JPS631070Y2 - - Google Patents
Info
- Publication number
- JPS631070Y2 JPS631070Y2 JP1982072550U JP7255082U JPS631070Y2 JP S631070 Y2 JPS631070 Y2 JP S631070Y2 JP 1982072550 U JP1982072550 U JP 1982072550U JP 7255082 U JP7255082 U JP 7255082U JP S631070 Y2 JPS631070 Y2 JP S631070Y2
- Authority
- JP
- Japan
- Prior art keywords
- piston
- sleeve
- side passage
- compression
- lower 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.)
- Expired
Links
- 238000013016 damping Methods 0.000 claims description 41
- 230000006835 compression Effects 0.000 claims description 18
- 238000007906 compression Methods 0.000 claims description 18
- 238000001514 detection method Methods 0.000 claims description 15
- 239000006096 absorbing agent Substances 0.000 claims description 9
- 230000035939 shock Effects 0.000 claims description 9
- 230000000694 effects Effects 0.000 description 4
- 239000000725 suspension Substances 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 239000000872 buffer Substances 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000004049 embossing Methods 0.000 description 1
Landscapes
- Fluid-Damping Devices (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、車両の積載荷重に対応して自動的に
減衰特性を変えられるようにした油圧緩衝器に関
する。[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a hydraulic shock absorber whose damping characteristics can be automatically changed in accordance with the load of a vehicle.
（従来の技術）
二輪車および四輪車を含めて、特にライトバン
やトラツクなどのように車体の荷重変動が大きい
車両に使用される油圧緩衝器にあつては、荷重の
積載状態に応じて減衰力の変化する特性のものが
要求される。(Prior art) Hydraulic shock absorbers used in vehicles including two-wheeled vehicles and four-wheeled vehicles, especially light vans and trucks where the load on the vehicle body is subject to large fluctuations, are damped according to the loading state of the load. A variable force characteristic is required.
そこで、この要求に応ずるものが本出願人によ
り、特開昭55−27547号ですでに提案されている。 Therefore, the present applicant has already proposed a device that meets this requirement in Japanese Patent Laid-Open No. 55-27547.
これを第１図および第２図について説明する
と、１は外筒、２は内筒、３はベースバルブ、４
はピストン、５はピストンロツドで、ピストン４
は、内筒２の内部を上部室６と下部室７に画成す
る。 To explain this with reference to FIGS. 1 and 2, 1 is an outer cylinder, 2 is an inner cylinder, 3 is a base valve, and 4 is a base valve.
is the piston, 5 is the piston rod, and piston 4
defines the interior of the inner cylinder 2 into an upper chamber 6 and a lower chamber 7.
上記ピストン４は、圧側行程において下部室７
の油を上部室６に向つて流すポート８を備え、こ
のポート８の部分には、圧側打刻オリフイス９と
圧側減衰弁１０が介装されており、またピストン
ロツド５には、伸側行程において上部室６の油を
下部室７に向つて流す通路１１が設けられるとと
もに、この通路１１の途中には、上下の伸側減衰
弁１２，１２Ａとこれらに設けられた切欠オリフ
イス（図示せず）および出口側のポート１３が介
装されている。ピストン４の下部に内装したスリ
ーブ１４は、車両の積載荷重の小さいときにピス
トン４が内筒２の上部の方でストロークすること
から、内筒２の下部に配設した位置検出スプリン
グ１５に当たることなく、戻しばね１６に付勢さ
れ最下位置を保持して通路１１と下部室７とを連
通する側路１７を開き、これに対して車両の積載
荷重が大きくなつて位置検出スプリング１５に当
接したときは、戻しばね１６に抗して押し上げら
れ、第２図のように最上位置を保つて前記した側
路１７を閉じる。なお、１８はスリーブ１４の内
周とピストンナツト１９の外周との間に画成され
た油溜室であつて、伸側行程の途中にピストン４
の運動に伴つてスリーブ１４が位置検出スリーブ
１４か離れても、戻しばね１６の付勢力を緩衝し
て側路１７の開口を抑え減衰力の急激な減少を防
止するダツシユポツト機構としての役割をなして
いる。 The piston 4 moves into the lower chamber 7 during the pressure side stroke.
The piston rod 5 is provided with a port 8 through which the oil flows toward the upper chamber 6, and a compression-side stamped orifice 9 and a compression-side damping valve 10 are installed in the port 8. A passage 11 is provided in which the oil in the upper chamber 6 flows toward the lower chamber 7, and in the middle of this passage 11 there are upper and lower expansion damping valves 12, 12A and cutout orifices (not shown) provided therein. and a port 13 on the outlet side. The sleeve 14 installed in the lower part of the piston 4 hits the position detection spring 15 arranged in the lower part of the inner cylinder 2 because the piston 4 strokes toward the upper part of the inner cylinder 2 when the vehicle's carrying load is small. The lowermost position is held by the return spring 16 and the side passage 17 communicating with the passage 11 and the lower chamber 7 is opened. When they come into contact, they are pushed up against the return spring 16 to maintain the uppermost position as shown in FIG. 2 and close the side passage 17 described above. Note that 18 is an oil reservoir defined between the inner periphery of the sleeve 14 and the outer periphery of the piston nut 19, and the piston 4
Even if the sleeve 14 separates from the position detection sleeve 14 due to the movement of the sleeve 14, it does not function as a dart pot mechanism that buffers the biasing force of the return spring 16, suppresses the opening of the side passage 17, and prevents a sudden decrease in damping force. ing.
したがつて、車両の積載荷重の小さいときの圧
側行程においては、ピストン速度が遅い領域（例
えば0.1ｍ／sec以下）では、下部室７の油は、打
刻オリフイス９と側路１７とを経由して伸側減衰
弁１２の切欠オリフイスを通つて、またピストン
速度が速い領域（例えば0.3ｍ／sec以上）では、
主として圧側減衰弁１０を押し開いて上部室６に
流入し、同じにピストンロツド５の侵入体積分の
下部室７の油は、ベースバルブ３を通つて外側油
室２０に押し出され、打刻オリフイス９、切欠オ
リフイスと主に圧側減衰弁１０およびベースバル
ブ３により油が流動に抵抗を与えて所望の比較的
低い減衰力を発生させる。 Therefore, in the compression side stroke when the vehicle load is small, the oil in the lower chamber 7 passes through the stamping orifice 9 and the side passage 17 in a region where the piston speed is slow (for example, 0.1 m/sec or less). and through the cutout orifice of the rebound damping valve 12, and in areas where the piston speed is high (for example, 0.3 m/sec or more),
The pressure-side damping valve 10 is mainly pushed open to flow into the upper chamber 6, and the oil in the lower chamber 7 corresponding to the intrusion volume of the piston rod 5 is forced out through the base valve 3 to the outer oil chamber 20, and is pushed out to the stamping orifice 9. , the notched orifice and mainly the pressure side damping valve 10 and the base valve 3 provide resistance to oil flow to produce the desired relatively low damping force.
逆に伸側行程では、ピストン速度が前述のよう
な遅い領域において、上部室６の油は、伸側減衰
弁１２の切欠オリフイスと打刻オリフイス９から
下部室７に流れ、ピストン速度が前述のような速
い領域では、主として伸側減衰弁１２を押し開い
て側路１７を経て下部室７に流入し、これら減衰
弁１２および側路１７とにより油の流動に抵抗を
与えて、第３図に示すように、圧側行程のときよ
りも高い減衰力を発生させる。 On the other hand, in the rebound stroke, when the piston speed is low as described above, the oil in the upper chamber 6 flows from the cutout orifice and stamped orifice 9 of the rebound damping valve 12 to the lower chamber 7, and the piston speed reaches the above-mentioned range. In such a fast region, the oil mainly pushes open the rebound damping valve 12 and flows into the lower chamber 7 via the side passage 17, and the damping valve 12 and the side passage 17 provide resistance to the flow of oil. As shown in , a higher damping force is generated than during the compression stroke.
一方、車両の積載荷重が大きいとき、ピストン
４の初期位置が相対的に下方に移行し、スリーブ
１４は位置検出スプリング１５により押し上げら
れ側路１７を第２図のように閉じる。 On the other hand, when the load of the vehicle is large, the initial position of the piston 4 moves relatively downward, and the sleeve 14 is pushed up by the position detection spring 15 to close the side passage 17 as shown in FIG.
これにより、圧側または伸側の両行程におい
て、流路のコンスタントオリフイスは、ともに、
打刻オリフイス９と両切欠オリフイス（図示せ
ず）とだけになつて、その面積が縮小するので発
生減衰力が高められ、しかも、特に、伸側行程の
ピストン速度が前述のような速い領域において、
伸側減衰弁１２をとおつた油は、側路１７と通る
ことなく、さらに他の伸側減衰弁１２Ａを通るの
で、第３図に示すように、積車時の伸側行程の発
生減衰力が相対的に高められるのである。 As a result, the constant orifice of the flow path is
Since only the stamping orifice 9 and the two notched orifices (not shown) are used, their area is reduced, so the generated damping force is increased, especially in the region where the piston speed in the extension stroke is high as mentioned above. ,
The oil that has passed through the rebound damping valve 12 does not pass through the side passage 17, but passes through another rebound damping valve 12A, so as shown in FIG. is relatively increased.
（考案が解決しようとする問題点）
ところで、上記油圧緩衝器によればこのように
して減衰力特性や荷重懸架特性を空車時と積車時
とで相対変化させることができるのであるが、第
３図に示すように、圧側減衰力の空車時、積車時
の変化量が少なく、特にピストン速度が前述のよ
うな遅い領域では著しくて、操安性の改善にそれ
ほど寄与しない。(Problem to be solved by the invention) By the way, according to the above hydraulic shock absorber, the damping force characteristics and the load suspension characteristics can be relatively changed between when the car is empty and when the car is loaded. As shown in FIG. 3, the amount of change in the compression damping force when the vehicle is empty and when the vehicle is loaded is small, and is particularly noticeable in the region where the piston speed is slow as described above, and does not contribute much to improving steering stability.
これは前述のように、圧側行程でピストン速度
の遅い領域では、下部室７から上部室６への流路
は、空車時は打刻オリフイス９と伸側減衰弁１２
の切欠オリフイスで、積車時は打刻オリフイス９
と伸側減衰弁１２，１２Ａの２個の切欠オリフイ
スであつて、その差は切欠オリフイス１個なの
で、積車時の空車時に対する発生減衰力の変化量
が小さいことによる。 As mentioned above, in the region where the piston speed is low in the compression stroke, the flow path from the lower chamber 7 to the upper chamber 6 is connected to the stamped orifice 9 and the rebound damping valve 12 when the vehicle is empty.
This is a notched orifice, and when loading a car, the stamped orifice 9 is used.
and the expansion side damping valves 12, 12A, and the difference between them is one notched orifice, so the amount of change in the generated damping force when the car is loaded is small compared to when the car is empty.
本考案は上記の問題点を解決すべく、上部室と
下部室を伸，圧側減衰弁を介さないで短絡する側
路を、ピストンとベース部との間に内設した検出
スプリングによつて積車時のピストンの相対変位
に応動するスリーブによつて開閉するようにし
て、低速域における圧側と伸側の双方の減衰力を
積車時に大きくして走行中の車体の操縦安定性の
向上を図ることができる積載量感応型油圧緩衝器
を提供することを目的とする。 In order to solve the above problems, the present invention uses a detection spring installed between the piston and the base to create a bypass that extends the upper and lower chambers and short-circuits them without going through the compression damping valve. By opening and closing a sleeve that responds to the relative displacement of the piston when the vehicle is moving, the damping force on both the compression side and the rebound side in the low speed range is increased when the vehicle is loaded, thereby improving the handling stability of the vehicle body while driving. It is an object of the present invention to provide a load-sensitive hydraulic shock absorber that is capable of achieving a load-sensitive hydraulic shock absorber.
（問題点を解決するための手段）
上記目的を達成するために本考案では、ピスト
ンに配設され、かつそれぞれ一方向への流れのみ
許容する伸側および圧側の減衰弁を介して上部室
と下部室とを連通するとともに、それら上部室と
下部室とを伸側および圧側減衰弁に対し並列に連
通する側路をピストンナツトに形成し、この側路
を開閉するスリーブを前記ピストンナツト外周に
摺動自由に嵌合するとともに、このスリーブを前
記側路を開く位置に付勢する戻しばねをピストン
ととの間に介装し、かつ所定の圧縮状態にて前記
戻しばねに抗してスリーブを側路閉鎖位置に付勢
する位置検出スプリングをシリンダベース側に配
設した。(Means for Solving the Problems) In order to achieve the above object, the present invention connects the upper chamber to the upper chamber through damping valves on the expansion side and compression side, which are disposed on the piston and allow flow in only one direction, respectively. A side passage is formed in the piston nut that communicates with the lower chamber and also communicates the upper chamber and the lower chamber in parallel with the expansion side and compression side damping valves, and a sleeve for opening and closing this side passage is provided on the outer periphery of the piston nut. A return spring is interposed between the piston and the sleeve to allow the sleeve to slide freely and urge the sleeve to the position where the side passage is opened, and in a predetermined compressed state, the sleeve A position detection spring is installed on the cylinder base side to bias the side passage to the closed position.
（作用）
上記構成にあつては、上部室と下部室を伸側・
圧側減衰弁を介さずに短絡する側路が、シリンダ
ベース側に配設した位置検出スプリングの積車時
のピストンとの相対的変位に応動して切換作動す
るスリーブによつて開閉され、これにより特に圧
側の荷重懸架特性が積車時に増すと共に低速域に
おける伸側と圧側の減衰力が空車時に対して積車
時に大きくなり、操安性の向上に大きく貢献す
る。(Function) In the above configuration, the upper chamber and the lower chamber are
The side passage, which is shorted without going through the compression damping valve, is opened and closed by a sleeve that switches and operates in response to the relative displacement of the position detection spring installed on the cylinder base side with the piston during loading. In particular, the load suspension characteristics on the compression side increase when the vehicle is loaded, and the damping forces on the rebound and compression sides in the low-speed range become larger when the vehicle is loaded compared to when the vehicle is empty, which greatly contributes to improving maneuverability.
なおまた、位置検出スプリングは車両の積載荷
重を懸架スプリングと共に分担して支持すること
になるので、圧側の収縮作動に対して反発支持力
として有利に作用する。 Furthermore, since the position detection spring shares and supports the vehicle load together with the suspension spring, it advantageously acts as a repulsive support force against the contraction operation on the compression side.
（実施例）
以下、本考案の実施例を第４図に基づいて説明
する。なお、第１図〜第２図との対応部分には同
一の符号を付して示す。(Example) Hereinafter, an example of the present invention will be described based on FIG. 4. Note that parts corresponding to those in FIGS. 1 and 2 are denoted by the same reference numerals.
第４図において、ピストンロツド５には、伸側
行程において上部室６の油を下部室７に向つて流
す通路１１が設けられるとともに、その通路１１
には伸側減衰弁１２とこれに設けられた切欠オリ
フイス（図示せず）および出口側のポート１３が
介装されている。またピストンナツト１９には、
伸側減衰弁１２の内側と下部室７を連通する側路
２７が設けられ、この側路２７は打刻オリフイス
９等に比べて大きな開口面積に設定され、スリー
ブ１４が位置検出スプリング１５により押し上げ
られて最上位置にあるときにはスリーブ１４によ
り閉じられるようになつている。また、このとき
積載荷重は図示しない懸架スプリングとともに、
位置検出スプリング１５によつて分担支持され
る。 In FIG. 4, the piston rod 5 is provided with a passage 11 through which oil in the upper chamber 6 flows toward the lower chamber 7 during the extension stroke.
An expansion-side damping valve 12, a cutout orifice (not shown) provided therein, and an outlet-side port 13 are interposed in the expansion-side damping valve 12. In addition, the piston nut 19 has
A side passage 27 is provided that communicates the inside of the expansion side damping valve 12 with the lower chamber 7, and this side passage 27 is set to have a larger opening area than the stamping orifice 9, etc., and the sleeve 14 is pushed up by the position detection spring 15. It is designed to be closed by a sleeve 14 when it is in the uppermost position. In addition, at this time, the live load is carried out along with a suspension spring (not shown).
It is supported by the position detection spring 15.
なお、その他の構成部分については、先に説明
した第１図および第２図の従来のものと実質上同
一の構成となつているので、ここでは同一の部分
に同一の符号を付してその説明を省略することに
する。 The other components are substantially the same as the conventional ones shown in FIGS. 1 and 2 described above, so the same parts are designated by the same reference numerals here. I will omit the explanation.
次に作用について説明する。 Next, the effect will be explained.
空車時にあつては、戻しばね１６の張力が位置
検出スプリング１５に打ち勝つため、スリーブ１
４は側路２７を開く位置に在る。このため、圧縮
作動時において、下部室７の油は、主として側路
２７を経て通路１１から流れるとともに、ポート
８を経て打刻オリフイス９から上部室６に流れる
ので、比較的大径の側路２７により発生減衰力は
小さくなる。 When the vehicle is empty, the tension of the return spring 16 overcomes the position detection spring 15, so the sleeve 1
4 is in a position to open the side passage 27. Therefore, during compression operation, the oil in the lower chamber 7 mainly flows from the passage 11 via the side passage 27, and also flows from the embossing orifice 9 to the upper chamber 6 via the port 8. 27, the generated damping force becomes smaller.
これに対し、積車時には緩衝器の圧縮作動に応
じて位置検出スプリング１５が圧縮されるため、
その張力により戻しばね１６に抗してスリーブ１
４が側路２７を閉ざす位置に移動させられるた
め、下部室７の油は打刻オリフイス９と伸側減衰
弁１２の切欠オリフイスを通つて上部室６に流
れ、この場合側路２７が閉ざされる結果として流
路面積が上記空車時よりも非常に縮小するので、
第６図に示すようにピストン速度が遅い領域にあ
つても十分に発生減衰力が高められ、同時に上述
の通り位置検出スプリング１５によつて荷重支持
力も増すので、車両を安定して支えることができ
るのである。 On the other hand, when the vehicle is loaded, the position detection spring 15 is compressed in accordance with the compression operation of the shock absorber.
Due to the tension, the sleeve 1 resists the return spring 16.
4 is moved to a position where the side passage 27 is closed, the oil in the lower chamber 7 flows through the stamping orifice 9 and the cut-out orifice of the expansion damping valve 12 into the upper chamber 6, in which case the side passage 27 is closed. As a result, the flow path area is much smaller than when the car is empty, so
As shown in Fig. 6, the generated damping force is sufficiently increased even in the region where the piston speed is slow, and at the same time, as mentioned above, the load supporting force is also increased by the position detection spring 15, so that the vehicle can be stably supported. It can be done.
第５図は本考案の他の実施例を示す。 FIG. 5 shows another embodiment of the invention.
これは、圧側，伸側減衰弁１０，１２をそれぞ
れピストン４の対向する面に同心円状に配置する
とともに、ピストンナツト１９の下部開口をプラ
グ２１で閉ざして画成される内室２２を、ピスト
ンナツト１９に設けた側路２７により下部室７と
連通させたもので、この場合も第４図と同様の作
用効果が得られる。 This is achieved by arranging the compression side and rebound damping valves 10 and 12 concentrically on opposing surfaces of the piston 4, and closing the lower opening of the piston nut 19 with a plug 21 to create an inner chamber 22 defined by the piston. The nut 19 is communicated with the lower chamber 7 through a side passage 27, and in this case as well, the same effects as in FIG. 4 can be obtained.
（考案の効果）
以上説明したように本考案によれば、減衰弁と
並列に上部室と下部室とを連通する側路を設け、
この側路をシリンダベース側に配設した位置検出
スプリングの積車時のピストンの相対的変位に応
動しての反発力に基づいて切換作動されるスリー
ブにより開閉するようにしたので、特に低速域に
おいても伸側と圧側の減衰力並びに荷重支持力を
空車時に対しともに大きくすることができ、その
結果操安性が向上するという効果が奏される。(Effects of the invention) As explained above, according to the invention, a side passage communicating between the upper chamber and the lower chamber is provided in parallel with the damping valve,
This side passage is opened and closed by a sleeve that is switched and operated based on the repulsive force of a position detection spring installed on the cylinder base side in response to the relative displacement of the piston when the car is loaded. Also, both the damping force and the load supporting force on the rebound side and the compression side can be increased compared to when the vehicle is empty, and as a result, the effect of improving maneuverability is achieved.
第１図は従来の油圧緩衝器の概略断面図、第２
図はその積車時におけるピストン部分を拡大して
示す断面図、第３図はその減衰特性を示すグラフ
である。第４図と第５図はそれぞれ異なつた本考
案の実施例の積車時および空車時におけるピスト
ン部分を拡大して示す断面図、第６図はその減衰
特性を示すグラフである。
１……外筒、２……内筒、３……ベースバル
ブ、４……ピストン、５……ピストンロツド、６
……上部室、７……下部室、９……打刻オリフイ
ス、１０……圧側減衰弁、１１……通路、１２…
…伸側減衰弁、１４……スリーブ、１５……位置
検出スプリング、１６……戻しばね、１８……油
溜室、１９……ピストンナツト、２０……外側油
室、２１……プラグ、２７……側路。
Figure 1 is a schematic sectional view of a conventional hydraulic shock absorber, Figure 2 is a schematic sectional view of a conventional hydraulic shock absorber.
The figure is an enlarged sectional view of the piston portion when the vehicle is loaded, and FIG. 3 is a graph showing its damping characteristics. 4 and 5 are enlarged sectional views showing the piston portion of different embodiments of the present invention when the vehicle is loaded and when the vehicle is empty, and FIG. 6 is a graph showing the damping characteristics thereof. 1... Outer cylinder, 2... Inner cylinder, 3... Base valve, 4... Piston, 5... Piston rod, 6
... Upper chamber, 7 ... Lower chamber, 9 ... Embossed orifice, 10 ... Pressure side damping valve, 11 ... Passage, 12 ...
...Rebound damping valve, 14... Sleeve, 15... Position detection spring, 16... Return spring, 18... Oil reservoir chamber, 19... Piston nut, 20... Outer oil chamber, 21... Plug, 27 ...side road.
Claims (1)
流れのみ許容する伸側および圧側の減衰弁を介し
て上部室と下部室とを連通するとともに、それら
上部室と下部室とを伸側および圧側減衰弁に対し
並列に連通する側路をピストンナツトに形成し、
この側路を開閉するスリーブを前記ピストンナツ
ト外周に摺動自由に嵌合するとともに、このスリ
ーブを前記側路を開く位置に付勢する戻しばねを
ピストンとの間に介装し、かつ所定の圧縮状態に
て前記戻しばねに抗してスリーブを側路閉鎖位置
に付勢する位置検出スプリングをシリンダベース
側に配設したことを特徴とする積載量感応型油圧
緩衝器。 The upper chamber and the lower chamber are communicated with each other through the expansion side and compression side damping valves, which are arranged on the piston and allow flow in only one direction, respectively, and the upper chamber and the lower chamber are connected to each other through expansion side and compression side damping valves. Forming a side passage in the piston nut that communicates in parallel with the valve,
A sleeve for opening and closing this side passage is slidably fitted around the outer periphery of the piston nut, and a return spring is interposed between the sleeve and the piston for biasing the sleeve to a position where the side passage is opened, and a predetermined position is provided. A load-sensitive hydraulic shock absorber, characterized in that a position detection spring is disposed on the cylinder base side to urge the sleeve to the side passage closing position against the return spring in a compressed state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7255082U JPS58175235U (en) | 1982-05-18 | 1982-05-18 | hydraulic shock absorber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7255082U JPS58175235U (en) | 1982-05-18 | 1982-05-18 | hydraulic shock absorber |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58175235U JPS58175235U (en) | 1983-11-24 |
| JPS631070Y2 true JPS631070Y2 (en) | 1988-01-12 |
Family
ID=30082109
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7255082U Granted JPS58175235U (en) | 1982-05-18 | 1982-05-18 | hydraulic shock absorber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58175235U (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4517481Y1 (en) * | 1969-01-08 | 1970-07-17 | ||
| JPS5540386A (en) * | 1979-08-22 | 1980-03-21 | Kayaba Ind Co Ltd | Shock absorber |
-
1982
- 1982-05-18 JP JP7255082U patent/JPS58175235U/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4517481Y1 (en) * | 1969-01-08 | 1970-07-17 | ||
| JPS5540386A (en) * | 1979-08-22 | 1980-03-21 | Kayaba Ind Co Ltd | Shock absorber |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58175235U (en) | 1983-11-24 |
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