JP2006194335A - Valve structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve structure of a shock absorber, capable of improving both ride comfort and operation feeling in a vehicle even when piston speed is in a low-speed range. <P>SOLUTION: This valve structure of the shock absorber is provided with annular valve elements 10 laminated on a disk-shaped valve body 4 on which ports 1 are formed and opening/closing the ports 1 by being separated from/seated on valve seats 3 which are formed at outlet ends of the ports 1. The valve structure of the shock absorber is further provided with support means S supporting back faces of faces of the annular valve elements 10 opposing to the valve seats 3 and bending the annular valve elements 10 with predetermined positions retreated from valve seat seating positions as fulcrums. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an improved valve structure.

  Conventionally, this type of valve structure is embodied in a piston portion or the like of a shock absorber, and a recess called a window communicating with each port is formed at an outlet end of a port provided in the piston portion. It is known that a laminated leaf valve is detached from a valve seat formed on the side to open and close a port.

  Specifically, in this valve structure, as shown in FIG. 6, a first leaf valve 51 that is attached to and detached from the valve seat, and a first leaf valve 51 that is stacked on the first leaf valve 51 are stacked. A ring 53 and an annular member 54 thinner than the ring 53 used for positioning the ring 53 are interposed between the leaf valve 51 and the second leaf valve 52 having substantially the same diameter. A spacer 56 having a very small diameter is interposed between the third leaf valve 55 and the third leaf valve 55 stacked on the second leaf valve 52, and an initial deflection is given only to the second leaf valve 52, and the first leaf valve 51 is seated by the ring 53. There is one that is energized from above 57 (see, for example, Patent Document 1).

  In the valve structure shown in FIG. 6, the cracking pressure (valve opening pressure) at which the first leaf valve 51 is separated from the valve seat is set higher because the second leaf valve 52 is bent in advance. In addition, the amount of bending of the first leaf valve 51 can be reduced, and in particular, in a region where the piston speed of the shock absorber is medium to high, a high damping force can be generated as shown by the line B in FIG. .

  However, on the other hand, in the valve structure shown in FIG. 6, in the region where the piston speed is low, the first leaf valve 51 is microscopically loaded with the second leaf valve 52. However, since the valve 53 is bent and opened in the vicinity of the inner peripheral side end portion of the ring 53, the generated damping force becomes high, and there is a problem that the riding comfort in the vehicle in this low speed region is deteriorated.

  Therefore, in the other valve structure shown in FIG. 7, the above-described valve structure is modified in order to improve the above problem. In this other valve structure, the position where the spacer 56 is interposed is changed. Some are between the first leaf valve 51 and the second leaf valve 52.

  In this other valve structure, as shown in the middle line C of FIG. 4, when the piston speed is in the low speed region, the second leaf valve 52 to which the initial deflection is applied by the spacer 56 is applied to the first leaf valve 51. In the low speed region, only the first leaf valve 51 bends to generate a low damping force. On the other hand, when the piston speed is medium to high, the first leaf Since the valve 51 is greatly bent and comes into contact with the second leaf valve 52, a high damping force can be generated in the middle and high speed range as in the valve structure shown in FIG. , See Patent Document 2).

  Furthermore, in another valve structure, as shown in FIG. 8, the second leaf valve 60 having the same diameter as the first leaf valve 51 stacked on the first leaf valve 51 includes a plurality of valves. Notches 61, 62, 63 are formed, and a ring 53 similar to the valve structure of FIG. 6 is interposed between the second leaf valve 60 and the third leaf valve 64 stacked on the second leaf valve 60. In some cases, an annular member 54 is interposed.

  In the valve structure of FIG. 8, as indicated by the line D in FIG. 4, the portions facing the notches 61, 62, 63 of the first leaf valve 51 in the low speed region are the notches 61, 62. , 63 are separated from each other in the descending order of the radial length, and a damping force having a linear characteristic can be generated, but the tip of the first leaf valve 51 is energized from right above the valve seat, Since the bending portion of the first leaf valve 51 is surrounded by the edges of the notches 61, 62, 63 and is difficult to bend, the damping force in the low speed region is increased.

In the middle and high speed range, the first leaf valve 51 is loaded via the second leaf valve 60, so that a high damping force can be generated (for example, patents). Reference 3).
Japanese Utility Model Publication No. 4-97133 (2 pages, Fig. 1) Japanese Patent Laying-Open No. 2004-324817 (paragraph numbers 0031 to 0033, FIG. 3A) JP 2002-181110 (paragraph numbers 0029 to 0032, FIGS. 2 to 4)

  By the way, a suspension device including a shock absorber is an important device that affects the driving stability and riding comfort of the vehicle, and in particular, the generated damping force of the shock absorber is known to greatly influence the riding comfort of the vehicle. ing.

  The demand for ride comfort in vehicles is increasing year by year, and in particular, it is desired to improve the ride comfort in a low speed region where the expansion / contraction speed of the shock absorber, that is, the piston speed is low. In order to realize this, FIG. Even in the valve structure shown in (1), the lowest possible damping force is generated in the low speed region.

  Therefore, if a low damping force is generated in the low speed region as in the conventional valve structure, the ride comfort in the vehicle is improved. However, in a situation where the vehicle turns, this low damping force is damaged and the vehicle body is damaged. A phenomenon called a roll that tilts in the direction opposite to the turning direction is likely to occur, and this roll makes it easier for the driver to feel anxiety. From the viewpoint of vehicle operation, a somewhat high damping force is provided even in the low speed range. Sometimes it is better to generate.

  Conversely, if priority is given to the above feeling of operation, as the valve structure shown in FIGS. 6 and 8, the damping force is increased, so that vibration due to road surface irregularities is transmitted to the sprung member such as the vehicle body of the vehicle. As a result, the sprung member vibrates in small increments, especially when the damping force on the compression side of the shock absorber is high, the driver and the passenger feel a harshness, and the damping on the extension side. When the force is high, a feeling of discomfort such as a feeling of humpiness (busy feeling) is felt, and the riding comfort in the vehicle is deteriorated.

  Therefore, the present invention was devised to improve the above-mentioned problems, and the object of the present invention is to achieve both riding comfort and operational feeling in a vehicle even when the piston speed is in a low speed region. It is to provide a possible shock absorber valve structure.

  In order to solve the above-described object, the valve structure in the present invention is an annular plate shape that is stacked on a disc-shaped valve body in which a port is formed and is seated on a valve seat formed at the outlet end of the port to open and close the port. In the valve structure of the shock absorber provided with the valve body, support means for supporting the back surface of the surface of the annular plate-like valve body facing the valve seat and bending it at a predetermined position retracted from the valve seat seating position is provided. Features.

  According to the valve structure of the present invention, the damping force generated by the valve structure is not as high as the conventional valve structure because the load of the support means does not act on the annular plate-like valve body from directly above the valve seat. It is not a damping force, and one leaf valve is not bent from the inner peripheral side, but the annular plate-like valve element is bent at a predetermined position as a fulcrum because the back surface is supported by an annular member. Therefore, the bending rigidity at that portion becomes high, and the damping force is not as low as that of the conventional valve structure, and the damping force in the intermediate region can be generated.

  Furthermore, since the damping force in this intermediate region can be generated, the damping force does not become too high even when the piston speed is low, and the vehicle driver does not feel uncomfortable feelings such as harshness and busyness. In addition, even if the piston speed is low, the damping force does not become too low, so the roll becomes large when turning the vehicle and the operation feeling such as making the passenger feel uneasy Disappears.

  Therefore, in this valve structure, it is possible to improve both the riding comfort and the operational feeling in the vehicle when the piston speed in the low speed region, which could not be achieved with the conventional valve structure, is possible.

  The valve structure of the present invention will be described below with reference to the drawings. FIG. 1 is a longitudinal sectional view of a piston portion of a shock absorber in which a valve structure according to an embodiment is embodied. FIG. 2 is a partially enlarged plan view of a piston in which the valve structure is embodied. FIG. 3 is a partially enlarged longitudinal sectional view of the piston portion of the shock absorber in which the valve structure according to the embodiment is embodied. FIG. 4 is a diagram illustrating a damping force characteristic of the valve structure according to the embodiment. FIG. 5 is a longitudinal sectional view of a piston portion in which a valve structure according to a modification of the embodiment is embodied.

  As shown in FIG. 1, the valve structure of the present invention is embodied in a piston portion of a shock absorber, and includes a plurality of ports 1, a window 2 communicating with each port 1, and a window serving as an outlet end of the port 1. A disc-shaped piston 4 that is a valve body having a valve seat 3 formed on the outer peripheral side of the valve 2, a leaf valve 10 that is an annular plate-shaped valve body that opens and closes the downstream end of the port 1, and a valve of the leaf valve 10 It comprises support means S that supports the back surface of the surface facing the seat 3 and bends with the predetermined position as a fulcrum.

  On the other hand, a shock absorber in which this valve structure is embodied is well known and will not be described in detail, but specifically, for example, a cylinder 30 and a head member (not shown) for sealing the upper end of the cylinder 30. A piston rod 31 slidably passing through a head member (not shown), a piston 4 provided at an end of the piston rod 31, and an upper chamber R1 defined by the piston 4 in the cylinder 30 and a lower chamber The chamber R2 is configured to include a sealing member (not shown) that seals the lower end of the cylinder 30.

  As shown in FIGS. 1 and 2, the piston 4 includes an annular disk portion 5 and a sliding contact portion 6 that is inserted into the outer periphery of the disk portion 5 and slidably contacts the inner periphery of the cylinder 30. The upper chamber R1 and the lower chamber R2 communicate with each other, the port 1 serving as a plurality of extending ports disposed on the same circumference, and the plurality of compression-side ports formed alternately on the same circumference as the port 1 7, a window 2 formed at the lower end of the disk portion 5 in the figure and communicating with the outlet end of the port 1, and a valve seat 3 on which the leaf valve 10 is seated on the outer peripheral side of the window 2.

  The valve seat 3 includes an outer peripheral portion 3a, a side portion 3b, and an inner peripheral portion 3c as shown in FIG. 2, and is provided so as to surround each port 1. In the valve disc in which the extension side port or the pressure side port is arranged on the outer peripheral side of the extension side port, an annular window that communicates with each port is formed, and the valve seat is also formed on the outer peripheral side of the annular window. It is good.

  Further, the leaf valve 10 is an annular plate-shaped valve body, that is, an annular plate-shaped valve body, the inner peripheral side is fixed to the piston rod 31, and the outer peripheral side which is a free end is brought into contact with the valve seat 3. The piston 4 is stacked below the figure.

  Below the leaf valve 10 in the figure, a small-diameter leaf valve 11 having a smaller diameter than the leaf valve 10 serving as an annular member is also laminated with its inner peripheral side fixed to the piston rod 31. Further, the small-diameter leaf valve 11 includes A ring 12 serving as an abutting member having the same diameter, and an annular plate 13 disposed on the inner peripheral side of the ring 12 and having an inner peripheral end fixed to the piston rod 31 are laminated. Further, the ring 12 and the annular plate 13 are laminated. A laminated leaf valve 14 which is an annular plate member formed by stacking a plurality of leaf valves serving as urging means is laminated below the figure.

  In this case, the support means S includes a small-diameter leaf valve 11 that is an annular member, a ring 12 that is an abutting member, an annular plate 13, and a laminated leaf valve 14 that is an urging means. Yes.

  The small-diameter leaf valve 11 described above is formed in an annular shape, and is laminated in contact with the back surface of the surface of the leaf valve 10 facing the valve seat 3.

  Further, the radius of the small-diameter leaf valve 11 is such that, as shown in FIG. 3, the outer peripheral portion of the small-diameter leaf valve 11 from the portion where the outer peripheral end of the leaf valve 10 is seated on the outer peripheral portion 3 a of the leaf valve 10. It is set so as to be within the range of 2/3 of the radial distance L from the center 3a to the center of the port 1, that is, within the range of the distance 2L / 3 from the outer peripheral portion 3a. 11 supports substantially the whole except for the outer peripheral end of the back surface of the leaf valve 10.

  And since the said small diameter leaf valve 11 is supporting substantially the whole except the outer peripheral end of the back surface of the leaf valve 10, the leaf valve 10 which is an annular plate-shaped valve body in the outer peripheral end of the small diameter leaf valve 11 in this case is The position of the fulcrum when bending is regulated, and the predetermined position where the outer peripheral end of the small-diameter leaf valve 11 serves as a fulcrum is retracted from the valve seating position of the leaf valve 10.

  The predetermined position is set to a position where the damping force is optimal.

  The annular plate 13 is inserted into the inner peripheral side of the annular ring 12 with sliding contact or a slight gap, and is a misalignment prevention means for preventing misalignment of the ring 12 with respect to the small-diameter leaf valve 11. 12 is allowed to move in the axial direction which is the vertical direction in the figure with respect to the annular plate 13.

  The ring 12 is formed so that the axial thickness in the vertical direction in the drawing is slightly thicker than that of the annular plate 13, and by giving the initial deflection to the laminated leaf valve 14, the ring 12 is interposed through the small-diameter leaf valve 11. The leaf valve 10 is set so that an initial load can be applied.

  Since the annular plate 13 functions to prevent the positional deviation of the ring 12, the shape thereof may be any shape as long as the ring 12 can be centered.

  Further, the laminated leaf valve 14 is composed of four leaf valves as shown in the figure, and the leaf valve 15 that contacts the ring 12 is set to have the same diameter as the small-diameter leaf valve 11 and is laminated below the leaf valve 15. The two leaf valves 16 and 16 are set to have a smaller diameter than the leaf valve 15, and a leaf valve 17 having a smaller diameter than the leaf valve 16 is stacked below the leaf valve 16.

  The laminated leaf valve 14 also has an inner peripheral side fixed to the piston rod 31 and has an outer peripheral end that is a free end. In the leaf valve 15 that is laminated at the uppermost position in the drawing, the ring 12 has an annular plate 13. Since it is formed thicker, it is opposed to the annular plate 13 through a slight gap, and the urging force is applied to the small-diameter leaf valve 11 as a whole of the laminated leaf valve 14. The diameter, material, and thickness of each leaf valve 15, 16, and 17 can be changed according to the above.

  The configuration of the laminated leaf valve 14 is not limited to the above, and any configuration that allows a predetermined urging force to act on the small-diameter leaf valve 11 as the contact member may be used. For example, the urging force may be applied to the small-diameter leaf valve 11 with a coil spring.

  Further, when the ring 12 is integrated with the leaf valve 15 by bonding or the like, the annular plate 13 can be omitted or the outer diameter of the annular plate 13 can be made smaller than the inner diameter of the ring 12.

  In addition, the leaf valve 10 and the support means S described above are arranged upside down and stacked above the piston 4 in FIG. 1, and the leaf valve 10 disposed above the piston 4 is a pressure-side port. 7 is in contact with a valve seat 9 formed so as to surround the window 8 formed at the outlet end.

  The reduced diameter portion 32 of the piston rod 31 includes a valve stopper 35, a spacer 36, a support means S, a leaf valve 10, a piston 4, a leaf valve 10, a support means S, a spacer 36 in order from the top in FIG. A valve stopper 35 is mounted, and each member is fixed to the piston rod 31 by a piston nut 37 that is screwed to a screw portion 33 provided at the tip which is the lower end of the piston rod 31 in the figure.

  The valve structure is configured as described above, and the function and effect will be described below.

  When the shock absorber extends, the hydraulic oil moves from the upper chamber R1 to the lower chamber R2 through the port 1, but when the piston speed is in the low speed region, the leaf valve 10 is cracked away from the valve seat 3. When the pressure is reached, a load corresponding to the initial deflection of the laminated leaf valve 14 is acting via the small-diameter leaf valve 11, so that the leaf valve 10 is bent from the valve seat 3 only at the outer peripheral end that is not supported at all. Take a seat.

  That is, as indicated by the phantom line in FIG. 3, the leaf valve 10 is bent with the outer peripheral end of the small-diameter leaf valve 11 as a fulcrum, and is in contact with the inner peripheral side of the valve seat 3 and the inner peripheral side of the side portion 3b As it is, the outer peripheral portion 3a and the side portion 3b are separated from the outer peripheral side.

  Then, the hydraulic oil moves from the upper chamber R1 to the lower chamber R2 through a slight gap formed between the leaf valve 10 and the outer peripheral portion 3a of the valve seat 3 and the outer peripheral side of the side portion 3b. become.

  At this time, the characteristic of the damping force generated by the valve structure is not a square characteristic like the orifice characteristic but a linear characteristic proportional to the piston speed.

  Further, the damping force generated by the valve structure is such that the load of the laminated leaf valve 14 does not act on the leaf valve 10 from directly above the valve seat 3, so that the damping force is as high as the conventional valve structure of FIGS. In addition, the leaf valve 10 is not bent from the inner peripheral side as in the valve structure of FIG. 7, but the leaf valve 10 is supported by the small-diameter leaf valve 11 on the back surface and the small-diameter leaf valve 11 is in a predetermined position. As a result, only the outer peripheral end side is bent with the outer peripheral end as a fulcrum, so that the bending rigidity at that portion becomes higher and the damping force is not as low as the valve structure of FIG. 7, as shown by the middle line A in FIG. The damping force in the intermediate region can be generated.

  Further, since the damping force in the intermediate region can be generated, the damping force does not become too high even when the piston speed is low, and the vehicle driver or the like does not feel uncomfortable feeling such as busyness. In addition, since the damping force does not become too low even when the piston speed is low, there is no worsening of the operational feeling that the roll becomes large and the passenger feels uneasy when turning the vehicle. .

  Therefore, in this valve structure, it is possible to improve both the riding comfort and the operational feeling in the vehicle when the piston speed in the low speed region, which could not be achieved with the conventional valve structure, is possible.

  Specifically, as described above, by setting the fulcrum of deflection of the leaf valve 10 to be within the range of the distance 2L / 3 from the outer peripheral portion 3a of the valve seat 3, the piston speed is particularly low. Although it is possible to achieve a high degree of compatibility between the ride comfort and the feeling of operation when the vehicle is in the region, if only the damping force of the intermediate region is generated, it is shifted to the inner peripheral side from the above range. It is also possible to use the position as a predetermined position as a fulcrum for bending.

  Further, the generated damping force and the damping force characteristic can be adjusted by changing the fulcrum for bending the leaf valve 10, but the change of the fulcrum, that is, the change of the predetermined position, is the diameter of the small-diameter leaf valve 11 as the annular member as described above. Adjustment is also easy.

  Further, even if the small-diameter leaf valve 11 is omitted and the leaf valve 10 is supported only by the ring 12 as the contact member, the optimum damping force can be generated as described above, but the small-diameter leaf valve 11 which is an annular member can be generated. By supporting substantially the entire surface except for the outer peripheral end of the back surface of the leaf valve 10 which is an annular plate-shaped valve body, it is possible to reliably bend only the outer peripheral end of the leaf valve 10 and cause variations in the generated damping force each time. There is an advantage not to let it.

  Furthermore, in the above description, the ring 12 is simply an annular shape, but one or a plurality of locations on the outer periphery of the ring 12 are cut out so that the shape of the ring 12 abuts against the small-diameter leaf valve 11 is changed. The outer peripheral ends of the leaf valve 10 are not separated from the valve seat 3 all at once, but one or a plurality of outer peripheral ends are separated in advance or sequentially. Only the portion may be bent so that the damping force may be finely controlled. Even if the predetermined position serving as a fulcrum is changed by changing the outer peripheral shape of the small-diameter leaf valve 11, the above-described ring 12 The same effect as the shape change can be obtained.

  In this case, the predetermined speed of the piston when the entire leaf valve 10 bends and separates from the valve seat 3 is set in the middle-high speed range, and when the piston speed becomes the middle-high speed range, the leaf valve 10 Is bent together with the small-diameter leaf valve 11, the annular plate 13, and the laminated leaf valve 14 to completely separate from the valve seat 3, and the leaf valve 10 fully opens the port 1.

  Therefore, when the piston speed is in the middle / high speed range, a high damping force is generated as in the conventional valve structure, and the ride comfort of the vehicle when the piston speed is in the middle / high speed range is improved. Can do.

  The predetermined speed can be adjusted by an urging force that urges the leaf valve 10 that is the annular plate-shaped valve body by the support means S, and the predetermined speed is a damping force generated by the valve structure. May be arbitrarily determined so as to be optimal.

  Further, as described above, the leaf valve 10 is configured as a so-called outwardly-open valve in which the inner peripheral side is fixed and the outer peripheral side is a free end, but the outer peripheral side is fixed and the inner peripheral end is a free end. Alternatively, it may be configured as a so-called inwardly opening valve.

  In this case, like the valve structure in the modification of the embodiment shown in FIG. 5, the leaf valve 20 as the annular plate valve body is, of course, the small-diameter leaf valve 21 and the annular plate 23 in the support means S. Also, the laminated leaf valve 24 is also fixed on the outer peripheral side and has an inner peripheral side as a free end, and is disposed between the small-diameter leaf valve 21 and the laminated leaf valve 24 on the inner peripheral side of the annular plate 23 and is axially oriented with respect to the annular plate 23. What is necessary is just to seat on the valve seat 25 provided in the exit end of the port 26 formed in the valve body 27 by interposing the ring 22 in which the movement to is permitted.

  In this case, the inner peripheral end of the small-diameter leaf valve 21 is 2/3 of the radial distance M from the inner peripheral portion 25a of the valve seat 25 to the center of the port 26 in the radial direction. Is set so as to be within the range of 2M / 3 from the inner peripheral portion 25a.

  Therefore, even in this modification, the leaf valve 20 is only opened inward, and the effect thereof is not different from the valve structure in the above-described embodiment, and is achieved in the conventional valve structure as described above. This makes it possible to improve both riding comfort and operational feeling in the vehicle when the piston speed that could not be achieved is in the low speed region.

  On the other hand, when the shock absorber contracts, the leaf valve 10 and the support means S are also provided at the outlet end of the pressure-side port 7, so that the hydraulic oil moves only from the lower chamber R2 to the upper chamber R1. In this case as well, when the piston speed is in the low speed region, it is possible to generate a damping force that is an intermediate region.

  Therefore, since the damping force in this intermediate region can be generated in this case as well, even when the piston speed is low, the damping force does not become too high, and the vehicle driver feels uncomfortable feeling such as harshness. In addition, the damping force does not become too low even when the piston speed is low, so the roll becomes large when turning the vehicle and the feeling of operation that makes the passenger feel uneasy will be worsened. There is nothing wrong.

  In other words, in this valve structure, it is possible to improve both riding comfort and operational feeling in the vehicle when the piston speed is in the low speed region, which could not be achieved by either of the both sides of the pressure expansion.

  In addition, since the optimum damping force can be generated on both sides of the pressure expansion, the roll can be suppressed moderately when turning the vehicle, so that the vehicle driver does not feel anxiety and the wheel on the inner ring side is grounded. Therefore, the operational feeling is also improved in this respect.

  Furthermore, from the above description, the case where the valve structure of the present invention is embodied in the piston portion of the shock absorber has been described, but it goes without saying that the valve structure may be embodied in the base valve portion.

 This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a longitudinal cross-sectional view of the piston part of the shock absorber in which the valve structure in one embodiment was embodied. It is a partial enlarged plan view of a piston in which a valve structure is embodied. It is a partial expanded longitudinal cross-sectional view of the piston part of the shock absorber in which the valve structure in one embodiment was embodied. It is a figure which shows the damping force characteristic of the valve structure in one embodiment. It is a longitudinal cross-sectional view of the piston part in which the valve structure in the modification of one Embodiment was embodied. It is a figure which shows the conventional valve structure. It is a figure which shows the other conventional valve structure. It is a figure which shows another conventional valve structure.

Explanation of symbols

1, 7, 26 Port 2, 8 Window 3, 9, 25 Valve seat 3a Outer peripheral portion 3b in valve seat Side portion 3c in valve seat, 25a Inner peripheral portion in valve seat 4 Piston 5 as valve body 5 Disc portion 6 Sliding contact portion 10 and 20 Leaf valves 11 and 21 as ring plate-shaped valve bodies Small leaf valves 12 and 22 Rings 13 and 23 Ring plates 14 and 24 Laminated leaf valves 15, 16, and 17 Leaf valve 27 Valve body 30 Cylinder 31 Piston rod 32 Reduced diameter Portion 33 screw portion 35 valve stopper 36 spacer 37 piston nut R1 upper chamber R2 lower chamber S support means

Claims (10)

In a valve structure of a shock absorber having a ring-shaped valve body that is stacked on a valve-shaped valve body that is stacked on a disk-shaped valve body in which a port is formed and opens and closes a valve seat that is formed at the outlet end of the port. A valve structure for a shock absorber, comprising support means for supporting a back surface of a surface of the body facing the valve seat and bending it at a predetermined position retracted from a valve seat seating position. The support means supports the annular plate-shaped valve body so that only the outer circumferential side end or only the inner circumferential side end of the annular plate-shaped valve body is separated from the valve seat when the annular plate-shaped valve body is separated from the valve seat. The valve structure of the shock absorber according to claim 1, wherein: The support means is a ring so that only a part of the outer peripheral side end or only a part of the inner peripheral end of the ring plate valve body is separated from the valve seat when the ring plate valve body is cracked from the valve seat. The valve structure of the shock absorber according to claim 1, wherein a plate-shaped valve body is supported. The support means is within a range from the seating position of the valve seat disposed on the outer peripheral side of the annular plate-shaped valve body to the length of two thirds of the radial distance from the valve seat disposed on the outer peripheral side to the center of the port. 4. The shock absorber valve structure according to claim 1, wherein the shock absorber valve structure is supported. The support means is a range from the seating position of the valve seat disposed on the inner peripheral side of the annular plate-shaped valve body to the length of two-thirds of the radial distance from the valve seat disposed on the inner peripheral side to the center of the port. The shock absorber valve structure according to any one of claims 1 to 3, wherein the inside is supported. When the piston speed is equal to or lower than a predetermined speed, the annular plate valve body is supported so that only the outer peripheral side end or inner peripheral side end of the annular plate valve body is separated from the valve seat. Item 4. The shock absorber valve structure according to any one of Items 1 to 3. When the piston speed is less than or equal to the specified speed, the ring plate valve body is supported so that only a part of the outer peripheral side end or only a part of the inner peripheral side end is separated from the valve seat. The valve structure for a shock absorber according to any one of claims 1 to 3, wherein: The supporting means prevents an annular member having a smaller diameter than the annular plate-shaped valve element stacked in contact with the annular plate-shaped valve element, an abutting member that contacts the annular member, and displacement of the abutting member with respect to the annular member. And a biasing means for biasing the contact member toward the annular plate-shaped valve body, and the annular plate-shaped valve body is bent with the tip of the annular member as a fulcrum. The shock absorber valve structure according to any one of claims 1 to 7. 9. The shock absorber valve according to claim 8, wherein the abutting member is a plate-shaped ring, and the displacement prevention means is an annular plate disposed on the inner peripheral side or the outer peripheral side of the plate-shaped ring. Construction. The plate-like ring is formed to have a smaller diameter than the annular plate-shaped valve body, and the urging means is an annular plate member formed to have the same diameter as the plate-like ring and stacked on the plate-like ring. The valve structure of the shock absorber according to claim 9.

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