JP4726039B2 - Valve structure - Google Patents

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. 8, the first leaf valve 51 that is attached to and detached from the valve seat and the 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. 8, the cracking pressure (opening pressure) at which the first leaf valve 51 separates 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. 8, in the region where the piston speed is low, microscopically, the first leaf valve 51 is loaded with the load from 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. 9, the above-described valve structure is modified in order to improve the above problem, and 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 regions as in the valve structure shown in FIG. , See Patent Document 2).

  Furthermore, in another valve structure, as shown in FIG. 10, 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. 8 is provided 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. 10, as indicated by the line D in FIG. 4, the portions facing the notches 61, 62, 63 of the first leaf valve 51 are notches 61, 62 in the low speed region. 63, the radial length of the first leaf valve 51 can be generated in a descending order of the radial length, and the first leaf valve 51 is bent at the concave notches 61, 62, 63. It is surrounded by the edge and is difficult to bend, and the damping force in the low speed region will be high.

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 has been increasing year by year, and in particular, it is desired to improve the ride comfort in the low speed region where the expansion / contraction speed of the shock absorber, that is, the piston speed is low. 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, the damping force is increased as in the valve structure of FIGS. 8 and 10, so that vibrations due to road surface irregularities are 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, a valve structure according to the present invention includes a leaf valve that is stacked on a disc-shaped valve body in which a port is formed and that is separated from and seated on a valve seat formed at an outlet end of the port to open and close the port. in the valve structure of the damper in which a sub-leaf valve laminated on the leaf valve, and abuts against the back of the surface facing is interposed valve seat leaf valve between the leaf valve and sub-leaf valve A narrow ring-shaped body having an outer shape different from that of the leaf valve is provided, the sub-leaf valve is initially bent by the ring-shaped body and the leaf valve is urged toward the valve body, and the ring-shaped body The valve structure is characterized in that the leaf valve is provided with one or more portions where the urging force due to the initial deflection of the auxiliary leaf valve does not act from directly above the valve seat .

  According to the valve structure of the present invention, the damping force generated by the valve structure is such that the load of the sub leaf valve does not act on the portion facing the notch portion of the leaf valve from directly above the valve seat. Since the part facing the notch part of the leaf valve bends so that it can be beaten with the edge of the notch part as a fulcrum, the part surrounded by the edge part of the concave notch part does not become difficult to bend. Unlike a conventional valve structure, the damping force does not become high, and a leaf valve does not bend from the inner peripheral side as in the conventional valve structure. As a result, the bending rigidity is increased 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. will be living in, and since the piston speed is not too low damping force even during low-speed, such as causing deterioration an operational feeling like inspire anxiety in passenger will be the roll is increased when the vehicle turns Nothing will happen.

  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 of one embodiment is embodied. FIG. 3 is a plan view of the annular band and the sub leaf valve in the valve structure of the embodiment. 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. FIG. 6 is a plan view of an annular band and a sub leaf valve in a valve structure according to another embodiment. FIG. 7 is a plan view of an annular band and a sub leaf valve in a valve structure of a modification of the other embodiment.

  As shown in FIG. 1, the valve structure of the present invention is embodied in a piston portion of a shock absorber, and is provided on the outer peripheral side of a plurality of ports 1 and an annular window 2 communicating with outlet ends of the plurality of ports 1. A disc-shaped piston 4 as a valve body provided with a protruding annular valve seat 3, a leaf valve 10 that opens and closes the downstream end of the port 1, and a rear surface of the leaf valve 10 that faces the valve seat 3. And a sub-leaf valve 11 and a laminated leaf valve 14 stacked on the sub-leaf valve 11.

  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 extending from the outer peripheral side of the disk portion 5 and slidably contacting the inner periphery of the cylinder 30. The upper chamber R1 and the lower chamber R2 communicate with each other on the same circumference, the port 1 serving as a plurality of extension-side ports, and the plurality of compression-side ports formed alternately on the same circumference as the port 1. An annular valve seat on which a port 7, an annular window 2 formed at the lower end of the disk portion 5 in the figure and communicated with the outlet end of each port 1, and a leaf valve 10 projecting from the outer peripheral side of the annular window 2 is seated. 3 is provided.

  2, the valve seat 3 is formed in an annular shape as described above. However, the valve seat 3 has a valve disc in which the compression side port and the extension side port are alternately arranged in the same circumference. For example, a valve seat surrounding each one of the ports may be used.

  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, an annular plate-like sub leaf valve 11 is also laminated with the inner peripheral side fixed to the piston rod 31. Further, in the lower part of the sub leaf valve 11 in the figure, there are a plurality of leaves. A laminated leaf valve 14 which is an annular plate member formed by overlapping valves is laminated.

  Further, between the leaf valve 10 and the sub-leaf valve 11, a narrow ring-shaped body 12 that is in contact with the back surface of the leaf valve 10 and has an outer shape different from that of the leaf valve 10 is interposed. The annular band 12 is bonded to the sub leaf valve 11 and held integrally with the sub leaf valve 11.

  Therefore, the annular band 12 is not displaced with respect to the leaf valve 10 and the auxiliary leaf valve 11, and the presence of the annular band 12 causes the auxiliary leaf valve 11 to slightly move relative to the leaf valve 10. Thus, the auxiliary leaf valve 11 is given an initial deflection.

  In detail, as shown in FIG. 3, the ring-shaped body 12 includes an annular main body 12a and notches 12b provided at two opposite positions on the outer peripheral end of the main body 12a. As a whole, the shape of the ring-shaped body 12 is such that the two outer peripheral ends of the annular ring are cut off straight, and the notch 12b has a straight edge.

  Furthermore, the laminated leaf valve 14 is composed of four leaf valves as shown in the figure, and the leaf valve 15 that contacts the sub leaf valve 11 is set to have a smaller diameter than the sub leaf valve 11 and is located below the leaf valve 15. The two leaf valves 16 and 16 to be stacked 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 is also fixed at the inner peripheral side to the piston rod 31 and has an outer peripheral end that is a free end. Like the auxiliary leaf valve 11, the annular leaf 12 is given initial deflection. entire leaf valve 11 and the laminated leaf valve 14 is allowed to act biasing force to the leaf valve 10 via the ring strip 12.

  Therefore, an initial load is applied to the leaf valve 10 in the direction of the piston 4. However, as shown in FIG. 3, since the annular band 12 has a notch 12 b, the leaf valve 10 The initial load does not act on the part facing the notch 12b from right above the valve seat 3.

  The diameter, material, and thickness of each leaf valve 15, 16, and 17 can be changed according to the urging force.

  Further, the configuration of the laminated leaf valve 14 is not limited to the above, and any configuration may be used as long as a predetermined urging force is applied to the small-diameter leaf valve 11 as the contact member. For example, the urging force may be applied to the leaf valve 10 with a coil spring.

  Further, in the upper part of the piston 4 in FIG. 1, the leaf valve 10, the annular band 12, the auxiliary leaf valve 11 and the laminated leaf valve 14 are arranged upside down and laminated. The leaf valve 10 to be disposed is brought into contact with a valve seat 9 protruding from the outer peripheral side of the annular window 8 communicating with the outlet end of the pressure-side port 7.

  The reduced diameter portion 32 of the piston rod 31 includes a valve stopper 35, a spacer 36, a laminated leaf valve 14, a secondary leaf valve 11, an annular band 12, a leaf valve 10, a piston 4, a leaf in order from the top in FIG. The valve 10, the annular band 12, the auxiliary leaf valve 11, the laminated leaf valve 14, the spacer 36 and the valve stopper 35 are mounted and screwed to a screw portion 33 provided at the tip which is the lower end in the figure of the piston rod 31. Each member is fixed to the piston rod 31 by a piston nut 37.

  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, the load corresponding to the initial deflection of the sub-leaf valve 11 and the laminated leaf valve 14 is acting via the small-diameter leaf valve 11, so that the leaf valve 10 is not supported at all by the annular band 12. Only the part, that is, the part facing the notch 12b bends and separates from the valve seat 3.

  That is, as shown by the phantom line in FIG. 1, the leaf valve 10 is bent with the edge of the notch 12b of the ring-shaped body 12 as a fulcrum, and only the portion facing the notch 12b is separated from the valve seat 3. It will be.

  Then, the hydraulic oil moves from the upper chamber R1 to the lower chamber R2 through a slight gap formed between the portion facing the notch 12b of the leaf valve 10 and the valve seat 3.

  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.

  The damping force generated by the valve structure is such that the load of the auxiliary leaf valve 11 and the laminated leaf valve 14 does not act on the portion facing the notch 12b of the leaf valve 10 from directly above the valve seat 3, and The portion of the leaf valve 10 that faces the notch 12b bends so that the straight edge of the notch 12b is used as a fulcrum, so that the portion surrounded by the edge of the concave notch is difficult to bend. As the valve structure of FIG. 8 and FIG. 10 does not have a high damping force, and a single leaf valve does not flex from the inner peripheral side as the valve structure of FIG. The leaf valve 10 is supported on the back surface by the ring-shaped member 12 and is bent with the edge of the notch 12b as a fulcrum. Therefore, the bending rigidity is increased and the damping force is not as low as the valve structure of FIG. As shown in the middle line A It is possible to generate a damping force in the intermediate region.

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. will be, also, the piston speed is not too low damping force even during low-speed, is possible that make worse the operation feeling like inspire anxiety in passenger will be the roll is increased when the vehicle turns Disappear.

  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.

  In the above description, the annular band 12 is provided with the two notches 12b. However, only one notch may be provided according to the damping force to be generated, and the notches provided at a plurality of locations. May be provided.

  In this case, if a large number of notches are provided, the damping force can be guided to a low level, while if a small number of notches are provided, the damping force can be guided to a high level.

  Further, as the area of the notch is increased, the damping force can be guided to be lower, and on the other hand, as the area of the notch is reduced, the damping force can be guided to be higher.

  Therefore, it is possible to easily adjust the damping force characteristics and the generated damping force by making the shape of the annular band 12 different, and the damping force can be finely controlled by an infinite number of combinations of the number of notches and areas. It is also possible to do.

  Further, when there is a sufficient space between the ring-shaped body and the piston rod and the window is formed in an annular shape, only the centering is required without considering the positional deviation in which the ring-shaped body rotates in the circumferential direction. Therefore, it is possible to prevent the positional deviation of the ring-shaped member by inserting a plate that matches the gap between the ring-shaped member and the piston rod and fixing the plate to the piston rod side.

  Then, when the piston speed is in the middle to high speed region, the leaf valve 10 is bent together with the sub leaf valve 11 and the laminated leaf valve 14 to completely separate from the valve seat 3 and the leaf valve 10 fully opens the port 1. Become.

  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 piston speed at which the leaf valve 10 is completely separated can be adjusted by the urging force that the sub-leaf valve 11 and the laminated leaf valve 14 urge the leaf valve 10, and is generated in the valve structure. What is necessary is just to determine arbitrarily so that the damping force to become 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 is of course, and the auxiliary leaf valve 21 and the laminated leaf valve 24 are also fixed on the inner peripheral side. An annular band 22 having a notch 22a on the inner peripheral side is interposed between the leaf valve 20 and the sub-leaf valve 21, and is provided at the outlet end of the port 26 formed in the valve body 27. The valve seat 25 may be seated.

  In this case, when the piston speed is in the low speed region, the inner peripheral end of the leaf valve 20 bends with the notch 22a formed on the inner peripheral side of the annular band 22 as a fulcrum. Also in this case, like the above-described embodiment, the damping force in the intermediate region can be generated, and the riding comfort and operation in the vehicle when the piston speed is in the low speed region that could not be achieved with the conventional valve structure. It is possible to improve the feeling.

  On the other hand, when the shock absorber contracts, the leaf valve 10, the ring-shaped member 12, the auxiliary leaf valve 11, and the laminated leaf valve 14 are also provided at the outlet end of the pressure-side port 7. Is changed from the lower chamber R2 to the upper chamber R1, and also in this case, when the piston speed is in the low speed region, a damping force that is an intermediate region can be generated.

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 that the roll becomes large when turning the vehicle and the feeling of anxiety is made worse for the passenger . Such a thing disappears.

  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.

  Next, a valve structure in another embodiment will be described. In addition, about the member similar to the valve structure in the said one Embodiment, only the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  Therefore, only the part in which the valve structure in the other embodiment is different from the valve structure in the above-described embodiment will be described.

  The valve structure in the other embodiment is different from the valve structure in the one embodiment in the shape of the annular band 28.

  As shown in FIG. 6, the shape of the annular band 28 in the valve structure of the other embodiment is a triangular shape.

  Therefore, in the valve structure in this other embodiment, when the piston speed is in the low speed region, the portion of the leaf valve 10 that does not face the ring-shaped body 28 bends with the sides of the ring-shaped body 28 as fulcrums. It will be.

  Also in this case, the damping force generated by the valve structure in the other embodiment is that the load of the sub leaf valve 11 and the laminated leaf valve 14 is applied to the valve seat at a portion of the leaf valve 10 that does not face the annular band 28. 3 and the portion of the leaf valve 10 that does not face the annular band 28 is bent so as to be bent with the straight sides of the annular band 28 as fulcrums. Since the portion surrounded by the edge of the notch portion does not become difficult to bend, the damping force is not as high as in the conventional valve structure of FIGS. 8 and 10, and is not as high as the valve structure of FIG. The leaf valve 10 does not bend from the inner peripheral side, but the leaf valve 10 is supported on the back surface by the ring-shaped body 28 and is bent with each side of the ring-shaped body 28 as a fulcrum. As low as the valve structure in FIG. Not the damping force, as shown in FIG. 4 midline A, it is possible to generate a damping force in the intermediate region.

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. will be living in, and since the piston speed is not too low damping force even during low-speed, such as causing deterioration an operational feeling like inspire anxiety in passenger will be the roll is increased when the vehicle turns Nothing will happen.

  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.

  In the case of the valve structure according to another embodiment, the damping force and the characteristics of the damping force can be adjusted by making the annular band into a polygon having three or more sides.

  If there is a sufficient space between the annular band 28 and the piston rod 31, a plate that matches the gap between the annular band and the piston rod is inserted and fixed to the piston rod side. In this case, the annular band is a polygonal shape regardless of whether the window is annular or not. It is only necessary to realize centering without consideration.

  Further, in the case where the convex portion 29 is provided on the surface of the ring-shaped body 28 facing the leaf valve 10 as in the valve structure in the modification of the other embodiment shown in FIG. In this case, since the degree of bending of each part of the leaf valve 10 can be changed, the generated damping force can be adjusted more finely. .

  In addition, although the said convex part 29 can specifically be formed by adhere | attaching the board with thickness to the annular band 28, etc., you may form it by methods other than the above.

  Furthermore, in each of the above-described embodiments, 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 is needless to say that the valve structure may be embodied in the base valve portion.

  Further, the annular band may be held on the leaf valve 10 side instead of being held on the sub leaf valve 11.

 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 the piston which embodied the valve structure of one embodiment. It is a top view of the ring-shaped body in a valve structure of one embodiment, and a subleaf valve. 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 top view of the ring-shaped body and subleaf valve in the valve structure of other embodiments. It is a top view of the ring-shaped body in a valve structure of the modification of other embodiments, and a subleaf valve. 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 2,8,25 Annular window 3,9 Valve seat 4 Piston 5 as valve body Disc part 6 Sliding contact part 10, 20 Leaf valve 11, 21, Sub leaf valve 12, 22, 28 Annular band 12a Body 12b, 22a Notch 14, 24 Laminated leaf valve 15, 16, 17 Leaf valve 27 Valve body 29 Protrusion 30 Cylinder 31 Piston rod 32 Reduced diameter part 33 Screw part 35 Valve stopper 36 Spacer 37 Piston nut R1 Upper chamber R2 Lower chamber

Claims (6)

A shock absorber provided with a leaf valve 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, and a secondary leaf valve that is stacked on the leaf valve in the valve structure, a narrow ring strip interposed has been external to abut against the rear surface opposite to the valve seat of the leaf valve is a leaf valve and irregular shape between the leaf valve and sub-leaf valve The ring-shaped body gives initial deflection to the secondary leaf valve and urges the leaf valve toward the valve body, and the biasing force due to the initial deflection of the secondary leaf valve is directly above the valve seat. The valve structure is characterized in that one or more parts are provided on the leaf valve that do not act on . The annular band has an annular main body whose outer diameter is set to be the same as the outer diameter of the leaf valve and whose inner diameter is set to be larger than the inner diameter of the leaf valve, and a part or a plurality of outer peripheral ends of the main body. 2. The valve according to claim 1, further comprising a notch portion provided at a location, wherein an urging force due to an initial deflection of the sub-leaf valve is not applied to a portion facing the notch portion of the leaf valve from directly above the valve seat. Construction. The annular band has an annular main body whose inner diameter is set to be the same as the inner diameter of the leaf valve and whose outer diameter is smaller than the outer diameter of the leaf valve, and a part or a plurality of inner peripheral end portions of the main body. 2. The valve according to claim 1, further comprising a notch portion provided at a location, wherein an urging force due to an initial deflection of the sub-leaf valve is not applied to a portion facing the notch portion of the leaf valve from directly above the valve seat. Construction. The valve structure according to claim 1, wherein the annular band is formed in a polygonal shape. 5. The valve structure according to claim 4, wherein the annular band includes a convex portion on a surface facing at least one or more top leaf valves. 6. The valve structure according to claim 1, wherein the annular band is integrally held by the leaf valve or the sub leaf valve.

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