JP2006283923A - Hydraulic damper for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic damper for a vehicle capable of minimizing a reduction in a stroke amount by increasing the damping force characteristics of a piston speed in low and high speed ranges and suppressing an increase in the number of parts. <P>SOLUTION: In this hydraulic damper 1 for the vehicle, an extension main valve 6 formed of an annular plate valve 6 and opening in an extension stroke and a compression main valve 7 opening in a compression stroke are disposed in compression chamber side openings 42a and 41b opening to the compression side oil chambers A of extension and compression side main passages 42 and 41 and extension chamber side openings 42b and 41a opening to the extension side oil chambers B. A second piston member 8 in which an auxiliary passage 8f allowing the compression side oil chambers A to communicate with the extension side oil chambers B is formed is disposed on a piston rod 3 adjacently to a piston 4, and an compression auxiliary valve 9 formed of an annular plate valve and opening the extension side oil chamber B side outlet of the auxiliary passage 8f at the beginning of the compression stroke is opened in the same direction as that of the compression main valve 7. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hydraulic shock absorber for suppressing a change in posture during traveling of a vehicle.

  An automobile or a motorcycle is provided with a hydraulic shock absorber that suppresses a change in the posture of the vehicle body due to road surface unevenness.

  FIG. 7 shows the structure of a conventional hydraulic shock absorber. In FIG. 7, the solid arrow indicates the movement of the hydraulic oil during compression, and the dotted arrow indicates the movement of the hydraulic oil during expansion.

  The cylinder 51 of the hydraulic shock absorber 50 is divided into a compression side oil chamber A and an extension side oil chamber B by a piston 53 fixed to a piston rod 52. The piston 53 is formed with a first passage 54 and a second passage 55 that allow the compression side oil chamber A and the extension side oil chamber B to communicate with each other. An extension valve 56 that opens during the extension stroke of the piston rod 52 is provided in the pressure chamber side opening 54a of the first passage 54, and a compression valve 57 that opens during the compression stroke is provided in the extension chamber side opening 55a of the second passage 55. A damping force is generated when the piston 53 relatively moves in the axial direction in the cylinder 51 due to the unevenness of the road surface.

  In such a hydraulic shock absorber, a damping force characteristic is set so that a damping force corresponding to a road surface state can be obtained in order to realize the ride comfort desired by the user. For example, it is general to set a damping force when the piston speed is 0.3 m / s, and to tune damping characteristics in a low speed region and a high speed region using this damping force as a basic damping force.

  However, the hydraulic shock absorber 50 has a problem that the damping force characteristic in the low speed region of the piston speed is high, and the riding comfort in the low speed region is poor.

  Therefore, Patent Document 1 discloses a hydraulic shock absorber for reducing the damping force in the low speed region to improve the riding comfort.

  FIG. 8 shows the structure of the hydraulic shock absorber disclosed in Patent Document 1. Similarly in FIG. 8, the solid line arrow indicates the movement of the hydraulic oil during compression, and the dotted line arrow indicates the movement of the hydraulic oil during expansion.

  The cylinder 61 is divided into a compression side oil chamber A and an extension side oil chamber B by a piston 63 fixed to a piston rod 62. The piston 63 is formed with a compression side main passage 64 and an extension side main passage 65 that allow the compression side oil chamber A and the extension side oil chamber B to communicate with each other. An extension main valve 66 that opens during the extension stroke of the piston rod 62 is provided in the pressure chamber side opening 64a of the compression side main passage 64, and a compression main valve 67 that opens in the extension chamber side opening 65a of the extension side main passage 65 during the compression stroke. Is provided. A damping force is generated when the piston 63 relatively moves in the axial direction in the cylinder 61 due to the unevenness of the road surface.

  Further, the hydraulic shock absorber 60 is provided with a sub-valve 69 for moving the hydraulic oil in the compression side oil chamber A to the extension side oil chamber B at the initial stage of the compression stroke. That is, a second piston member 71 provided with a sub-passage 68 communicating with the compression-side oil chamber A and communicating with the extension-side oil chamber B by an in-shaft passage 70 formed in the piston rod 62 is disposed, and the compression stroke initial stage is arranged. A secondary valve 69 that opens the outlet 68 a of the secondary passage 68 is provided on the back surface of the main valve 67 during compression.

  Thereby, when the piston speed is low, that is, the auxiliary valve 69 opens at the beginning of the compression stroke, the damping force can be appropriately reduced, and the riding comfort at the low speed is improved.

  However, in the structure of the hydraulic shock absorber 60, the auxiliary valve 69 is provided on the back surface of the main valve 67 during compression via the washer 72, the second piston member 71 is provided on the back surface side, and the second piston member 71 is provided. The pressing member 73 is fixed from the back side. Accordingly, the outlet 68a of the auxiliary passage 68 faces the piston 63 side, and the opening direction of the main valve 67 and the auxiliary valve 69 during compression is opposite. Therefore, in the high speed region of the piston speed, the opening direction of the auxiliary valve 69 is opposite to the flow of the hydraulic oil, so that resistance is generated and the opening is difficult. Therefore, the damping force cannot be sufficiently reduced in the high speed range, and the riding comfort is not good.

Further, since the auxiliary valve 69 is provided on the back side of the main valve 67 during compression via the washer 72 and the second piston member 71 for providing the auxiliary passage 68 is provided on the back side, the number of parts is large. Thus, the entire length of the auxiliary valve structure along the piston rod 62 is increased. For this reason, the movable range of the piston 63 is limited, and the stroke amount is reduced. Furthermore, since the number of parts is large, parts management becomes troublesome and assembly workability is reduced.
JP 2001-82527 A

  The present invention has been made in consideration of the above prior art, and improves the damping force characteristics in the low speed range and the high speed range of the piston speed, and suppresses the increase in the number of parts to minimize the reduction in the stroke amount. In addition, an object of the present invention is to provide a vehicle hydraulic shock absorber that has improved assembly workability.

  According to the first aspect of the present invention, a piston that divides the inside of the cylinder into a compression side oil chamber and an extension side oil chamber is attached to the tip of the piston rod inserted into the cylinder, and the compression side oil chamber and the extension side oil chamber are attached to the piston. The expansion side and compression side main passages that communicate with each other, and the pressure chamber side opening that opens to the compression side oil chambers of the extension side and compression side main passages, the extension chamber side opening that opens to the extension side oil chamber, In a vehicular hydraulic shock absorber made up of a plate valve that opens during the expansion stroke and has a compression main valve that opens during the compression stroke, the compression side oil chamber and the extension side oil are placed on the piston rod adjacent to the piston. A second piston member having a sub-passage communicating with the chamber is disposed, and a sub valve at the time of compression, which is made of an annular plate valve and opens the outlet on the extension side oil chamber side of the sub passage at the initial stage of the compression stroke, is Hydraulic release for vehicles characterized by opening in the same direction as the main valve To provide a vessel.

  According to a second aspect of the present invention, in the first aspect of the invention, the second piston member and the sub valve at the time of compression are sequentially arranged on the back surface of the main valve at the time of compression, and the sub passage is formed in the shaft formed in the piston rod. It is characterized by communicating with the compression side oil chamber through a passage.

  A third aspect of the invention is characterized in that, in the first aspect of the invention, the sub valve at the time of compression is composed of a plurality of sub plate valves.

  According to the first aspect of the present invention, since the auxiliary valve is opened at the initial stage of the compression stroke, the damping force in the low speed region can be lowered while the predetermined damping force characteristic is secured in the middle speed region of the piston speed. Further, since the auxiliary valve at the time of compression bends and opens in the same direction as the main valve at the time of compression, the auxiliary valve opens without receiving resistance due to the flow of hydraulic oil in the high speed region of the piston speed. Therefore, the damping force in the high speed range can be reduced. Therefore, the stroke becomes smooth in all speed ranges, and the riding comfort is improved.

  According to the invention of claim 2, since the second piston member having the sub passage also serves as a washer provided between the main valve during compression and the sub valve during compression, the number of parts is reduced and the structure is simplified. Reduction of stroke amount can be minimized. Also, assembly work can be facilitated.

  According to the invention of claim 3, since the auxiliary valve at the time of compression is constituted by a plurality of auxiliary plate valves, the damping force in the low speed range can be adjusted by adjusting the number of sheets, and the riding comfort is further improved. Can be made. In this case, each sub-plate valve may have a different spring force or may have the same spring force.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a sectional view of a hydraulic shock absorber according to the present invention, and FIG. 2 is an enlarged sectional view around a piston.

  The piston rod 3 is inserted into the bottomed cylindrical cylinder 2 so as to be relatively movable in the axial direction. The piston 4 is fixed to the tip of the piston rod 3, and the inside of the cylinder 2 is divided into a compression side oil chamber A on the piston tip side and an extension side oil chamber B on the piston back side. The distal end portion of the cylinder 2 is pivotally supported by a wheel support member (not shown), and the proximal end portion of the piston rod 3 is elastically supported by the vehicle body 19 via the support plate 11 and the elastic member 14. A dust cover 12 surrounding the piston rod 3 is provided between the support plate 11 and the base end portion of the cylinder 2, and a cushion material 13 that absorbs an impact force at the time of maximum compression is provided on the distal end side of the support plate 11. Provided.

  A free piston 29 that forms a compression-side oil chamber A by the piston 4 is slidably inserted into the cylinder 2, and the space surrounded by the free piston 29 and the inside of the front end side of the cylinder 2 is high pressure. It is a gas chamber C.

  The opening on the base end side of the cylinder 2 is closed by press-fitting the lid plate 21, and a base member 22 is inserted inside the lid plate 21 in the cylinder 2 and is positioned and fixed by a circlip 23 (FIG. 2). Has been. Shaft holes 21 a and 22 a through which the piston rod 3 is inserted are formed in the shaft centers of the cover plate 21 and the base member 22, and a metal bush slidably contacting the piston rod 3 is formed on the inner peripheral surface of the shaft hole 22 a of the base member 22. 24 is inserted.

  An O-ring 25 that seals between the outer peripheral portion of the base member 22 and the inner peripheral surface of the cylinder 2 is mounted, and seal members 26a and 26b that seal between the piston rod 3 and the both end edges of the shaft hole 22a, respectively. Has been. A rubber member 27 that absorbs an impact force at the time of maximum extension is fixed to an end surface of the base member 22 facing the extension side oil chamber B.

  In the piston rod 3, an in-shaft passage 3a communicating with the compression side oil chamber A is formed extending in the axial direction. The piston rod 3 is formed with a plurality of communication holes 3b communicating with the in-shaft passage 3a and the extension side oil chamber B in a direction perpendicular to the shaft. As a result, the compression side oil chamber A and the extension side oil chamber B communicate with each other via the in-shaft passage 3a and the communication hole 3b.

  A resin bush 5 that is in oil-tight sliding contact with the inner peripheral wall of the cylinder 2 is mounted on the outer periphery of the piston 4. The piston 4 is formed with a compression-side main passage 41 and an extension-side main passage 42 penetrating the compression-side oil chamber A and the extension-side oil chamber B.

  On the end face of the piston 4 facing the compression side oil chamber A, there is provided an extension main valve 6 that opens the pressure chamber side opening 42a of the extension side main passage 42 during the extension stroke of the piston rod 3. The extension main valve 6 is formed of an annular thin leaf spring, and, for example, three plate valves 6a, 6b, and 6c are stacked in a manner that the outer shape decreases with increasing distance from the pressure chamber side opening 42a of the extension side main passage 42 in the axial direction. Composed. The spring force of each plate valve 6a, 6b, 6c is gradually opened when the extension side oil chamber B becomes higher than the compression side oil chamber A during the extension stroke, and at this time, a predetermined damping force is obtained. Is set. The extension main valve 6 is always open with respect to the pressure chamber side opening 41b of the compression side main passage 41.

  A compression main valve 7 that opens the expansion chamber side opening 41a of the compression side main passage 41 during the compression stroke is provided on the end surface of the piston 4 facing the expansion side oil chamber B. The main valve 7 at the time of compression consists of an annular thin leaf spring, and the outer shape becomes smaller as it goes away from the expansion chamber side opening 41a of the compression side main passage 41 in the axial direction, for example, three plate valves 7a, 7b, 7c are laminated. Composed. The spring force of each of the plate valves 7a, 7b, 7c is gradually opened when the compression side oil chamber A becomes higher in pressure than the extension side oil chamber B during the compression stroke, and a predetermined damping force is obtained at that time. Is set. The compression main valve 7 is always open with respect to the extension chamber side opening 42b of the extension side main passage 42.

  A second piston member 8 is disposed on the back surface (upper side in FIG. 2) of the main valve 7 during compression, and a sub valve 9 is disposed on the back surface of the second piston member 8. A washer 10 is disposed on the back surface of the auxiliary valve 9 at the time of compression, and the washer 10 is fixed to the piston rod 3 by a circlip 28. The washer 10 faces the rubber member 27 so as to be able to come into contact therewith.

  A sub-communication hole 3 d is formed in the piston rod 3 by aligning the position in the axial direction with the sub-passage 8 f formed in the second piston member 8. Thereby, the sub passage 8f communicates with the compression side oil chamber A through the sub communication hole 3d and the in-shaft passage 3a.

  On the washer 10 fixed to the piston rod 3 with a circlip 28, a sub valve 9 during compression, a second piston member 8, a main valve 7 during compression, a piston 4, a main valve 6 during expansion, and a valve seat 38 are sequentially laminated. Then, each member is fixed to the piston rod 3 by screwing the nut 39 to the tip of the piston rod 3.

  Further, the piston rod 3 has a valve insertion hole 3c that extends following the in-shaft passage 3a and has a smaller diameter than the in-shaft passage 3a. The valve insertion hole 3c has a damping force adjusting valve 30. The shaft portion 30a is inserted so as to be movable in the axial direction. The damping force adjusting valve 30 is formed by forming a conical valve portion 30b located in the in-shaft passage 3a at the tip of the shaft portion 30a located in the valve insertion hole 3c, and an outer peripheral portion of the valve portion 30b. Is mounted with an O-ring 31 that is in sliding contact with the inner peripheral surface of the in-shaft passage 3a.

  Further, a cylindrical throttle portion 32 is fixed to a position closer to the lower side in FIG. 2 than the communication hole 3 b in the in-shaft passage 3 a and closer to the upper side than the sub-communication hole 3 d. The valve portion 30b faces the fully closed position and the fully open position so as to advance and retract. By moving the valve portion 30b back and forth, the path area between the valve portion 30b and the throttle portion 32 changes. An adjustment member 33 (FIG. 1) is connected to the upper end portion of the shaft portion 30a. By rotating the adjustment member 33, the damping force adjustment valve 30 advances and retreats, so that during the compression stroke and the expansion stroke. Adjust the damping force especially at low speeds.

  FIG. 3 is an enlarged view of part a in FIG. The details of the sub valve 9 during compression will be described based on FIG.

  The compression sub-valve 9 includes first and second sub-plate valves 9a and 9c having substantially the same diameter made of an annular thin leaf spring, and third and fourth sub-plate valves 9b and 9d having a smaller diameter than the first and second sub-plate valves 9b and 9d. The three sub-plate valves 9b are stacked between the sub-plate valves 9a and 9c, and the fourth sub-plate valve 9d is interposed between the sub-plate valve 9c and the washer 10.

  The flow direction of the hydraulic oil when the sub valve 9 at the time of compression is opened is the same as the flow direction of the hydraulic oil that passes through the main valve 7 at the time of compression, as indicated by a thick arrow in the figure (upward in FIG. 3). That is, the compression sub valve 9 bends in the same direction as the compression main valve 7.

  The spring force of the first to third sub-plate valves 9a to 9c is set so that the compression side oil chamber A opens immediately when the pressure is slightly increased in the initial stage of the compression stroke, and a predetermined damping force is obtained at this time. For example, in a low speed region where the piston speed is 0.2 m / s or less, especially at a very low speed such as when passing through small unevenness on the road surface, only the first sub-plate valve 9a is opened, At a slightly early medium / low speed, the second sub-plate valve 9b opens together with the first sub-plate valve 9a, and when it is faster than the medium / low speed, such as when passing through large irregularities on the road surface, the first and second sub-plate valves 9a. , 9b, the plate thickness of each of the sub-plate valves 9a to 9c is set so that the third sub-plate valve 9c opens. Specifically, the plate thickness of the second and third sub-plate valves 9b and 9c is set to be thicker than that of the first sub-plate valve 9a, whereby the first sub-plate valve 9a provides a damping force characteristic at a very low speed. While securing, the first sub-plate valve 9a is prevented from opening too much at a slightly higher speed, thereby preventing the damping force from becoming too small.

  4 and 5 show the shape of the second piston member 8, FIG. 4 is a rear view, and FIG. 5 is a cross-sectional view taken along line bb of FIG. The detail of the 2nd piston member 8 is demonstrated based on a figure.

  The second piston member 8 has a hole 8a through which the piston rod 3 is inserted in the center. When viewed from the back side of the second piston member 8, a groove 8d is formed between the outer peripheral portion 8e and the four convex portions 8c aligned in the circumferential direction, and deeper than the groove 8d around the central hole 8a. A recessed portion 8b is formed. As shown in FIG. 5, when the compression sub-valve 9 is closed, the outer peripheral portion 8e and the sub-compression sub-valve 9 are in close contact, and the outlet of the sub-passage 8f (FIG. 2) is blocked. Become. When the auxiliary valve 9 is opened during compression, the outlet of the auxiliary passage 8f is opened.

  Next, the operation of the hydraulic shock absorber 1 will be described.

  When the wheel is pushed up by the convex portion of the road surface and the hydraulic shock absorber 1 is in a compressed state, the piston 4 is relatively pushed downward by moving the cylinder 2 upward in FIG. At this time, the pressure in the compression side oil chamber A increases, and the main valve 7 at the time of compression opens accordingly. When the main valve 7 is opened during compression, the hydraulic oil flows into the extension-side oil chamber B through the compression-side main passage 41, and a damping force is generated at this time. Further, when the pressure in the compression side oil chamber A is increased, a part of the hydraulic oil flows into the extension side oil chamber B from the communication hole 3b through the in-shaft passage 3a and the throttle part 32, and the damping force adjusted in advance at this time appear. In FIG. 2, the flow of hydraulic oil during compression is indicated by solid arrows.

  Further, in the present invention, when the compression side oil chamber A is slightly pressurized in the low speed region of the piston 4 in the initial stage of compression, that is, the speed region before the compression main valve 7 is opened, the sub valve 9 is opened during compression and the hydraulic oil is opened. Immediately flows into the extension side oil chamber B from the auxiliary passage 8f. As a result, vibration such as knack caused by small unevenness on the road surface is absorbed, and the riding comfort of the vehicle is improved. In the low speed range when passing through such small irregularities on the road surface, the main valve 7 during compression is closed or slightly opened.

  Thus, according to the present invention, in the middle speed range where the piston speed exceeds the predetermined speed, the compression main valve 7 is opened, and the hydraulic oil in the compression side oil chamber A flows from the compression side main passage 41 to the extension side oil chamber B. Into the flow and a damping force is generated. Thereby, a predetermined damping force characteristic in the middle speed range is ensured. On the other hand, in the low speed range where the piston speed is less than or equal to the predetermined speed, the outlet of the sub passage 8f is opened by the sub valve 9 during compression, and the damping force in the low speed range can be reduced.

  In the present invention, during the compression stroke, the compression main valve 7 and the compression sub valve 9 both open in the same direction as the flow of hydraulic oil. Therefore, even when the piston speed reaches the high speed range, the sub valve 9 at the time of compression can be smoothly opened without receiving resistance due to the flow of hydraulic oil. Therefore, it is possible to improve the riding comfort by reducing the damping force even in the high speed range to obtain a predetermined damping force while maintaining the damping force characteristic in the middle speed range.

  When the wheel is lowered and the hydraulic shock absorber 1 is in the extended state, the piston 4 is relatively lifted upward in FIG. At this time, the pressure in the extension side oil chamber B increases, and the main valve 6 at the time of extension opens accordingly. The hydraulic oil flows into the compression side oil chamber A through the extension side main passage 42 and flows into the compression side oil chamber A from the communication hole 3b through the throttle portion 32 and the in-shaft passage 3a. A predetermined damping force is generated. In FIG. 2, the flow of hydraulic oil during expansion is indicated by the dotted arrows.

  FIG. 6 is a graph showing test results regarding the damping force characteristics of the hydraulic shock absorber. In FIG. 6, what is indicated by a solid line is the damping force characteristic of the hydraulic shock absorber 1 of the present invention. A comparison is made between the one with the same specification and not having the auxiliary valve at the time of compression and the one having the conventional auxiliary valve according to Patent Document 1 described above.

  The hydraulic shock absorber according to the present invention has a damping force characteristic set in advance in the medium speed range, and has a damping force in the low speed range where the piston speed is 0.2 m / s or less, compared to the case where no auxiliary valve is provided. Is going down. Further, in a high speed range of 0.4 m / s or more, the damping force is lower than that provided with no auxiliary valve and that provided with a conventional auxiliary valve. Thereby, it can be seen that the stroke becomes smooth in the entire speed range, and the ride comfort is improved.

  The present invention is applicable to hydraulic shock absorbers in automobiles, motorcycles, and other vehicles.

Sectional drawing which shows embodiment of this invention. The expanded sectional view around the piston of FIG. The enlarged view of the a part of FIG. The rear view which shows a 2nd piston member. Sectional drawing seen from the bb line of FIG. The damping force characteristic diagram of the hydraulic shock absorber of the present invention and the conventional product. Sectional drawing which shows the prior art example which does not provide a subvalve. Sectional drawing which shows the prior art example which provided the subvalve.

Explanation of symbols

1: hydraulic shock absorber, 2: cylinder, 3: piston rod, 3a: shaft passage, 3b: communication hole, 3c: valve insertion hole, 3d: auxiliary communication hole, 4: piston, 5: resin bush, 6: Main valve during expansion, 6a, 6b, 6c, 7a, 7b, 7c: Plate valve, 7: Main valve during compression, 8: Second piston member, 8a: Hole, 8b: Recessed portion, 8c: Convex portion, 8d: Groove part, 8e: outer peripheral part, 8f: auxiliary passage, 9: auxiliary valve during compression, 9a, 9b, 9c, 9d: auxiliary plate valve, 10: washer,
11: support plate, 12: dust cover, 13: cushion material, 14: elastic member, 19: vehicle body,
21: lid plate, 21a, 22a: shaft hole, 22: base member, 23, 28: circlip, 24: metal bush, 25: O-ring, 26a, 26b: seal member, 27: rubber member, 29: free piston 30: Damping force adjusting valve, 30a: Shaft portion, 30b: Valve portion,
31: O-ring, 32: throttle part, 33: adjusting member, 38: valve seat, 39: nut,
41: compression side main passage, 42: extension side main passage, 41a, 42b: extension chamber side opening, 41b, 42a: pressure chamber side opening,
50, 60: hydraulic shock absorber, 51, 61: cylinder, 52, 62: piston rod, 53, 63: piston, 54: first passage, 54a, 64a: pressure chamber side opening, 55: second passage, 55a, 65a: Extension side opening, 56: Extension valve, 57: Compression valve, 64: Compression side main passage, 65: Extension side main passage, 66: Extension main valve, 67: Compression main valve, 68: Secondary Passage, 68a: outlet, 69: auxiliary valve, 70: shaft passage, 71: second piston member, 72: washer, 73: presser member,
A: Compression side oil chamber, B: Extension side oil chamber, C: High pressure gas chamber.

Claims (3)

  A piston that divides the inside of the cylinder into a compression side oil chamber and an extension side oil chamber is attached to the tip of the piston rod inserted into the cylinder, and the extension that communicates the compression side oil chamber and the extension side oil chamber to the piston. A pressure valve side opening that opens to the compression side oil chamber of the extension side and the compression side main passage, and an extension chamber side opening that opens to the extension side oil chamber. In a vehicle hydraulic shock absorber provided with an extension main valve that opens during an extension stroke and a compression main valve that opens during a compression stroke, the compression-side oil chamber and the extension-side oil are placed on the piston rod adjacent to the piston. A second piston member in which a sub-passage communicating with the chamber is disposed, and a sub valve at the time of compression, which is formed of an annular plate valve and opens the outlet side oil chamber side outlet of the sub-passage at the initial stage of the compression stroke, Features opening in the same direction as the main valve during compression Hydraulic shock absorber for a vehicle to be.   The second piston member and the compression sub valve are sequentially arranged on the back surface of the compression main valve, and the sub passage is connected to the compression side oil chamber via an in-shaft passage formed in the piston rod. The vehicle hydraulic shock absorber according to claim 1, wherein the vehicle hydraulic shock absorber is communicated with the vehicle hydraulic shock absorber. The vehicular hydraulic shock absorber according to claim 1, wherein the sub valve at the time of compression includes a plurality of sub plate valves.

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