JPS63222914A - Suspension construction - Google Patents
Suspension constructionInfo
- Publication number
- JPS63222914A JPS63222914A JP5607787A JP5607787A JPS63222914A JP S63222914 A JPS63222914 A JP S63222914A JP 5607787 A JP5607787 A JP 5607787A JP 5607787 A JP5607787 A JP 5607787A JP S63222914 A JPS63222914 A JP S63222914A
- Authority
- JP
- Japan
- Prior art keywords
- shock absorber
- chamber
- orifice
- upper chamber
- 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.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 20
- 238000010276 construction Methods 0.000 title 1
- 230000035939 shock Effects 0.000 claims abstract description 66
- 239000006096 absorbing agent Substances 0.000 claims abstract description 65
- 238000010586 diagram Methods 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
- B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はサスペンション構造、詳しくは、車両が走行時
に路面から受ける衝撃を緩和し、車両の傾斜を減少する
サスペンション構造に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a suspension structure, and more particularly, to a suspension structure that reduces the impact that a vehicle receives from a road surface when the vehicle is running, and reduces the inclination of the vehicle.
（従来の技術）
従来の車両のサスペンション構造としては、例えば、第
３．４図に示すようなものがある。第３図において、１
はサスペンション構造であり、サスペンション構造１は
車両２の左右に一対のショックアブソーバ３を有してい
る。各ショックアブソーバ３の上端部３ａは車両２の車
体２ａに係止され、ショックアブソーバ３の下端部３ｂ
はいわゆるバネ下の例えば、ロアアーム５の中央部に係
止されている。ロアアーム５の一端部５ａは車体２ａに
回動自在に係止され、他端部５ｂは車輪６に係止してい
る。ショックアブソーバ３の周辺には図示していないコ
イルスプリングが同軸にまたはショックアブソーバ３か
ら離隔して設けられ、ショックアブソーバ３の上端部３
ａおよび下端部３ｂにまたはこれらの近傍にそれぞれ固
定されている。ショックアブソーバ３は、第４図に示す
ように、オイル８が充填され密封された筒体９を有し、
筒体９内には上下に往復運動するピストン１０と、ピス
トン１０により上下に画成された上室１１と下室１２と
が設けられている。ピストン１０は上室１１内を貫通す
るロッド１３によりショックアブソーバ３の上端部３ａ
に連結している。ピストン１０には上室１１と下室１２
とを連通ずるオリフィス１７が設けられている。筒体９
の下部には高圧ガス室１５が上下に移動自在なフリーピ
ストン１６により画成されている。(Prior Art) An example of a conventional vehicle suspension structure is shown in FIG. 3.4. In Figure 3, 1
is a suspension structure, and the suspension structure 1 has a pair of shock absorbers 3 on the left and right sides of a vehicle 2. The upper end 3a of each shock absorber 3 is locked to the body 2a of the vehicle 2, and the lower end 3b of the shock absorber 3
is secured to a so-called unsprung portion, for example, at the center of the lower arm 5. One end 5a of the lower arm 5 is rotatably locked to the vehicle body 2a, and the other end 5b is locked to the wheel 6. A coil spring (not shown) is provided around the shock absorber 3 coaxially or spaced apart from the shock absorber 3.
a and the lower end portion 3b or in the vicinity thereof, respectively. As shown in FIG. 4, the shock absorber 3 has a cylindrical body 9 filled with oil 8 and sealed.
A piston 10 that reciprocates up and down, and an upper chamber 11 and a lower chamber 12 defined vertically by the piston 10 are provided in the cylinder 9. The piston 10 is connected to the upper end 3a of the shock absorber 3 by a rod 13 passing through the upper chamber 11.
is connected to. The piston 10 has an upper chamber 11 and a lower chamber 12.
An orifice 17 is provided that communicates with the. Cylindrical body 9
A high-pressure gas chamber 15 is defined at the bottom by a free piston 16 that is vertically movable.
走行時に車両が受ける衝撃や車両の傾斜による車輪６の
上下運動は、ロアアーム５を介してショックアブソーバ
３の下端部３ｂに伝えられ、ショックアブソーバ３内の
ピストン１０が上下に往復移動して上室１１内および下
室１２内のオイル８はオリフィス１７を通って筒体９内
を上下に移動する。上室１１および下室１２へのオイル
８の移動はオリフィス１７により制限され、車輪６の上
下運動は筒体９内におけるオイル８の移動する運動エネ
ルギーとなり、次いで熱となり、減衰される。The vertical movement of the wheels 6 due to the impact received by the vehicle during driving or the tilting of the vehicle is transmitted to the lower end 3b of the shock absorber 3 via the lower arm 5, and the piston 10 in the shock absorber 3 reciprocates up and down, causing the upper chamber to move upward and downward. The oil 8 in the cylinder 11 and the lower chamber 12 passes through the orifice 17 and moves up and down in the cylinder 9. The movement of the oil 8 to the upper chamber 11 and the lower chamber 12 is restricted by the orifice 17, and the vertical movement of the wheel 6 becomes kinetic energy for the movement of the oil 8 in the cylinder 9, which then becomes heat and is attenuated.
（発明が解決しようとする問題点）
しかしながら、−右側の車輪６の上下運動は一方側のシ
ョックアブソーバ３によってのみ上下の運動は減衰され
、減衰の初期ではシヨ・ツクアブソーバ３の上端部３ａ
を大きく上下させる。このため、車体２ａは車体く図に
は１点鎖線にて示している）２ｂまで上下して車体２ａ
が大きく傾斜しローリングするという問題点がある。(Problems to be Solved by the Invention) However, - the vertical movement of the right wheel 6 is damped only by the shock absorber 3 on one side, and in the initial stage of damping, the upper end 3a of the shock absorber 3
move up and down significantly. Therefore, the vehicle body 2a is moved up and down to 2b (indicated by a dashed line in the figure).
There is a problem in that the road slopes significantly and rolls.
そこで本発明は、車輪が上下に大きく上下運動しても車
体の傾斜が少なくローリングが少ない車体の水平安定性
が優れたサスペンション構造を提供することを目的とす
る。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a suspension structure that exhibits excellent horizontal stability of a vehicle body with less inclination and less rolling even when the wheels move up and down significantly.
（問題点を解決するための手段）
本発明に係るサスペンション構造は、車両の左右に設け
られた一対のショックアブソーバを有するサスペンショ
ン構造において、左側のショックアブソーバの下室と右
側のショックアブソーバの上室とを連通ずる連通孔を有
し、この連通孔に第１オリフィスを備えた第１パイプを
設けるとともに右側のショックアブソーバの下室と左側
のショックアブソーバの上室とを連通ずる連通孔を有し
、この連通孔に第２オリフィスを備えた第１パイプを設
けたことを特徴としている。(Means for Solving the Problems) A suspension structure according to the present invention has a suspension structure having a pair of shock absorbers provided on the left and right sides of a vehicle, in which a lower chamber of the left shock absorber and an upper chamber of the right shock absorber are provided. A first pipe having a first orifice is provided in the communication hole, and a communication hole is provided to communicate the lower chamber of the right shock absorber and the upper chamber of the left shock absorber. The communication hole is characterized in that a first pipe having a second orifice is provided in the communication hole.
（作用）
本発明のサスペンション構造は、車両の左右に設けられ
た一対のショックアブソーバにおいて、左側のショック
アブソーバの下室と右側のショックアブソーバの上室と
を連通ずる連通孔を有し、この連通孔に第１オリフィス
を備えた第１パイプが設けられるとともに、右側のショ
ックアブソーバの下室と左側のショックアブソーバの王
室とを連通ずる連通孔を有し、この連通孔に第２オリフ
ィスを備えた第２バイブが設けられているので、左側の
車輪が上昇し左側のショックアブソーバが縮むと、左側
のショックアブソーバの下室の流体は第１パイプ内の第
１オリフィスを通って右側のショックアブソーバの上室
に適量だけ流入し、右側のショックアブソーバはピスト
ンに押されて縮むように作動し右側の車輪は上昇する。(Function) The suspension structure of the present invention has a communication hole that communicates the lower chamber of the left shock absorber and the upper chamber of the right shock absorber in a pair of shock absorbers provided on the left and right sides of the vehicle. A first pipe having a first orifice is provided in the hole, and a communication hole is provided to communicate the lower chamber of the right shock absorber with the royal chamber of the left shock absorber, and the communication hole is provided with a second orifice. Since the second vibration is provided, when the left wheel rises and the left shock absorber retracts, the fluid in the lower chamber of the left shock absorber passes through the first orifice in the first pipe to the right shock absorber. An appropriate amount of air flows into the upper chamber, and the right shock absorber is pushed by the piston and compresses, causing the right wheel to rise.
このため、車両の左右の車輪はともに上昇し、車体の傾
斜は少なく、ローリングも少ない、さらに、ショックア
ブソーバにより衝撃も十分に緩和される。また、右側の
車輪が上昇し右側のショックアブソーバが縮んだ場合も
前述と同様に、右側のショックアブソーバの下室の流体
は、第２パイプ内の第２オリフィスを通って左側のショ
ックアブソーバの上室に適量だけ流入し、左側のショッ
クアブソーバはピストンに押されて縮むように作動する
。このため、車両の左右の車輪はともに上昇し、車体の
傾斜は少なく、ローリングは少なく、衝撃も緩和される
。車輪が路面の凹地に入り下降する場合も前述と逆に流
体が流れ、やはり車体のローリングは少なく、衝撃も緩
和される。As a result, both the left and right wheels of the vehicle rise, the vehicle body tilts less and rolls less, and the shock absorber sufficiently cushions the impact. Also, when the right wheel rises and the right shock absorber contracts, the fluid in the lower chamber of the right shock absorber passes through the second orifice in the second pipe and rises above the left shock absorber. An appropriate amount flows into the chamber, and the left shock absorber is pushed by the piston and operates to contract. As a result, both the left and right wheels of the vehicle rise, the vehicle body tilts less, rolls less, and shocks are alleviated. Even when the wheels descend into a depression in the road surface, the fluid flows in the opposite manner as described above, reducing the amount of rolling of the vehicle body and mitigating the impact.
（実施例）
以下、本発明の実施例を図面に基づいて説明する。第１
．２図は本発明に係るサスペンション構造の一実施例を
示す図である。(Example) Hereinafter, an example of the present invention will be described based on the drawings. 1st
．． FIG. 2 is a diagram showing an embodiment of the suspension structure according to the present invention.
まず、構成について説明する。第１図において、２１は
サスペンション構造であり、サスペンション構造２１は
、車両２２の左右に一対のショックアブソーバ（図の左
側を２３Ａ、右側を２３１とし、２３で代表する）２３
を有し、各ショックアブソーバ２３の上端部２３ａは車
両２２０車体２２ａに係止され、各ショツクアブソーバ
２３の下端部２３ｂはいわゆるバネ下の例工ば、ロアコ
ントロールアーム２４の中央部に係止されている。ロア
コントロールアーム２４の一端部は図示していない車体
２２ａに回動自在に係止され、ロアコントロールアーム
２４の他端部車輪２５に係止されている。図示していな
いコイルスプリングがショックアブソーバ２３から離隔
して車体２２ａとバネ下との間に嵌装されている。ショ
ックアブソーバ２３は、第２図に示すように、オイル２
８が充填され密封された筒体２９を有し、筒体２９内に
は軸方向上下に往復運動するピストン３０と、ピストン
３０により上下に２つに画成された上室３１と下室３２
が設けられている。ピストン３０は上室３１内を貫通す
るロッド３３により筒体２９外のショックアブソーバ２
３の上端部２３ａに連結している。また、筒体２９の下
部には高圧ガス室３５が筒体２９内を上下に摺動自在な
フリーピストン３６により画成され、高圧ガスが充填さ
れている。First, the configuration will be explained. In FIG. 1, 21 is a suspension structure, and the suspension structure 21 includes a pair of shock absorbers 23 on the left and right sides of a vehicle 22 (the left side in the figure is 23A, the right side is 231, and is represented by 23).
The upper end 23a of each shock absorber 23 is locked to the vehicle body 22a of the vehicle 220, and the lower end 23b of each shock absorber 23 is locked to the center of the lower control arm 24, which is an example of a so-called unsprung structure. ing. One end of the lower control arm 24 is rotatably locked to a vehicle body 22a (not shown), and the other end of the lower control arm 24 is locked to a wheel 25. A coil spring (not shown) is spaced apart from the shock absorber 23 and fitted between the vehicle body 22a and the unsprung portion. The shock absorber 23, as shown in FIG.
The cylinder body 29 includes a piston 30 that reciprocates up and down in the axial direction, and an upper chamber 31 and a lower chamber 32 that are vertically divided into two by the piston 30.
is provided. The piston 30 is connected to the shock absorber 2 outside the cylindrical body 29 by a rod 33 passing through the upper chamber 31.
It is connected to the upper end portion 23a of 3. Further, a high-pressure gas chamber 35 is defined in the lower part of the cylinder 29 by a free piston 36 that is vertically slidable within the cylinder 29, and is filled with high-pressure gas.
左側のショックアブソーバ２３Ａの下室３２Ａと右側の
ショックアブソーバ２３．の上室３１．と連通する第１
連通孔３９を有する第１バイブ３８が設けられ、第１連
通孔３９には第１オリフィス３９ａと逆止弁３９ｂが並
列に設けられてオイル２８の流量を規制している。右側
のショックアブソーバ２３１＋の下室３２゜と左側のシ
ョックアブソーバ２３Ａの上室３１Ａとを連通ずる第２
連通孔４１を有する第２バイブ４０が設けられ、第２連
通孔４１には第２オリフィス４１ａと逆止弁が並列に設
けられてオイル２８の流量を規制している。The lower chamber 32A of the left shock absorber 23A and the right shock absorber 23. upper chamber 31. The first communicating with
A first vibe 38 having a communication hole 39 is provided, and a first orifice 39a and a check valve 39b are provided in parallel in the first communication hole 39 to regulate the flow rate of the oil 28. A second chamber that communicates the lower chamber 32° of the right shock absorber 231+ with the upper chamber 31A of the left shock absorber 23A.
A second vibe 40 having a communication hole 41 is provided, and a second orifice 41a and a check valve are provided in parallel in the second communication hole 41 to regulate the flow rate of the oil 28.
次に、作用について説明する。Next, the effect will be explained.
本発明のサスベンジジン構造２１は、左側のショックア
ブソーバ２３Ａの下室３２Ａと右側のショックアブソー
バ２３３の上室３１．とを連通ずる第１連通孔３９を有
する第１バイブ３８が設けられ、第１連通孔３９には第
１オリフィス３９ａが設けられているとともに、右側の
ショックアブソーバ２３．の下室３２、と左側のショッ
クアブソーバ２３Ａの上室３１ａと連通ずる第２連通孔
４１を有する第２バイブ４０が設けられ、第２述通孔４
１には第２オリフィス４１ａが設けられているので、左
側の車輪２５が路面の変化により上昇し、左側のショッ
クアブソーバ２３Ａが縮み、ショックアブソーバ２３Ａ
の下室３２ａのオイル２８．は第１バイブ３８、第１連
通孔３９および第１オリフィス３９ａを通って右側のシ
ョックアブソーバ２３Ｂの右側の上室３１１に流入して
上室３１．内の圧力が上昇しピストン３０を降下させて
ショックアブソーバ２３．を縮ませる。このショックア
ブソーバ２３．の収縮により右側の車輪２５は上昇する
。このことは、右側のショックアブソーバ２３ｍの下室
３２、内のオイル２８Ａが第２バイブ４０の第２連通孔
４１および第２オリフィス４１ａを通って左側のショッ
クアブソーバ２３Ａの上室３Ｌｍに流入することにより
さらに促進される。また、逆に左側の車輪２５が降下す
るとオイル２８．は逆方向に流れて右側の車輪２５は降
下する。すなわち、一対の左右の車輪２５Ａ、２５．！
は一方の上下の移動に対応して他方側も同時に上下に第
１図に示す路面４３から路面４３′まで移動する。この
ため、車体２２ａの傾斜は、大幅に低減し、従来のよう
に、車体２２ａが大きく傾斜することはなく、車体２２
ａの水平安定度が大幅に向上する。また、オイル２８は
前述の第１および第２連通孔３９．４１を通って移動す
るとともに、第１および第２オリフィス３９ａ、４１ａ
により流量が規制されるので、路面からの衝撃を大幅に
低減する。The suspension structure 21 of the present invention has a lower chamber 32A of the left shock absorber 23A and an upper chamber 31A of the right shock absorber 233. A first vibe 38 is provided which has a first communication hole 39 that communicates with the right shock absorber 23. The first communication hole 39 is provided with a first orifice 39a. A second vibe 40 is provided which has a second communication hole 41 that communicates with the lower chamber 32 of the shock absorber 23A and the upper chamber 31a of the left shock absorber 23A.
1 is provided with the second orifice 41a, the left wheel 25 rises due to changes in the road surface, the left shock absorber 23A contracts, and the shock absorber 23A
Oil 28 in the lower chamber 32a. flows into the right upper chamber 311 of the right shock absorber 23B through the first vibe 38, the first communication hole 39, and the first orifice 39a, and flows into the upper chamber 31. The pressure inside the shock absorber 23. increases and causes the piston 30 to descend. shrink. This shock absorber 23. Due to the contraction of , the right wheel 25 rises. This means that the oil 28A in the lower chamber 32 of the right shock absorber 23m flows into the upper chamber 3Lm of the left shock absorber 23A through the second communication hole 41 of the second vibe 40 and the second orifice 41a. This is further promoted by Conversely, when the left wheel 25 descends, the oil 28. flows in the opposite direction and the right wheel 25 descends. That is, a pair of left and right wheels 25A, 25. !
Corresponding to the vertical movement of one side, the other side simultaneously moves vertically from the road surface 43 to the road surface 43' shown in FIG. Therefore, the inclination of the vehicle body 22a is significantly reduced, and unlike in the past, the vehicle body 22a does not incline significantly.
The horizontal stability of a is greatly improved. Further, the oil 28 moves through the first and second communication holes 39.41 described above, and also flows through the first and second orifices 39a, 41a.
Since the flow rate is regulated, the impact from the road surface is significantly reduced.
（効果）
以上説明したように、本発明によれば、左右の車輪の一
方が大きく上下に移動しても同時にこの移動に対応して
他方も上下に移動して、車体の傾斜は大幅に低減し車輪
のローリングは大幅に少なくなり車両の水平安定度が大
幅に向上できる。さらに、路面からの衝撃も大幅に緩和
できる。(Effects) As explained above, according to the present invention, even if one of the left and right wheels moves significantly up and down, the other wheel simultaneously moves up and down in response to this movement, and the tilt of the vehicle body is significantly reduced. This greatly reduces wheel rolling and greatly improves the horizontal stability of the vehicle. Furthermore, the impact from the road surface can be greatly reduced.
第１．２図は本発明に係るサスペンション構造の一実施
例を示す図であり、第１図はその概略正面図、第２図は
その要部断面図である。第３．４図は従来のサスペンシ
ョン構造を示す図であり、第３図はその概略正面図、第
４図はその要部断面図である。
２１・・・・・・サスペンション構造、２２・・・・・
・車両、
２３・・・・・・ショックアブソーバ、２４・・・・・
・ロアコントロールアーム、２５・・・・・・車輪、
２８．２８Ａ、 ２８１・・・・・・オイル、２９・・
・・・・筒体、
３０・・・・・・ピストン、
３１・・・・・・上室、
３２・・・・・・下室、
３３・・・・・・ロッド、
３５・・・・・・高圧ガス室、
３６・・・・・・フリーピストン、
３８・・・・・・第１パイプ、
３９・・・・・・第１連通孔、
３９ａ・・・・・・第１オリフィス、
４０・・・・・・第２パイプ、
４１・・・・・・第２連通孔、
４１ａ・・・・・・第２オリフィス。1.2 are diagrams showing one embodiment of a suspension structure according to the present invention, FIG. 1 is a schematic front view thereof, and FIG. 2 is a sectional view of a main part thereof. 3.4 is a diagram showing a conventional suspension structure, FIG. 3 is a schematic front view thereof, and FIG. 4 is a sectional view of a main part thereof. 21... Suspension structure, 22...
・Vehicle, 23... Shock absorber, 24...
・Lower control arm, 25...Wheel, 28.28A, 281...Oil, 29...
... Cylinder body, 30 ... Piston, 31 ... Upper chamber, 32 ... Lower chamber, 33 ... Rod, 35 ... ...High pressure gas chamber, 36...Free piston, 38...First pipe, 39...First communication hole, 39a...First orifice, 40...Second pipe, 41...Second communication hole, 41a...Second orifice.
Claims (1)
するサスペンション構造において、左側のショックアブ
ソーバの下室と右側のショックアブソーバの上室とを連
通する連通孔を有し、この連通孔に第１オリフィスを備
えた第１パイプを設けるとともに右側のショックアブソ
ーバの下室と左側のショックアブソーバの上室とを連通
する連通孔を有し、この連通孔に第２オリフィスを備え
た第２パイプを設けたことを特徴とするサスペンション
構造。In a suspension structure having a pair of shock absorbers provided on the left and right sides of a vehicle, a communication hole is provided that communicates a lower chamber of the left shock absorber with an upper chamber of the right shock absorber, and a first orifice is provided in the communication hole. A first pipe is provided, and a communication hole is provided that communicates the lower chamber of the right shock absorber with the upper chamber of the left shock absorber, and a second pipe having a second orifice is provided in the communication hole. A suspension structure featuring
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5607787A JPS63222914A (en) | 1987-03-10 | 1987-03-10 | Suspension construction |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5607787A JPS63222914A (en) | 1987-03-10 | 1987-03-10 | Suspension construction |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63222914A true JPS63222914A (en) | 1988-09-16 |
Family
ID=13017021
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5607787A Pending JPS63222914A (en) | 1987-03-10 | 1987-03-10 | Suspension construction |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63222914A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0695658A2 (en) | 1994-08-05 | 1996-02-07 | Yamaha Hatsudoki Kabushiki Kaisha | Suspension system |
| JP2007245747A (en) * | 2006-03-13 | 2007-09-27 | Toyota Motor Corp | Opening/closing body structure for vehicle |
-
1987
- 1987-03-10 JP JP5607787A patent/JPS63222914A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0695658A2 (en) | 1994-08-05 | 1996-02-07 | Yamaha Hatsudoki Kabushiki Kaisha | Suspension system |
| EP0891884A2 (en) | 1994-08-05 | 1999-01-20 | Yamaha Hatsudoki Kabushiki Kaisha | Suspension system |
| JP2007245747A (en) * | 2006-03-13 | 2007-09-27 | Toyota Motor Corp | Opening/closing body structure for vehicle |
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