Abstract: A shock absorber includes a cylinder sealed with a working oil liquid, a piston slidably fitted in the cylinder, a piston rod connected to the piston and extended to the outside of the cylinder, and a plurality of passages through which the working oil liquid flows due to the sliding of pistons therein, and a damping force generating mechanism that is provided in a part of the passages and suppresses the flow of the working oil liquid to generate a damping force. The damping force generating mechanism includes a valve body through which the passage penetrates, an annular seat that projects from the valve body and surrounds the passage, and a disc that can be seated on the seat. A contact width at which the disc and the seat come into contact with each other is different depending on a position in the circumferential direction.

Abstract: Provided is a compressor device, including: a casing in which a motor (armature and movable element) is housed; an output shaft, which projects from the casing, and is configured to be reciprocated by drive of the motor; a piston provided to a projecting end of the output shaft; a cylinder in which the piston is slidably provided to form a compression chamber; and a cylinder head connected to the cylinder. A tubular shield corresponding to a shielding portion configured to cover the cylinder in such a manner as to be separate from the cylinder in a radial direction of the cylinder is provided on an outer periphery side of the cylinder. The cylinder, the cylinder head, and the tubular shield are coupled to be integrated.

Abstract: A shock absorber includes a cylinder sealed with a working oil liquid, a piston slidably fitted in the cylinder, a piston rod connected to the piston and extended to the outside of the cylinder, and a plurality of passages through which the working oil liquid flows due to the sliding of pistons therein, and a damping force generating mechanism that is provided in a part of the passages and suppresses the flow of the working oil liquid to generate a damping force. The damping force generating mechanism includes a valve body through which the passage penetrates, an annular seat that projects from the valve body and surrounds the passage, and a disc that can be seated on the seat. A contact width at which the disc and the seat come into contact with each other is different depending on a position in the circumferential direction.

Abstract: In an air suspension system, starting of a compressor is facilitated in a condition in which there exists a pressure difference. There is provided an air suspension system in which air compressed by a compressor is supplied to a plurality of air chambers provided between a vehicle body side and a wheel side and configured to perform vehicle height adjustment in accordance with the supply and discharge of air. The compressor has a needle connected to a piston and extending in a moving direction of the piston, and an armature reciprocating the needle in the moving direction of the piston.

Abstract: A balance weight includes a main weight portion extending over a range defined by a circular-arc circumferential edge centered at a rotational shaft hole side and a pair of virtual end surfaces located on the circular-arc circumferential edge on both sides of the rotational shaft hole, a pair of extension weight portions extending from the pair of virtual end surfaces to an opposite circular-arc side of the rotational shaft hole from the circular-arc circumferential edge, the rotational shaft hole provided at the main weight portion so as to be located on a central side of the circular-arc circumferential edge, a crank shaft attachment protrusion, a crank shaft hole provided at the crank shaft attachment protrusion radially eccentrically with respect to the rotational shaft hole, and a pair of spaces formed between positions on both sides of the crank shaft attachment protrusion and the pair of extension weight portions, respectively.

Abstract: A bracket (11) has an annular portion (12) provided with a trapezoidal convex portion (13) extending from an inner peripheral edge (12C) to outer peripheral edge (12D) of the annular portion. The convex portion has a top region (13A), an outer wall-side falling region (13B), and an inner wall-side falling region (13C). The annular portion and one vehicle body mounting portion (17) are connected to each other through a non-linear connecting portion (20), and the annular portion and the other vehicle body mounting portion (18) are connected to each other through a non-linear connecting portion (21). This structure makes it possible to increase the moment of inertia of area of the annular portion and to increase the flexural rigidity of the bracket. Further, it is possible to suppress a problem that the connecting portion (20) and the connecting portion (21) become nodes of vibration.

Abstract: In an air suspension system, starting of a compressor is facilitated in a condition in which there exists a pressure difference. There is provided an air suspension system in which air compressed by a compressor is supplied to a plurality of air chambers provided between a vehicle body side and a wheel side and configured to perform vehicle height adjustment in accordance with the supply and discharge of air. The compressor has a needle connected to a piston and extending in a moving direction of the piston, and an armature reciprocating the needle in the moving direction of the piston.

Abstract: A flow of hydraulic oil induced by sliding movement of a piston in a cylinder is controlled by a damping force generating mechanism to generate a damping force. A flow of hydraulic oil from a casing of the damping force generating mechanism toward a reservoir is regulated by a passage groove formed on the bottom of the casing so as to be directed downward in the reservoir. Thus, the hydraulic oil is efficiently supplied to a base valve from the damping force generating mechanism even when the hydraulic oil is sucked from the reservoir into a cylinder lower chamber through a passage in the base valve during the extension stroke of a piston rod. Therefore, it is possible to suppress a sharp reduction in pressure in the lower part of the reservoir and hence possible to suppress the occurrence of aeration and to obtain stable damping force characteristics.

Abstract: A bracket (11) has an annular portion (12) provided with a trapezoidal convex portion (13) extending from an inner peripheral edge (12C) to outer peripheral edge (12D) of the annular portion. The convex portion has a top region (13A), an outer wall-side falling region (13B), and an inner wall-side falling region (13C). The annular portion and one vehicle body mounting portion (17) are connected to each other through a non-linear connecting portion (20), and the annular portion and the other vehicle body mounting portion (18) are connected to each other through a non-linear connecting portion (21). This structure makes it possible to increase the moment of inertia of area of the annular portion and to increase the flexural rigidity of the bracket. Further, it is possible to suppress a problem that the connecting portion (20) and the connecting portion (21)become nodes of vibration.

Abstract: A balance weight includes a main weight portion extending over a range defined by a circular-arc circumferential edge centered at a rotational shaft hole side and a pair of virtual end surfaces located on the circular-arc circumferential edge on both sides of the rotational shaft hole, a pair of extension weight portions extending from the pair of virtual end surfaces to an opposite circular-arc side of the rotational shaft hole from the circular-arc circumferential edge, the rotational shaft hole provided at the main weight portion so as to be located on a central side of the circular-arc circumferential edge, a crank shaft attachment protrusion, a crank shaft hole provided at the crank shaft attachment protrusion radially eccentrically with respect to the rotational shaft hole, and a pair of spaces formed between positions on both sides of the crank shaft attachment protrusion and the pair of extension weight portions, respectively.

Abstract: To control a wheel load of a wheel according to a lateral acceleration of a vehicle so as to enhance stability of the vehicle, provided is a suspension control apparatus, which is configured to control a wheel-load adjusting mechanism in at least one of the following manners: the wheel load of a front wheel is increased or is made unlikely to be reduced relative to the wheel load of a rear wheel when an absolute value of the lateral acceleration of the vehicle is increasing; and the wheel load of the rear wheel is increased or is made unlikely to be reduced relative to the wheel load of the front wheel when the absolute value of the lateral acceleration of the vehicle is reducing.

Abstract: A flow of hydraulic oil induced by sliding movement of a piston in a cylinder is controlled by a damping force generating mechanism to generate a damping force. A flow of hydraulic oil from a casing of the damping force generating mechanism toward a reservoir is regulated by a passage groove formed on the bottom of the casing so as to be directed downward in the reservoir. Thus, the hydraulic oil is efficiently supplied to a base valve from the damping force generating mechanism even when the hydraulic oil is sucked from the reservoir into a cylinder lower chamber through a passage in the base valve during the extension stroke of a piston rod. Therefore, it is possible to suppress a sharp reduction in pressure in the lower part of the reservoir and hence possible to suppress the occurrence of aeration and to obtain stable damping force characteristics.

Abstract: A suspension control apparatus selectively performs at least one of: compression-stroke control performed when a wheel load is increased, for setting a damping-force characteristic of at least one of damping-force variable dampers, which is provided on a side of at least one wheel whose wheel load is to be increased among a plurality of wheels, to a hard side in an early stage of a compression stroke and switching the damping-force characteristic to a soft side in a latter stage of the compression stroke; extension-stroke control performed when the wheel load is increased, for setting the damping-force characteristic to the soft side in an early stage of an extension stroke and switching the damping-force characteristic to the hard side in a latter stage of the extension stroke; compression-stroke control performed when the wheel load is reduced, for setting the damping-force characteristic of at least one of the damping-force variable dampers, which is provided on a side of at least one wheel whose wheel loa

Abstract: To control a wheel load of a wheel according to a lateral acceleration of a vehicle so as to enhance stability of the vehicle, provided is a suspension control apparatus, which is configured to control a wheel-load adjusting mechanism in at least one of the following manners: the wheel load of a front wheel is increased or is made unlikely to be reduced relative to the wheel load of a rear wheel when an absolute value of the lateral acceleration of the vehicle is increasing; and the wheel load of the rear wheel is increased or is made unlikely to be reduced relative to the wheel load of the front wheel when the absolute value of the lateral acceleration of the vehicle is reducing.

Abstract: A suspension control apparatus selectively performs at least one of: compression-stroke control performed when a wheel load is increased, for setting a damping-force characteristic of at least one of damping-force variable dampers, which is provided on a side of at least one wheel whose wheel load is to be increased among a plurality of wheels, to a hard side in an early stage of a compression stroke and switching the damping-force characteristic to a soft side in a latter stage of the compression stroke; extension-stroke control performed when the wheel load is increased, for setting the damping-force characteristic to the soft side in an early stage of an extension stroke and switching the damping-force characteristic to the hard side in a latter stage of the extension stroke; compression-stroke control performed when the wheel load is reduced, for setting the damping-force characteristic of at least one of the damping-force variable dampers, which is provided on a side of at least one wheel whose wheel loa

Abstract: An electronic device including an internal battery and an expansion battery can not be operated when the charge in both batteries is drained. Accordingly, when charging the batteries, a control circuit, after confirming that the internal battery is not fully charged, sets an FET to a conductive state and an FET to a non-conductive state. The result is that charging occurs from the internal battery provided the internal battery is not fully charged. After the internal battery is fully charged, the control circuit sets the FET to a non-conductive state and the FET to a conductive state so that this time the expansion battery is charged. Thus, if a short operating time is sufficient, the internal battery can be rapidly charged so that the electronic equipment can be operated by itself after charging for only a short period.

Abstract: In order to reduce power consumption of the electronic device while it is inactive, the main switch 32 is shifted to the non-conductive state when the electronic device driven by the battery is stopped and the actuating signal decreases below a predetermined voltage, the actuating signal representing the state where the device is in operation. Thus, the power supplied to the control circuit or the like of the electronic device from the battery becomes zero, should a leak current or the like is ignored, and the power consumption can be reduced. In order to start the electronic device, the switch 34 is turned on and the main switch 32 is forced to the conductive state. That is, when the electronic device is started and the actuating signal exceeds the predetermined voltage, the main switch 32 becomes conductive and the electronic device receives power from the battery. In this state, even if the switch 34 is opened, the main switch 32 still remains conductive unless the actuating signal is stopped.