JPH0314087B2 - - Google Patents
Info
- Publication number
- JPH0314087B2 JPH0314087B2 JP56098626A JP9862681A JPH0314087B2 JP H0314087 B2 JPH0314087 B2 JP H0314087B2 JP 56098626 A JP56098626 A JP 56098626A JP 9862681 A JP9862681 A JP 9862681A JP H0314087 B2 JPH0314087 B2 JP H0314087B2
- Authority
- JP
- Japan
- Prior art keywords
- damping force
- oil
- chamber
- shock absorber
- holes
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000013016 damping Methods 0.000 claims description 34
- 239000003921 oil Substances 0.000 claims description 28
- 239000006096 absorbing agent Substances 0.000 claims description 17
- 230000035939 shock Effects 0.000 claims description 17
- 239000010720 hydraulic oil Substances 0.000 claims description 12
- 230000006835 compression Effects 0.000 claims description 3
- 238000007906 compression Methods 0.000 claims description 3
- 238000004891 communication Methods 0.000 description 4
- 230000008602 contraction Effects 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 238000005553 drilling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
Description
【発明の詳細な説明】 本発明は、車両用の油圧緩衝器に関する。[Detailed description of the invention] The present invention relates to a hydraulic shock absorber for a vehicle.
例えば二輪車のフロントフオークに用いられて
いる油圧緩衝器として、路面状況等に応じて伸長
時の減衰力を可変にする減衰力調整装置を備えた
ものが、提案されている。 For example, a hydraulic shock absorber used in a front fork of a two-wheeled vehicle has been proposed, which is equipped with a damping force adjustment device that varies the damping force during extension depending on road surface conditions.
一方、車両制動時の前後の荷重移動による前後
輪の懸架スプリングの伸縮の差に基づいて車体が
前傾するノーズダイブを防止するために、制動信
号に応動して圧縮作動時の減衰力を大きくするア
ンチノーズダイブ装置を備えたものも、提案され
ている。 On the other hand, in order to prevent nose dive, where the vehicle body leans forward due to the difference in the expansion and contraction of the front and rear suspension springs due to the front and rear load transfer during vehicle braking, the damping force during compression is increased in response to the braking signal. A device equipped with an anti-nose dive device has also been proposed.
また、これら両装置を備えた油圧緩衝器も、提
案されており、その一例を第１図について説明す
る。１０は図示しない二輪車のフロントフオーク
に取付けられた油圧緩衝器本体であつて、その前
面にはアンチノーズダイブ装置２０が、外側面に
は減衰力調整装置３０とが単独に、それぞれ取付
けられている。 A hydraulic shock absorber equipped with both of these devices has also been proposed, and an example thereof will be described with reference to FIG. Reference numeral 10 denotes a hydraulic shock absorber body attached to the front fork of a two-wheeled vehicle (not shown), on which an anti-nose dive device 20 and a damping force adjustment device 30 are individually attached to the front and outer surfaces, respectively. .
このため、両者により２個所の突起部が形成さ
れ、外観デザイン上好ましくない。 Therefore, two protrusions are formed by both, which is unfavorable in terms of external design.
加えて、減衰力調整装置３０は車両外側方に突
出しているので、障害物に与つて事故を招き易
く、また損傷を受けるなど、安全面で問題とな
る。 In addition, since the damping force adjustment device 30 protrudes toward the outside of the vehicle, it can easily come into contact with obstacles, leading to an accident or being damaged, which poses a safety problem.
本発明は上記した問題を解決するためのもの
で、アンチノーズダイブ装置と伸側減衰力調整装
置とを一体的に形成して安全性を高めた油圧緩衝
器を提供することを目的とする。 The present invention is intended to solve the above-mentioned problems, and an object of the present invention is to provide a hydraulic shock absorber with improved safety by integrally forming an anti-nose dive device and a rebound damping force adjustment device.
以下実施例を図面にしたがつて説明する。 Examples will be described below with reference to the drawings.
第１図において、１０は油圧緩衝器本体、２０
はアンチノーズダイブ装置、３０は減衰力調整装
置であつて、アンチノーズダイブ装置２０と減衰
力調整装置３０とは一体に結合形成されて、油圧
緩衝器本体１０の前面（または後面）に沿つて取
付けられている。 In FIG. 1, 10 is the hydraulic shock absorber main body, 20
30 is an anti-nose dive device; 30 is a damping force adjustment device; the anti-nose dive device 20 and the damping force adjustment device 30 are integrally formed, and installed.
油圧緩衝器本体１０を説明すると、１１はアウ
タチユーブ、１２はインナチユーブ、１３は中空
パイプ、１３Ａはピストンであつて、中空パイプ
１３はピストン１３Ａを介してインナチユーブ１
２の内周に摺動し、その基端はパイプガイド１４
によりアウタチユーブ１１に固定されている。ま
た、インナチユーブ１２の内部には、気密的な図
示しない気体室（空気室）と油溜室Ｂとが設けら
れており、油溜室Ｂは中空パイプ１３の内部を通
り、中空パイプ１３の下端に設けられた通孔１３
Ｂおよび中空パイプ１３の下端を覆う筒状弁１５
の環状間隙１５Ａを介して、アウタチユーブ１０
の基端に設けられた第一の通孔P1に連通してい
る。 To explain the hydraulic shock absorber main body 10, 11 is an outer tube, 12 is an inner tube, 13 is a hollow pipe, and 13A is a piston, and the hollow pipe 13 is connected to the inner tube 1 via the piston 13A.
2, and its base end is connected to the pipe guide 14.
It is fixed to the outer tube 11 by. Moreover, an airtight gas chamber (air chamber) (not shown) and an oil reservoir chamber B are provided inside the inner tube 12, and the oil reservoir chamber B passes through the inside of the hollow pipe 13 and extends from the lower end of the hollow pipe 13. Through hole 13 provided in
B and a cylindrical valve 15 that covers the lower end of the hollow pipe 13
Outer tube 10 through an annular gap 15A of
It communicates with the first through hole P1 provided at the proximal end of.
一方、インナチユーブ１２のピストン１２Ａと
中空パイプ１３のピストン１３Ａとの間、および
インナチユーブ１２の内周と中空パイプ１３との
間には油室Ｃが形成され、インナチユーブ１２の
伸長作動により収縮するこの油室Ｃは、該油室Ｃ
とパイプガイド１４の内孔１４Ａとを連通する連
通管１６を介して、側孔１４Ｂとアウタチユーブ
１１の基端に設けられた第２の通孔P2に連通し
ている。 On the other hand, an oil chamber C is formed between the piston 12A of the inner tube 12 and the piston 13A of the hollow pipe 13, and between the inner periphery of the inner tube 12 and the hollow pipe 13. Chamber C is the oil chamber C
The side hole 14B communicates with a second through hole P2 provided at the base end of the outer tube 11 via a communication pipe 16 that communicates the inner hole 14A of the pipe guide 14 with the inner hole 14A of the pipe guide 14.
また、アウタチユーブ１１の下部に形成した油
室Ａの下端には、第３の通孔P3が設けられてい
る。 Furthermore, a third through hole P 3 is provided at the lower end of the oil chamber A formed in the lower part of the outer tube 11 .
アンチノーズダイブ装置２０との減衰力調整装
置３０の共通のバルブボデイ２１の内腔は、リリ
ーフスプリング２２に付勢されるバルブ２３およ
び隔壁２１Ａとにより、アンチノーズダイブ装置
上部室Ｄ、アンチノーズダイブ装置下部室Ｅ、減
衰力調整装置Ｆに画成され、それぞれ通孔P′3，
P′1，P′2を介してアウタチユーブ１１の第３、第
１、第２の通孔P3，P1，P2に連通されている。 The common inner cavity of the valve body 21 of the damping force adjustment device 30 with the anti-nose dive device 20 is connected to the anti-nose dive device upper chamber D and the anti-nose dive device upper chamber D by the valve 23 biased by the relief spring 22 and the partition wall 21A. It is defined by a lower chamber E and a damping force adjustment device F, each having a through hole P′ 3 ,
It communicates with third, first , and second through holes P 3 , P 1 , and P 2 of the outer tube 11 via P' 1 and P' 2 .
このアンチノーズダイブ装置上部室Ｄには、ベ
アリング２４に摺動自在に支持されるロツド２５
が収められ、このロツド２５はモジユレータスプ
リング２６により上端がモジユレータ２７の下端
と当接するように押圧されている。モジユレータ
２７の上面は、入口孔２８に連通する圧力室２９
に臨んでいる。 In the upper chamber D of this anti-nose dive device, a rod 25 is slidably supported on a bearing 24.
The rod 25 is pressed by a modulator spring 26 so that its upper end comes into contact with the lower end of the modulator 27. The upper surface of the modulator 27 has a pressure chamber 29 communicating with the inlet hole 28.
is coming.
一方、減衰力調整装置Ｆには、ロータリバルブ
３１が密接回転自在に収められ、その内孔３１Ａ
は前記隔壁２１Ａの通孔２１Ｂを介してアンチノ
ーズダイブ装置下部室Ｅに連通される一方、ロー
タリバルブ３１の周壁に同一円周上にあけられた
複数のオリフイス３２Ａ，３２Ｂ…を介して、通
孔P′2に連通される。 On the other hand, a rotary valve 31 is rotatably housed in the damping force adjusting device F, and its inner hole 31A
is communicated with the lower chamber E of the anti-nose dive device through the through hole 21B of the partition wall 21A, and through a plurality of orifices 32A, 32B, . . . It communicates with hole P'2 .
このロータリバルブ３１の回転位置を決める位
置決め装置３３は、減衰力調整装置室Ｆ内周面に
前記オリフイス３２Ａ，３２Ｂ…と円周上の同一
角に形成した複数の凹部３３Ａに、ロータリバル
ブ３１の孔３３Ｂに収めたボール３３Ｃがスプリ
ング３３Ｄで押されて嵌まつた位置で、オリフイ
ス３２Ａ，３２Ｂを選択できるようになつてい
る。 A positioning device 33 that determines the rotational position of the rotary valve 31 has a plurality of recesses 33A formed on the inner peripheral surface of the damping force adjustment device chamber F at the same angles on the circumference as the orifices 32A, 32B... The orifices 32A and 32B can be selected at the position where the ball 33C housed in the hole 33B is pressed by the spring 33D and fitted.
他方、ロータリバルブ３１の下端には、バルブ
ボデイ２１の外形に連続するアジヤスタ３４が固
定されている。 On the other hand, an adjuster 34 that is continuous with the outer shape of the valve body 21 is fixed to the lower end of the rotary valve 31 .
次に作用について説明する。 Next, the effect will be explained.
圧縮状態からのインナチユーブ２の伸長作動に
伴つて油室Ｃが収縮すると、この作動油が連通管
１６、パイプガイド内孔１４Ａおよび側孔１４
Ｂ、第２の通孔P2、通孔P′2を介して減衰力調整
装置３０を通り、アンチノーズダイブ装置２０の
下部室Ｅ、通孔P′1、第１の通孔P1を介して環状
間隙１５Ａに入り、その油圧で筒状弁１５を押圧
し若干上方に移動させ、筒状弁１５とアウタチユ
ーブ１１基体との間隙１５Ｂを止取り油室Ａに入
る。一方、油溜室Ｂからもインナチユーブ１２の
抜出分の油が、中空パイプ１３、通孔１３Ｂ、前
記環状間隙１５Ａを介し間隙１５Ｂから油室Ａに
流れる。 When the oil chamber C contracts as the inner tube 2 is extended from the compressed state, this hydraulic oil flows into the communication pipe 16, the pipe guide inner hole 14A, and the side hole 14.
B, passes through the damping force adjustment device 30 via the second through hole P 2 and the through hole P′ 2 , and passes through the lower chamber E of the anti-nose dive device 20, the through hole P′ 1 and the first through hole P 1 . The outer tube 11 enters the annular gap 15A through the oil pressure, presses the cylindrical valve 15 and moves it slightly upward, and closes the gap 15B between the cylindrical valve 15 and the outer tube 11 base and enters the oil chamber A. On the other hand, the oil extracted from the inner tube 12 from the oil reservoir chamber B also flows from the gap 15B to the oil chamber A via the hollow pipe 13, the through hole 13B, and the annular gap 15A.
このときの減衰力特性は、減衰力調整装置３０
のオリフイス３２の有効断面積により決定され
る。本実施例では、アジヤスタ３４を回動してロ
ータリバルブ３１を回し、オリフイス３２Ａ，３
２Ｂ…を変えることにより、減衰力特性を路面状
況に応じて変更することができるのである。 The damping force characteristic at this time is the damping force adjustment device 30
is determined by the effective cross-sectional area of the orifice 32. In this embodiment, the adjuster 34 is rotated to turn the rotary valve 31 and the orifices 32A, 3
By changing 2B..., the damping force characteristics can be changed depending on the road surface condition.
一方、伸長状態からインナチユーブ２の圧縮作
動に伴つて油室Ａが収縮すると、この作動油が第
３の通孔P3、通孔P′3を介してアンチノーズダイ
ブ装置２０の上部室Ｄに入る。この作動油の圧力
はバルブ２３を押圧しリリーフスプリング２２の
張力に抗して、これを下方に移動させ、ロツド２
５との間に形成された間隙から下部室Ｅに流入す
る。その作動油の大部分は、通孔P′1、第１の通
孔P1、環状間隙１５Ａ、通孔１３Ｂを介して中
空パイプ１３を通り、油溜室Ｂに入る一方、一部
の作動油は減衰力調整装置３０、オリフイス３
２、通孔P′2、第２の通孔P2、側孔１４Ｂを介し
て連通管１６を通り、油室Ｃに入る。 On the other hand, when the oil chamber A contracts as the inner tube 2 is compressed from the extended state, this hydraulic oil flows into the upper chamber D of the anti-nose dive device 20 through the third through hole P 3 and the through hole P' 3 . enter. The pressure of this hydraulic oil presses the valve 23, moves it downward against the tension of the relief spring 22, and the rod 2
5 flows into the lower chamber E through the gap formed between the two. Most of the hydraulic oil passes through the hollow pipe 13 through the through hole P' 1 , the first through hole P 1 , the annular gap 15A, and the through hole 13B and enters the oil reservoir chamber B, while a part of the hydraulic oil enters the oil reservoir chamber B. Oil is applied to the damping force adjustment device 30 and the orifice 3.
2. It passes through the communication pipe 16 through the through hole P' 2 , the second through hole P 2 and the side hole 14B, and enters the oil chamber C.
このときの減衰力特性は、リリーフスプリング
２２の設定荷重により決定される。 The damping force characteristics at this time are determined by the set load of the relief spring 22.
これに対し、車両の制動時においては、アンチ
ノーズダイブ装置２０の圧力室２９は、入口孔２
８を径た制動信号（この場合は図示しないブレー
キマスタシリンダの油圧）により内部圧力が上昇
する。このため、モジユレータ２７はその圧力を
受けて下方に移動し、ロツド２５を押圧しモジユ
レータスプリング２６の張力に抗して下方に変位
させる。この結果、前述のように、圧縮作動時に
バルブ２３とロツド２５との間に形成される間隙
が縮小される（開弁開始圧力が高められる）。し
たがつて、油室Ａからアンチノーズダイブ装置２
０を通つて油溜室Ｂに流れようとする作動油は絞
られて抵抗を受け、減衰力が大きくなり、前輪懸
架スプリングの縮み量が抑えられて、ノーズダイ
ブが防止されるのである。 On the other hand, when the vehicle is braked, the pressure chamber 29 of the anti-nose dive device 20 is
8 (in this case, the hydraulic pressure of a brake master cylinder (not shown)) causes the internal pressure to rise. Therefore, the modulator 27 moves downward under the pressure, presses the rod 25, and displaces it downward against the tension of the modulator spring 26. As a result, as described above, the gap formed between the valve 23 and the rod 25 during the compression operation is reduced (the valve opening start pressure is increased). Therefore, from the oil chamber A to the anti-nose dive device 2
The hydraulic oil that attempts to flow into the oil reservoir chamber B through 0 is throttled and encounters resistance, increasing the damping force, suppressing the amount of contraction of the front wheel suspension spring, and preventing nose dive.
また、このときオリフイス３２の絞りによつて
減衰力調整装置３０を通過する作動油の受ける抵
抗は、リリーフスプリング２２の張力を付勢する
ように作用する。したがつて、オリフイス３２
Ａ，３２Ｂ…を変えることにより、アンチノーズ
ダイブ装置２０の減衰力特性を調整することがで
きる。 Further, at this time, the resistance of the hydraulic oil passing through the damping force adjusting device 30 due to the restriction of the orifice 32 acts to bias the tension of the relief spring 22 . Therefore, orifice 32
By changing A, 32B, etc., the damping force characteristics of the anti-nose dive device 20 can be adjusted.
上述のようにこの油圧緩衝器においては、アン
チノーズダイブ装置２０と減衰力調整装置３０は
筒状のバルブボデイ２１により一体に結合形成さ
れて、本体１０の前面または後面に沿つて取付け
られている。この結果、外観デザインが好ましい
ものとなる一方、従来のように、減衰力調整装置
が車両側方に突出していないので、障害物に当つ
て事故を招いたり、損傷を受けることが確実に防
止されるのである。また、従来の減衰力調整装置
において、アウタチユーブ１１基端にその軸線に
直交して収装されたロータリバルブ３１に向け
て、油室Ａ側から通孔を穿設するといつた困難な
加工は不要となる。 As described above, in this hydraulic shock absorber, the anti-nose dive device 20 and the damping force adjustment device 30 are integrally formed by a cylindrical valve body 21, and are attached along the front or rear surface of the main body 10. As a result, while the exterior design is favorable, unlike in the past, the damping force adjustment device does not protrude to the side of the vehicle, which reliably prevents accidents and damage caused by hitting obstacles. It is. In addition, in conventional damping force adjustment devices, difficult machining such as drilling a through hole from the oil chamber A side toward the rotary valve 31 housed at the base end of the outer tube 11 perpendicular to its axis is unnecessary. becomes.
第３図は本発明の別の実施例を示すもので、第
２図と異なるのは、アンチノーズダイブ装置２０
と減衰力調整装置３０とを軸線が直交するように
配置したことである。その他の点については第２
図と同様なので、同一の部分に同一の符号を付し
て説明を省略する。 FIG. 3 shows another embodiment of the present invention, and what is different from FIG. 2 is the anti-nose dive device 20.
and the damping force adjustment device 30 are arranged so that their axes are perpendicular to each other. For other points, please refer to the second
Since it is similar to the figure, the same parts are given the same reference numerals and the explanation will be omitted.
以上のように本発明によれば、アンチノーズダ
イブ装置と減衰力調整装置とを収めた一つのバル
ブボデイが、緩衝器本体の前面または後面に沿つ
て取付けられるので、既存の緩衝器に対して大幅
な改良を加えなくても両装置の装着が可能となる
一方、緩衝器本体の側方への突出物がなくなり、
外観デザインに優れると共に安全性も向上し、ま
た、アンチノーズダイブ装置と減衰力調整装置と
を通過した作動油を１組の通路に合流させたの
で、バルブボデイと緩衝器本体との間を接続する
通孔が少なくなり、通路構成の簡略化が図れ、ま
た、油漏れの心配もそれだけ減少する。 As described above, according to the present invention, one valve body containing an anti-nose dive device and a damping force adjustment device is installed along the front or rear surface of the shock absorber body, so it is significantly more effective than existing shock absorbers. While it is possible to install both devices without making any major improvements, there is no sideward protrusion of the shock absorber body.
Not only does it have an excellent external design, but it also improves safety. In addition, the hydraulic oil that has passed through the anti-nose dive device and the damping force adjustment device is merged into one set of passages, which connects the valve body and the shock absorber body. The number of through holes is reduced, the passage structure is simplified, and the risk of oil leakage is reduced accordingly.
第１図は従来装置を示す上面図、第２図および
第３図はそれぞれ本発明の実施例を示す断面図で
ある。
１０……シヨツクアブソーバ本体、１１……ア
ウタチユーブ、１２……インナチユーブ、１３…
…中空パイプ、１５……筒状弁、１６……連通
管、２０……アンチノーズダイブ装置、２１……
バルブボデイ、２２……リリーフスプリング、２
３……バルブ、２５……ロツド、２６……モジレ
ータスプリング、２７……モジユレータ、３０…
…減衰力調整装置、３１……ロータリバルブ、３
２Ａ，３２Ｂ……オリフイス、Ａ，Ｃ……油室、
Ｂ……油溜室。
FIG. 1 is a top view showing a conventional device, and FIGS. 2 and 3 are sectional views showing embodiments of the present invention. 10...Shock absorber body, 11...Outer tube, 12...Inner tube, 13...
... Hollow pipe, 15 ... Cylindrical valve, 16 ... Communication pipe, 20 ... Anti-nose dive device, 21 ...
Valve body, 22...Relief spring, 2
3... Valve, 25... Rod, 26... Modulator spring, 27... Modulator, 30...
...damping force adjustment device, 31 ... rotary valve, 3
2A, 32B... Orifice, A, C... Oil chamber,
B...Oil storage room.
Claims (1)
室と、内部に密閉状の空気室と油溜室とを有し、
ストローク位置に応じて内部圧力が変化するよう
にした油圧緩衝器において、緩衝器本体の前面も
しくは後面に沿つてバルブボデイを取付け、この
バルブボデイの内部に車両の制動信号に応動して
減衰力を大きくするアンチノーズダイブ装置と、
伸長作動時の減衰力を調整する減衰力調整装置と
を配設する一方、緩衝器本体とバルブボデイとの
接続面に互いに連通する３組の通孔を設け、１組
の通孔は圧縮作動時に収縮する油室から前記アン
チノーズダイブ装置を経由して油溜室へと作動油
を流す通路に介在させ、１組の通孔は伸長作動時
に収縮する油室から減衰力調整装置を経由して拡
大する油室へ作動油を流す通路に介在させ、これ
らの間の中央の１組の通孔は前記アンチノーズダ
イブ装置と減衰力調整装置とを通過した作動油を
合流させて流す通路に介在させたことを特徴とす
る油圧緩衝器。1. It has two oil chambers separated by both sides of the piston, an air chamber and an oil reservoir chamber that are sealed inside,
In a hydraulic shock absorber whose internal pressure changes depending on the stroke position, a valve body is installed along the front or rear surface of the shock absorber body, and the damping force is increased inside this valve body in response to the vehicle's braking signal. anti-nose dive device,
A damping force adjustment device is provided to adjust the damping force during the expansion operation, and three sets of through holes are provided in the connecting surface between the shock absorber body and the valve body, and one set of through holes is provided to adjust the damping force during the compression operation. A passage for flowing hydraulic oil from the oil chamber that contracts to the oil reservoir chamber via the anti-nose dive device is interposed, and one set of through holes is provided for passing hydraulic oil from the oil chamber that contracts during the extension operation via the damping force adjustment device. A passage for flowing hydraulic oil to the expanding oil chamber is provided, and a pair of holes in the center between these holes is provided for a passage for allowing the hydraulic oil that has passed through the anti-nose dive device and the damping force adjustment device to merge and flow. A hydraulic shock absorber characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9862681A JPS58411A (en) | 1981-06-25 | 1981-06-25 | Hydraulic buffer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9862681A JPS58411A (en) | 1981-06-25 | 1981-06-25 | Hydraulic buffer |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58411A JPS58411A (en) | 1983-01-05 |
| JPH0314087B2 true JPH0314087B2 (en) | 1991-02-26 |
Family
ID=14224731
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9862681A Granted JPS58411A (en) | 1981-06-25 | 1981-06-25 | Hydraulic buffer |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58411A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0751922Y2 (en) * | 1984-11-09 | 1995-11-29 | カヤバ工業株式会社 | Vehicle suspension |
| JP4940665B2 (en) * | 2006-01-16 | 2012-05-30 | パナソニック株式会社 | Case mold type capacitor |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57160787A (en) * | 1981-03-31 | 1982-10-04 | Showa Mfg | Front fork for two-wheel barrow, etc. |
-
1981
- 1981-06-25 JP JP9862681A patent/JPS58411A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57160787A (en) * | 1981-03-31 | 1982-10-04 | Showa Mfg | Front fork for two-wheel barrow, etc. |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58411A (en) | 1983-01-05 |
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