• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Hydraulic shock absorber equipped with a thrust bearing, comprising a piston (4) sliding in a body (2) for damping, this piston (4) moving a liner (10) arranged forward with holes ( 18) distributed axially, this jacket (10) coming to the end of the damper stroke fit around a fixed chamber (12) which gradually closes these bores (18) by reducing the fluid passage section to the inside the liner (10), characterized in that the chamber (12) has additional bores (40a, 40b), and in that this chamber (12) receives inside a movable plug (42) which according to its position closes or opens additional holes (40a, 40b).
    公开号:FR3050000A1
    申请号:FR1653132
    申请日:2016-04-08
    公开日:2017-10-13
    发明作者:Antonin Groult
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    HYDRAULIC DAMPER EQUIPPED WITH AN ATTACK FASTENING HAVING AN ADJUSTABLE BRAKE LAW
    The present invention relates to a hydraulic damper comprising a drive abutment, and a motor vehicle equipped with this type of damper.
    Motor vehicles generally comprise for each wheel a suspension comprising a suspension spring, a damper that slows the movement of the suspension, and a stop on which the body comes to support when the suspension reaches the end of the race, in order to stop this movement by avoiding a shock.
    A known type of hydraulic stop which can be integrated into a shock absorber, presented in particular by the document FR-B1-2902850, comprises the end of the rod of a jack comprising a piston which descends before the end of stroke of the jack in a inner tube fitted into an outer tube. The whole is contained in a body filled with a fluid.
    The outer tube has a control disposed outside the body, allowing its rotation about its main axis. The inner and outer tubes have a series of holes distributed axially, which according to the angular position of the outer tube can be fully aligned with each other to allow maximum fluid passage, or progressively misaligned to obtain a reduction of this passage.
    A hydraulic limit stop is obtained with a braking force that is increasingly high as a function of the progress of the piston closing an increasing number of axially distributed holes. In addition, the adjustment of the angular position of the outer tube gives different braking laws, which may be suitable in particular in the case of a motor vehicle damper to adapt these laws depending on the load of the vehicle.
    However, some hydraulic dampers have a different structure, comprising a piston of a main damper connected to a rod sliding in an outer body, comprising limited passages of the fluid to slow the movement of this main damper.
    A hydraulic drive abutment comprises on the front side in the compression direction of the damper, a jacket extending the piston having a series of axially distributed holes, which comes before the end of travel fit around a fixed chamber .
    The annular volume between the body and the chamber is then reduced by the axial advance of the liner, which forces the fluid contained in this annular volume towards the inner volume of the liner through its axially distributed holes which slow down more and more the piston by their progressive closures. The fluid then passes to the rear side of the piston through the limited passages of this piston.
    There is then a problem to achieve in a simple and effective manner with this type of abutment structure comprising holes disposed on the sleeve which is movable, an adjusting system giving different laws of braking this abutment.
    The present invention is intended to avoid these disadvantages of the prior art.
    It proposes for this purpose a hydraulic damper equipped with a thrust bearing, comprising a piston sliding in a body to achieve the damping, the piston moving a sleeve arranged forward with holes distributed axially, this shirt coming into end of stroke of the damper fit around a fixed chamber which gradually closes these holes by reducing the fluid passage section towards the inside of the jacket, this damper being remarkable in that the chamber has additional bores , and in that this chamber receives inside a movable bushel which in its closed position or opens additional holes.
    An advantage of this damper is that the liner being a fixed element, by making holes above and by equipping it inside the movable plug, it is then easy to have a control of this plug connected to the outside to regulate it. manually or automatically, or an internal control depending on the average position of the piston of the damper, in order to obtain simple adjustments of this plug giving different laws of braking of the attack stop. The damper according to the invention may further comprise one or more of the following features, which may be combined with one another.
    Advantageously, the plug has a translational movement along the main axis of the damper, or rotation about this axis.
    Advantageously, the chamber has more than two additional holes, gradually discovered by the movement of the bushel. In this way it is possible to obtain different braking laws of the attack stop.
    According to one embodiment, the plug comprises an external control operable outside the body of the damper.
    In particular, the external control may include a motor.
    According to another embodiment, the plug has an internal control in the body of the damper, unrelated to the outside of this damper.
    In this case, the internal control may comprise a connection displaced by the movements of the piston of the damper, applying a force on the plug.
    Advantageously, the internal control comprises a device for timing or filtering the frequency of the movement of the bushel.
    According to one embodiment, the device for timing or filtering the movement of the plug comprises a servo hydraulic damper comprising the plug forming a servo piston moving in the chamber, and a calibrated nozzle forming a passage to this chamber.
    According to another embodiment, the device for delaying or filtering the movement of the plug comprises an inertia linked to this plug comprising a mass of inertia or a column of liquid.
    According to another embodiment, the device for timing or filtering the movement of the plug comprises a calibrated hydraulic valve which opens for a load threshold applied to it. The invention also relates to a motor vehicle comprising suspensions equipped with hydraulic dampers having driving abutments, comprising any one of the preceding features. The invention will be better understood and other characteristics and advantages will appear more clearly on reading the following description given by way of example and in a nonlimiting manner, with reference to the appended drawings in which: FIGS. 1b are views in axial section of a hydraulic attack abutment according to the prior art, presented respectively before the work of this stop and during its work; FIG. 2 is a graph showing the force applied by this attack stop as a function of its stroke for different speeds; - Figure 3 is an axial sectional view of a driving abutment according to the prior art, according to a variant; - Figures 4a and 4b are diagrams in axial section of a drive abutment according to the invention comprising two additional bores, respectively presented in a low braking position and strong braking; - Figure 5 is a diagram showing a side view, alternatively a series of additional bores of the chamber of this stop; FIGS. 6a and 6b are diagrams showing in cross section two positions of the movable plug for this variant; FIG. 7 shows the sections of passage of the fluid as a function of the stroke of the piston for the end stop comprising two additional bores; - Figures 8a and 8b are diagrams in axial section of a drive abutment according to the invention comprising an internal control, respectively presented in a low braking position and strong braking; and FIGS. 9, 10 and 11 are graphs established by simulations, presenting for this latter thrust the displacement of the plug for a quasi-static load variation, the displacement of the piston of the main damper dynamically during a taxi of the vehicle, and the displacement of the bushel obtained during this rolling.
    FIG. 1a shows a shock absorber comprising a cylindrical outer body 2 containing a piston 4 fixed to the end of a shock absorber rod 20, sliding in this body with a seal to delimit a front volume 6 and a rear volume 22. The piston 4 has reduced passages of the fluid 8 between the two volumes before 6 and rear 22 which slow its movement as a function of the fluid flow rate, and therefore the speed of this piston.
    The piston 4 is extended on the front side indicated by the arrow "AV", by a circular liner 10 designed to fit snugly in an annular volume 16 around a cylindrical chamber 12 of a hydraulic attack abutment , before the end of the stroke of this piston. The hydraulic chamber 12 forming a hollow tube, has its front end fixed to an end cap 14 closing the body 2 of the front side.
    The liner 10 has an annular boss 24 guiding it in the outer body 2, and a series of axially aligned radial bores 18 which have a smaller and smaller diameter going from front to rear.
    At the arrival of the liner 10 around the chamber 12 shown in FIG. 1b, the bores 18 close progressively according to the advance of the piston 4, which reduces more and more the total cross section of the volume of the fluid. before 6 to the inside of this shirt. The fluid then passes from the inside of the jacket 10 to the rear volume 22 through the reduced passages 8 of the piston 4.
    Increasingly increasing braking of the damper rod 20 is obtained, depending on the position of the piston 4, which can be adjusted by adjusting the diameters and the positions of the bores 18 of the jacket 10.
    FIG. 2 shows the braking force of the attacking stop expressed in daN on the vertical axis, as a function of its stroke expressed in millimeters, for different speeds of displacement of the piston 4. For each speed we have a start of the race from the attack abutment to -20mm, then a braking force of this stop more and more important which comes from the progressive closure of the holes 18.
    In particular for a small speed presented by the curve 30 which is 0.1 m / s, a maximum braking force of about 100 daN is obtained. For a high speed presented by the curve 32 which is 2m / s, a maximum braking force of 1300daN is obtained.
    FIG. 3 shows a jacket 10 detached from the piston, which is when this piston is moved to a rest position where it is just engaged at the beginning of the chamber 12, by a helical positioning spring 34 arranged in the front volume 6 and fixed to the end cover 14. In this way the damper can carry out normal runs without moving the liner 10 which remains in its rest position.
    During a major stroke of the damper, the piston 4 coming near its limit switch presses on the sleeve 10 by compressing the positioning spring 34, which reduces the front volume 6 by ensuring braking of this piston.
    FIG. 4a shows a variant of the attack abutment shown in FIG. 1a, comprising additional radial bores 40a, 40b formed on the chamber 12 at different axial distances, and a plug 42 fitted in this chamber, which may, depending on its height, block some additional holes.
    The internal volume 48 of the chamber 12 is placed in permanent communication with the front volume 6 of the damper, by an axial bore 44 of the plug 42.
    The plug 42 is connected to the outside by an external control 46 which passes through the end cover 14, to be moved axially by a control that can be manual or automatic.
    In the position of the plug 42 shown in FIG. 4a, when the liner 10 comes on the chamber 12, an additional passage of the fluid of the front volume 6 towards the inside of this liner is made by the additional lower drilling 40b which is arranged most towards the 'before. The main damper carries a large stroke with the lower additional drilling 40b remaining open, which gives a low braking of this damper.
    In the position of the plug 42 shown in FIG. 4b, the external control 46 having been actuated to lower this plug, only the upper additional drilling 40a is open. The main damper makes a small stroke with the upper additional piercing 40a remaining open, then the liner 10 covers this hole and closes it quickly which gives a significant braking of this damper which intervenes earlier.
    It is thus possible with an external control 46 easy to implement thanks to the fixed chamber 12 which allows to apply only a small movement to the plug 42, to control the braking force of the attack stop. In particular the external control 46 may comprise externally control by axial sliding, or by a screw-nut system which allows to apply a rotation on a rod coming out of the damper.
    These movements can be applied manually, in particular according to the mass of the vehicle to harden the attack stop when the vehicle is more loaded, or by a motor that can be actuated by a manual control, or automatic by reacting for example in function of information given by sensors indicating the load or depression of the suspension.
    FIG. 5 shows a variant of the chamber 12 comprising a series of additional bores 40 arranged diagonally, with simultaneously an axial offset and a radial offset.
    It will be noted that the axial distribution of the additional bores 40, and also their diameters can be varied in order to obtain adapted braking laws of the attacking abutment.
    Figure 6a shows a rotary plug 42 around the main axis of the damper, comprising two opposed recesses 56 which each extend over 90 °. The external control 46 of this rotary valve 42 has an axial stem extending from the end cap 14, which is rotated.
    In the position shown in FIG. 6a, all the additional bores 40 located in a recess 56 have the maximum cross section of the fluid which gives low braking of the driving abutment.
    In the position shown in FIG. 6b, a small rotation of the plug 42 has closed the first additional drilling 40 which is located axially furthest forward, which gives greater braking at the end of the stroke of the stop. Continuing the rotation of the plug 42 is closed more and more additional holes 40, which gives a significant braking of the attacking stop coming from earlier and earlier.
    FIG. 7 shows for a thrust bearing comprising two additional holes 40 shown in FIG. 4a, the total passage section S of the front chamber 6 towards the inside of the liner 10 as a function of the stroke G of the attack abutment. , which represents by reducing the braking level of this stop.
    The curve 50 has the passage section of the single holes 18 of the liner 10, comprising at the beginning of compression stroke of the leading stopper the maximum section SI which is relatively small. Then, the steps 18 of the liner 10 are progressively closed in stages to reach, with the stroke C4, the closure of all these bores.
    The curve 52 has the total passage section comprising the bores 18 of the liner 10, and the additional lower boring 40b which remains fully open until the stroke C3 disposed a little before the end of stroke of the driving abutment, and which closes progressively up to curve C4. From an initial value S2, a section is obtained which up to the stroke C3 is increased by a constant additional value with respect to the single bores 18 of the liner 10 represented by the curve 50.
    Curve 52 represents a brake law of the driving abutment for a vehicle unladen, comprising a mean braking over the entire stroke.
    The curve 54 has the total passage section comprising the holes 18 of the liner 10, and the large additional drilling 40a of large diameter which remains fully open until the race C1 disposed a little after the start of the stroke of the stopper. 'attack.
    A very important section S3 is obtained as long as the upper additional piercing 40a remains open, until the stroke Cl, then a progressive closure of this piercing until the stroke C2. The curve 54 joins at this point the curve 50 of the single holes 18 of the jacket 10.
    The curve 54 has a brake law of the attacking stop for a loaded vehicle including at the beginning of the race a reduced braking while the more recessed suspension works more commonly in this start of the race, and towards the end of the race a braking very important to avoid a shock at the end of the race.
    FIG. 8a shows a strike abutment similar to that shown in FIG. 4a, comprising a plug 42 forming a servo piston closing the internal volume 48 of the chamber 12, disposed along its axis with a calibrated timing nozzle 60 forming a strong limitation flow, establishing a limited connection between this interior volume and the front volume 6 of the damper. The plug 42 closing the inner volume 48 of the chamber 12 constitutes a servo damper.
    A servo coil spring 62 arranged for the most part in the liner 10, is fixed on one side to the bottom of this liner and the other to the plug 42. The servo spring 62 transmits to the plug 42 information on the average position of the piston 4 of the main damper, to obtain the displacement of this plug with a delay effect due to the very low flow through the timing nozzle 60 of the servo damper.
    When the piston 4 of the main damper is in a high middle position as shown in Figure 8a, the plug 42 is also in its upper position.
    When the piston 4 of the main damper passes into a lower average position shown in Figure 8b, with a delay effect is also obtained by the thrust of the servo spring 62 a lower position of the plug 42.
    Figure 9 shows on the vertical axis axial displacements expressed in meters, as a function of time expressed in seconds.
    The curve 70 has a sudden displacement of the main damper along a stroke of 15mm, produced for example with the arrival of a load in the vehicle that drives the suspensions. The curve 72 shows the displacement of the plug 42 in response, by the effect of the servo spring 62 transmitting a force to this plug, and the servo damper. The total stroke of plug 42 of 10mm ends after a duration of 8s.
    Note that the internal control of the plug 42 by the servo spring 62 is passive, using no energy or control external to the damper.
    FIG. 10 shows, as a function of time expressed in seconds, a curve 74 showing a movement of the main damper comprising an oscillation having a total amplitude of approximately 200 mm and a period of one second.
    FIG. 11 shows, as a function of time expressed in seconds, a curve 76 showing for the superposition of the sudden displacement of the average position of the main damper shown in FIG. 9 with the oscillation shown in FIG. 10, the resulting displacement of the plug 42.
    There is a slow movement of the plug 42 with the laden vehicle, to reach its equilibrium position moved 10mm, on which is superimposed a faster oscillation with a period of a second having a low amplitude less than 2mm. It can be considered that this rapid oscillation will change little the behavior of the attacking stop, while the slow movement of the plug 42 gives after a few seconds a substantial modification of the brake law of this stop, to match the new load of the vehicle .
    There can be a servo spring 62 fixed on both sides to work both in tension and in compression, or on one side or on either side to work only in compression. In these latter cases the servo spring 62 can work only on a final part of the course of the main damper.
    In addition, it is possible to have a complementary compression control spring in the internal volume 48 of the chamber 12, in particular to apply an axial force upwards on the plug 42, which is added to that of a servo spring main 62 working in compression and applying on this bushel a force down.
    In addition, a mass of inertia can be placed on the plug 42 in order to make its displacement less sensitive to the oscillations at a higher frequency of the piston 4 of the main damper, in order to produce a system for retarding its movement. It is also possible to bind a column of liquid to the movement of the plug 42, the mass of the liquid forming an inert liquid.
    In a variant, a device for delaying or filtering the movement of the plug 42 may comprise a calibrated hydraulic valve which opens for a load threshold applied to it, given for example by the pressure of the servo spring 62.
    In this way, an internal control of the law of the driving abutment is easily and economically achieved which avoids a manual adjustment adjustment according to the load of the vehicle, or an electrical installation in this vehicle to control a controlled automatic actuation.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1 - Hydraulic shock absorber equipped with a thrust bearing, comprising a piston (4) sliding in a body (2) for damping purposes, said piston (4) displacing a liner (10) arranged forward and presenting bores (18) distributed axially, this jacket (10) coming to the end of stroke of the damper fit around a fixed chamber (12) which gradually closes these bores (18) by reducing the section of passage of the fluid to the inside of the liner (10), characterized in that the chamber (12) has additional bores (40a, 40b), and in that this chamber (12) receives inside a movable plug (42) which following its firm position or opens additional holes (40a, 40b).
    [2" id="c-fr-0002]
    2 - hydraulic damper according to claim 1, characterized in that the plug (42) has a translational movement along the main axis of the damper, or rotation about this axis.
    [3" id="c-fr-0003]
    3 - hydraulic damper according to claim 1 or 2, characterized in that the chamber (12) comprises more than two additional holes, gradually discovered by the movement of the plug (42).
    [4" id="c-fr-0004]
    4 - hydraulic damper according to any one of the preceding claims, characterized in that the plug (42) comprises an external control (46) operable outside the body (2) of the damper.
    [5" id="c-fr-0005]
    5 - hydraulic damper according to claim 4, characterized in that the external control (46) comprises a motor.
    [6" id="c-fr-0006]
    6 - hydraulic damper according to any one of claims 1 to 3, characterized in that the plug (42) has an internal control in the body (2) of the damper, without relation to the outside of this damper.
    [7" id="c-fr-0007]
    7 - hydraulic shock absorber according to claim 6, characterized in that the internal control comprises a connection (62) moved by the movements of the piston (4) of the damper, applying a force on the plug (42).
    [8" id="c-fr-0008]
    8 - hydraulic damper according to claim 6 or 7, characterized in that the internal control comprises a delay device or filtering the frequency of the movement of the plug (42).
    [9" id="c-fr-0009]
    9 - hydraulic shock absorber according to claim 8, characterized in that the device for timing or filtering the movement of the plug (42) comprises a servo hydraulic damper comprising the plug (42) forming a slave piston moving in the chamber ( 12), and a calibrated nozzle (60) forming a passageway therethrough.
    [10" id="c-fr-0010]
    10 - hydraulic shock absorber according to claim 8 or 9, characterized in that the device for timing or filtering the movement of the plug (42) comprises an inertia connected to the plug comprising a mass of inertia or a liquid column.
    [11" id="c-fr-0011]
    11 - hydraulic damper according to claim 8, 9 or 10, characterized in that the device for timing or filtering the movement of the plug (42) comprises a calibrated hydraulic valve which opens for a load threshold applied to it.
    [12" id="c-fr-0012]
    12 - A motor vehicle comprising suspensions equipped with hydraulic dampers having driving abutments, characterized in that these dampers are according to any one of the preceding claims.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3050000A1|2017-10-13|HYDRAULIC DAMPER EQUIPPED WITH AN ATTACK SHOCK HAVING AN ADJUSTABLE BRAKE LAW
    EP3406931B1|2020-04-01|Self-adjusting hydraulic abutment for the end-of-travel of an oscillating movement
    FR2594922A1|1987-08-28|METHOD FOR ADJUSTING THE DAMPING FORCE OF A SHOCK ABSORBER
    EP2032316B1|2013-05-08|Percussion equipment driven by a pressurized incompressible fluid
    FR3074244B1|2019-10-18|HYDRAULIC SHOCK ABSORBER WITH SELF ADJUSTABLE LIMIT SWITCH FOLLOWING THE LOAD
    CA2563794A1|2005-11-24|Rapid recovery shock absorber system with hydraulic end stop and method for use thereof
    EP1774195B1|2010-03-10|Damping device with power-assisted deceleration and use thereof for the damping of the retractable steering column of a motor vehicle
    EP3004683A1|2016-04-13|Shock absorber with end-of-stroke hydraulic damping
    FR3094434A1|2020-10-02|SHOCK ABSORBER WITH LIMIT SWITCH EQUIPPED WITH A PRESSURE LIMITATION VALVE
    FR3086359A1|2020-03-27|HYDRAULIC SHOCK ABSORBER WITH HYDRAULIC LIMIT SWITCH WITH SELF-ADJUSTABLE POSITIONING
    WO2020070399A1|2020-04-09|Hydraulic shock absorber with end-of-travel hydraulic stop at self-adjustable height
    FR2988033A1|2013-09-20|Hydraulic shock absorber for car, has drive abutment connected to interior cylindrical body by axially elastic element, where actuating cylinder with slow dynamics is axially positioned between drive abutment and bottom of external body
    FR3086985A1|2020-04-10|HYDRAULIC SHOCK ABSORBER WITH AUTOMATIC ADJUSTMENT FOLLOWING RADIAL ACCELERATION
    EP3385566A1|2018-10-10|Adaptive suspension device adjustable by needle discharge system
    EP3433116B1|2020-06-17|Hydraulic suspension system for a vehicle
    WO2020169893A1|2020-08-27|Hydraulic shock absorber provided with a self-adjustable limit stop
    WO2020193882A1|2020-10-01|Shock absorber with a self-adaptable end stop equipped with bores in the rod
    FR3010757A1|2015-03-20|HYDRAULIC SHOCK ABSORBER COMPRISING A DETERIORATED COMPENSATION CHAMBER RECEIVING STRAIGHTENING AND ATTACK BITS
    WO2020193885A1|2020-10-01|Shock absorber with a self-adjustable limit stop equipped with a floating plug valve
    FR3100298A1|2021-03-05|AUTOMOTIVE VEHICLE HYDRAULIC SUSPENSION STOPPER WITH INERTIAL MASS
    WO2020128192A1|2020-06-25|Hydraulic shock absorber with temporary inertia deactivation
    FR3092376A1|2020-08-07|AUTOMOTIVE VEHICLE HYDRAULIC SUSPENSION STOPPER WITH INERTIAL MASS
    WO2017162949A1|2017-09-28|Hydraulic suspension system for a vehicle
    FR3049233A1|2017-09-29|HYDRAULIC SUSPENSION SYSTEM OF A VEHICLE
    WO2013150212A1|2013-10-10|Hydraulic shock absorber having flow-rate adjustment device
    同族专利:
    公开号 | 公开日
    BR112018069386A2|2019-01-22|
    FR3050000B1|2018-09-07|
    WO2017174887A1|2017-10-12|
    US20190154103A1|2019-05-23|
    CN108884895A|2018-11-23|
    EP3440375A1|2019-02-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPS5491593U|1977-12-13|1979-06-28|
    SU1190112A1|1983-11-21|1985-11-07|Днепропетровский Ордена Трудового Красного Знамени Институт Инженеров Железнодорожного Транспорта Им.М.И.Калинина|Hydropneumatic shock absorber|
    GB2310023A|1996-02-09|1997-08-13|Acg Deutschland Gmbh|Hydraulic Damper|
    US5720368A|1997-03-03|1998-02-24|Caterpillar Inc.|Snubber for a hydraulic cylinder|
    JP2000227135A|1999-02-08|2000-08-15|Fuji Seiki Co Ltd|Shock absorber|
    FR2973853A1|2011-04-11|2012-10-12|Peugeot Citroen Automobiles Sa|Hydraulic shock absorber for damping displacement of suspension in e.g. all-terrain competition car, has identical rings formed with holes having different calibrated sections, where each hole is formed opposite outlet of hydraulic chamber|FR3074244A1|2017-11-29|2019-05-31|Psa Automobiles Sa|HYDRAULIC SHOCK ABSORBER WITH SELF ADJUSTABLE LIMIT SWITCH FOLLOWING THE LOAD|
    FR3086359A1|2018-09-26|2020-03-27|Psa Automobiles Sa|HYDRAULIC SHOCK ABSORBER WITH HYDRAULIC LIMIT SWITCH WITH SELF-ADJUSTABLE POSITIONING|
    WO2020070399A1|2018-10-04|2020-04-09|Psa Automobiles Sa|Hydraulic shock absorber with end-of-travel hydraulic stop at self-adjustable height|
    WO2020169893A1|2019-02-21|2020-08-27|Psa Automobiles Sa|Hydraulic shock absorber provided with a self-adjustable limit stop|
    FR3094057A1|2019-03-22|2020-09-25|Psa Automobiles Sa|SHOCK ABSORBER WITH SELF-ADAPTABLE LIMIT SWITCH EQUIPPED WITH A CHAMBER IN FRONT OF A BOISSEAU|
    FR3094058A1|2019-03-22|2020-09-25|Psa Automobiles Sa|SHOCK ABSORBER WITH SELF-ADAPTABLE LIMIT SWITCH FITTED WITH HOLES IN THE ROD|
    WO2020193885A1|2019-03-27|2020-10-01|Psa Automobiles Sa|Shock absorber with a self-adjustable limit stop equipped with a floating plug valve|
    WO2020193883A1|2019-03-28|2020-10-01|Psa Automobiles Sa|Damper with travel limit stop provided with a pressure limit valve|GB191500023A|1915-01-01|1915-09-09|Thomas George Clark|Improvements in Portable Devices for Cleaning Carpets and the like.|
    DE4311626A1|1993-04-08|1994-10-13|Stabilus Gmbh|Oscillation damper with a variable damping force|
    AT414033B|2001-01-09|2006-08-15|Blum Gmbh Julius|DAMPERS, ESPECIALLY FOR FURNITURE|
    US6648109B2|2001-09-13|2003-11-18|Meritor Heavy Vehicle Technology, Llc|Adjustable shock absorber|
    DE10213726B4|2002-03-26|2005-11-03|Weforma Dämpfungstechnik GmbH|shock absorber|
    FR2902850B1|2006-06-21|2012-04-27|Soben|DEVICE WITH A HYDRAULIC STOP, ESPECIALLY FOR ADJUSTABLE SHOCK ABSORBER|
    FR2917371B1|2007-06-15|2009-11-20|Messier Dowty Sa|AIRCRAFT DRIVER SHOCK ABSORBER|
    NO327011B1|2007-07-18|2009-04-06|Eab Engineering As|Shock|
    CN201779206U|2010-07-13|2011-03-30|沈阳长城液压机械制造有限公司|Electromagnetic shock absorber capable of changing force|
    US8950499B2|2011-07-26|2015-02-10|Chevron U.S.A. Inc.|Pipe-in-pipe apparatus, and methods and systems|
    CN203906638U|2014-05-14|2014-10-29|北京京西重工有限公司|Hydraulic damper with hydraulic stop structure|IT201800010763A1|2018-12-03|2020-06-03|Sistemi Sospensioni Spa|Hydraulic shock absorber, particularly for vehicle suspension, with hydraulic buffer operating during the compression stroke of the shock absorber and with adjustment device to adjust the behavior of the hydraulic buffer according to the vehicle load.|
    ES2832888A1|2019-12-11|2021-06-11|Kyb Europe Gmbh Sucursal En Navarra|VARIABLE LOAD HYDRAULIC CONTROL DEVICE |
    法律状态:
    2017-03-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-10-13| PLSC| Publication of the preliminary search report|Effective date: 20171013 |
    2018-03-22| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1653132|2016-04-08|
    FR1653132A|FR3050000B1|2016-04-08|2016-04-08|HYDRAULIC DAMPER EQUIPPED WITH AN ATTACK ROCK HAVING AN ADJUSTABLE BRAKING LAW|FR1653132A| FR3050000B1|2016-04-08|2016-04-08|HYDRAULIC DAMPER EQUIPPED WITH AN ATTACK ROCK HAVING AN ADJUSTABLE BRAKING LAW|
    US16/091,166| US20190154103A1|2016-04-08|2017-03-09|Hydraulic Shock Absorber Equipped With A leading Stop Having An Adjustable Braking Rule|
    CN201780021729.9A| CN108884895A|2016-04-08|2017-03-09|It is equipped with the hydraulic buffer of the attack stop part with adjustable braking rule|
    BR112018069386A| BR112018069386A2|2016-04-08|2017-03-09|hydraulic shock absorber equipped with a suspension shock absorber and automotive vehicle equipped with said shock absorber|
    PCT/FR2017/050520| WO2017174887A1|2016-04-08|2017-03-09|Hydraulic shock absorber equipped with a leading stop having an adjustable braking rule|
    EP17713740.3A| EP3440375A1|2016-04-08|2017-03-09|Hydraulic shock absorber equipped with a leading stop having an adjustable braking rule|
    [返回顶部]