JPS62253506A - Damping force control method for vehicle - Google Patents
Damping force control method for vehicleInfo
- Publication number
- JPS62253506A JPS62253506A JP9857386A JP9857386A JPS62253506A JP S62253506 A JPS62253506 A JP S62253506A JP 9857386 A JP9857386 A JP 9857386A JP 9857386 A JP9857386 A JP 9857386A JP S62253506 A JPS62253506 A JP S62253506A
- Authority
- JP
- Japan
- Prior art keywords
- damping force
- mode
- vehicle
- iii
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000013016 damping Methods 0.000 title claims abstract description 59
- 238000000034 method Methods 0.000 title claims description 13
- 230000007246 mechanism Effects 0.000 claims abstract description 11
- 230000006835 compression Effects 0.000 claims description 10
- 238000007906 compression Methods 0.000 claims description 10
- 230000001105 regulatory effect Effects 0.000 abstract 3
- 238000010586 diagram Methods 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 3
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 206010003497 Asphyxia Diseases 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000009499 grossing Methods 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000001144 postural effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000000087 stabilizing 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
- B60G17/015—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 the regulating means comprising electric or electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〈産業上の利用分野〉
本発明は、四輪車等の車輌における減衰力調整式ショッ
クアブソーバとして伸圧単独可変型ダンパを各車輪に配
備して、車走行状態に応じてこれ等各輪ごとに異なる減
衰力制御を行うようになした制御方法に関する。[Detailed Description of the Invention] <Industrial Application Field> The present invention is a damping force adjustable shock absorber for a vehicle such as a four-wheeled vehicle, in which an expansion-only variable damper is provided at each wheel, and The present invention relates to a control method in which damping force control is performed differently for each wheel accordingly.
〈従来の技術〉
従来から提案されている車輌の振動減衰力、制御方式に
おいて、これ等従来方式の殆んど全てに共通する制御手
段として、車輌の走行状態を検知する各種センサーから
の信号をコントローラによって比較演算して、急加速、
急制御、急旋回及び高速走行あるいは不整路面走行など
の際に、車体への振動入力があったとき或いは入力が予
測されるときに、そのときの入力の大きさに応じて車軸
ダンパの減衰力を高めるものであった。又、その減衰力
調整機構の減衰力特性が、第５図に示すように、夫々減
衰力設定値の異なるソフト（Ｓ）ミディアム（Ｍ）及び
ハード（Ｈ）などの段階的なものであり、しかも、これ
等特性に合せて減衰力を高め若しくは下げる場合には、
機構の伸側及び圧側との大きさは顕なるが減衰力の増減
の向きは同じである。<Prior art> In the vibration damping force and control methods for vehicles that have been proposed in the past, signals from various sensors that detect the running state of the vehicle are used as control means common to almost all of these conventional methods. Comparative calculations are performed by the controller to quickly accelerate,
When there is or is expected to be a vibration input to the vehicle body during sudden control, sharp turns, high-speed driving, or driving on uneven roads, the damping force of the axle damper is adjusted according to the magnitude of the input at that time. It was intended to enhance the In addition, the damping force characteristics of the damping force adjustment mechanism are graded, such as soft (S), medium (M), and hard (H), each having a different damping force setting value, as shown in FIG. Moreover, when increasing or decreasing the damping force according to these characteristics,
Although the magnitude of the expansion side and compression side of the mechanism is significant, the direction of increase/decrease in damping force is the same.
〈発明が解決しようとする問題点〉
そこで、−ヒ述のような従来方式において、急加速、急
制動あるいは急旋回などの時に、車体姿勢保持のために
四輪の伸圧側全ての減衰力を高めにすると、この制御の
ための感知が遅れたような場合に姿勢の戻りが遅れて不
都合であり、又、高速走行時あるいは不整路面走行時に
減衰力を伸圧側ともに高めると、振幅の大きい車体上下
動を抑えることが出来る反面、短振幅短周期の路面入力
振動が直接体わり乗心地を悪くする。<Problems to be Solved by the Invention> Therefore, in the conventional system as described above, the damping force of all four wheels on the extension side is used to maintain the vehicle body posture during sudden acceleration, sudden braking, or sharp turns. If the damping force is set high, the return of the posture will be delayed if the detection for this control is delayed, which is inconvenient.Also, if the damping force is increased on both the extension side and the damping force is increased when driving at high speed or when driving on an uneven road, the vehicle body with a large amplitude will be affected. Although vertical movement can be suppressed, short-amplitude, short-period road surface input vibrations directly affect the ride, making the ride uncomfortable.
そこで、本発明では、従来のこの種減衰力ａｌ整式シ＝
ｌ−／クアブソーバにおけるａｔの欠点を改良して、乗
心地の改善と操安性の向上の両立を計ることの出来る減
衰力制御方法を提案する。Therefore, in the present invention, the conventional damping force al equation formula =
This paper proposes a damping force control method that improves the drawbacks of AT in l-/qua absorbers and can improve both ride comfort and handling.
く問題点を解決するための手段〉
而して、未発明においては、減衰力調整方式として伸圧
単独可変型ダンパを用い、これを車体の各車輪に夫々配
備する。Means for Solving the Problems> Accordingly, in the present invention, an expansion-only variable damper is used as a damping force adjustment method, and this damper is provided at each wheel of the vehicle body.
そして、各ダンパにおける減衰力調整機構の特性を、伸
圧側を共に中程度の減衰力発生状態に制御するモード■
に対して、伸側の減衰力が前記モードｍのそれよりも高
く圧側のそれが低いモード■と伸側の減衰力が低く圧側
のそれが高いモードｉＩとに設定しておく。Then, there is a mode in which the characteristics of the damping force adjustment mechanism in each damper are controlled to a state where moderate damping force is generated on both the expansion side.
On the other hand, a mode (2) in which the damping force on the rebound side is higher than that in the mode m and a lower one on the compression side, and a mode (ii) in which the damping force on the rebound side is lower than that on the compression side are set.
一力、各種センサーからの信号によって検知した車輌の
走行状態に応じて、各車輪を前記モード中の所定のモー
ドで夫々単独に制御する。First, each wheel is individually controlled in a predetermined mode among the modes, depending on the running state of the vehicle detected by signals from various sensors.
く作 用〉
中程度の減衰力発生状態に設定されたモード■は１通常
走行モードとして全輪に適用される。Function> Mode ■, which is set to generate a moderate damping force, is applied to all wheels as 1 normal driving mode.
これに対して、前輪（ＰＲ）をモードエの制御下に置き
、後輪（ＲＲ）をモードＩＩで制御することによって、
急加速時のスフオートを抑えて姿勢の戻り動作が滑らか
になるように作用し、又、前輪をモードＩＩ、後輪をモ
ードエで制御して、急制動時の７−ズダイブを抑えスム
ーズな戻り制御が出来る。On the other hand, by placing the front wheels (PR) under Mode II control and controlling the rear wheels (RR) in Mode II,
It suppresses suffocation during sudden acceleration and smoothes the return movement of the posture, and also controls the front wheels in Mode II and the rear wheels in Mode E to suppress 7-s dive during sudden braking and provides smooth return control. I can do it.
そして、右左輪の一方をモードエに他方をモードＩＩに
より制御することによりローリングを抑えて戻りを滑ら
かにするように作用し、高速走行時及び不整路面走行時
には全輪をモードエで制御することにより乗心地な確保
しながら操安性を損なわない姿勢制御が可能になる。By controlling one of the right and left wheels with Mode E and the other with Mode II, the system works to suppress rolling and smooth the return.When driving at high speeds or on uneven roads, all wheels are controlled with Mode E, thereby making it easier to ride. It is possible to control posture without compromising steering stability while ensuring comfort.
〈実施例〉
第１図は本発明方法の減衰力特性を示す図で、減衰力調
整機構のピストン速度に対して、伸側減衰力（Ｄ／Ｆ）
と圧側減衰力とが、通常走行用モードとしてのモードＩ
ＩＩに対して、伸側か高く圧側が低いモード１１と、伸
側か低く圧側が高いモードエとに設定しである。<Example> Fig. 1 is a diagram showing the damping force characteristics of the method of the present invention, in which the rebound damping force (D/F) is
and the compression side damping force are in mode I as the normal driving mode.
For II, mode 11 has a high expansion side and low compression side, and mode 5 has a low expansion side and a high compression side.
そして、四輪車の各車輪に設置される該調整機構は、第
２図に示す如く、車体の走行状況を把握する各種センサ
ー１からの信号をコントローラ２で比較演算して、その
結果の信号を各車輪の前記機構３ａ乃至３ｄを駆動する
アクチュエータ４ａ乃至４ｄに与えることによって、こ
れ等各車軸の減衰力を夫々単独に決定するようになしで
ある。As shown in FIG. 2, the adjustment mechanism installed in each wheel of the four-wheeled vehicle uses a controller 2 to compare and calculate signals from various sensors 1 that grasp the running condition of the vehicle, and then outputs the resulting signal. is applied to the actuators 4a to 4d that drive the mechanisms 3a to 3d of each wheel, thereby independently determining the damping force of each axle.
即ち、該コントローラ２により決定される各車輪の減衰
力制御は、前記モード■での通常走行時から、急加速あ
るいは急制動などによる車体状況の急変に対処して、こ
れ等各車軸を別表工に示す如くモードエ及びモードＩＩ
での制御へと切換る。That is, the damping force control for each wheel determined by the controller 2 is performed by adjusting the damping force of each axle from normal driving in mode (2) to dealing with sudden changes in the vehicle body condition due to sudden acceleration or sudden braking. Mode E and Mode II as shown in
Switch to control.
なお、オートマチック（ＡＴ）車についてのみ、ＡＴセ
レクト位置がＤレンジに移行する時にモード切り換えを
行う。Note that only for automatic (AT) vehicles, mode switching is performed when the AT select position shifts to the D range.
これによって、例えば、急制動時における姿勢制御は、
前輪ＦＲをモード１工に選定し、後輪ＲＲをモードエに
選定したことによって、前輪における圧倒と後輪におけ
る伸側との減衰力が極めて高くてノーズダイブを極力抑
えると共に、前輪の伸側及び後輪の圧側が共に低い減衰
力に設定されているので、姿勢の戻りを速やかに且つ滑
らかに行うことが出来る。同様に、前記別表Ｉに表記し
た各姿勢急変喜態における車体の傾き側の車輪に対して
圧制に高い減衰力を発生させると共に跳ねとがり側の車
輪の圧側を低い減衰力で制御することにより、姿勢変化
の最初の傾きを抑え次の姿勢復帰を円滑にして、姿勢の
安定性を向上させることが出来る。As a result, posture control during sudden braking, for example,
By selecting Mode 1 for the front wheel FR and Mode 1 for the rear wheel RR, the damping force on the front wheel's overwhelming force and the rear wheel's rebound side is extremely high, suppressing nose dive as much as possible, and reducing the damping force on the front wheel's rebound side and Since the pressure side of the rear wheels are both set to a low damping force, the posture can be returned quickly and smoothly. Similarly, by generating a high damping force on the wheels on the leaning side of the car body in each of the sudden posture changes listed in Table I above, and controlling the pressure side of the wheels on the bouncing side with a low damping force, Postural stability can be improved by suppressing the initial tilt of posture change and smoothing the subsequent posture return.
かかる手段に基く減衰力調整機構の一例を第３図に示す
。図において、５はシリンダ、６はビストン、７はピス
トンロッド及び８はロータリー／（ルフテ、該ピストン
ロッド７には伸圧共通ポート９とリーフバルブ１６を備
えた圧側専用ポート１０とを設け、これ等両ポート９及
び１０に対応する前記バルブ８を１第４図（ａ）及び（
ｂ）に示す断面形状に構成しである。即ち、伸圧ポート
９に臨む／くルグ部分（同図（ａ））には、回動角ＢＯ
°位置に中心通路１１と連通する孔１２．１３を夫々対
向配置してあり、前記圧側専用ポートｌＯに臨む／くル
ブ部分（同図（ｂ））には、同じく回動角６０°位置に
前記通路１１に達する孔１４．１５を夫々対向配置しで
ある。なお、前記圧側専用ボー）１０とそのバルブ部分
を互いに同一形状の二連装型に構成したのは、制御容量
を大きくするための手段であり、本発明を実行する上で
必ずしも必要な構成ではない。An example of a damping force adjustment mechanism based on such means is shown in FIG. In the figure, 5 is a cylinder, 6 is a piston, 7 is a piston rod, and 8 is a rotary/(lufte). The valves 8 corresponding to both ports 9 and 10 are shown in FIG. 4(a) and (
It has a cross-sectional shape shown in b). That is, the rotation angle BO
Holes 12 and 13 communicating with the center passage 11 are arranged oppositely at the 60° rotation angle position, respectively, and the hole 12 and 13 facing the pressure-side dedicated port 1O (FIG. The holes 14 and 15 reaching the passage 11 are arranged opposite each other. It should be noted that configuring the pressure-side dedicated bow 10 and its valve portion into a double-equipped type having the same shape is a means to increase the control capacity, and is not necessarily a necessary configuration for carrying out the present invention. .
そして、これ等答礼１２．１３．１４及び１５の各口径
をｄｌ、ｄ２、ｄ３及びｄ４とするとき、これ導孔の間
に態に構成されている。When the diameters of these reciprocating holes 12, 13, 14 and 15 are dl, d2, d3 and d4, they are constructed between the guide holes.
そこで、今、加振によりピストン６及びそのロンドアが
シリンダ内を移動すると、ピストン６を境に、これによ
って加圧される左又は右の容室かも他方の容室に向って
流れる作動油の量は、前記孔１２及び１４が各ポート９
及び１０と連通するロッドバルブ８の回動占位位置（同
図示状態から時計方向８０’回転した位置）で、中程度
の量となるモード′ｍの状態になり、孔１３の連通位置
で伸側で少なく厚側で多いモードＩＩの状態（第４図図
示状態から反時計方向ＢＯ０回転した位置）になり、孔
１５の連通位置で伸側で多く厚側で少ないモードＩの状
態（同図示の位置）となる。Therefore, when the piston 6 and its Ron door move inside the cylinder due to vibration, the amount of hydraulic oil flowing toward the left or right chamber or the other chamber pressurized by the piston 6 In this case, the holes 12 and 14 are connected to each port 9.
At the rotational position of the rod valve 8 communicating with the holes 13 and 10 (a position rotated 80' clockwise from the state shown in the figure), the mode 'm is in which the amount is moderate, and the rod valve 8 is expanded at the communicating position of the hole 13. The state is Mode II (position rotated counterclockwise by BO0 from the state shown in FIG. 4), and the state is Mode I, which has more on the elongated side and less on the thick side at the communication position of the hole 15 (as shown in FIG. 4). position).
〈発明の効果〉
このように、本発明方法によれば、伸圧側減衰力発生状
態の異なる三つの制御モードを設定しておき、このモー
ドによって車輌の各車輪を夫々独立して制御することに
より、傾き側の車輪の圧倒と跳ね上がり側の伸側との減
衰力を高め、それ等の逆の伸側及び圧側の減衰力を低く
制御することが可能であるので、傾斜を極力抑えかつ復
帰動作を極めて円滑に行ない得て、車体の姿勢安定に極
めて有効であると共に、この姿勢確保により操安性向上
も望み得る等１本発明方法は比較的簡単な制御手段であ
るにもかかわらずその効果が実用に供して極めて顕著な
るものである。<Effects of the Invention> As described above, according to the method of the present invention, three control modes with different expansion-side damping force generation states are set, and each wheel of the vehicle is independently controlled using these modes. , it is possible to increase the damping force on the overwhelm of the wheels on the leaning side and the rebound side on the bounce side, and to control the damping force on the opposite rebound and compression sides to be low, so it is possible to suppress the tilt as much as possible and improve the return operation. The method of the present invention is extremely effective in stabilizing the posture of the vehicle body, and it is also possible to improve steering stability by securing this posture.1 Although the method of the present invention is a relatively simple control means, its effects are This is extremely noticeable in practical use.
第１図は本発明方法における減衰力特性図、第２図は本
発明方法による制御系の一例を示すブロック図、第３図
は本発明方法に基づき構成した減衰力調整機構の一例を
示す要部の縦断面図、第４図（ａ） （ｂ）は第３図示
実施例におけるバルブ断面図、第５図は従来手段におけ
る減衰力特性の一例を示す図である。
１・中各種センサー ２ ＠ １１コントローラ、３ａ
乃至３ｄ・・減衰力調整機構、４ａ乃至４ｄ・・アクチ
ュエータ、８拳会ロータリーバルブ、９φφ伸圧共通ポ
ート、１０◆番圧側専用ポート１２．１３．１４及び１
５１１拳孔。
表 １FIG. 1 is a damping force characteristic diagram according to the method of the present invention, FIG. 2 is a block diagram showing an example of a control system according to the method of the present invention, and FIG. 3 is a diagram showing an example of a damping force adjustment mechanism constructed based on the method of the present invention. 4(a) and 4(b) are sectional views of the bulb in the third illustrated embodiment, and FIG. 5 is a diagram showing an example of damping force characteristics in the conventional means. 1.Medium various sensors 2 @ 11 controller, 3a
3d to 3d... Damping force adjustment mechanism, 4a to 4d... Actuator, 8 fist rotary valve, 9φφ expansion common port, 10◆ pressure side exclusive port 12.13.14 and 1
511 fist holes. Table 1
Claims (1)
備え、これ等両ポートに夫々臨むロータリーバルブを有
す伸圧単独可変型ダンパを各車輪ごとに配備した減衰力
調整機構において、前記ロータリーバルブによる減衰力
制御を、伸圧側を共に中程度の減衰力発生状態に制御す
るモードIIIに対して、伸側の減衰力が前記モードIIIの
それよりも高く圧倒のそれが低いモード I と伸側の減
衰力が低く圧倒のそれが高いモードIIとに設定しておき
、車走行状態に応じて各車輪を前記各モード中の所定の
モードで夫々単独に制御することを特徴とする車輌にお
ける減衰力制御方法。In a damping force adjustment mechanism in which a piston rod is equipped with an expansion common port and a compression side dedicated port, and an expansion-only variable damper is provided for each wheel, the damper has a rotary valve facing each of these ports. Mode III controls the damping force so that both the compression side and the compression side generate a moderate damping force, whereas Mode I has a mode in which the damping force on the rebound side is higher than that of Mode III and overwhelmingly lower. A damping force in a vehicle characterized in that the damping force is set to a mode II which has a low damping force and an overwhelmingly high damping force, and each wheel is individually controlled in a predetermined mode among the modes according to the vehicle running condition. Control method.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61098573A JP2515099B2 (en) | 1986-04-28 | 1986-04-28 | Damping force control method for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61098573A JP2515099B2 (en) | 1986-04-28 | 1986-04-28 | Damping force control method for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62253506A true JPS62253506A (en) | 1987-11-05 |
| JP2515099B2 JP2515099B2 (en) | 1996-07-10 |
Family
ID=14223411
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61098573A Expired - Lifetime JP2515099B2 (en) | 1986-04-28 | 1986-04-28 | Damping force control method for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2515099B2 (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05278431A (en) * | 1992-04-03 | 1993-10-26 | Kayaba Ind Co Ltd | Semiactive suspension system |
| JPH0880721A (en) * | 1994-09-14 | 1996-03-26 | Unisia Jecs Corp | Suspension device for vehicle |
| US8616351B2 (en) | 2009-10-06 | 2013-12-31 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| US9163691B2 (en) | 2013-03-15 | 2015-10-20 | Tenneco Automotive Operating Company Inc. | Rod guide arrangement for electronically controlled valve applications |
| US9217483B2 (en) | 2013-02-28 | 2015-12-22 | Tenneco Automotive Operating Company Inc. | Valve switching controls for adjustable damper |
| US9399383B2 (en) | 2013-02-28 | 2016-07-26 | Tenneco Automotive Operating Company Inc. | Damper with integrated electronics |
| US9404551B2 (en) | 2013-03-15 | 2016-08-02 | Tenneco Automotive Operating Company Inc. | Rod guide assembly with multi-piece valve assembly |
| US9879748B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Two position valve with face seal and pressure relief port |
| US9879746B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Rod guide system and method with multiple solenoid valve cartridges and multiple pressure regulated valve assemblies |
| US9884533B2 (en) | 2013-02-28 | 2018-02-06 | Tenneco Automotive Operating Company Inc. | Autonomous control damper |
| US10479160B2 (en) | 2017-06-06 | 2019-11-19 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
| US10588233B2 (en) | 2017-06-06 | 2020-03-10 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5747323A (en) * | 1980-09-04 | 1982-03-18 | Nitto Electric Ind Co Ltd | Epoxy resin composition having improved resistance to hot water at high temperature |
| JPS57182506A (en) * | 1981-05-01 | 1982-11-10 | Kayaba Ind Co Ltd | Damping force controller of hydraulic pressure buffer |
| JPS5923786A (en) * | 1982-07-29 | 1984-02-07 | ヤマハ発動機株式会社 | Shock absorber for motorcycle |
| JPS59121220U (en) * | 1983-02-07 | 1984-08-15 | 日産自動車株式会社 | Vehicle wheel suspension system |
| JPS6270008U (en) * | 1985-10-23 | 1987-05-02 |
-
1986
- 1986-04-28 JP JP61098573A patent/JP2515099B2/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5747323A (en) * | 1980-09-04 | 1982-03-18 | Nitto Electric Ind Co Ltd | Epoxy resin composition having improved resistance to hot water at high temperature |
| JPS57182506A (en) * | 1981-05-01 | 1982-11-10 | Kayaba Ind Co Ltd | Damping force controller of hydraulic pressure buffer |
| JPS5923786A (en) * | 1982-07-29 | 1984-02-07 | ヤマハ発動機株式会社 | Shock absorber for motorcycle |
| JPS59121220U (en) * | 1983-02-07 | 1984-08-15 | 日産自動車株式会社 | Vehicle wheel suspension system |
| JPS6270008U (en) * | 1985-10-23 | 1987-05-02 |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05278431A (en) * | 1992-04-03 | 1993-10-26 | Kayaba Ind Co Ltd | Semiactive suspension system |
| JPH0880721A (en) * | 1994-09-14 | 1996-03-26 | Unisia Jecs Corp | Suspension device for vehicle |
| US8616351B2 (en) | 2009-10-06 | 2013-12-31 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| US9150077B2 (en) | 2009-10-06 | 2015-10-06 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| US9695900B2 (en) | 2009-10-06 | 2017-07-04 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| US9810282B2 (en) | 2009-10-06 | 2017-11-07 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| US9884533B2 (en) | 2013-02-28 | 2018-02-06 | Tenneco Automotive Operating Company Inc. | Autonomous control damper |
| US9217483B2 (en) | 2013-02-28 | 2015-12-22 | Tenneco Automotive Operating Company Inc. | Valve switching controls for adjustable damper |
| US9399383B2 (en) | 2013-02-28 | 2016-07-26 | Tenneco Automotive Operating Company Inc. | Damper with integrated electronics |
| US10000104B2 (en) | 2013-02-28 | 2018-06-19 | Tenneco Automotive Operating Company Inc. | Damper with integrated electronics |
| US9802456B2 (en) | 2013-02-28 | 2017-10-31 | Tenneco Automotive Operating Company Inc. | Damper with integrated electronics |
| US9925842B2 (en) | 2013-02-28 | 2018-03-27 | Tenneco Automotive Operating Company Inc. | Valve switching controls for adjustable damper |
| US9163691B2 (en) | 2013-03-15 | 2015-10-20 | Tenneco Automotive Operating Company Inc. | Rod guide arrangement for electronically controlled valve applications |
| US9879746B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Rod guide system and method with multiple solenoid valve cartridges and multiple pressure regulated valve assemblies |
| US9879748B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Two position valve with face seal and pressure relief port |
| US9404551B2 (en) | 2013-03-15 | 2016-08-02 | Tenneco Automotive Operating Company Inc. | Rod guide assembly with multi-piece valve assembly |
| US10479160B2 (en) | 2017-06-06 | 2019-11-19 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
| US10588233B2 (en) | 2017-06-06 | 2020-03-10 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2515099B2 (en) | 1996-07-10 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |