WO2011071120A1 - Dispositif amortisseur de chocs - Google Patents

Dispositif amortisseur de chocs Download PDF

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Publication number
WO2011071120A1
WO2011071120A1 PCT/JP2010/072156 JP2010072156W WO2011071120A1 WO 2011071120 A1 WO2011071120 A1 WO 2011071120A1 JP 2010072156 W JP2010072156 W JP 2010072156W WO 2011071120 A1 WO2011071120 A1 WO 2011071120A1
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WO
WIPO (PCT)
Prior art keywords
relief valve
bypass passage
shock absorber
valve
piston
Prior art date
Application number
PCT/JP2010/072156
Other languages
English (en)
Japanese (ja)
Inventor
崇志 寺岡
和隆 稲満
Original Assignee
カヤバ工業株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP2009281220A external-priority patent/JP5438487B2/ja
Priority claimed from JP2010202718A external-priority patent/JP5503473B2/ja
Application filed by カヤバ工業株式会社 filed Critical カヤバ工業株式会社
Priority to EP10836040.5A priority Critical patent/EP2511563A4/fr
Priority to KR1020127017357A priority patent/KR101383380B1/ko
Priority to CN201080056287.XA priority patent/CN102686903B/zh
Priority to US13/514,897 priority patent/US9435394B2/en
Publication of WO2011071120A1 publication Critical patent/WO2011071120A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity
    • F16F9/5126—Piston, or piston-like valve elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/34—Special valve constructions; Shape or construction of throttling passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/34—Special valve constructions; Shape or construction of throttling passages
    • F16F9/348—Throttling passages in the form of annular discs or other plate-like elements which may or may not have a spring action, operating in opposite directions or singly, e.g. annular discs positioned on top of the valve or piston body

Definitions

  • This invention relates to an arrangement of damping force generating members of a shock absorber.
  • a shock absorber comprising a free piston defined in a lower pressure chamber and a coil spring that elastically supports the free piston is disclosed.
  • the pressure chamber does not directly connect the upper chamber and the lower chamber, but the volume ratio of the upper pressure chamber to the lower pressure chamber changes due to the displacement of the free piston. That is, the working fluid moves between the upper chamber and the upper pressure chamber and between the lower chamber and the lower pressure chamber. As a result, the pressure chamber substantially functions as a second passage communicating the upper chamber and the lower chamber.
  • equation (2) is obtained.
  • the frequency characteristic of the transfer function of the differential pressure P with respect to the flow rate Q is expressed by the break point frequency Fa represented by the following equation (3) and the following equation (4).
  • the transfer gain is substantially equal to C1 in the region of frequency F ⁇ Fa, and in the region of Fa ⁇ F ⁇ Fb, the transfer gain gradually decreases from C1 to C1 ⁇ (C2 + C3) / (C1 + C2 + C3), and F> Fb It becomes constant in the area of. That is, the frequency characteristic of the transfer function of the differential pressure P with respect to the flow rate Q has a large transfer gain in the low frequency range and a small transfer gain in the high frequency range.
  • this shock absorber generates a large damping force for a low frequency vibration input and generates a small damping force for a high frequency vibration input.
  • This characteristic contributes to the realization of a comfortable ride as a shock absorber for a vehicle.
  • low-frequency vibration input absorbs with high damping force
  • high-frequency vibration input that causes road surface unevenness while the vehicle is running vibrates with small damping force. It is because it attenuates.
  • the conventional shock absorber is provided with an orifice in the second passage in order to generate a large damping force for low frequency vibrations and a small damping force for high frequency vibrations.
  • the orifice has a flow characteristic that dramatically increases the flow resistance as the flow rate increases. For example, if the vehicle passes through the road surface unevenness while the vehicle is running and the piston is displaced at a very high speed, and the passage resistance of the orifice greatly exceeds the passage resistance of the first passage, a small damping force is applied to the high frequency vibration. There is a possibility that a desired characteristic of occurrence cannot be realized.
  • an object of the present invention is to provide a shock absorber capable of suppressing an increase in generated damping force during high-speed operation of the piston regardless of the input vibration frequency to the piston.
  • a shock absorber includes a cylinder, a first working chamber and a second working chamber which are slidably received in the cylinder and filled with working fluid in the cylinder.
  • a piston that defines the first working chamber, a damping force generating element that communicates the first working chamber and the second working chamber, and a hollow portion that is defined by the free piston into the first pressure chamber and the second pressure chamber.
  • FIG. 1 is a schematic longitudinal sectional view of a shock absorber according to a first embodiment of the present invention.
  • FIG. 2 is a diagram showing the gain characteristic of the frequency transfer function of the differential pressure with respect to the hydraulic oil flow rate of the shock absorber.
  • FIG. 3 is a diagram showing the characteristics of the generated damping force with respect to the input vibration frequency of the shock absorber.
  • FIG. 4 is a diagram for explaining the relationship between the vibration frequency and the damping force generated by the shock absorber under the piston speed in the high speed range.
  • FIG. 5 is a diagram for explaining the relationship between the piston speed and the damping force generated by the shock absorber under a constant vibration frequency.
  • FIG. 6 is an enlarged longitudinal sectional view of a main part showing a detailed configuration of the shock absorber.
  • FIG. 7 is a schematic longitudinal sectional view of a shock absorber according to a second embodiment of the present invention.
  • FIG. 8 is a diagram showing the damping characteristics of the shock absorber according to the second embodiment of the present invention.
  • FIG. 9 is an enlarged cross-sectional view of the main part showing the detailed configuration of the shock absorber according to the second embodiment of the present invention.
  • FIG. 10 is a diagram showing the characteristics of the generated damping force with respect to the input vibration frequency of the shock absorber shown in FIG.
  • FIG. 11 is similar to FIG. 9, but shows a variation on the configuration of the relief valve unit.
  • FIG. 12 is similar to FIG. 9 but shows another variation regarding the configuration of the relief valve unit.
  • 13 is a plan view of a leaf of the relief valve of the shock absorber shown in FIG. FIG.
  • FIG. 14 is a plan view of another leaf of the relief valve of the shock absorber shown in FIG.
  • FIG. 15 is an enlarged longitudinal sectional view of a main part of a shock absorber according to a third embodiment of the present invention.
  • FIG. 16 is an enlarged longitudinal sectional view of a main part of a shock absorber according to a fourth embodiment of the present invention.
  • FIG. 17 is similar to FIG. 16, but shows variations regarding the configuration of the relief valve unit and the pressure chamber unit.
  • FIG. 18 is an enlarged longitudinal sectional view of a main part of a shock absorber according to a fifth embodiment of the present invention.
  • FIG. 19 is similar to FIG. 18 but shows variations regarding the configuration of the relief valve unit.
  • FIG. 20 is similar to FIG. 18 but shows another variation regarding the configuration of the relief valve unit.
  • FIG. 19 is similar to FIG. 18 but shows variations regarding the configuration of the relief valve unit.
  • FIG. 21 is a diagram showing a gain characteristic of a frequency transfer function of a differential pressure with respect to a hydraulic oil flow rate in a conventional shock absorber.
  • FIG. 22 is a diagram showing the characteristics of the generated damping force with respect to the input vibration frequency in the conventional shock absorber.
  • a shock absorber D1 interposed between a vehicle body and an axle includes a cylinder 1 and a piston 2 slidably inserted into the cylinder 1 in the axial direction.
  • An upper chamber R1 as a first working chamber and a lower chamber R2 as a second working chamber are defined in the cylinder 1 by the piston 2.
  • the upper chamber R1 and the lower chamber R2 are connected by a passage 3 that passes through the piston 2.
  • the passage 3 is provided with a damping force generating element 14 for generating a damping force.
  • the damping force generation element 14 has a flow rate-dependent damping characteristic that increases the generated damping force as the flow rate increases.
  • the damping force generating element 14 is constituted by a known damping mechanism in which an orifice 23 and leaf valves V1 and V2 are arranged in parallel. It is also possible to use a combination of a choke and a leaf valve as the damping force generating element 14. Furthermore, the damping force generating element 14 can be constituted by another damping force generating element that is flow rate dependent.
  • the piston 2 is formed with a projecting portion 15 projecting into the lower chamber R2.
  • a hollow portion R3 having a cylindrical shape is formed in the protruding portion 15 in the axial direction of the cylinder 1.
  • a free piston 9 is accommodated in the hollow portion R3.
  • the hollow portion R3 is defined by the free piston 9 into an upper pressure chamber 7 as a first pressure chamber and a lower pressure chamber 8 as a second pressure chamber.
  • the upper pressure chamber 7 is connected to the upper chamber R1 through a communication path 6 as a first communication path. Further, a bypass passage 11 that branches from the middle of the communication passage 6 and reaches the lower chamber R ⁇ b> 2 is provided in the protruding portion 15. A relief valve 12 is provided in the bypass passage 11.
  • the lower pressure chamber 8 is connected to the lower chamber R2 through a communication path 5 as a second communication path.
  • the communication path 5 is provided with an orifice 5a.
  • the free piston 9 is elastically supported by a spring 10.
  • a gas chamber G is defined below the lower chamber R2 of the cylinder 1 via a free piston 13.
  • the cylinder 1 above the free piston 13 is filled with fluid such as hydraulic oil.
  • fluid such as hydraulic oil.
  • fluid such as hydraulic oil.
  • water or an aqueous solution can be used as the fluid in addition to the hydraulic oil.
  • the piston 2 is coupled to the tip of a piston rod 4 that is slidably inserted into the cylinder 1 from the axial direction.
  • a seal member is interposed between the piston rod 4 and the cylinder 1. Thereby, the cylinder 1 maintains a liquid-tight state with respect to the sliding of the piston rod 4.
  • the shock absorber D1 is a so-called single rod type, and the expansion and contraction of the shock absorber D1, that is, the fluctuation of the volume in the cylinder 1 as the piston rod 4 enters and exits the cylinder 1, causes expansion and contraction of the gas in the gas chamber G. Accordingly, the free piston 13 is absorbed by sliding in the cylinder 1.
  • a reservoir in which gas and hydraulic oil are sealed is provided outside the cylinder 1, and the cylinder accompanying expansion and contraction of the shock absorber D ⁇ b> 1 by expansion and contraction of the gas in the reservoir The volume change of 1 may be absorbed.
  • the shock absorber D1 can be configured as a double rod type, and the reservoir and the gas chamber G can be omitted.
  • the free piston 9 in the neutral state where the load in the expansion / contraction direction does not act between the piston rod 4 and the cylinder 1, the free piston 9 is placed in the hollow portion R3 by the spring 10 in the hollow portion R3. It is held in a neutral position.
  • the neutral position does not necessarily need to be an intermediate point in the axial direction of the hollow portion R3.
  • the sliding direction of the free piston 9 is opposite to the direction of displacement of the piston 2. That is, when the shock absorber D1 contracts, the piston 2 is displaced in the cylinder 1 downward in the figure. At this time, as a result of the hydraulic oil in the contracted lower chamber R2 flowing into the lower pressure chamber 8, the free piston 9 is displaced relative to the piston 2 upward in the figure. When the shock absorber D1 extends, the piston 2 is displaced upward in the cylinder 1 in the figure. At this time, as a result of the contracting hydraulic oil in the upper chamber R1 flowing into the upper pressure chamber 7, the free piston 9 is displaced relative to the piston 2 downward in the figure.
  • the sliding direction of the free piston 9 relative to the hollow portion R3 may be set in a direction orthogonal to the expansion / contraction direction of the shock absorber D, that is, in the horizontal direction in the figure.
  • the hollow portion R3 is formed in a cylindrical shape having a central axis in the left-right direction in the figure, and the first pressure chamber 8 and the second pressure chamber 7 are formed on the left and right of the free piston 9 housed in the hollow portion R3.
  • the relief valve 12 provided in the bypass passage 11 suppresses an increase in damping force when the relative displacement speed between the cylinder 1 and the piston 2 becomes high during the extension stroke of the shock absorber D1.
  • the relief valve 12 includes a spring 12b that urges the valve body in a direction to close the bypass passage 11, and a pilot passage 12c that opposes the urging force of the spring 12b and applies the pressure of the communication passage 6 to the valve body.
  • the pressure in the communication path 6 is equal to the pressure in the upper chamber R1.
  • the pressure difference between the communication path 6 and the lower chamber R2 increases.
  • the relief valve 12 lifts the valve body against the spring 12b, opens the bypass passage 11, and allows hydraulic oil to flow from the communication passage 6 into the lower chamber R2.
  • the relief valve 12 After opening, the relief valve 12 has a non-flow-dependent damping characteristic in which the amount of increase in the generated damping force with respect to the increase in flow rate is small. In other words, the relief valve 12 has a smaller increase amount of the generated damping force with respect to the increase in the flow rate than the damping force generating element 14.
  • the gain characteristic of the frequency transfer function of the differential pressure with respect to the flow rate when the piston speed is low shows the characteristic represented by the equation (2) as in the conventional technique.
  • the generated damping force with respect to the input vibration frequency is large for the low frequency range vibration and small for the high frequency range vibration. In this way, the shock absorber D1 can change the generated damping force depending on the input vibration frequency.
  • the shock absorber D1 changes the generated damping force depending on the input vibration frequency.
  • the damping force is generated at the orifice 23 of the damping force generating element 14 provided in the passage 3 and the orifice 5a of the communication passage 5.
  • the generated damping force rapidly increases with the piston speed as shown in the section from the A part to the B part in the figure due to the flow rate characteristic of the orifice.
  • the leaf valve of the damping force generating element 14 opens.
  • the relief valve 12 opens.
  • the conventional shock absorber without the relief valve 12 generates a damping force in accordance with the damping characteristic of the leaf valve having a flow-dependent damping characteristic in the piston speed range higher than the portion B in the figure. Increase.
  • the shock absorber in the shock absorber according to the prior art, the hydraulic oil tries to move from the upper chamber R1 to the lower chamber R2 only through the passage 3. That is, the damping force generated by the shock absorber increases with the piston speed as shown by the broken line in the figure in accordance with the characteristics of the leaf valve of the damping force generating element 14.
  • the shock absorber D ⁇ b> 1 has a conventional shock absorber indicated by a broken line in the drawing regardless of the input vibration frequency, as indicated by a solid line in the high speed operation region of the piston 2. A damping force that is always smaller than the generated damping force of the device is generated.
  • the shock absorber D1 the increasing gradient of the damping force with respect to the increase in the piston speed can be reduced. Therefore, the generated damping force when the piston 2 moves at a high speed can be reliably reduced as compared with the conventional shock absorber.
  • this buffer device D1 brings about a favorable effect for improving the riding comfort of the vehicle.
  • the value of the breakpoint frequency Fa in FIG. 3 is set to be not less than the value of the vehicle sprung resonance frequency and not more than the value of the vehicle unsprung resonance frequency, and the breakpoint frequency Fb is set to the value of the vehicle spring. It is preferable to set it below the lower resonance frequency.
  • the shock absorber D1 generates a high damping force with respect to the vibration input of the sprung resonance frequency.
  • a high damping force is preferable in order to stabilize the posture of the vehicle and prevent the passenger from feeling uneasy when the vehicle turns.
  • the shock absorber D1 generates a low damping force with respect to the vibration input of the unsprung resonance frequency.
  • a low damping force is preferable in order to insulate the transmission of high-frequency vibrations of the axle to the vehicle body and improve the riding comfort of the vehicle.
  • the relief valve 12 instead of providing the relief valve 12 as means for suppressing the generated damping force in the high speed operation region of the piston 2, it is also conceivable to reduce the flow resistance of the damping force generating element 14. However, if the flow resistance of the damping force generating element 14 is reduced, the generated damping force with respect to the vibration in the low frequency region when the piston speed is low is also reduced. As a result, the damping force may be insufficient and the passenger may feel uneasy when the vehicle turns.
  • shock absorber D1 can reduce the generated damping force in the high-speed operation region of the piston 2 without reducing the flow resistance of the damping force generating element 14, there is no possibility of inadequate damping force for the vibration in the low frequency region.
  • the bypass passage 11 is independent of the passage formed by the orifice 5a and the hollow portion R3 for increasing and decreasing the damping force according to the vibration frequency of the shock absorber D1, and therefore, other than the protruding portion 15 of the piston 2. It is also possible to form the bypass passage 11 in this part. Therefore, the bypass passage 11 can be installed without causing the structure of the protruding portion 15 to be complicated and long. This is preferable for preventing an increase in the length of the shock absorber and an increase in manufacturing cost.
  • the speed of the piston 2 is divided into regions of low speed and high speed.
  • the boundary between these regions can be arbitrarily set.
  • the piston speed when the relief valve 12 opens that is, the piston speed is divided between the low speed and the high speed, and the piston speed disappears from the frequency dependence of the damping force. Set to speed or slightly higher.
  • the piston speed at which the frequency dependence of the damping force disappears is grasped by experiments or the like, and the relief valve 12 is caused by the pressure of the communication passage 6 when the piston 2 is displaced with respect to the cylinder 1 at the grasped piston speed.
  • the valve opening pressure of the relief valve 12 is set so as to open.
  • the orifice 5a is provided in the communication passage 5, and the relief valve 12 is provided in the bypass passage 11 that communicates the communication passage 6 and the lower chamber R2, so that the damping generated when the shock absorber D1 extends at high speed is provided. I try to reduce my power.
  • the orifice 5a is provided in the communication passage 6, and the bypass passage 11 is configured to connect the communication passage 5 between the orifice 5a and the lower pressure chamber 8 and the upper chamber R1. It is also possible to provide a relief valve 12 that opens at the bypass passage 11. With this configuration, it is possible to reduce the generated damping force when the shock absorber D1 contracts at high speed.
  • a second bypass passage that connects the communication passage 5 and the upper chamber R1 is provided, and a relief valve is also provided in the second bypass passage.
  • a relief valve is also provided in the second bypass passage.
  • two reverse relief valves may be provided in parallel in the bypass passage 11.
  • the hollow portion R3 is formed in the protruding portion 15 of the piston 2.
  • shock absorber D1 The shock absorber shown in FIG. 1 showing a specific configuration with respect to the shock absorber D1 shown in FIG. 1 representing the basic structure is referred to as a shock absorber D11. Even if the shapes are different between FIG. 1 and FIG. 6, members having the same reference numerals are the same members.
  • the piston 2 includes a piston body 2A, a relief valve unit 2B, and a pressure chamber unit 2C.
  • the relief valve unit 2B and the pressure chamber unit 2C constitute the protrusion 15 in FIG.
  • the piston 2 is fixed to the piston rod 4.
  • the piston rod 4 has a small diameter portion 4a at the lower end.
  • a male screw 4b is formed on the outer periphery of the tip of the small diameter portion 4a.
  • the piston rod 4 is formed with an axial communication path 6 having openings at the tip of the small diameter portion 4a and the outer periphery of the piston rod 4 facing the upper chamber R1. It is also possible to provide a throttle in the communication path 6.
  • the piston main body 2 ⁇ / b> A includes a disk portion 21 and a skirt 22, and the outer periphery is in sliding contact with the inner periphery of the cylinder 1.
  • the small diameter portion 4a of the piston rod 4 penetrates the central portion of the piston body 2A in the axial direction.
  • the small diameter portion 4a further penetrates the relief valve unit 2B, and the piston 2 is fixed to the piston rod 4 by screwing the male screw 4b on the outer periphery of the tip into the pressure chamber unit 2C.
  • the piston body 2A is formed with a passage 3 that passes through the disk portion 21 and communicates the upper chamber R1 and the lower chamber R2.
  • the passage 3 includes a plurality of passages 3A and a passage 3B.
  • the opening to the upper chamber R1 of the passage 3A is closed by the laminated leaf valve V1.
  • the opening to the lower chamber R2 of the passage 3B is closed by the laminated leaf valve V2.
  • the laminated leaf valves V1 and V2 are each configured as a laminated body of a plurality of circular leaves with the small-diameter portion 4a of the piston rod 4 passing through the center.
  • the laminated leaf valve V1 is sandwiched between the disk portion 21 and the piston rod 4 via a disk-shaped valve stopper 33.
  • the laminated leaf valve V2 is sandwiched between the disc portion 21 and the relief valve unit 2B.
  • the skirt 22 of the piston body 2A protrudes from the disk portion 21 toward the lower chamber R2 in parallel with the central axis of the piston rod 4.
  • the skirt 22 is formed with a bearing that is in sliding contact with the inner peripheral surface of the cylinder 1.
  • a part of the laminated leaf valve V2 and the relief valve unit 2B is sandwiched between the disk portion 21 and the piston rod 4 in a state of entering the inside of the skirt 22 from below.
  • a short distance between the pressure chamber unit 2C and the piston main body 2A is preferable for securing the stroke distance of the shock absorber D11.
  • the contact length between the cylinder 1 and the piston main body 2 ⁇ / b> A is increased by the skirt 22 in order to suppress rattling of the piston 2 with respect to the cylinder 1.
  • the laminated leaf valves V1 and V2 are each seated on a valve seat formed in the disk portion 21, thereby closing the passage 3.
  • the orifice 23 shown in FIG. 1 is constituted by small notches formed in the laminated leaf valves V1 and V2, or minute recesses formed in the valve seats of the laminated leaf valves V1 and V2. These orifices allow a small amount of hydraulic oil to flow according to the pressure difference between the upper chamber R1 and the lower chamber R2 even when the laminated leaf valves V1 and V2 are seated on the valve seat.
  • the amount of deflection of the laminated leaf valve V1 is regulated by the valve stopper 33.
  • the amount of deflection of the laminated leaf valve_V2 is regulated by the valve disc 40.
  • the laminated leaf valve V1 opens due to the differential pressure between the lower chamber R2 and the upper chamber R1 when the shock absorber D11 contracts, and causes the hydraulic oil to flow from the lower chamber R2 to the upper chamber R1 via the passage 3A.
  • the laminated leaf valve V2 is opened by the differential pressure between the upper chamber R1 and the lower chamber R2 when the shock absorber D11 is extended, and the hydraulic oil is circulated from the upper chamber R1 to the lower chamber R2 via the passage 3B.
  • the laminated leaf valve V1 and the orifice formed in the valve seat of the laminated leaf valve V1 correspond to the damping force generating element 14 during the contraction operation of the shock absorber D11. Further, the laminated leaf valve V2 and the orifice formed in the valve seat of the laminated leaf valve V2 correspond to the damping force generating element 14 during the expansion operation of the shock absorber D11.
  • the orifice essentially has the property of rapidly increasing the flow resistance with increasing flow rate.
  • the laminated leaf valves V1 and V2 have a characteristic of linearly increasing the flow resistance with an increase in flow rate due to the laminated structure of the leaves. As a result, the damping force generating element 14 has a flow rate-dependent damping characteristic that increases the generated damping force as the flow rate increases.
  • the relief valve unit 2B includes a valve disk 40 and a relief valve 12.
  • a bypass passage 11 is formed inside the valve disc 40.
  • the small diameter portion 4a of the piston rod 4 is formed with a through hole 4c in the radial direction that opens to the inside of the valve disk 40 and communicates the communication passage 6 and the bypass passage 11.
  • the relief valve 12 is provided at the opening facing the lower chamber R2 of the bypass passage 11.
  • the relief valve 12 is configured as a stacked body of a plurality of leaves.
  • the present invention does not depend on the structure of the relief valve 12.
  • Other types of valves can be used for the relief valve 12.
  • the relief valve 12 closes the bypass passage 11 by seating the outer periphery on a valve seat formed on the valve disc 40.
  • An initial load can be applied to the relief valve 12 by bringing the valve disc 40 into contact with the relief valve 12 while bending the outer periphery of the relief valve 12 downward in the drawing in the initial state. With this initial load, the valve opening pressure of the relief valve 12 is set slightly higher than the valve opening pressure of the laminated leaf valve V2.
  • the ring is sandwiched between the leaves, and the leaf positioned below the ring is bent in advance according to the thickness of the ring. It is also possible to set the initial load.
  • the diameter of the ring is smaller than the diameter of the leaf immediately below and larger than the diameter of the leaf below it.
  • the pressure chamber unit 2C includes an inner cylinder 34 having a flange 35 and a bottomed cylindrical outer cylinder 36.
  • a female screw 34a is formed on the inner periphery of the inner cylinder 34.
  • the female screw 34a is screwed into the male screw 4b formed in the small diameter portion 4a of the piston rod 4.
  • the upper end 34b of the inner cylinder 34 abuts against the central portion of the relief valve 12 from below in the figure, and supports the central portion of the relief valve 12 from below.
  • a valve stopper 33 On the outer periphery of the small diameter portion 4a of the piston rod 4, a valve stopper 33, a laminated leaf valve V1, a disc portion 21, a laminated leaf valve V2, a valve disc 40, and a relief valve 12 are laminated in this order.
  • the internal thread 34 is fixed to the small-diameter portion 4a of the piston rod 4 in a stacked state by screwing the female thread 34a of the inner cylinder 34 to the inner cylinder 34. That is, the pressure chamber unit 2C not only defines the hollow portion R3, but also functions as a piston nut that fixes the piston body 2A and the relief valve unit 2B to the piston rod 4.
  • the outer circumference of the outer cylinder 36 has a cross-sectional shape other than a perfect circle, for example, a shape in which a part of the perfect circle is notched or a hexagonal shape, so that the pressure chamber unit 2C is formed in the small diameter portion 4a of the piston rod 4. Tightening work becomes easy. Further, since the relief valve 12 is arranged not on the piston body 2A side of the valve disc 40 but on the pressure chamber unit 2C side, it can be easily visually confirmed whether or not the relief valve 12 is correctly set in assembling the shock absorber D11.
  • the outer cylinder 36 is integrated by fixing the upward opening to the outer periphery of the flange 35 by caulking, and forms a hollow portion R3 on the inner side.
  • the integration of the inner cylinder 34 and the outer cylinder 36 is not limited to caulking, and can be realized by a method such as welding.
  • the flange 35 is formed at a position that does not interfere with the deformation of the relief valve 12 due to the lift.
  • a step portion 36 b is formed on the inner periphery of the outer cylinder 36.
  • the free piston 9 has a bottomed cylindrical shape, and is slidably accommodated in the axial direction inside the outer cylinder 36.
  • An upper pressure chamber 7 and a lower pressure chamber 8 are defined inside the outer cylinder 36 by the free piston 9.
  • the free piston 9 is elastically supported at a neutral position by a coil spring 10 b disposed in the upper pressure chamber 7 and a coil spring 10 a disposed in the lower pressure chamber 8.
  • the spring 10 shown in FIG. 1 includes coil springs 10a and 10b in the shock absorber D11.
  • the coil springs 10a and 10b exert an elastic force according to the amount of displacement of the free piston 9 from the neutral position in the outer cylinder 36 on the free piston 9 in the direction opposite to the displacement.
  • the free piston 9 is elastically supported from both sides by the coil springs 10a and 10b, so that a pressing force always directed to the neutral position acts on the free piston 9. This is preferable for stably generating a damping force depending on the input frequency.
  • the lower end of the coil spring 10b is disposed along the inner periphery of the free piston 9, and abuts against the bottom 9a of the free piston 9 inside the free piston 9.
  • the upper end of the coil spring 10a is in contact with the bottom 9a of the free piston 9 from the opposite direction to the coil spring 10b while being fitted to the outer periphery of a projection 9b protruding in the axial direction from the bottom 9a of the free piston 9. Due to the above-described contact structure with respect to the free piston 9, the coil springs 10a and 10b are restricted from being displaced in the radial direction with respect to the free piston 9.
  • the opening at the upper end of the free piston 9 is slightly larger than the inner diameter at the bottom. This is because the coil spring 10b is contracted and the winding diameter is enlarged, so that the coil spring 10b is rubbed against the inner wall surface of the free piston 9 to cause contamination of hydraulic oil.
  • the spring 10 can be constituted by a disc spring or the like instead of the coil springs 10a and 10b.
  • the spring 10 can be constituted by a single coil spring having one end locked to the free piston 9 and the other end locked to the inner cylinder 34 or the outer cylinder 36.
  • the free piston 9 is prevented from being displaced upward in the figure by abutting the opening of the tip, that is, the upper end of the figure to the flange 35. Moreover, the bottom part 9a is contact
  • annular groove 9d and a through hole 9e that communicates the annular groove 9d and the lower pressure chamber 8 are formed on the outer periphery of the free piston 9.
  • orifices 38 and 39 that face the annular groove 9d at the neutral position of the free piston 9 are opened.
  • the orifices 38 and 39 communicate the lower chamber R2 and the lower pressure chamber 8 through the annular groove 9d and the through hole 9e when the free piston 9 is in the neutral position.
  • the orifices 38 and 39 reduce the opening area as the free piston 9 is displaced upward or downward from the neutral position.
  • the orifices 38 and 39 are completely closed at the stroke end where the free piston 9 abuts against the flange 35 or the step 36b.
  • the orifices 38 and 39 that change the opening area in accordance with the displacement of the free piston 9 prevent the generated damping force from increasing stepwise when the laminated leaf valve V1 or V2 opens after the free piston 9 reaches the stroke end. As the free piston 9 approaches the stroke end before the laminated leaf valve V1 or V2 is opened, the damping force generated by the shock absorber D11 is increased. Orifices 38 and 39 are shown only in FIG. 6 and are omitted in FIG.
  • an orifice 5a that connects the lower chamber R2 and the lower pressure chamber 8 is formed.
  • the shock absorber D11 since the relief valve unit 2B including the bypass passage 11 and the relief valve 12 is configured independently of the pressure chamber unit 2C, the structure of the pressure chamber unit 2C is simplified. Further, the shock absorber according to the prior art which does not include the bypass passage 11 and the relief valve 12, and the piston main body 2A and the pressure chamber unit 2C can be shared.
  • the shock absorber D2 is different from the first embodiment shown in FIG. 1 in that two relief valves 12 and 17 corresponding to the flow direction are provided between the communication passage 6 and the lower chamber R2.
  • the shock absorber D2 includes a bypass passage 16 that connects the communication passage 6 and the lower chamber R2 in parallel with the bypass passage 11, and a relief valve 17 is provided in the bypass passage 16.
  • the bypass passage 11 and the relief valve 12 are configured in the same manner as in the first embodiment shown in FIG.
  • the relief valve 17 opens the bypass passage 16 when the pressure in the lower chamber R2 exceeds the pressure in the communication passage 6 and the differential pressure reaches the relief pressure.
  • the hydraulic fluid in the lower chamber R2 is transferred to the upper chamber R1 through the communication passage 6. Spill.
  • bypass passage 11 is referred to as a first bypass passage
  • bypass passage 16 is referred to as a second bypass passage
  • relief valve 12 is referred to as a first relief valve
  • relief valve 17 is referred to as a second relief valve.
  • shock absorber D2 are the same as those of the shock absorber D1 of FIG.
  • the increase in the generated damping force with respect to the increase in the piston speed can be suppressed as shown by the solid line in both the expansion and contraction strokes.
  • the broken line in the figure corresponds to a case where the relief valves 12 and 17 are not provided.
  • the point A in the figure corresponds to the opening timing of the first relief valve 12 in the extension stroke of the shock absorber D2.
  • Point B in the figure corresponds to the opening timing of the second relief valve 17 in the contraction stroke of the shock absorber D2.
  • the valve opening timing of the first relief valve 12 is set by the valve opening pressure of the first relief valve 12.
  • the opening timing of the second relief valve 17 is set by the valve opening pressure of the second relief valve 17.
  • the increase characteristic of the generated damping force with respect to the piston speed of the shock absorber D2 after the first relief valve 12 is opened depends on the flow resistance of the first bypass passage 11.
  • the increasing characteristic of the generated damping force with respect to the piston speed of the shock absorber D2 after the second relief valve 17 is opened depends on the flow resistance of the second bypass passage 16.
  • the increasing gradient of the generated damping force with respect to the piston speed during the contraction stroke of the shock absorber D2 is reduced. Therefore, the effect of reducing the impact shock when the wheel rides on the road surface protrusion is high. Also. The increase gradient of the generated damping force with respect to the piston speed in the extension stroke is also reduced. As a result, it is possible to mitigate the impact caused by the shaking of the sinking vehicle body.
  • the damping force characteristic with respect to the piston speed can be set independently and freely in both expansion and contraction strokes, so that the impact shock received by the vehicle can be reduced while firmly supporting the vehicle body when turning the vehicle, A solid vehicle suspension can be realized.
  • shock absorber D2 With reference to FIG. 9, a more specific configuration of the shock absorber D2 according to the second embodiment described above will be described.
  • the shock absorber shown in FIG. 7 showing a specific configuration with respect to the shock absorber D2 shown in FIG. 7 representing the basic structure is referred to as a shock absorber D21. Even if the shapes are different between FIG. 7 and FIG. 9, members denoted by the same reference numerals are the same members.
  • the piston 2 includes a piston body 2A, a relief valve unit 2B, and a pressure chamber unit 2C.
  • the configuration of the piston body 2A is the same as that of the shock absorber D11 of FIG. 6 including the laminated leaf valves V1 and V2 as damping force generating elements.
  • the relief valve unit 2B includes a spacer 43, a first relief valve 12, a valve disc 42, a second relief valve 17, a notched spacer 44, and a small diameter portion 4a of the piston rod 4.
  • a valve case 41 is provided.
  • the relief valve unit 2B is sandwiched between the piston body 2A and the pressure chamber unit 2C with the spacer 43 in contact with the laminated leaf valve V2 and the valve case 41 in contact with the upper end 34b of the inner cylinder 34 of the pressure chamber unit 2C.
  • the valve disk 42 is a disk-shaped member, and is fixed to the opening of the bottomed cylindrical valve case 41 to form a sealed space 45 inside the valve case 41.
  • the second relief valve 17 and the notched spacer 44 are accommodated inside the space 45.
  • a seal member such as an O-ring, a square ring, and an annular packing is interposed between the valve disk 42 and the valve case 41 as necessary.
  • the valve disc 42 is formed with oblique holes 42 a and 42 b that penetrate the valve disc 42 in an oblique direction and communicate with the space 45.
  • the slant holes 42a and 42b approach the center of the piston rod 4 as the slant hole 42a moves away from the center of the piston rod 4 as it goes from the upper side to the lower side of the valve disk 42 and the view of the valve disk 42 as it goes from the upper side to the lower side. It is comprised with the slant hole 42b.
  • the inlet of the oblique hole 42 a is formed at the lower end of the valve disc 42, and the outlet is formed at the upper end of the valve disc 42.
  • the inlet of the oblique hole 42 b is formed at the upper end of the valve disk 42, and the outlet is formed at the lower end of the valve disk 42.
  • the outlet of the oblique hole 42 a is provided inside an annular groove formed at the upper end of the valve disk 42.
  • the inlet of the oblique hole 42b is located outside the annular groove at the upper end of the valve disc 42.
  • the outlet of the oblique hole 42b is provided inside an annular groove formed at the lower end of the valve disc 42.
  • the inlet of the oblique hole 42a is located outside the annular groove at the lower end of the valve disc 42.
  • the notched spacer 44 is formed in an inverted bottomed cylindrical shape, with the bottom surface in contact with the second relief valve 17 and the opening in contact with the bottom portion of the valve case 41.
  • the notched spacer 44 is formed with a notch 44a that connects the space 45 and the through hole 4c.
  • the first relief valve 12 is composed of a plurality of stacked leaves.
  • the spacer 43 is interposed between the laminated leaf valve V2 and the first relief valve 12.
  • the first relief valve 12 and the laminated leaf valve V ⁇ b> 2 are regulated by the spacer 43 in the amount of deflection of the valve opening displacement.
  • the first relief valve 12 is disposed outside the valve case 41 and closes the annular groove at the upper end of the valve disc 42 by seating the outer periphery of the valve disc 42 from above in the figure. As a result, the outlet of the oblique hole 42a is closed, while the inlet of the oblique hole 42b that opens to the outside of the annular groove is not closed.
  • the second relief valve 17 is composed of a plurality of stacked leaves.
  • the second relief valve 17 is regulated by the bottom surface of the notched spacer 44 at the time of valve opening.
  • the second relief valve 17 closes the annular groove at the lower end of the valve disc 42 by seating the outer periphery of the valve disc 42 from below in the figure. As a result, the outlet of the oblique hole 42b is closed, while the inlet of the oblique hole 42a that opens to the outside of the annular groove is not closed.
  • the valve opening pressure of the relief valve 12 can be arbitrarily set by the initial deflection of each leaf.
  • the increase characteristic of the generated damping force with respect to the piston speed of the first relief valve 12 basically depends on the flow resistance of the first bypass passage 11, but is not limited to the flow resistance of the first bypass passage 11. It can also be set according to the number of stacked leaves of the relief valve 12. The same applies to the second relief valve 17. Needless to say, the valve opening pressure and damping force characteristics of the relief valves 12 and 17 can be arbitrarily set independently of each other.
  • the space 45 is always in communication with the communication path 6 through the notch 44a and the through hole 4c.
  • the oblique hole 42a constitutes the first bypass passage 11 shown in FIG. 7
  • the oblique hole 42b constitutes the second bypass passage 16 shown in FIG.
  • the pressure chamber unit 2C is basically the same as the configuration of the pressure chamber unit 2C of the shock absorber D11 of FIG. The only difference is that in the shock absorber D21, an annular groove 9c is formed on the outer periphery of the free piston 9, and the friction member 48 is accommodated in the annular groove 9c.
  • the friction member 48 is in sliding contact with the inner peripheral surface of the outer cylinder 36 and exerts a resistance corresponding to the vibration frequency on the displacement of the free piston 9 relative to the outer cylinder 36. That is, when the amplitude of the shock absorber D21 is large, that is, in a low-frequency vibration in which the displacement of the free piston 9 is large, the friction member 48 slides with respect to the inner peripheral surface of the outer cylinder 36 and is free by the frictional force. The displacement of the piston 9 with respect to the outer cylinder 36 is suppressed.
  • the friction member 48 When the amplitude of the shock absorber D21 is small, that is, in a high-frequency vibration in which the displacement of the free piston 9 is small, the friction member 48 is elastically deformed, so that the displacement of the free piston 9 relative to the outer cylinder 36 is not suppressed.
  • the friction member 48 is mounted on the free piston 9, but the friction member may be housed in an annular housing groove formed in the outer cylinder 36.
  • the free piston 9 is displaced more than necessary with respect to the vibration in the low frequency range, so that the vibration in the low frequency range is particularly generated as shown by the broken line in the figure.
  • the generated damping force may be reduced.
  • the friction member 48 is provided, as shown by the solid line in the figure, the generated damping force against the vibration in the low frequency region can be maintained in a large state.
  • the generated damping force is kept small with respect to the vibration having a high input vibration frequency such as the vibration when the vehicle travels on the uneven road surface, and the vehicle is applied while turning.
  • the generated damping force can be kept large with respect to low frequency vibration input such as centrifugal force.
  • the friction member 48 is constituted by a seal member such as an O-ring or a square ring, the sliding gap between the free piston 9 and the outer cylinder 36 is sealed, and the hydraulic oil between the pressure chamber 8 which is the upper pressure chamber 7 is sealed. Leakage is prevented. Therefore, it is preferable to configure the friction member 48 with a seal member in order to cause the shock absorber D21 to reliably exhibit the damping force characteristics as set.
  • the notch 44a of the notched spacer 44 may be formed by notching a part of the cylindrical portion of the bottomed cylindrical notched spacer 44 or as a hole penetrating the cylindrical portion.
  • the shape of the valve case 41 is not limited to a cylindrical shape as long as it satisfies the condition that it has a function of defining the space 45 and does not hinder the operation of the second relief valve 17. It is also possible to integrate the valve case 41 with the valve disk 42 or with the pressure chamber unit 2C. When the valve case 41 is integrated with the pressure chamber unit 2C, the outer cylinder 36 is locked to the outer periphery of the valve disk 42, or the valve case 41 may be provided in the inner cylinder 34 or the outer cylinder 36. .
  • valve case 41 is configured in this manner, it is not necessary to directly fix the valve case 41 to the small diameter portion 4 a of the piston rod 4. Further, if the valve case 41 is configured in this way, the hydraulic oil in the space 45 leaks to the lower chamber R2 via the gap between the valve case 41 and the valve disk 40 or the gap between the valve case 41 and the inner cylinder 34. Can be prevented.
  • the first bypass passage 11 is configured by a straight hole 52a that penetrates the valve disk 42 in the central axis direction of the piston rod 4, and the second bypass passage 16 connects the valve disk 42 to the piston rod. 4 is formed by a straight hole 52b penetrating in the central axis direction.
  • the inlet of the straight hole 52a and the outlet of the straight hole 52b are located on the same circumference.
  • the outlet of the straight hole 52a and the inlet of the straight hole 52b are also located on the same circumference.
  • valve seat 42c formed at the upper end of the valve disk 42 surrounds the outlet of the straight hole 52a and avoids the inlet of the straight hole 52b. Formed.
  • valve seat 42d formed at the lower end of the valve disc 42 surrounds the outlet of the straight hole 52b and is formed into a petal-shaped planar shape avoiding the inlet of the straight hole 52a. Is done.
  • shock absorber D22 are the same as those of the shock absorber D21 of FIG.
  • FIGS. 12-14 another variation regarding the configuration of the relief valve unit 2B of the second embodiment will be described.
  • the first bypass passage 11 is configured by a straight hole 62a that penetrates the valve disc 42 in the direction of the central axis of the piston rod 4, and the second bypass passage 16 connects the valve disc 42 to the piston rod.
  • 4 is formed by a straight hole 62b penetrating in the central axis direction.
  • a plurality of straight holes 62 a are formed on the circumference centered on the central axis of the piston rod 4.
  • a plurality of straight holes 62b are formed on the circumference of the smaller diameter than the circle forming the straight hole 62a with the central axis of the piston rod 4 as the center.
  • the straight hole 62a opens into an annular groove 63a formed at the upper end of the valve disc 42.
  • the straight hole 62b opens into an annular groove 63b formed at the lower end of the valve disc 42.
  • the first relief valve 12 is formed with a plurality of holes 64 facing the inlet of the straight hole 62b. The first relief valve 12 is seated on the upper end of the valve disc 42 to close the annular groove 63a.
  • the first relief valve 12 When the first relief valve 12 is composed of a laminate of a plurality of leaves, it is necessary to form the holes 64 in all the leaves that cover the inlets of the straight holes 62b.
  • a plurality of through holes 65 are formed in a leaf 12 e farthest from the valve disc 42 in the central axis direction of the piston rod 4 among the plurality of leaves constituting the first relief valve 12.
  • a plurality of arch-shaped through holes 66 are formed in the other leaf 12f.
  • the through holes 65 and 66 are formed on the same circumference. When the through hole 65 overlaps the through hole 66, a hole portion 64 that penetrates the first relief valve 12 is formed.
  • shock absorber D23 are the same as those of the shock absorber D21 of FIG.
  • the hole 64 By forming the hole 64 as shown in FIGS. 13 and 14, the overlap of the through holes 65 and 66 can be confirmed without positioning in the circumferential direction when the leaves 12e and 12f are laminated. Therefore, the flow sectional area of the hole 64 does not change depending on the relative positions of the leaves 12e and 12f in the circumferential direction, and the assembly work of the first relief valve 12 is facilitated.
  • the annular groove 63b formed at the lower end of the valve disc 42 is closed when the second relief valve 17 is seated on the lower end of the valve disc 42. Since the inlet of the straight hole 62 a is located outside the second relief valve 17, the open state is always maintained regardless of whether the second relief valve 17 is opened or closed.
  • the shock absorber D3 in this figure uses the single relief valve 12 to change the generated damping force characteristic with respect to the piston speed for both the expansion stroke and the contraction stroke of the piston 2. Therefore, the relief valve 12 having a configuration different from that of the shock absorber D11 shown in FIG. 6 is used in the shock absorber D3.
  • the relief valve 12 is configured by a flat, ring-shaped single leaf having the small diameter portion 4a of the piston rod 4 passing through the center. It is also possible to configure the relief valve 12 with a laminated leaf.
  • the outer periphery of the relief valve 12 is seated on an annular valve seat 40 a provided on the valve disk 40, and the inner periphery of the relief valve 12 is seated on the upper end 34 b of the inner cylinder 34 in the figure.
  • the relief valve 12 opens and closes an opening facing the lower chamber R ⁇ b> 2 of the bypass passage 11 formed in the valve disk 42.
  • the relief valve 12 supported on the inner circumference by the upper end 34b of the inner cylinder 34 is The outer periphery is bent downward in the figure and lifted from the valve seat 40a, the bypass passage 11 is opened, and the hydraulic oil in the upper chamber R1 flows into the lower chamber R2 through the communication passage 6.
  • valve seat 40a functions as a valve seat of the relief valve 12 with respect to the flow from the first working chamber R1 to the second working chamber R2, and supports the relief valve 12 with respect to the flow in the reverse direction.
  • the upper end 34b of the inner cylinder 34 functions as a valve seat for the relief valve with respect to the flow from the second working chamber R2 to the first working chamber R1, and supports the relief valve 12 against the reverse flow.
  • the relief valve 12 exhibits a relief function against the flow in both directions of the bypass passage 11.
  • the other configuration of the shock absorber D3 is the same as that of the shock absorber D11 shown in FIG.
  • the bypass passage 11 When the piston speed becomes high during the extension stroke of the shock absorber D3, the bypass passage 11 is opened by the pressure of the upper chamber R1 guided to the communication passage 6, and the generated damping force when the shock absorber D3 is extended becomes excessive. To prevent. Further, when the piston speed becomes high during the contraction stroke of the shock absorber D3, the bypass passage 11 is opened by the pressure of the lower chamber R2, and the generated damping force when the shock absorber D contracts is prevented from becoming excessive. In this way, when the piston speed becomes high, it is possible to suppress an increase in the generated damping force regardless of the stroke direction of the piston 2.
  • the single bypass passage 11 and the single relief valve 12 are provided without providing the two bypass passages 11 and 16 and the two relief valves 12 and 17 as in the second embodiment. The increase in the generated damping force with respect to the piston speed can be suppressed in both the expansion and contraction strokes.
  • shock absorbers D41 and D42 differ from the second embodiment in that the bypass passages 11 and 16 communicate the upper chamber R1 with the lower chamber R2 via the upper pressure chamber 7.
  • the valve case 41 of the relief valve unit 2B includes cylindrical bodies 77 that are fitted to the outer periphery of the valve disk 42 and the outer periphery of the upper end 34b of the inner cylinder 34 of the pressure chamber unit 2C, respectively.
  • a seal ring 76 is interposed between the cylinder 77 and the outer periphery of the valve disk 42. The seal ring 76 prevents the hydraulic oil from leaking between the space 45 and the lower chamber R2, and absorbs the shakiness of the cylindrical body 77 and the valve disc 42 in the radial direction.
  • the oblique hole 42 a corresponds to the first bypass passage 11, and the oblique hole 42 b corresponds to the second bypass passage 16.
  • annular groove 71a communicating with the outlet of the oblique hole 42a is formed.
  • the first relief valve 12 is composed of a laminate of a plurality of leaves, and closes the annular groove 71a.
  • the inlet of the oblique hole 42b opens to the upper end of the valve disk 42 outside the first relief valve 12 in the radial direction.
  • annular groove 71b communicating with the outlet of the oblique hole 42b is formed.
  • the second relief valve 17 is composed of a laminate of a plurality of leaves, and closes the annular groove 71b.
  • the inlet of the oblique hole 42a opens to the lower end of the valve disk 42 outside the second relief valve 17 in the radial direction.
  • a plurality of through holes 72 communicating with the space 45 in the valve case 41 are formed in the inner cylinder 34 on the circumference centering on the central axis of the piston rod 4.
  • the inner cylinder 34 is formed with a larger diameter than the shock absorber D11 of FIG.
  • the fitting portion between the upper end 34b of the inner cylinder 34 and the cylinder 77 is formed to have a slightly small diameter through the step 34c.
  • the fitting portion 77a of the cylindrical body 77 with the upper end 34b of the inner cylinder 34 is formed slightly thick.
  • a seal ring 73 is sandwiched between these fitting portions. The seal ring 73 prevents the hydraulic oil from leaking between the space 45 and the lower chamber R2 and absorbs the rattling of the cylindrical body 77 and the inner cylinder 34 in the radial direction.
  • the second relief valve 17 is directly supported by the upper end 34b of the inner cylinder 34 via the plate 74 and the spacer 75.
  • the spacer 75 is fitted to the outer periphery of the small diameter portion 4a of the piston rod 4 and has a role of ensuring a space for the leaf of the second relief valve 17 to bend.
  • the plate 74 is configured by a circular plate having a larger diameter than the end surface of the upper end 34b of the inner cylinder 34, which is fitted to the outer periphery of the small diameter portion 4a of the piston rod 4.
  • the plate 74 holds the fitting portion 77a of the cylindrical body 77 with the step 34c, and has a role of preventing the fitting portion 77a from falling off from the upper end 34b of the inner cylinder 34.
  • a hole 74 a is formed at a position corresponding to the through hole 72 of the plate 74 so as not to hinder the flow of the hydraulic oil between the through hole 72 and the space 45.
  • the upper chamber R1 is always in communication with the space 45 in the valve case 41 through the communication path 6, the upper pressure chamber 7, and the through hole 72.
  • the hydraulic oil in the space 45 can flow into the lower chamber R2 through the oblique hole 42a and the first relief valve 12, and the hydraulic oil in the lower chamber R2 can be discharged into the space 45 through the oblique hole 42b and the second relief valve 17. Can be spilled.
  • the first relief valve 12 opens in the extension stroke to allow the hydraulic oil to flow from the upper chamber R1 to the lower chamber R2, and in the contraction stroke the second relief.
  • the valve 17 opens to allow the hydraulic oil to flow from the lower chamber R2 to the upper chamber R1. Therefore, also with this shock absorber D41, as in the second and third embodiments, the increase rate of the generated damping force with respect to the increase in the piston speed can be kept small in the strokes in both the expansion and contraction directions.
  • This shock absorber D41 uses a spacer 75 that secures a space for the second relief valve 17 to bend in place of the notched spacer 44 of the second embodiment. Therefore, the distance between the valve disk 42 and the inner cylinder 34 is shortened, and the possible stroke distance can be increased with respect to the entire length of the shock absorber D41.
  • the shock absorber D42 in this figure differs from the shock absorber D41 in FIG. 16 in the following points. That is, in the shock absorber D42, the pressure chamber unit 2C is configured by a cylindrical housing 81 and a cap 82 that closes the lower end opening of the housing 81, instead of the outer cylinder 36 and the inner cylinder 34. Further, the valve case 41 of the relief valve unit 2B is omitted, and the valve disk 42 and the second relief valve 17 of the relief valve unit 2B are housed in the housing 81.
  • the housing 81 includes an upper portion 81a as a first extending portion, a partition wall portion 81b, and a lower portion 81c as a second extending portion.
  • the upper part 81a has a cylindrical shape and extends from the partition part 81b toward the relief valve unit 2B.
  • the tip of the upper portion 81 a is attached to the outer periphery of the valve disc 42.
  • a second relief valve 17 and a spacer 75 are accommodated in a space 45 defined by the upper portion 81 a and the valve disc 42.
  • the plate 74 used in the shock absorber D41 of FIG. 16 is omitted here, and the second relief valve 17 is supported by the partition wall portion 81b via the spacer 75.
  • the partition wall portion 81b has a function of separating the upper portion 81a and the lower portion 81c, and a screwing hole 83 is formed at the center for screwing into the male screw 4b at the tip of the small diameter portion 4a of the piston rod 4.
  • the lower part 81c has a cylindrical shape and extends in the opposite direction to the relief valve unit 2B with respect to the central axis direction of the piston rod 4 from the partition part 81b.
  • the cap 82 is fixed to the lower end of the lower part 81c by caulking.
  • a chamfer 82a for promoting plastic deformation of the lower end of the lower portion 81c by caulking is formed on the outer periphery of the cap 82.
  • the cap 82 includes a convex portion 82 c that projects into the lower pressure chamber 8.
  • An orifice 5a is formed in the convex portion 82c.
  • the convex portion 82c facilitates identification of the front and back of the cap 82 when the shock absorber D42 is assembled.
  • the convex portion 82c is useful for positioning the coil spring 10a in the radial direction. It is also possible to omit the convex portion 82c.
  • a gripping portion 81d that can be gripped with a tightening tool is formed.
  • the outer shape of the gripping portion 81d is set in advance according to the shape of the tightening tool, and for example, a shape other than a true circle such as a shape obtained by cutting a circle with parallel lines or a hexagonal shape is applied.
  • the gripping portion 81d is accessible to the tightening tool from the outside of the housing 81, and has an axial length that allows the tightening tool to be fitted.
  • the attachment of the housing 81 to the piston rod 4 is performed by tightening the screwing hole 83 of the housing 81 to the male screw 4b of the small diameter portion 4a of the piston rod 4 through the gripping portion 81d gripped by the tightening tool.
  • the cap 82 Prior to fixing the housing 81 to the piston rod 4, the cap 82 is fixed to the lower end of the lower portion 81 c of the housing 81 by caulking.
  • the screwing hole 83 is tightened to the male screw 4b, the cap 82 rotates integrally with the housing 81, so that the tightening torque does not act on the cap 82.
  • This structure for fixing the housing 81 to the piston rod 4 is preferable for preventing the cap 82 and the housing 81 from rattling.
  • a hollow portion R3 accommodating the free piston 9 is formed inside the lower portion 81c.
  • a stepped portion 81f is formed in the hollow portion R3 so as to increase the diameter downward. This is because the hollow portion R3 gradually increases the inner diameter in a downward direction from the partition wall portion 81b having the smallest inner diameter, thereby facilitating the processing of the housing 81.
  • the free piston 9 is accommodated in the hollow portion R3 with the bottom portion 9a facing upward. The free piston 9 is prevented from being displaced upward by bringing the upward bottom portion 9a into contact with the step portion 81f, and is prevented from being displaced downward by bringing the downward tip portion into contact with the cap 82.
  • the hollow portion R3 is defined by the free piston 9 into an upper pressure chamber 7 and a lower pressure chamber 8.
  • the free piston 9 is elastically supported at a neutral position in the hollow portion R3 by a coil spring 10b accommodated in the upper pressure chamber 7 and a coil spring 10a accommodated in the lower pressure chamber 8.
  • a through hole 72 is formed to communicate the space 45 formed inside the upper portion 81a with the upper pressure chamber 7 of the lower portion 81c.
  • the through hole 72 passes through the partition wall 81 b in the direction of the central axis of the piston rod 4.
  • a plurality of arch-shaped openings formed in the opening to the upper pressure chamber 7 of the through hole 72 at intervals in the circumferential direction so that the opening to the upper pressure chamber 7 of the through hole 72 is not blocked by the coil spring 10b.
  • the notch 72a is provided.
  • annular groove 9d and a through hole 9e that communicates the annular groove 9d and the lower pressure chamber 8 are formed on the outer periphery of the free piston 9.
  • the housing 81 is formed with orifices 38 and 39 facing the annular groove 9d at the neutral position of the free piston 9.
  • the free piston 9 is formed with an annular groove 9c similar to the shock absorber D41 of FIG. 16, and the friction member 48 is accommodated in the annular groove 9c.
  • the axial position of the annular groove 9c is between the annular groove 9d and the downward tip of the free piston 9.
  • the free piston 9 is inserted into the housing 81 with the friction member 48 mounted in the annular groove 9c. Since the annular groove 9c is formed below the annular groove 9d in the figure, the friction member 48 does not interfere with the orifices 38 and 39 when the free piston 9 is inserted into the housing 81. Therefore, setting the position of the annular groove 9c in this way is preferable for preventing the friction member 48 from being damaged.
  • shock absorber D42 are the same as those of the shock absorber D41 of FIG.
  • the valve case 41 of the relief valve unit 2B and the inner cylinder 34 of the pressure chamber unit 2C are not required as compared with the shock absorber D41 of FIG.
  • shock absorbers D41 and D42 instead of forming the inclined holes 42a and 42b in the valve disk 42, the straight holes 52a and 52b of the shock absorber D22 in FIG. 11 and the straight holes 62a and 62b in the shock absorber D23 in FIG. It is also possible to do.
  • the shock absorbers D51, D52, and D53 according to this embodiment are different from the second embodiment in that the relief valve unit 2B includes two valve disks 91 and 92.
  • the configurations of the piston body 2A and the pressure chamber unit 2C are the same as those of the shock absorbers D21, D22, and D23 of the second embodiment.
  • the relief valve unit 2B includes a valve disk 91, a second relief valve 17, a spacer 94, a valve disk 92, and a first relief valve 12.
  • the small diameter portion 4a of the piston rod 4 penetrates these members. These members are sandwiched between the inner cylinder 34 of the pressure chamber unit 2C and the laminated leaf valve V2 of the piston body 2A that are screwed into the small diameter portion 4a.
  • the valve disc 91 is formed with a cylindrical spacer 91c that fits into the small diameter portion 4a of the piston rod 4 and protrudes in the axial direction toward the piston body 2A.
  • the valve disc 92 is formed in a bottomed cylindrical shape, and the tip opening is fitted to the outer periphery of the valve disc 91.
  • the valve discs 91 and 92 constitute a valve case 41 in which the second relief valve 17 and the spacer 94 are accommodated in the inner space 93. It is also preferable to insert a seal ring in the fitting portion between the valve disc 92 and the valve disc 91. It is also possible to form the valve disc 91 in a bottomed cylindrical shape with the tip directed downward, and to fit the tip opening of the valve disc 91 to the outer periphery of the valve disc 92.
  • the valve disk 91 is formed with a plurality of through holes 91a in the axial direction.
  • the upper end of the through hole 91a opens into the lower chamber R2.
  • the lower end of the through hole 91 a communicates with an annular groove 91 d formed at the lower end of the valve disc 91.
  • the second relief valve 17 housed in the valve case 41 is composed of a plurality of stacked leaves, and is seated on the lower end of the valve disk 91 to block the annular groove 91 d from the space 93.
  • the spacer 94 is interposed between the second relief valve 17 and the bottom surface of the valve disc 92, and supports the central portion of the second relief valve 17.
  • the piston rod 4 has a communication passage 6 that passes through the small diameter portion 4a and communicates the upper chamber R1 and the upper pressure chamber 7, and A communication hole 4c is formed that communicates with the outer peripheral surface of the small diameter portion 4a.
  • An annular groove 95 is formed on the inner peripheral surface facing the small diameter portion 4a at the bottom of the valve disc 92 at a position facing the through hole 4c.
  • a port 96 that communicates the annular groove 95 with the space 93 and a port 97 that leads the annular groove 95 to an annular groove 92 a formed at the lower end of the valve disk 92 are formed at the bottom of the valve disk 92.
  • the first relief valve 12 is composed of a plurality of stacked leaves, the central portion is supported by the upper end 34b of the inner cylinder 34, and the annular groove 92a is blocked from the lower chamber R2 by being seated on the lower end of the valve disc 92.
  • the first relief valve 12 opens according to the pressure of the upper chamber R1 acting via the communication path 6, the through hole 4c, the annular groove 95, and the port 97 when the shock absorber D51 performs an extension stroke, and the upper chamber R1.
  • the hydraulic oil is discharged to the lower chamber R2.
  • the second relief valve 17 opens according to the pressure of the lower chamber R2 acting through the through hole 91a when the shock absorber D51 performs a contraction stroke, and the hydraulic oil in the lower chamber R2 is passed through the through hole 91a, the space 93, and the port. 96, the annular groove 95, the through-hole 4 c, and the communication path 6, and then flow out into the upper chamber R 1.
  • the port 97 constitutes the first bypass passage 11
  • the through hole 91a constitutes the second bypass passage 16.
  • the bypass passages 11 and 16 provided with the relief valves 12 and 17 communicate the upper chamber R1 and the lower chamber R2 without passing through the hollow portion R3. Therefore, the opening and closing of the relief valves 12 and 17 do not affect the pressure in the hollow portion R3, and when the piston speed is in the low speed range, a damping force depending on the input vibration frequency to the shock absorber D51 is stably generated. be able to.
  • the relief valves 12 and 17 are both separated from the laminated leaf valve V2 by a valve disk 91. Therefore, even if hydraulic fluid is ejected from the laminated leaf valve V2 due to the sudden extension stroke of the shock absorber D51, the jet does not collide with the relief valve 12 or the relief valve 17 and affects the opening and closing of the relief valve 12 or the relief valve 17. Does not reach. Therefore, the relief valves 12 and 17 operate stably, and the shock absorber D51 generates a stable damping force in both expansion and contraction strokes.
  • the inner diameter of the skirt 22 of the piston body 2A is set to be larger than the outer diameter of the valve disk 92, whereby the valve disk 92 can be made to enter the skirt 22.
  • Such a configuration is preferable for securing the stroke length of the shock absorber D51.
  • the flow resistance imparted to the flow of hydraulic oil by the annular gap formed by the skirt 22 and the valve disk 92 can be kept small. This is preferable for obtaining damping characteristics as set with respect to the piston speed and the input vibration frequency.
  • the buffer device D52 is different from the buffer device D51 of FIG. 18 in the arrangement of the valve disk 91, the second relief valve 17, the spacer 94, the valve disk 92, and the first relief valve 12 in the relief valve unit 2B. The differences will be described below.
  • valve disk 92 on which the first relief valve 12 is seated is disposed on the piston body 2A side of the valve disk 91 on which the second relief valve 17 is seated, that is, on the upper side of the valve disk 91 in the figure.
  • the small diameter portion 4a of the piston rod 4 penetrates the spacer 43, the first relief valve 12, the valve disc 92, the spacer 101, the second relief valve 17, and the valve disc 91 below the laminated leaf valve V2. These members are sandwiched between the inner cylinder 34 of the pressure chamber unit 2C and the laminated leaf valve V2 of the piston body 2A that are screwed into the small diameter portion 4a.
  • the valve disc 92 has a bottom portion 92b fitted to the outer periphery of the small diameter portion 4a of the piston rod 4, and a tip portion 92c protruding downward from the bottom portion in the drawing.
  • the central portion of the first relief valve 12 is supported by the spacer 43 and is seated on the upper end of the valve disk 92.
  • the tip 92c of the valve disc 92 is fitted to the outer periphery of the valve disc 91.
  • the valve discs 91 and 92 constitute a valve case 41 in which the spacer 101 and the second relief valve 17 are accommodated in the inner space 93.
  • the space 93 communicates with the notch 92e.
  • the valve disc 91 is in contact with the upper end 34b of the inner cylinder 34 of the pressure chamber unit 2c.
  • a through hole 91 a is formed in the valve disk 91 in the central axis direction of the piston rod 4.
  • the through hole 91a opens toward the lower chamber R2 at the lower end of the valve disc 91.
  • the center part of the second relief valve 17 is supported by the spacer 101, and is seated on the upper end of the valve disk 91 to block the through hole 91 a from the space 93.
  • the first relief valve 12 responds to the pressure of the upper chamber R1 acting through the communication passage 6, the through hole 4c, the large diameter portion 92f, the notch 92e, and the through hole 92d when the shock absorber D52 performs an expansion stroke. Open and let the hydraulic oil in the upper chamber R1 flow into the lower chamber R2.
  • the second relief valve 17 opens according to the pressure of the lower chamber R2 acting through the through hole 91a when the shock absorber D52 performs a contraction stroke, and the hydraulic oil in the lower chamber R2 is passed through the through hole 91a, the space 93, the notch It flows out to upper chamber R1 through 92e, the large diameter part 92f, the through-hole 4c, and the communicating path 6.
  • the through hole 92d constitutes the first bypass passage 11
  • the through hole 91a constitutes the second bypass passage 16.
  • the shock absorber D53 is different from the shock absorber D51 in FIG. 18 in the configuration of the relief valve unit 2B. The differences will be described below.
  • valve disk 92 of the relief valve unit 2B instead of forming the valve disk 92 of the relief valve unit 2B in a cylindrical shape with a bottom, the valve disks 91 and 92 are integrated with each other via a cylinder 112 fitted to the outer periphery of the valve disks 91 and 92. Turn into. A flange is formed on the outer periphery of the valve disks 91 and 92 so as to contact the end of the cylindrical body 112.
  • a valve case 41 in which the notched spacer 111 and the second relief valve 17 are accommodated in the inner space 93 is constituted by the valve disks 91 and 92 and the cylindrical body 112.
  • the notched spacer 111 is sandwiched between the valve disks 91 and 92.
  • a through hole 91a and an annular groove 91d are formed in the same manner as the shock absorber D51.
  • the through hole 91a always communicates with the lower chamber R2.
  • the second relief valve 17 is supported by the notched spacer 111 and is seated on the lower end of the valve disc 91 to close the annular groove 91d.
  • the piston rod 4 is formed with a communication path 6 and a through hole 4c.
  • the notched spacer 111 is formed with a notch 111 a that communicates the through hole 4 c and the space 93.
  • the valve disc 92 is formed with a through hole 92h.
  • An annular groove 92 g is formed at the lower end of the valve disk 92.
  • One end of the through hole 92h opens into the space 93, and the other end opens into the annular groove 92g.
  • the first relief valve 12 is composed of a plurality of stacked leaves, the center portion is supported by the upper end 34b of the inner cylinder 34, and the annular groove 92g is blocked from the lower chamber R2 by being seated on the lower end of the valve disk 92.
  • the first relief valve 12 opens according to the pressure of the upper chamber R1 acting through the communication path 6, the through hole 4c, the notch 111a, the space 93, and the through hole 92h when the shock absorber D53 is extended.
  • the hydraulic oil in the upper chamber R1 is caused to flow into the lower chamber R2.
  • the second relief valve 17 opens according to the pressure of the lower chamber R2 acting through the through hole 91a when the shock absorber D53 contracts, and the hydraulic oil in the lower chamber R2 is passed through the through hole 91a, the space 93, the notch It flows out into the upper chamber R1 through 111a, the through-hole 4c, and the communication path 6.
  • the through hole 92h constitutes the first bypass passage 11
  • the through hole 91a constitutes the second bypass passage 16.
  • shock absorbers D51, D52, and D53 do not depend on the structure of the pressure chamber unit 2C. Various configurations can be applied to the pressure chamber unit 2C as long as they do not interfere with the relief valve unit 2B.
  • the relief valve unit 2B and the pressure chamber unit 2C are arranged in the lower chamber R2. However, it is also possible to arrange one or both of the relief valve unit 2B and the pressure chamber unit 2C in the upper chamber R1.
  • the shock absorber according to the present invention is suitable for a shock absorber for damping a vehicle because it can suppress an increase in the damping force generated during high-speed operation of the piston regardless of the vibration frequency of the piston.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

L'invention concerne un dispositif amortisseur de chocs muni d'un piston qui est inséré de manière coulissante dans un cylindre et qui définit une première chambre opérationnelle et une deuxième chambre opérationnelle à l'intérieur du cylindre. Un élément générateur de force d'amortissement, qui augmente une force d'amortissement générée en fonction du débit, communique avec la première chambre opérationnelle et la deuxième chambre opérationnelle. Une chambre de pression divisée en une première chambre de pression et une deuxième chambre de pression par un piston libre fait partie intégrante du piston. Un premier chemin de communication communique avec la première chambre opérationnelle et la première chambre de pression et un deuxième chemin de communication communique avec la deuxième chambre opérationnelle et la deuxième chambre de pression. Il est prévu une soupape de décharge qui permet au fluide de passer de la première chambre opérationnelle vers la deuxième chambre opérationnelle lorsque la différence de pression entre la première chambre opérationnelle et la deuxième chambre opérationnelle dépasse une pression de décharge. Selon l'invention, le niveau d'augmentation de la force d'amortissement en fonction de l'augmentation du débit est inférieur à celui de l'élément générateur de force d'amortissement, ce qui permet de supprimer l'augmentation de la force d'amortissement générée lorsque le piston se déplace à grande vitesse indépendamment de la fréquence de vibration du piston.
PCT/JP2010/072156 2009-12-11 2010-12-09 Dispositif amortisseur de chocs WO2011071120A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP10836040.5A EP2511563A4 (fr) 2009-12-11 2010-12-09 Dispositif amortisseur de chocs
KR1020127017357A KR101383380B1 (ko) 2009-12-11 2010-12-09 완충 장치
CN201080056287.XA CN102686903B (zh) 2009-12-11 2010-12-09 缓冲装置
US13/514,897 US9435394B2 (en) 2009-12-11 2010-12-09 Damping device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2009281220A JP5438487B2 (ja) 2009-12-11 2009-12-11 緩衝装置
JP2009-281220 2009-12-11
JP2010-202718 2010-09-10
JP2010202718A JP5503473B2 (ja) 2010-09-10 2010-09-10 緩衝装置

Publications (1)

Publication Number Publication Date
WO2011071120A1 true WO2011071120A1 (fr) 2011-06-16

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Application Number Title Priority Date Filing Date
PCT/JP2010/072156 WO2011071120A1 (fr) 2009-12-11 2010-12-09 Dispositif amortisseur de chocs

Country Status (5)

Country Link
US (1) US9435394B2 (fr)
EP (1) EP2511563A4 (fr)
KR (1) KR101383380B1 (fr)
CN (1) CN102686903B (fr)
WO (1) WO2011071120A1 (fr)

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JP2013113307A (ja) * 2011-11-25 2013-06-10 Kyb Co Ltd 緩衝装置
WO2014050832A1 (fr) * 2012-09-27 2014-04-03 カヤバ工業株式会社 Amortisseur
CN104903612A (zh) * 2012-12-26 2015-09-09 萱场工业株式会社 缓冲器
WO2017067746A1 (fr) * 2015-10-23 2017-04-27 Zf Friedrichshafen Ag Unité de commande d'un système de soupape d'amortissement fonction de la fréquence d'un amortisseur de vibrations, et procédé de déformation plastique du fond de fût de l'unité de commande

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ITPI20110052A1 (it) * 2011-05-03 2012-11-04 Giorgio Cuce Struttura di smorzatore idraulico
NL2007530C2 (nl) * 2011-10-04 2013-04-08 Koni Bv Frequentie-afhankelijke demper.
JP5878841B2 (ja) * 2012-08-06 2016-03-08 Ｋｙｂ株式会社 緩衝装置
KR101594211B1 (ko) * 2012-08-14 2016-02-15 주식회사 만도 쇽 업소버의 밸브 조립체
US9062734B2 (en) * 2013-02-25 2015-06-23 Hitachi Automotive Systems, Ltd. Shock absorber and vehicle using the same
JP5961129B2 (ja) * 2013-03-22 2016-08-02 Ｋｙｂ株式会社 緩衝装置
JP6108550B2 (ja) * 2013-09-19 2017-04-05 Ｋｙｂ株式会社 緩衝装置
JP6274798B2 (ja) * 2013-09-20 2018-02-07 Ｋｙｂ株式会社 緩衝装置
JP6243173B2 (ja) * 2013-09-20 2017-12-06 Ｋｙｂ株式会社 緩衝装置
JP6285693B2 (ja) * 2013-11-08 2018-02-28 Ｋｙｂ株式会社 緩衝装置
CN103644237A (zh) * 2013-11-19 2014-03-19 苏州蓝王机床工具科技有限公司 可调整式液压缓冲器
KR101798555B1 (ko) * 2013-11-27 2017-11-16 주식회사 만도 쇽업소버
CN103671676A (zh) * 2013-12-24 2014-03-26 北京九州一轨隔振技术有限公司 一种粘滞阻尼器
DE102014210702A1 (de) * 2014-06-05 2015-12-17 Zf Friedrichshafen Ag Frequenzabhängige Dämpfventilanordnung
JP6487784B2 (ja) * 2015-06-10 2019-03-20 Ｋｙｂ株式会社 緩衝器
ITUB20151830A1 (it) * 2015-07-02 2017-01-02 Sistemi Sospensioni Spa Tampone idraulico in compressione per ammortizzatore idraulico per sospensione di veicolo, con dispositivo limitatore di pressione.
US9963181B2 (en) 2015-10-19 2018-05-08 Fox Factory, Inc. Infinite adjust seat post with pressure relief valve
CN106368994B (zh) * 2016-11-22 2019-06-11 青岛明晖精锻设备有限公司 电液控制压力机械
WO2020137207A1 (fr) * 2018-12-25 2020-07-02 日立オートモティブシステムズ株式会社 Absorbeur de chocs
CN114072596A (zh) * 2019-06-26 2022-02-18 日立安斯泰莫株式会社 缓冲器
BR112022009896B1 (pt) * 2021-03-30 2024-01-09 Ningbo Fenghua Rising New Energy Technology Co., Ltd Amortecedor de autotravamento bidirecional
CN113063009B (zh) * 2021-06-04 2021-08-17 山东钛融安全技术服务有限公司 一种防爆控制柜的防爆排气阀

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013113307A (ja) * 2011-11-25 2013-06-10 Kyb Co Ltd 緩衝装置
WO2014050832A1 (fr) * 2012-09-27 2014-04-03 カヤバ工業株式会社 Amortisseur
JP2014070643A (ja) * 2012-09-27 2014-04-21 Kayaba Ind Co Ltd 緩衝器
CN104903612A (zh) * 2012-12-26 2015-09-09 萱场工业株式会社 缓冲器
CN104903612B (zh) * 2012-12-26 2016-06-15 Ｋｙｂ株式会社 缓冲器
WO2017067746A1 (fr) * 2015-10-23 2017-04-27 Zf Friedrichshafen Ag Unité de commande d'un système de soupape d'amortissement fonction de la fréquence d'un amortisseur de vibrations, et procédé de déformation plastique du fond de fût de l'unité de commande
US10400848B2 (en) 2015-10-23 2019-09-03 Zf Friedrichshafen Ag Control arrangement for a frequency-dependent damping valve device of a vibration damper and method for plastic deformation of the pot floor of the control arrangement
US10690216B2 (en) 2015-10-23 2020-06-23 Zf Friedrichshafen Ag Control arrangement for a frequency-dependent damping valve device of a vibration damper and method for plastic deformation of the pot floor of the control arrangement

Also Published As

Publication number Publication date
KR20120095462A (ko) 2012-08-28
US20120234639A1 (en) 2012-09-20
KR101383380B1 (ko) 2014-04-17
EP2511563A4 (fr) 2017-12-13
US9435394B2 (en) 2016-09-06
CN102686903A (zh) 2012-09-19
CN102686903B (zh) 2014-09-17
EP2511563A1 (fr) 2012-10-17

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