GB2061453A - Controlled Vibration Absorber for Use with a Vehicle - Google Patents

Controlled Vibration Absorber for Use with a Vehicle Download PDF

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Publication number
GB2061453A
GB2061453A GB8029937A GB8029937A GB2061453A GB 2061453 A GB2061453 A GB 2061453A GB 8029937 A GB8029937 A GB 8029937A GB 8029937 A GB8029937 A GB 8029937A GB 2061453 A GB2061453 A GB 2061453A
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GB
United Kingdom
Prior art keywords
vibration
absorbing system
vehicle body
generating device
solenoid
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
Application number
GB8029937A
Other versions
GB2061453B (en
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of GB2061453A publication Critical patent/GB2061453A/en
Application granted granted Critical
Publication of GB2061453B publication Critical patent/GB2061453B/en
Expired legal-status Critical Current

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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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B60K5/125—Telescopic supports, e.g. telescopic dampers
    • 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
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/16—Mounting of vehicle body on chassis
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/19—Mounting of transmission differential
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B60G2206/111—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link of adjustable length

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Arrangement Of Transmissions (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

A vibration absorber 26 between a vehicle body 20 and a vibration generating device (engine 24 or rear axle assembly) has its vibration damping characteristic varied by an electric signal generated by switch 29 in response to a predetermined engine operating condition, for example engine speed, throttle opening or engine load. The vibration absorber may be fluid with an electromagnetically controlled bypass. Alternatively it may be magnetic. <IMAGE>

Description

SPECIFICATION Vibration Absorbing System for Use with a Vehicle The present invention relates generally to a vibration absorbing system for damping the vibration of a vibration generating device such as an internal combustion engine or a driving system connected to the engine, and more particularly to a vibration absorber disposed to connect the vibration generation device and a vehicle body.
Vehicles such as automative vehicles are provided with internal combustion engines and driving systems connected to. the engine, which generate vibration whose frequencies are variable in accordance with engine operating conditions.
Such vibration is transmitted to the vehicle body and radiated therefrom, contributing to an increase in vehicle noise. In addition, the vibration may be amplified when transmitted to the vehicle body to emit the thus amplified noise. In this regard, a device for effectively absorbing the vibration from the engine or the driving system has been long since necessary; however it has been difficult to obtain such a device since the vibration frequencies vary within a wide range in accordance with the engine operating conditions.
A vibration absorbing system according to the present invention is installed in a vehicle having a vehicle body and a vibration generating device such as an engine. The vibration absorbing system comprises a vibration absorber disposed between the vehicle body and the vibration generating device to dampen the vibration of the vibrating generating device. This vibration absorber includes a device for varying the vibration damping characteristics thereof in response to an electric signal generated at a signal generator in response to a predetermined ein3ine opera,tbn condition.Therefore, the vibration damping charaexeristirsw of the vibration absorber become variable in res,sonzs to engine operating condilLsonz by which aueks vibration can be effectively ei-gz dampened throughout a wide range of engine operating conditions, greatly contributing to noise n3duetion of the vehicle.
According to the present invention, there is provided a vibration absorbing system for use with a vehicle having a vehicle body and a vibration, generating device, the vibration absorbing system comprising: a) a vibration absorber disposed between the vehicle body and the vibration generating device to dampen the vibration of the vibration generating device, the vibration absorber having means for varying the vibration damping characteristic thereof in response to an electric signal; and b) a signal generator for generating the electric signal in response to a predetermined engine operating condition.
In the accompanying drawings Fig. 1 is a diagrammatic illustration of an automotive vehicle equipped with a conventional vibration absorber; Fig. 2 is a diagrammatic illustration in the vicinity of a rear axle assembly equipped with a conventional vibration absorber; Fig. 3 is an enlarged sectional view of an example of a conventional vibration absorber; Fig. 4 is an enlarged sectional view of another example of a conventional vibration absorber; Fig. 5 is a diagrammatic illustration of an automotive vehicle equipped with a first embodiment of the vibration absorbing system according to the present invention; Fig. 6 is an enlarged sectional view of the first embodiment of the vibration absorber of the system of Fig. 5; Fig. 7 is an enlarged sectional view of a second embodiment of the vibration absorber of the system of Fig. 5; and Fig. 8 is a diagrammatic illustration showing another application of the vibration absorber of Fig. 7.
To facilitate understanding the present invention, a brief reference will be made to conventional vibration absorbers, in Figs. 1 to 4.
In vehicles, particularly automotive vehicles equipped with engines, the installation of the engine or other driving units connected to the engine is devised relative to a vehicle body to prevent engine vibration from being transmitted to the vehicle body, which transmitted vibration may be amplified thereby. In this regard, as shown in Fig. 1, the engine 1 is supported by engine mounts 2 on a chassis frame 3, and additionally, the upper section (for example, the vicinity of a carburetor 1 a) of the engine 1 is connected through a vibration absorber 5 to a member 4 of the vehicle body. Additionally, as shown in Fig. 2, a final reduction gear unit 6 or rear axle assembly is connected through the other vibration absorber 8 to the chassis frame 7.
An example of a conventional vibration absorber is shown in Fig. 3, which includes rings 10 formed at both ends of a connecting rod 9.
Resilient members 1'2 are disposed inside the rings 10 to connect the rings with sleeves 11 which are attached to the vehicle body or a vibration generating device such as the engine 1 or the final reduction gear unit 6.
Another example of a conventional vibration absorber is shown in Fig. 4, which includes a rod 13 formed at one end with a piston 15 and connected at its other end to the ring 10, and another rod 14 formed at one end with a cylinder 16 and connected at its other end to the second ring 10. A hydraulic fluid fills the cylinder 16. The piston 1 5 is formed with an orifice 17 for restricting the flow of the hydraulic fluid therethrough. With this arrangement, the vibration transmitted to this vibration absorber can be dampened by virtue of the flow resistance of hydraulic fluid passing through the orifice 17.
As will be appreciated, the damping characteristics of such conventional vibration absorbers is unavoidably determined to a certain range by the fluid viscosity, the diameter of the orifice 17, etc., and therefore is not variable in response to engine operating conditions such as engine speed, or vehicle cruising conditions. In this connection, if the damping characteristics of the vibration absorber are set to absorb low frequency vibration from the standpoint of improving vehicle riding comfort, high frequency vibration generated during high engine speed operation cannot be absorbed by the vibration absorber, which high frequency vibration will be transmitted to the vehicle body, generating considerable noise and discomfort within the vehicle passenger compartment.
In view of the above description of conventional vibration absorbers, reference is now made to Figs. 5 to 8 of the drawings, and more specifically to Fig. 5, wherein a preferred embodiment of the vibration absorbing system of the present invention is illustrated by the character A and is installed in an automotive vehicle. The automotive vehicle includes a vehicle body 20 which includes a suspension cross member 21 supported by suspension members, and a panel 23. An internal combustion engine 24 is supported on the suspension cross member 21 through engine mounts 25 formed of a resilent material. A vibration absorber 26 forming part of the vibration absorbing system A is disposed between the vehicle body panel 23 and the upper section of the engine 24 or the vicinity of a carburetor to connect the vehicle body panel and the engine upper section.
Fig. 6 shows the detailed construction of the vibration absorber 26 which comprises first and second rods 32 and 33 whose axes are aligned with each other. The first rod 32 is formed at one end with a piston 30 and integrally connected at its other end with a ring member 10'. The ring member 10' is connected through a resilient member 12' to a sleeve 11' by which the vibration absorber 26 is connected to the engine upper section. The piston 30 includes an orifice 35 whose axis is parallel with the axis of the rod 32. The piston 30 is movably disposed within a hydraulic cylinder 31 which is integrally formed with one end of the rod 33 which is integrally connected at its other end with another ring 1 0'a.
The ring 10'a is connected through a resilient member 1 2'a to the sleeve member 11 'a by which the vibration absorber 26 is securely connected to the upper section of the vehicle body panel 23. The cylinder 31 is filled with hydraulic fluid and is separated into two chambers 31 a and 31 b which communicate with each other through the orifice 35 formed in the piston.
Additionally, the cylinder 31 is formed with a fluid passage 36 through which the two chambers 31 a, 31 b communicate to allow the hydraulic fluid to flow through the fluid passage 36 in the direction from the chamber 31 a to the second chamber 31 b and vice versa in accordance with the reciprocal movement of the piston 30. The vibration absorber 26 includes an electromagnetic valve 39 which comprises a solenoid 37 and a movable valve member 38 for closing the fluid passage 36 to block communication between the chamber 31a and 31 b.The electromagnetic valve 39 is so constructed and arranged that (1) the valve member 38 is biased downward in Fig. 6 by a spring 60 to close the fluid passage 36 when the solenoid 37 is de-energized, end (2) the valve member 38 is moved upward in Fig. 6 against the bias of the spring to open the fluid passage to establish communication between the chambers 31 a, 31 b when the solenoid is energized.
As illustrated in Fig. 5, the solenoid 37 of the electromagnetic valve is electrically connected to a battery 27 through leads 28. A switch 29 is disposed in the lead 28 which connects the solenoid 37 with the positive terminal of the battery 27. This switch 29 serves as a signal generator for supplying an electric signal or electric current to the solenoid 37 of the electromagnetic valve when an engine operating condition reaches a predetermined level. It will be understood that the solenoid 37 is energized when supplied with the electric signal by the switch 29. In this instance, the switch 29 is in connection with an engine speedometer, and arranged to close or turn ON to complete the electric signal when the engine speed exceeds a predetermined level, i.e., when the engine operating condition reaches the level at which frequency vibration above a predetermined level is generated.The switch 29 may also be connected to a vehicle throttling device, and arranged to complete the electric signal when the engine throttle opening exceeds a predetermined level.
The manner of operation of the vibration absorbing system shown in Figs. 5 and 6 will now be discussed. When the engine 24 supported through the mounts 25 by the suspension cross member 21 is operated, it vibrates due to the torque variation thereof. At a low engine speed range, particularly the range where vibration frequency due to the torque variation corresponds with or resembles the natural frequency of the vehicle which is determined by the engine 24 and engine mounts 25, the switch 29 does not close, so that the solenoid 37 of the electromagnetic valve of the vibration absorber 26 remains deenergized. Therefore, the valve member 38 is urged downwardly by the spring 60 to keep the liquid passage 36 closed so that the fluid in the chambers 31 a and 31 b moves only through the piston orifice 35 without flowing through the fluid passage 36. In this state, the vibration absorber is suitable for damping relatively low vibration frequencies, which suppresses the increase in engine vibration due to the torque variation.
However, as the vibration frequency is increased the fluid is forced through the piston orifice 35 at a faster rate until the vibrational movement of the piston, and thus the fluid through the orifice, surpasses the maximum rate at which the fluid can flow through the orifice. At vibration frequencies above this range, the piston 30 becomes ineffective for absorbing vibration.
Therefore, in the vibration absorbing system of the present invention, when the engine speed increases and exceeds the predetermined level, the switch 29 is closed to supply electric current to the solenoid 37, to energize it to shift the valve member 38 upward in the drawing to open the fluid passage 36. As a result, the fluid in the two chambers 318 and 31 b can move through the fluid passage with the movement of the piston 30, to lessen the fluid resistance against the piston. Fluid flows through the piston orifice 35, and also through a second orifice defined by the valve member 38 and its valve seat.This arrangement reduces the effect of the piston orifice 35 by providing an alternate route for the fluid between the piston chambers 31 a,31 b, thus retaining the piston orifice effective to restrict fluid flow therethrough. Those skilled in the art will readily appreciate that by so-doing, the effective frequency range of vibration absorption is raised. In this state, the vibration absorber 26 is suitable for damping relatively high vibration frequencies. Hence, the high frequency vibration from the engine 24 is absorbed in the vibration absorber 26 and accordingly prevented from being transmitted to the vehicle body 20, so that noise in the vehicle passenger compartment is decreased.
Fig. 7 shows a second embodiment of the vibration absorber 26A which varies its vibration damping characteristics by virtue of electromagnetic force. The vibration absorber 26A comprises a rod 40 integrally connected at one end with the ring 10' and formed at its other end with a cylinder 41. The cylinder 41 includes at its inner surface a bearing section 44 for slidably retaining one end of a plunger 43. The plunger 43 is integrally connected at its other end with a rod 42 which is slidably received by a bearing section 44' disposed in the cylinder 41.
The rod 40 is integrally connected to the ring 1 0'a. The plunger 43 is adapted to reciprocate within tha cylinder 41. Movement of the plunger is limited by resilient stops 46, 46' positioned within the cylinder adjacent respective bearing sections 44, 44'. The enlarged section 48 of the plunger 43 is formed with a flat section which slidably contacts a flat surface of an iron core 47 forming part of an electromagnet. The iron core 47 is constructed and arranged to be magnetized when a solenoid 45 surrounding the core 47 is energized.
The second embodiment operates the same way as the first embodiment. The range of vibration frequency absorption is determined by the force opposing the reciprocating motion of the plunger 43. This force is determined by the plunger mass multiplied by the acceleration (F=ma). As the vibration frequency increases, the acceleration increases. Therefore, the force against the movement of the plunger must be reduced (as in the first embodiment by providing an alternative path for the fluid) by reducing the electromagnetic force that holds the plunger stationary. Therefore, at low frequencies, the solenoid 45 is ON, and at high frequencies it is OFF.
With the thus arranged vibration absorber 26A, when the solenoid 45 is not supplied with electric current, the plunger 43 can move relatively freely in the cylinder 41, only with sliding resistance against the bearing sections 44 and 44'.M.
Therefore, in this state, the vibration absorber 26A is suitable for-damping relatively high vibration frequencies.
When the solenoid 45 is energized with electric current, a magnetic field is formed between the iron core section 47 and the enlarged section 48. This magnetic force from the iron core 47 creates resistance against the movement of the plunger 43 relative thereto. As a result, in this state, the vibration absorber 26A becomes suitable for damping relatively low vibration frequencies. It is understood that, when this vibration absorber 26A is used in place of the first embodiment absorber 26 in Fig. 6, it is necessary to use the switch 29 which is designed to open when the engine speed exceeds the predetermined level, and to close at the engine speeds below the predetermined level.
While only an installation manner for the vibration absorber 26 or 26A has been shown and described in which the rings 10' and 10'a are connected to the engine 24 and the vehicle body member 23, respectively, it will be appreciated that the reverse installation manner is permissible in which the rings 10' and 10'a are connected to the vehicle body member 23 and the engine 24, respectively.
Fig. 8 illustrates another installation of the vibration absorbing system of the present invention, in which the vibration absorber of the second embodiment is used for absorbing the vibration of a rear axle assembly 50 or final reduction gear unit. In this instance, the vibration absorber of the type of Fig. 7 is shown to be used though that of the type shown in Fig. 6 is also usable. The vibration absorber 26A is disposed between the rear axle assembly 50 and a floor panel 51. In this instance, the rod 40 connects the floor panel 51, and the rod 42 connects the rear axle assembly 50. Otherwise, the rod 40 may connect the rear axle assembly 50, and the rod 42 connect the floor panel 51. The floor panel 51 is supported by a vehicle body frame 54 to which a leaf spring 52 is securely attached.A rear axle housing 53 connected to thee rear axle assembly 50 is supsended by the leaf spring 52. A shock absorber 55 is disposed between the body frame 54 and the leaf spring 52. The solenoid 45 of the vibration absorber 26A is electrically connected to the battery 27 through the switch 29A which is arranged to be closed to supply the solenoid 45 with electric current when the throttle opening exceeds a predetermined level.
In the arrangement shown in Fig. 8, so-called winding up vibration is usually generated at the vibration generated system including the leaf spring 52, etc. by the torque variation of the engine. However, at a high engine load operating condition, at which the torque variation of the engine is larger, the switch 29A is closed to render the vibration absorber 29A effective for damping relatively low vibration frequencies in order to suppress the above-mentioned winding up vibration. At other engine operating conditions, the switch 29A is opened to energize the solenoid 45 and therefore the vibration absorber 26A is rendered suitable for damping relatively high vibration frequencies. This prevents vibration due to the uneven road surface or transmitted through a power train, from being transmitted to the vehicle body, thereby contributing to noise reduction.
In general, automotive engines and driving devices connected thereto exhibit resonance phenomena under particular engine operating conditions, i.e., particular engine speeds, throttle positions, and vehicle cruising speeds. However, it will be apparent from the above, that particular vibration resulting from such resonance phenomena can be suppressed throughout a wide range of engine operations, by the vibration absorbing system of the present invention.
As will be appreciated from the above, according to the present invention, a vibration absorber is disposed to connect a vehicle body and a vibration generating device such as an engine or a driving device connected to the engine, which absorber is provided with a device for varying the vibration damping characteristic thereof in response to engine operating conditions. Therefore, vibration transmission from the vibration generating.device to the vehicle body is effectively prevented throughout a wide range of engine operating conditions, thereby attaining vehicle noise reduction.

Claims (14)

Claims
1. A vibration absorbing system for use with a vehicle having a vehicle body and vibration generating device, said vibration absorbing system comprising: a) a vibration absorber disposed betwesn said vehicle body and said vibration generatin device to dampen the vibration of said vibration generating device, said vibration absorber having means for varying the vibration damping characteristic thereof in response to an electric signal; and b) a signal generator for generating said electric signal in response to a predetermined engine operating condition.
2. A vibration absorbing system as claimed in Claim 1, wherein said vibration absorber includes a cylinder filled with a hydraulic fluid and connected with either one of said vehicle body and said vibration generating device, and a piston movably disposed in said cylinder to separate the interior of said cylinder into first and second chambers, said piston being formed with an orifice communicating said first and second chambers, said piston being connected with the other of said vehicle body and said vibration generating device, and said vibration absorber includes a fluid passage through which said first and second chambers communicate, and an electromagnetic valve having a movable valve member which closes said fluid passage when a solenoid thereof is energized upon being supplied with electric current.
3. A vibration absorbing system as claimed in Claim 2, wherein said signal generator includes a switch electrically connected to the solenoid of said electromagnetic valve and which is closed to supply the electric current to the solenoid of said electromagnetic valve when the value of an engine operating parameter exceeds a predetermined level.
4. A vibration absorbing system as claimed in Claim 3, wherein said vibration absorber includes a first rod integrally connected with said piston and connected with the vibrating generating device, and a second rod integrally connected with said cylinder and connected with the vehicle body.
5. A vibration absorbing system as claimed in Claim 4, wherein the vibration generating device is an internal combustion engine mounted on the vehicle body.
6. A vibration absorbing system as claimed in Claim 5, wherein said engine operating parameters is engine speed.
7. A vibration absorbing system as claimed in Claim 1, wherein said vibration absorber includes a cylinder connected with either one of the vehicle body and the vibration generating device, and a plunger slidably disposed in said cylinder and connected to the FsBRsr of the vehicle body and the vibration generating device, end said vibration absorber includes an electromagnet integrally connected with said cylinder end which attracts said plunger when a solenoid thereof is energied upon being supplied with electric current
8.A vibration absorbing system as claimed in Claim 7, wherein said signal generator includes a switch electrically connected to the solenoid olE said electromagnet and which is open to stop the supply of electric current to the solenoid when the value of sn engine operating parameter QrrQeede a ijrsde'erminsd level.
9. A vibration absorbing system as claimed in claim , wherein said vibration absorber includes a first rod integrally connected with said cylinder and connected with the vehicle body, and a second rod integrally connected with said plunger and connected with the vibration generating device.
10. A vibration absorbing system as claimed in Claim 9, wherein the vibration generating device includes an internal combustion engine mounted on the vehicle body.
11. A vibration absorbing system as claimed in Claim 10, wherein said engine operating parameter is engine speed.
12. A vibration absorbing system as claimed in Claim 7, wherein the vibration generating device is a rear axle assembly, in which said signal generator includes a switch electrically connected to the solenoid of said elactrnmagnet and which is closed to supply the electric current to the solenoid when the engine load exceeds a predetermined level.
1 3. A vibration absorbing system as claimed in Claim 12, wherein said vibration absorber includes a first rod integrally connected with said cylinder and connected with the vehicle body, and a second rod integrally connected with said plunger and connected with said rear axle assembly.
14. A vibration absorbing system as claimed in Claim 13, wherein said switch is arranged to open when the opening degree of a throttle valve exceeds a predetermined level.
1 5. A vibration absorbing system as constructed and arranged substantially as described herein with reference to, and as illustrated in, Figs. 5 and 6, or Figs. 7 and 8 of the accompanying drawings.
GB8029937A 1979-09-18 1980-09-16 Controlled absorber for use with a vehicle Expired GB2061453B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP12043179A JPS5643028A (en) 1979-09-18 1979-09-18 Low noise vehicle

Publications (2)

Publication Number Publication Date
GB2061453A true GB2061453A (en) 1981-05-13
GB2061453B GB2061453B (en) 1983-10-12

Family

ID=14786036

Family Applications (1)

Application Number Title Priority Date Filing Date
GB8029937A Expired GB2061453B (en) 1979-09-18 1980-09-16 Controlled absorber for use with a vehicle

Country Status (4)

Country Link
JP (1) JPS5643028A (en)
DE (1) DE3034246C2 (en)
FR (1) FR2465927A1 (en)
GB (1) GB2061453B (en)

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GB2135795A (en) * 1983-02-09 1984-09-05 Mitsubishi Motors Corp A rolling control apparatus for an engine
GB2137308A (en) * 1983-03-15 1984-10-03 Mitsubishi Motors Corp Rolling control apparatus for an engine; controlling dampers
DE3331530A1 (en) * 1983-09-01 1985-03-21 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Hydraulic damping device for a mechanically actuable valve
GB2153485A (en) * 1984-01-28 1985-08-21 Tillmann Freudenberg Active engine suspension unit
GB2242762A (en) * 1990-01-18 1991-10-09 Nissan Motor Automotive power unit mounting with vibration damping
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GB2378685A (en) * 2001-08-17 2003-02-19 Ford Global Tech Inc A road noise reduction apparatus and method
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CN100523541C (en) * 2005-09-27 2009-08-05 曼B与W狄赛尔公司 Apparatus for preventing against resonant vibration
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US8607942B2 (en) 2006-04-02 2013-12-17 Fox Factory, Inc. Suspension damper having inertia valve and user adjustable pressure-relief
US10316924B2 (en) 2001-08-30 2019-06-11 Fox Factory, Inc. Front bicycle suspension assembly with inertia valve
US11346422B2 (en) 2001-08-30 2022-05-31 Fox Factory, Inc. Front bicycle suspension assembly with inertia valve

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Also Published As

Publication number Publication date
DE3034246A1 (en) 1981-04-02
FR2465927B1 (en) 1984-08-03
DE3034246C2 (en) 1986-01-30
FR2465927A1 (en) 1981-03-27
GB2061453B (en) 1983-10-12
JPS5643028A (en) 1981-04-21

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