damping valve 5 provides resistance to the hydraulic oil flowing from the oil chamber B to the oil chamber B. and generate a damping force.
、フリーピストン３で仕切られたガス室Ｃは、圧倒での
ピストンロッド６の侵入体積分の油の出入りを補償する
。, the gas chamber C partitioned off by the free piston 3 compensates for the inflow and outflow of oil corresponding to the intrusion volume of the piston rod 6 under overwhelming conditions.
そしてピストンロッド６には、これを貫通する操作ロッ
ド７の先端に、小孔９のあいた０−タリパルプ８が段【
ノられ、油室ＡからＢヘビストン部をバイパスする通路
１０の通孔１１と、この小孔９とにより油室Ａと８を連
絡する可変オリアイスを形成している。The piston rod 6 has a stage 0-tally pulp 8 with a small hole 9 at the tip of the operating rod 7 that passes through the piston rod 6.
A variable orifice connecting the oil chambers A and 8 is formed by the through hole 11 of the passage 10 bypassing the oil chamber A to B heavistone section and this small hole 9.
操作ロッド７の突出端に設けたロータリソレノイド１３
の駆動によりロッド７が回転してロータリバルブ８が通
孔１１を閉じその逆転により通孔１１が開く。A rotary solenoid 13 provided at the protruding end of the operating rod 7
When the rod 7 is driven, the rod 7 rotates, and the rotary valve 8 closes the through hole 11, and the through hole 11 opens when the rotary valve 8 is reversed.
したがって、市街地走行時などソフトな減衰特性を望む
ときは、ロータリバルブ８を開いてやると、伸側、圧側
減衰弁４．５に加えてオリフィスをもつ通路１０により
油室Ａ、Ｂが連通するので、作動油の流通抵抗が減り減
衰力が低下する。Therefore, when a soft damping characteristic is desired, such as when driving around town, by opening the rotary valve 8, oil chambers A and B are communicated through a passage 10 having an orifice in addition to the expansion side and compression side damping valves 4.5. Therefore, the flow resistance of hydraulic oil decreases and the damping force decreases.
これに対して車両高速域での操安性を確保するためにハ
ードな減衰特性を得たいときは、ロータリバルブ８を閉
じれば、伸側、圧側減衰弁４．５のみによる相対的に高
い減衰力が発生する。On the other hand, if you want to obtain hard damping characteristics to ensure maneuverability in high-speed vehicle ranges, if you close the rotary valve 8, you can achieve relatively high damping using only the rebound and compression damping valves 4.5. force is generated.
このようにして減衰力の切り換えが行えるのであるが、
第２図にも示ずように、ロータリバルブ８のオリフィス
を開閉するだけでは、オリフィス流量が大きな割合を占
めるピストン低速域での減衰特性は大きく変化させられ
ても、オリフィスの効きが一定となる中高速域では、減
衰特性はほとんど伸側、圧側減衰弁４．５にのみ存在し
、それほど大きな変化が得られないという欠点があった
。In this way, the damping force can be switched.
As shown in Fig. 2, by simply opening and closing the orifice of the rotary valve 8, the effectiveness of the orifice remains constant, even if the damping characteristics in the low piston speed range, where the orifice flow rate occupies a large proportion, are greatly changed. In the medium and high speed range, the damping characteristics exist almost only in the rebound side and compression side damping valves 4.5, and there is a drawback in that very large changes cannot be obtained.
本発明の目的は、ピストン低速域から高速域まで減衰特
性を大巾に調整できるようにした油圧緩衝器を提供する
ことである。An object of the present invention is to provide a hydraulic shock absorber whose damping characteristics can be adjusted over a wide range from a low piston speed range to a high speed range.
本発明は第１の伸側、圧側減衰弁と並列に可変オリフイ
、スを設け、さらにこれらと並列に第２の伸側、圧倒減
衰弁を設け、第２の減資弁の油路を切換バルブによって
選択的に開閉するもので、切換バルブと可変オリフィス
を問いているときは第１、第２の減衰弁及びこれと並列
の可変オリフィスによる比較的低い減衰特性、そして可
変オリフィスを閉じたときは第１、第２の減衰弁の並列
回路による比較的高い減衰特性、さらに切換バルブを閉
じたときは第１の減衰弁゛めみによる高い減衰特性がそ
れぞれ得られるようにしである。The present invention provides a variable orifice in parallel with the first expansion side and compression side damping valves, further provides a second expansion side and overwhelming damping valve in parallel with these, and switches the oil passage of the second capital reduction valve to a switching valve. When the switching valve and variable orifice are used, the first and second damping valves and the variable orifice in parallel have relatively low damping characteristics, and when the variable orifice is closed, the damping characteristics are relatively low. A relatively high damping characteristic is obtained by the parallel circuit of the first and second damping valves, and furthermore, a high damping characteristic is obtained by the first damping valve when the switching valve is closed.
以下、本発明の実施例を図面にもとづいて説明づる。Hereinafter, embodiments of the present invention will be described based on the drawings.
第３図において、ピストン２には第１の伸側、圧側減衰
弁４．５が並設される。In FIG. 3, the piston 2 is provided with first expansion and compression damping valves 4.5.
ただし、この実施例では、伸側、圧側減衰弁４゜５は共
に撓み型のリーフ弁４Ａ、５Ａであって、それぞれボー
ト４Ｂと５Ｂを開閉する。なお、外側のボート５Ｂのシ
ート部は、ボート開口の周囲に環状に盛り上げられ、し
たがって、内側のボート４Ｂはリーフ弁５Ａがあっても
油室Ａと連通状態゛になっている。However, in this embodiment, both the expansion side and compression side damping valves 4 and 5 are flexible leaf valves 4A and 5A, which open and close the boats 4B and 5B, respectively. The seat portion of the outer boat 5B is raised in an annular shape around the boat opening, so that the inner boat 4B is in communication with the oil chamber A even with the leaf valve 5A.
イして、ピストン２に嵌められるピストンナツト１５の
内部には、可変オリフィス１３と切換バルブ１６及び第
２の伸側、圧倒減衰弁１７．１８が配設される。A variable orifice 13, a switching valve 16, and a second expansion side, overwhelming damping valve 17, 18 are arranged inside the piston nut 15 which is fitted into the piston 2.
切換バルブ１６はピストン１の上部の濾、室へと第２の
減衰弁１７．１８との間の油路１９を開閉するもので、
ピストンロッド６を貫通する操作ロッド７に取り付けら
れている。The switching valve 16 opens and closes the oil passage 19 between the filter chamber in the upper part of the piston 1 and the second damping valve 17,18.
It is attached to an operating rod 7 that passes through the piston rod 6.
可変オリフィス１３は油路１９と油室Ｂとを連通してい
る。The variable orifice 13 communicates the oil passage 19 and the oil chamber B.
切換バルブ１６のボート２０と可変オリフィス１３の通
口１４は、ピストンナツト１５の筒部？！２の対向位置
に設けられ、筒部２２の内周に切換バルブ１６の弁部２
３が摺接する。The boat 20 of the switching valve 16 and the port 14 of the variable orifice 13 are connected to the cylindrical portion of the piston nut 15? ! The valve part 2 of the switching valve 16 is provided on the inner periphery of the cylindrical part 22.
3 makes sliding contact.
切換バルブ１σは本実施例では、筒体の側壁に形成した
弁部２３にボート２０と連通する弁口２４と、通口１４
と連通する弁口２５とを有し、操作ロッド７の回転に伴
い弁部２３が回動してボー）−２０と通口１４を開閉す
るようになっている。In this embodiment, the switching valve 1σ has a valve port 24 that communicates with the boat 20 in a valve portion 23 formed on the side wall of the cylindrical body, and a passage port 14.
The valve part 23 is rotated as the operating rod 7 rotates to open and close the bow 20 and the port 14.
可変オリフィス１３と切換バルブ１６との開閉関係は、
操作ロッド７の中立時は両方が開き、右回転時は可変オ
リフィス１３が閉じて切換バルブ１６が開き、左回転時
には両方が閉じるように設定されている。The opening/closing relationship between the variable orifice 13 and the switching valve 16 is as follows:
When the operating rod 7 is in the neutral position, both are open, when the operating rod 7 is rotated to the right, the variable orifice 13 is closed and the switching valve 16 is opened, and when the operating rod 7 is rotated to the left, both are closed.
ボート２０は上記第２の伸側、圧側減衰弁１７．１８を
収装したガイド板２６の環状溝２７と接続し、ざらに通
孔２８を介して弁室２９と連通ずる。The boat 20 is connected to an annular groove 27 of a guide plate 26 in which the second expansion and compression damping valves 17, 18 are housed, and communicates with a valve chamber 29 through a through hole 28.
第２の伸側、圧倒減衰弁１７．１８は第１の減衰弁４．
５と同様に、ボーｆ−１７８，１８Ｂを開閉するり一フ
弁１７Ａ、１８Ａとから構成されるかつそれぞれの減衰
弁１７．１８のボート１７Ｂと１８Ｂの流入口は、リー
フ弁１８Ａと１７Ａによって互いに油の流入を妨げられ
ないように形成される。The second expansion side, overwhelming damping valve 17.18 is the first damping valve 4.
5, the inlets of the boats 17B and 18B of the respective damping valves 17 and 18 are composed of leaf valves 17A and 18A that open and close the leaves F-178 and 18B. They are formed so that oil can flow into each other unobstructed.
次に作用について説明する。Next, the effect will be explained.
操作ロッド７の中立位置においては、可変オリフィス１
３が開くとともに切換パルプ１６がボート２０を開く。In the neutral position of the operating rod 7, the variable orifice 1
3 opens and the switching pulp 16 opens the boat 20.
このため、例えば圧側作動時には油室Ｂの作動油は、第
２の圧側減衰弁１８を押し拡いてボート２０から油路１
９を経て油室Δへ、またこれと番よ別に第１の圧側減衰
弁５を押し拡いて同様に油室Ａへと流れ、さらに一部は
可変オリフィス１３を通り同じく油室Ａへ流れ、同様に
伸側作動時にＩよ油室Ａの作動油は第１並びに第２の伸
側減衰弁４．１７と可変オリフィス１３を経由して油室
Ｂへと流出づる。For this reason, for example, during pressure side operation, the hydraulic oil in the oil chamber B pushes the second pressure side damping valve 18 and expands from the boat 20 to the oil passage 1.
9 to the oil chamber Δ, and separately from this, the first pressure-side damping valve 5 is expanded and similarly flows to the oil chamber A. Further, a part passes through the variable orifice 13 and also flows to the oil chamber A. Similarly, during the rebound-side operation, the hydraulic oil in the oil chamber A flows out into the oil chamber B via the first and second rebound-side damping valves 4.17 and the variable orifice 13.
したがって、第１、第２の伸側、圧側減衰弁４゜５及び
１７．１８と可変オリフィス１３とｈｓら大流量が流れ
、比較的ソフト（通常）な減衰特性が得られる〈第４図
り。Therefore, a large amount of flow flows through the first and second expansion-side and compression-side damping valves 4°5 and 17.18, the variable orifice 13, and hs, and a relatively soft (normal) damping characteristic is obtained.
次に作動ロッド７を右回転して切換バルブ１６は開いた
ままで可変オリフィス１３を閉じると、こんどは第１と
第２の減衰弁４．５並びに１７．１８を通して作動油が
流れるようになる。Next, when the operating rod 7 is rotated clockwise to close the variable orifice 13 while keeping the switching valve 16 open, the operating oil will now flow through the first and second damping valves 4.5 and 17.18.
したがって、上述の中立時に比べて可変オリフィス１３
の流量分がそっくり第１と第２の伸側、圧側減衰弁４，
５並びに１７．１８へ流れるため、その分だけ減衰力は
相対的に増加する。Therefore, compared to the above-mentioned neutral state, the variable orifice 13
The flow rate of the first and second expansion side and compression side damping valves 4,
5 and 17.18, the damping force relatively increases by that amount.
例えば高速走行時など操安性が重要視される運転状態で
、とくにピストン低速域での減衰力を高めてやや硬めの
減衰特性を得るのである（第４図１）・
一方、操作ロッド７の左回転により可変オリフィス１３
とともに切換パルプ１６を閉じると、第２の減衰弁１７
．１８と油室Ａの間の油路１９の連通が遮断される。For example, in driving conditions where handling stability is important, such as when driving at high speeds, the damping force is increased especially in the low piston speed range to obtain a slightly stiffer damping characteristic (Fig. 4 1). On the other hand, the operating rod 7 Variable orifice 13 by turning left
When the switching pulp 16 is closed, the second damping valve 17
．． Communication between the oil passage 19 and the oil chamber A is cut off.
その結果、全ての作動油は第１の伸側、圧側減衰弁４．
５のみを流れるのであり、このようにして第１の減衰弁
４．５の流量が大幅に増えると人きな抵抗を受け、高い
減衰力を発生し、例えば悪路走行時など緩衝器の底突き
や仲切りを防止する（第４図■）。As a result, all the hydraulic fluid is transferred to the first expansion and compression damping valves 4.
In this way, when the flow rate of the first damping valve 4.5 increases significantly, it encounters strong resistance and generates a high damping force. Preventing aggression and confrontation (Fig. 4 ■).
これらの減衰特性関係を示したのが第４図であり、第１
、第２の減衰弁を４．５と１７．１８及び可変オリフィ
ス１３の有効径を変えることにより、ピストン低速域か
ら高速域まで減衰力の調整中は非常に大きくとることが
できる。Figure 4 shows the relationship between these damping characteristics.
By changing the effective diameter of the second damping valve 4.5 and 17.18 and the variable orifice 13, the damping force can be adjusted to a very large value from a low piston speed range to a high speed range.
第５図は本発明の他の実施例を示すものであるが、第３
図と異なるのは、第１の圧倒減衰弁５をノンリターンバ
ルブとした点で、環状弁３０をコーンスプリング３１で
閉弁力向に付勢するように構成している。FIG. 5 shows another embodiment of the present invention.
The difference from the drawing is that the first overwhelming damping valve 5 is a non-return valve, and the annular valve 30 is configured to be biased in the direction of the valve closing force by a cone spring 31.
したがって、この場合には第１の圧側減衰弁５が開きや
すいため、圧側減衰力が伸側に比べて低くなる特性をも
つ。Therefore, in this case, since the first compression side damping valve 5 is easily opened, the compression side damping force has a characteristic that it is lower than that on the rebound side.
以上のように本発明は、第１、第２の減衰弁と可変オリ
フィスとの並列回路によるソフトな減衰特性と、第１、
第２の減衰弁によるややハードな減衰特性と、第１の減
衰弁のみによる非常にハードな減衰特性とが自由に選択
でき、ピストン低速域から高速域まで減衰力の調整中を
車両の使用条件に応じて大きく変化させられ、車両の乗
り心地と操安性の両条件を共に満足させうるという効果
がある。As described above, the present invention provides soft damping characteristics due to the parallel circuit of the first and second damping valves and the variable orifice, and the first, second damping valves and the variable orifice.
You can freely select between a slightly hard damping characteristic with the second damping valve and a very hard damping characteristic with only the first damping valve, and the vehicle usage conditions can be adjusted while adjusting the damping force from the low piston speed range to the high speed range. This has the effect of satisfying both the ride comfort and handling characteristics of the vehicle.
第１図は従来装置の断面図、第２図はその減衰特性図で
ある。
第３図は本発明の実施例を示づ要部断面図、第４図は本
発明の一衰特性図、第５図は他の実施例の要部断面図で
ある。
１・・・シリンダ、２・・・ピストン、４・・・第１の
伸側減衰弁、５・・・第１の圧側減衰弁、６・・・ピス
トンロッド、７・・・−操作ロッド、８・・・ロータリ
パルプ、１３・・・可変オリフィス、１５・・′：ピス
トンナット、１６・・・切換バルブ、１７・・・第２の
伸側減衰弁、１８・・・第２の圧側減衰弁；１９・・・
油路。
第２図
第４図
第３図
第５図FIG. 1 is a sectional view of a conventional device, and FIG. 2 is a diagram showing its damping characteristics. FIG. 3 is a sectional view of a main part showing an embodiment of the present invention, FIG. 4 is a characteristic diagram of the attenuation characteristic of the present invention, and FIG. 5 is a sectional view of a main part of another embodiment. DESCRIPTION OF SYMBOLS 1... cylinder, 2... piston, 4... 1st expansion side damping valve, 5... 1st compression side damping valve, 6... piston rod, 7... - operation rod, 8...Rotary pulp, 13...Variable orifice, 15...': Piston nut, 16...Switching valve, 17...Second expansion side damping valve, 18...Second compression side damping Valve; 19...
Oil road. Figure 2 Figure 4 Figure 3 Figure 5
Claims (1)
収装して上下油室を形成し１．ピストンに第１の伸側、
圧側減衰弁を並列的に配設するとともに、上下油室を短
絡する可変オリフィスを設け、さらにピストンに上記第
１の伸側、圧側減衰弁と並列に第２の伸側、圧側減衰弁
を配設し、第２の減衰弁の油路を選択的に開閉する切換
パルプを設けたことを特徴とする減衰力調整式油圧緩衝
器。 ２、切換バルブは可変オリフィスと連動して、ピストン
ロッドを貫通する操作ロッドを介し−て外部から回転駆
動されるようになって°いる特許請求の範囲第１項に記
載の減衰力調整式油圧緩衝器。[Claims] 1. A piston rod and a coupled piston are housed in a cylindrical cylinder to form upper and lower oil chambers.1. the first extension side to the piston;
Compression side damping valves are arranged in parallel, a variable orifice is provided to short-circuit the upper and lower oil chambers, and a second expansion side, compression side damping valve is arranged on the piston in parallel with the first extension side, compression side damping valve. 1. A damping force adjustable hydraulic shock absorber, characterized in that a switching pulp is provided for selectively opening and closing an oil passage of a second damping valve. 2. The damping force adjustable hydraulic pressure according to claim 1, wherein the switching valve is rotatably driven from the outside via an operating rod penetrating the piston rod in conjunction with the variable orifice. buffer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18333581A JPS5884241A (en) | 1981-11-16 | 1981-11-16 | Hydraulic buffer of damping force adjustment type |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18333581A JPS5884241A (en) | 1981-11-16 | 1981-11-16 | Hydraulic buffer of damping force adjustment type |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5884241A true JPS5884241A (en) | 1983-05-20 |
| JPH023056B2 JPH023056B2 (en) | 1990-01-22 |
Family
ID=16133916
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18333581A Granted JPS5884241A (en) | 1981-11-16 | 1981-11-16 | Hydraulic buffer of damping force adjustment type |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5884241A (en) |
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5911932U (en) * | 1982-07-14 | 1984-01-25 | トキコ株式会社 | Variable damping force hydraulic shock absorber |
| FR2574888A1 (en) * | 1984-12-18 | 1986-06-20 | Fichtel & Sachs Ag | VARIABLE DAMPING OSCILLATION SHOCK ABSORBER |
| JPS61126126U (en) * | 1985-01-29 | 1986-08-08 | ||
| JPS61157733U (en) * | 1985-03-22 | 1986-09-30 | ||
| JPS61168339U (en) * | 1985-04-08 | 1986-10-18 | ||
| JPS61172232U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPS6234240U (en) * | 1985-08-16 | 1987-02-28 | ||
| FR2590952A1 (en) * | 1985-12-04 | 1987-06-05 | Fichtel & Sachs Ag | Motor vehicle shock absorber |
| JPS62162429U (en) * | 1986-04-03 | 1987-10-15 | ||
| JPS62163346U (en) * | 1986-04-01 | 1987-10-17 | ||
| JPS6359236U (en) * | 1986-10-06 | 1988-04-20 | ||
| JPS6359237U (en) * | 1986-10-06 | 1988-04-20 | ||
| JPS6399046U (en) * | 1986-12-18 | 1988-06-27 | ||
| JPH0160043U (en) * | 1987-10-13 | 1989-04-17 | ||
| US4997068A (en) * | 1988-06-07 | 1991-03-05 | Tokico Ltd. | Hydraulic damper of adjustable damping force type |
| US5316114A (en) * | 1991-09-20 | 1994-05-31 | Tokico Ltd. | Damping force control type hydraulic shock absorber |
-
1981
- 1981-11-16 JP JP18333581A patent/JPS5884241A/en active Granted
Cited By (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5911932U (en) * | 1982-07-14 | 1984-01-25 | トキコ株式会社 | Variable damping force hydraulic shock absorber |
| FR2574888A1 (en) * | 1984-12-18 | 1986-06-20 | Fichtel & Sachs Ag | VARIABLE DAMPING OSCILLATION SHOCK ABSORBER |
| US4671392A (en) * | 1984-12-18 | 1987-06-09 | Fichtel & Sachs Ag | Vibration damper with variable damping force |
| US4706787A (en) * | 1984-12-18 | 1987-11-17 | Fichtel & Sachs Ag | Vibration damper with variable damping force |
| JPS61126126U (en) * | 1985-01-29 | 1986-08-08 | ||
| JPS61157733U (en) * | 1985-03-22 | 1986-09-30 | ||
| JPH043140Y2 (en) * | 1985-03-22 | 1992-01-31 | ||
| JPS61168339U (en) * | 1985-04-08 | 1986-10-18 | ||
| JPS61172232U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPH0324911Y2 (en) * | 1985-08-16 | 1991-05-30 | ||
| JPS6234240U (en) * | 1985-08-16 | 1987-02-28 | ||
| FR2590952A1 (en) * | 1985-12-04 | 1987-06-05 | Fichtel & Sachs Ag | Motor vehicle shock absorber |
| JPS62163346U (en) * | 1986-04-01 | 1987-10-17 | ||
| JPH0439480Y2 (en) * | 1986-04-01 | 1992-09-16 | ||
| JPS62162429U (en) * | 1986-04-03 | 1987-10-15 | ||
| JPS6359237U (en) * | 1986-10-06 | 1988-04-20 | ||
| JPS6359236U (en) * | 1986-10-06 | 1988-04-20 | ||
| JPH0518509Y2 (en) * | 1986-10-06 | 1993-05-17 | ||
| JPH0519626Y2 (en) * | 1986-10-06 | 1993-05-24 | ||
| JPS6399046U (en) * | 1986-12-18 | 1988-06-27 | ||
| JPH0160043U (en) * | 1987-10-13 | 1989-04-17 | ||
| US4997068A (en) * | 1988-06-07 | 1991-03-05 | Tokico Ltd. | Hydraulic damper of adjustable damping force type |
| US5316114A (en) * | 1991-09-20 | 1994-05-31 | Tokico Ltd. | Damping force control type hydraulic shock absorber |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH023056B2 (en) | 1990-01-22 |
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