JPS59124422A - Control device for hydraulic damper - Google Patents
Control device for hydraulic damperInfo
- Publication number
- JPS59124422A JPS59124422A JP22861282A JP22861282A JPS59124422A JP S59124422 A JPS59124422 A JP S59124422A JP 22861282 A JP22861282 A JP 22861282A JP 22861282 A JP22861282 A JP 22861282A JP S59124422 A JPS59124422 A JP S59124422A
- Authority
- JP
- Japan
- Prior art keywords
- shock absorber
- valve
- hydraulic
- oil
- hydraulic shock
- 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
-
- 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
- B60G17/015—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 the regulating means comprising electric or electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車体と車軸との間に介装される油圧緩衝器の制
御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a hydraulic shock absorber interposed between a vehicle body and an axle.
油圧緩衝器は車体が車軸側から直接受ける振動や懸架ば
ねの撮動を吸収し、減衰させる様に作用するが、今日で
は、この油圧緩衝器に対する制御油圧を、車体への荷重
の大きさに応じて調節することによって、車高調整を行
う様にしたものが提供されている。Hydraulic shock absorbers act to absorb and dampen the vibrations that the car body receives directly from the axle side and the vibrations of the suspension springs.Today, the control oil pressure for this hydraulic shock absorber is controlled by the magnitude of the load on the car body. There are provided vehicles in which the vehicle height can be adjusted by adjusting accordingly.
一方、車両の走行条件によって車両が大きくノーズダイ
ブしたりローリングしたりすることがない様に、上記車
高調整の油圧系とは別の油圧制御系や空気圧制御系が、
上記油圧緩衝器に併設される。On the other hand, in order to prevent the vehicle from nosediving or rolling due to vehicle driving conditions, a hydraulic control system or pneumatic control system separate from the hydraulic system for adjusting the vehicle height is installed.
It is attached to the above hydraulic shock absorber.
しかし、この様な車高調整やノーズダイブ、ローリング
の防止のため、制御用油圧系あるいは空気圧系を各用途
別に設けることは、油圧源・を複数設けるなど、構成の
複雑化およびコストアップを招き、実用上好ましくない
。However, providing a control hydraulic system or pneumatic system for each application in order to adjust the vehicle height and prevent nose dive and rolling would require multiple hydraulic power sources, which would complicate the configuration and increase costs. , which is not practical.
この発明はかかる欠点に着目として、油圧緩衝器用の同
一油圧源の油圧系統内に、車高調整、アンチノーズダイ
ブ制御およびアシチロール制御を行わしめる各別の制御
用切換バルブを設けて、これら車高調整、アンチノ・−
ズダイブ制御およびアンチロ・−ル制御′を簡単な構成
により、確実に行わしめることを目的とする。In view of this drawback, the present invention provides separate control switching valves for vehicle height adjustment, anti-nose dive control, and asity roll control in the hydraulic system of the same hydraulic power source for the hydraulic shock absorber. Adjustment, Antino-
It is an object of the present invention to reliably perform dive control and anti-roll control with a simple configuration.
このため、この発明は油圧源とフロント側油圧緩衝器と
を結ぶ油路および油圧源とリヤー側油圧緩衝器とを結ぶ
油路に、それぞれ車高調整用油圧供給弁を各別に接続し
、これら二つの油圧供給弁の入口側には共に−の車高調
整用排圧弁を接続し、上記各車高調整用油圧供給弁とフ
ロント側油圧緩衝器およびリヤー側油圧緩衝器とをそれ
ぞれ結ぶ上記各油路に、チェック弁と絞り弁との並列油
路および姿勢制御弁を直列接続するとともに、上記各油
路にアキュームｌ／ ・−タを接続したこと、上記車高
調整用油圧供給弁および車高調整用排圧弁を車高検出信
号に基づき選択的に切換制御し、上記各姿勢制御弁を車
体の姿勢状態に応じた検出信号に基づき選択的に切換制
御する構成としたのである。For this reason, the present invention separately connects vehicle height adjustment hydraulic pressure supply valves to the oil passages connecting the hydraulic source and the front hydraulic shock absorber and the oil passage connecting the hydraulic source and the rear hydraulic shock absorber, respectively. A vehicle height adjustment exhaust pressure valve (-) is connected to the inlet sides of the two hydraulic pressure supply valves, and each of the abovementioned hydraulic pressure supply valves is connected to the front side hydraulic shock absorber and the rear side hydraulic shock absorber, respectively. Parallel oil passages with check valves and throttle valves and attitude control valves are connected in series to the oil passages, and an accumulator is connected to each of the oil passages, and the above-mentioned vehicle height adjustment hydraulic pressure supply valve and vehicle The exhaust pressure valve for height adjustment is selectively controlled to be switched based on a vehicle height detection signal, and each attitude control valve is selectively controlled to be switched based on a detection signal corresponding to the attitude state of the vehicle body.
以下に、この発明の実施例を図面について具体的に説明
する。Embodiments of the present invention will be specifically described below with reference to the drawings.
矛１図は油圧緩衝器の制御装置を示すシスデム図である
。（１）は車両の機関（２）によって駆動される油圧供
給用ポンプで、このポンプ（１）には、チェック弁（３
）を介して、各−のリヤー側車高調整用の油圧供給弁（
４）およびフロント側車高調整用の油圧供給弁（５）の
入口側が接続されている。Figure 1 is a system diagram showing a control device for a hydraulic shock absorber. (1) is a hydraulic pressure supply pump driven by the vehicle engine (2), and this pump (1) has a check valve (3).
), the hydraulic pressure supply valve for rear vehicle height adjustment (
4) and the inlet side of a hydraulic pressure supply valve (5) for adjusting the front vehicle height are connected.
（６）はリヤー・レフト側の油圧緩衝器（７）およびリ
ヤー・ライト側の油圧緩衝器（８）と上記油圧供給弁（
４）とを結ぶ油路で、この油路（６）は二つの分岐油路
（６α）（６ｈ）に分岐され、この分岐油路（６α）に
は、チェック弁（９）と絞り弁ａ〔との並列油路紐よび
リヤー・レフト側の姿勢制御弁圓が直列接続されている
。また、他の分岐油路（６ｈ）には、チェック弁αりと
絞り弁（１３）との並列油路およびリヤー・う・イト側
の姿勢制御弁Ｉが直列接続されている。(6) is a hydraulic shock absorber (7) on the rear left side, a hydraulic shock absorber (8) on the rear right side, and the above hydraulic pressure supply valve (
4), this oil passage (6) is branched into two branch oil passages (6α) (6h), and this branch oil passage (6α) has a check valve (9) and a throttle valve a. [The parallel oil passage string and rear/left side attitude control valve are connected in series. In addition, the parallel oil passage between the check valve α and the throttle valve (13) and the attitude control valve I on the rear/port side are connected in series to the other branch oil passage (6h).
なお、ａ９は分岐油路（６α＞ＶＣ接続したアキューム
レータである。Note that a9 is an accumulator connected to a branch oil path (6α>VC).
一方、（１Ｇ＋はフロント・レフト側の油圧緩衝器（１
７）およびフロント・ライト側の油圧緩衝器Ｏｇ１と上
記油圧供給弁（５）とを結ぶ油路で、この油路Ｑｅは二
つの分岐油路（１６α）（１６ｂ）に分岐され、このう
ち、分岐油路（１６α）には、チェック弁α優と絞り弁
翰との並列回路およびフロント・レフト側の姿勢制御弁
（２１）が直列接続されている。また、他の分岐油路（
ｘｓＡ）には、チェック弁＠と絞り弁（至）との並列回
路紐よびフロント・ライト側の姿勢制御弁（２４）が直
列接続されている。なお、（２！９は分岐油路（１６α
）に接続したアキュームレータである。On the other hand, (1G+ is the front/left side hydraulic shock absorber (1G+)
7) and an oil passage connecting the front light side hydraulic shock absorber Og1 and the above-mentioned oil pressure supply valve (5), and this oil passage Qe is branched into two branch oil passages (16α) and (16b), of which: The branch oil passage (16α) is connected in series with a parallel circuit of a check valve α and a throttle valve and a front/left side attitude control valve (21). In addition, other branch oil routes (
xsA) is connected in series with the parallel circuit string of the check valve @ and the throttle valve (to), and the attitude control valve (24) on the front light side. In addition, (2!9 is a branch oil path (16α
) is an accumulator connected to
一方、上記チェック弁（２２１の入口側および出口側に
は、アシロ−ド・バルブ（イ）と排圧バルブＱηが接続
され、これらはフィルタ（至）を介して、更にタンクＱ
ｇｌに繋がれている。なお、００はポンプ（１）とフィ
ルタ（至）との間の油路に接続したリリーフ弁である。On the other hand, to the inlet and outlet sides of the check valve (221), an asload valve (a) and a exhaust pressure valve Qη are connected, and these are further connected to the tank Q via a filter (to).
It is connected to gl. Note that 00 is a relief valve connected to the oil path between the pump (1) and the filter (to).
Ｏυは車高センサＧ２、ノーズダイブセンサ（至）およ
びローリングセンサ（３荀の検出信号を入力としで、上
記各弁（４） ｆ５１α１ｌＯＬ１１ｃ１１１Ｑ峠Ｉ７
）ヲ選択的ニ切換制御する、演算回路を備えた制御回路
である。Oυ inputs the detection signals of vehicle height sensor G2, nose dive sensor (to) and rolling sensor (3), and connects each of the above valves (4) f51α1lOL11c111Q Pass I7
) is a control circuit equipped with an arithmetic circuit that selectively switches between the two.
次に、かかる構成になる油圧緩衝器の制御装置の動作に
ついて説明する。Next, the operation of the hydraulic shock absorber control device having such a configuration will be explained.
先ず、車高調整を行う場合について述べる。First, the case of adjusting the vehicle height will be described.
例えば車両への積載荷重を増加させた場合には、図示し
ないスイッチを操作することにより、あるいは上記車高
センサＯ３の出力に基づいて、制御回路ｃ３１）が車高
上昇信号を油圧供給弁（４）（５）に供給する。このた
め、これらの油圧供給弁（４）（５１が開かれて、ポン
プ（１）からチェック弁（３）、油路（６）（１ｅ、分
岐油路（６ｃｚ）（６ｈ）（１６＋ｚ）（１６Ａ）、チ
ｘ ”ｌ りｅ（９）α２１（Ｉｇｌ（２り卦よび姿勢
制御弁（Ｉｌｌ （＋４１ （２］＋ （２４＋をそれ
ぞれ介して、各油圧緩衝器ｆ７１ （８） Ｑ７）Ｑａ
のそれぞれに圧油が供給される。このため、これらの油
圧緩衝器（７１（８）ＩＪｎ （＋（至）の内圧が上昇
し、図示しない各シリンダからピストンロッドを突出さ
−せ、車体を上昇させる。なお、この車高調整量はフロ
ント側とリヤー側とで一定の割合に調節される。また、
その車高調整量は図示しない演算回路によって、好まし
い値に設定される。For example, when the load on the vehicle is increased, the control circuit c31) sends a vehicle height increase signal to the hydraulic pressure supply valve (4) by operating a switch (not shown) or based on the output of the vehicle height sensor O3. ) (5). For this reason, these hydraulic pressure supply valves (4) (51) are opened, and the flow from the pump (1) to the check valve (3), oil path (6) (1e, branch oil path (6cz) (6h) (16+z) ( 16A), each hydraulic shock absorber f71 (8) Q7) Qa
Pressure oil is supplied to each. Therefore, the internal pressure of these hydraulic shock absorbers (71 (8) is adjusted at a constant ratio between the front and rear sides.
The vehicle height adjustment amount is set to a preferable value by an arithmetic circuit (not shown).
一方、これに対し、車両に対する積載荷重が軽減された
場合には、車体が上昇する。この場合には、スイッチの
操作により、または上記車高センナＧ′ＩＪの出力信号
に基づいて、上記制御回路Ｇυが油圧供給バルブ（４）
（５１ｘ、−よび排圧バルブ（２ηに車両下降信号を
供給してこれらを開く。このため、各油圧緩衝器＋７１
（８）αη（１秒はそれぞれ姿勢制御弁（１１） （
１４１（２１１（２４） オＪ： ヒ油圧供給弁（４）
（５） ヲ介り、、 テ、排圧弁（２ηに連通し、この
排圧弁（５）およびフィルタ（至）を介して、各油圧緩
衝器（７１（８１（１η（１ｇｌ内の油がタンク（至）
にドレンされる。このため、車高が低下し、所定の演算
レベルで上記排圧バルブ（Ｉ！ηが閉じられて、設定レ
ベルの車高に落ち着くこととなる。On the other hand, when the load on the vehicle is reduced, the vehicle body rises. In this case, the control circuit Gυ is connected to the hydraulic pressure supply valve (4) by operating a switch or based on the output signal of the vehicle height sensor G'IJ.
(51x, - and exhaust pressure valve (2η) to open these by supplying a vehicle lowering signal. For this reason, each hydraulic shock absorber +71
(8) αη (1 second is the attitude control valve (11) (
141 (211 (24)) OJ: Hydraulic pressure supply valve (4)
(5) Through the exhaust pressure valve (2η), each hydraulic shock absorber (71 (81 (1η)) is connected to the tank via this exhaust pressure valve (5) and the filter. (To)
is drained. Therefore, the vehicle height is lowered, the exhaust pressure valve (I!η) is closed at a predetermined calculation level, and the vehicle height is settled at the set level.
次に、車両制動時にノーズダイブを生じた場合には、こ
のノーズダイブ状態が、ブレ・−キランプスイッチなど
のノーズダイブセンサＣ３３１によって検出され、この
検出信号を入力として制御回路は所定の演算を行い、フ
ロント側の上記姿勢制御弁（２ＩｌＣ？４１に信号電流
を供給する。このため、これらの姿勢制御弁（２］Ｉ
ＣＩ！４が切り換えられて、これらを介して油圧緩衝器
Ｑηおよび絞り弁（イ）、油圧緩衝器（１８）と絞り弁
（ハ）がそれぞれ連通する。Next, when a nose dive occurs during vehicle braking, this nose dive state is detected by a nose dive sensor C331 such as a brake lamp switch, and the control circuit performs a predetermined calculation using this detection signal as input. and supplies a signal current to the attitude control valves (2IlC?41) on the front side.For this reason, these attitude control valves (2]I
CI! 4 is switched, and the hydraulic shock absorber Qη and the throttle valve (A), and the hydraulic shock absorber (18) and the throttle valve (C) communicate with each other via these.
したがって、上記ノーズダイブによってフロント側の上
記油圧緩衝器（１７）（１８）には圧縮荷重が作用して
おり、これらの油圧緩衝器（１７） （１１（１内の油
が各絞り弁（２ｏｌ＠の絞り作用を受けながら、分岐油
路（１６α） （１６ｂ）に徐々に流出する。このため
、これらの油圧緩衝器０９時には大きな衝撃減衰力が作
用し、車体のフロント側の沈み込みが防止される。なお
、上記分岐油路（１６α）（１６ｂ）に流出した油はア
キューム１ノータ（２９内に導入され、その油圧上昇分
をガスの圧縮によって補償する。Therefore, due to the nose dive, a compressive load is acting on the hydraulic shock absorbers (17) and (18) on the front side, and the oil in these hydraulic shock absorbers (17) (11) is applied to each throttle valve (2ol). It gradually flows out into the branch oil passages (16α) and (16b) while being subjected to the throttling action of @.For this reason, a large impact damping force acts on these hydraulic shock absorbers 09, preventing the front side of the vehicle from sinking. The oil flowing into the branch oil passages (16α) and (16b) is introduced into the accumulator 1 nota (29), and the increase in oil pressure is compensated for by compressing gas.
また、この直後に、油圧緩衝器（１７）（１８１に対す
る荷重が軽減されることになるが、こねによって油圧緩
衝器（ｔＵＳには伸長方向の力が作用して、その油室内
は負圧に引かれるとともに、上記アキューム１ノータ（
ハ）のガス圧が作用することによって、アキューム１ノ
ータ（２５）内の油がチェック弁α［２１をスムーズに
通過して、各油圧緩衝器α７）（ｌυに戻され、この後
は通常の振動減衰力を発生させることとなる。すなわち
、油圧緩衝器（１７） ＯＥＧの伸長方向の動作時には
、上記絞り弁Ｉ８（ハ）の絞り効果が出ないため、アン
チノーズダイブ作用のみが働くのである。Immediately after this, the load on the hydraulic shock absorbers (17) (181) is reduced, but a force in the extension direction acts on the hydraulic shock absorbers (tUS) due to kneading, resulting in negative pressure in the oil chamber. At the same time as the above accumulation 1 nota (
By the action of the gas pressure in c), the oil in the accumulator 1 node (25) smoothly passes through the check valve α [21 and is returned to each hydraulic shock absorber α7) (lυ, after which it returns to normal operation. This will generate a vibration damping force.In other words, when the hydraulic shock absorber (17) OEG operates in the extension direction, the throttle valve I8 (c) does not have the throttle effect, so only the anti-nose dive effect works. .
更に、車両走行中にローリングを生じた場合には、これ
がローリングセンサ伽）によって検出される。このロー
リングセンサＣ３４）は、例えばハンドル角と車速の信
号を同時検出する横荷重センサなどからなり、車体のロ
ーリングによって、上記油圧緩衝器（７１（８１αη（
１樽のいずれが大きな偏荷重を受けたかを検出して、そ
の検出信号を制御回路Ｏυに入力する。制御回路Ｃ３υ
は、その偏荷重を受けた側の油圧緩衝器に接続された染
勢制御弁旧１ （１４１（２１１（２４）のいずれかに
、信号電流を流してこれを切換動作させ、その偏荷重を
受けＣいる油圧緩衝器の油を絞り弁を通じて、アキュー
ムレータ０９または（２ωに流し込む様にする。このた
め、この絞り弁によって発生する大きな減衰力により、
上記偏荷重を受けている油圧緩衝器の沈み込みが防止さ
れ、車体のローリングを有効に抑制することができる。Furthermore, if rolling occurs while the vehicle is running, this is detected by a rolling sensor. This rolling sensor C34) consists of, for example, a lateral load sensor that simultaneously detects signals of the steering wheel angle and vehicle speed.
It detects which of the barrels has received a large unbalanced load, and inputs the detection signal to the control circuit Oυ. Control circuit C3υ
In this case, a signal current is applied to either dye control valve old 1 (141 (211 (24)) connected to the hydraulic shock absorber on the side receiving the unbalanced load to switch the valve, and the unbalanced load is removed. The oil of the receiving hydraulic shock absorber is made to flow into the accumulator 09 or (2ω) through the throttle valve. Therefore, due to the large damping force generated by this throttle valve,
The hydraulic shock absorber receiving the uneven load is prevented from sinking, and rolling of the vehicle body can be effectively suppressed.
なお、直ちにこの油圧緩衝器には伸長方向の力が作用す
るが、このときはアキュームレータ内の油がチェック弁
を通って流れ、絞り弁の絞り効果が出ないので、揺り返
しなどの問題は生じない。Note that a force in the direction of extension is immediately applied to this hydraulic shock absorber, but at this time, the oil in the accumulator flows through the check valve and the throttling effect of the throttle valve is not produced, so problems such as backlash occur. do not have.
この様に、この発明にあっては、油圧緩衝器への油圧の
給排を、油圧供給弁および排圧弁を′用いて行う車高調
整装置に於いて、上記油圧供給弁と油圧緩衝器との間に
、チェック弁と絞り弁とからなる並列油路および姿勢制
御弁を直列接続したので、車両のノーズダイブ時やロー
リング時に、油圧緩衝器の油室内の油を上記絞り弁な通
過させて、大きな減衰力を発生させることができ、これ
によってアンチノーズダイブ制御およびアンチローリン
グ制御を可能ならしめうるものである。As described above, in the present invention, in a vehicle height adjustment device that uses a hydraulic pressure supply valve and a discharge pressure valve to supply and discharge hydraulic pressure to and from a hydraulic shock absorber, the above-mentioned hydraulic pressure supply valve and hydraulic shock absorber are combined. In between, a parallel oil passage consisting of a check valve and a throttle valve and a posture control valve are connected in series, so that when the vehicle nose dives or rolls, the oil in the oil chamber of the hydraulic shock absorber is allowed to pass through the throttle valve. , it is possible to generate a large damping force, thereby enabling anti-nose dive control and anti-rolling control.
また、これらのアンチノーズダイブ制御およびアンチロ
ーリング制御には、専用の油圧源や空気圧源を用いるも
のではなく、車高調整用の油圧源を利用するものである
から、システム全体の構成を複雑にせずに、コストアッ
プを可能な限り抑えることができ、実用上類る有益とな
るものである。In addition, these anti-nose dive control and anti-rolling controls do not use a dedicated hydraulic power source or pneumatic pressure source, but rather use a hydraulic power source for adjusting the vehicle height, making the overall system configuration complicated. However, the increase in cost can be suppressed as much as possible, which is of practical benefit.
矛１図はとの発明にかかる油圧緩衝器の制御装置を具体
的に示す油圧回路を示す。
（１）・・・油圧源、（４）（５）・φ・油圧供給弁、
（６）・・・油路、＋７１ （８）・・・フロント側油
圧緩衝器、（９）αＺａｇｌ（２２）−−−チェ’／り
弁、（１０） （１３１（２０１（２３） −−−絞り
弁、Ｑｌｌ（１４１（２１１（２４１・・・姿勢制御弁
、（１５１１（ＬＢ・・・アキューム１ノータ、 （１
７）（＋８１・・・リヤー側油圧緩衝器、（２７）・・
・排圧バルブ。
代理人弁理士
大野 泉Figure 1 shows a hydraulic circuit specifically illustrating a control device for a hydraulic shock absorber according to the invention. (1)...Hydraulic power source, (4)(5)・φ・Hydraulic pressure supply valve,
(6)...Oil passage, +71 (8)...Front side hydraulic shock absorber, (9) αZagl (22) --- Check'/re-valve, (10) (131 (201 (23) -- - Throttle valve, Qll(141(211(241...Attitude control valve, (1511(LB...Accumulation 1 note, (1
7) (+81...Rear side hydraulic shock absorber, (27)...
・Exhaust pressure valve. Representative Patent Attorney Izumi Ohno
Claims (1)
器とをそれぞれ結ぶ各油路に、各−の車高調整用油圧供
給弁を接続し、これら二つの油圧供給弁の入力側には−
の車高調整用排圧弁を接続してなり、上記各車高調整用
油圧供給弁とフロント側油圧緩衝器およびりせ一側油圧
緩衝器とをそれぞれ結ぶ上記各油路に、チェック弁と絞
り弁との並列油路および姿勢制御弁を直列接続するとと
もに、上記各油路にアキュームレータを接続し、上記各
車高調整用油圧供給弁および車高調整用排圧弁を車高検
出信号に基づき選択的に制御し、上記各姿勢制御弁を車
体の姿勢状態に応じた検出信号に基づき選択的に切換制
御する様にしたことを特徴とする油圧緩衝器の制御装置
。A hydraulic pressure supply valve for vehicle height adjustment is connected to each oil passage connecting the hydraulic pressure source and the front side hydraulic shock absorber and the rear side hydraulic shock absorber, respectively, and the input side of these two hydraulic pressure supply valves is connected to the hydraulic pressure supply valve for controlling the vehicle height.
A check valve and a throttle are connected to each of the oil passages connecting each of the vehicle height adjustment hydraulic pressure supply valves and the front side hydraulic shock absorber and the rear side hydraulic shock absorber. Parallel oil passages with the valves and posture control valves are connected in series, an accumulator is connected to each of the oil passages, and each of the oil pressure supply valves for vehicle height adjustment and the exhaust pressure valves for vehicle height adjustment are selected based on the vehicle height detection signal. A control device for a hydraulic shock absorber, characterized in that the attitude control valves are selectively controlled based on a detection signal corresponding to the attitude state of a vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22861282A JPS59124422A (en) | 1982-12-29 | 1982-12-29 | Control device for hydraulic damper |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22861282A JPS59124422A (en) | 1982-12-29 | 1982-12-29 | Control device for hydraulic damper |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59124422A true JPS59124422A (en) | 1984-07-18 |
Family
ID=16879071
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22861282A Pending JPS59124422A (en) | 1982-12-29 | 1982-12-29 | Control device for hydraulic damper |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59124422A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0224703U (en) * | 1988-08-02 | 1990-02-19 | ||
| US5584498A (en) * | 1992-10-15 | 1996-12-17 | Yamaha Hatsudoki Kabushiki Kaisha | Suspension system for vehicle |
-
1982
- 1982-12-29 JP JP22861282A patent/JPS59124422A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0224703U (en) * | 1988-08-02 | 1990-02-19 | ||
| US5584498A (en) * | 1992-10-15 | 1996-12-17 | Yamaha Hatsudoki Kabushiki Kaisha | Suspension system for vehicle |
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