FIELD OF THE INVENTION

The present invention generally relates to a hydraulic shock-absorber, and more specifically to a twin-tube hydraulic shock-absorber provided with a hydraulic stop member designed to operate during the compression stroke of the shock-absorber in order to produce an increase in the hydraulic damping force as the shock-absorber approaches its end-of-travel position in compression.

Even if the invention has been designed, and will be herein described and illustrated, with reference to its application on a vehicle suspension, it is to be understood that the invention is not limited to this specific application, but may be used in other technological fields.

BACKGROUND OF THE INVENTION

As is known, a twin-tube hydraulic shock-absorber comprises an outer cylindrical tube, an inner cylindrical tube coaxial to the outer cylindrical tube and defining therewith an annular chamber filled in an upper portion thereof with a compressible fluid (gas), a rod arranged coaxially to the two cylindrical tubes and partially protruding from the upper end thereof, and a piston which is slidably mounted in the inner cylindrical tube and is fixed to the lower end of the rod. The piston separates the inner volume of the inner cylindrical tube into a rebound chamber and a compression chamber, which contain an incompressible damping fluid (oil). The piston is provided with a first pair of one-way valves, namely a compensation valve, which controls the flow of the damping fluid from the compression chamber to the rebound chamber during the compression stroke of the shock-absorber, and a rebound valve, which controls the flow of damping fluid from the rebound chamber to the compression chamber during the rebound stroke of the shock-absorber. A valve assembly is provided on the bottom of the shock-absorber and comprises a second pair of one-way valves, namely a compression valve, which controls the flow of the damping fluid from the compression chamber to the annular chamber during the compression stroke, and a intake valve which controls the flow of the damping fluid from the annular chamber to the compression chamber during the rebound stroke.

A hydraulic shock-absorber having the features specified in the preamble of independent claim 1 is known from International Patent Application WO 2016/146660 A1 in the name of the Applicant.

According to this known solution, the shock-absorber is provided with a hydraulic stop member operating during the compression stroke of the shock-absorber, the hydraulic stop member comprising a cup-shaped body mounted in the compression chamber of the shock- absorber, coaxially thereto, and an auxiliary piston mounted at the lower end of a cylindrical body which is fixed to the rod of the shock-absorber, coaxially thereto, and extends on the opposite side of the rod with respect to the piston of the shock-absorber, i.e. towards the bottom of the shock-absorber. The auxiliary piston is configured to sealingly slide inside the cup-shaped body during the final section of the compression stroke of the shock-absorber, i.e. when the piston of the shock-absorber approaches the end-of-travel position during the compression stroke. The cup-shaped body comprises a side wall, separate from the inner cylindrical tube of the shock-absorber, and a bottom wall. The side wall and the bottom wall of the cup-shaped body define, together with the auxiliary piston, a working chamber where the damping fluid is compressed by the auxiliary piston when the latter slides in the working chamber towards the bottom wall of the cup-shaped body. Axial channels are provided on the inner surface of the side wall of the cup-shaped body to allow the damping fluid to flow axially out of the working chamber when the auxiliary piston slides in the working chamber towards the bottom wall of the cup-shaped body. The axial channels have a cross-section with an area that decreases continuously along this axis towards the bottom wall of the cup-shaped body, so that the damping effect produced by the hydraulic stop member on the rod of the shock-absorber during the compression stroke of the shock-absorber increases continuously as the auxiliary piston slides in the working chamber towards the bottom wall of the cup-shaped body.

In this known shock-absorber, the area of the hydraulic passages of the hydraulic stop member, and therefore the damping characteristic curve of the hydraulic stop member, cannot vary in any way as the static load conditions of the vehicle vary. This may be a disadvantage when, for example, the shock-absorber is used in a rear suspension of a vehicle, where the static load on the suspension changes significantly when switching from the no-load to the full-load condition of the vehicle.

SUMMARY OF THE INVENTION

It is thus an object of the present invention to provide a hydraulic shock-absorber of the type specified above, which allows the damping characteristic curve of the hydraulic stop member to be adjusted depending on the static load acting on the suspension.

This and other objects are fully achieved according to the invention by a hydraulic shock- absorber having the features defined in the accompanying independent claim 1.

Advantageous embodiments of the invention are specified in the dependent claims, the subject-matter of which is to be understood as forming an integral part of the following description.

In short, the invention is based on the idea of providing a hydraulic shock-absorber of the type specified above, wherein the cylindrical body on which the auxiliary piston is mounted is a hollow body and has, above the auxiliary piston, at least one passage extending through the side wall of that body in such a way as to put the working chamber of the hydraulic stop member in fluid communication with the compression chamber of the shock-absorber, and wherein the shock-absorber further comprises a sliding member slidably received within the cylindrical body for sliding along the axis of that body to open or close said at least one passage of the cylindrical body, as well as elastic means and damping means arranged to cooperate with the sliding member in order to move the latter, depending on the static load acting on the suspension, and therefore depending on the average position of the piston of the shock-absorber, as well as of the cylindrical body therewith, between a first position (low load) where the sliding member leaves said at least one passage open, thereby allowing a flow of oil from the working chamber of the hydraulic stop member to the compression chamber of the shock-absorber, and a second position (high load) where the sliding member closes said at least one passage.

Due to the fact that the sliding member leaves open or closes the passage (or passages) of the cylindrical body depending on the average position of the piston of the shock-absorber, and therefore depending on the static load acting on the suspension, the hydraulic stop member will have a different damping characteristic curve depending on the static load acting on the suspension.

BRIEF DESCRIPTION OF THE DRAWINGS

Further features and advantages of the present invention will become more apparent from the following detailed description, provided purely by way of non-limiting example with reference to the accompanying drawings, wherein:

Figures 1 and 2 are schematic sectional views of a portion of a twin-tube hydraulic shock-absorber for a vehicle according to a first embodiment of the present invention, in a condition of low static load acting on the suspension (unladen vehicle) and in a condition of high static load acting on the suspension (fully loaded vehicle), respectively;

Figure 3 shows the change in the flow area of the hydraulic restrictions of the hydraulic stop member of the shock-absorber of Figures 1 and 2 as a function of the compression stroke of the piston of the shock-absorber, both in the low load condition and in the high load condition of the shock-absorber;

Figure 4 shows the dynamic behavior of the shock-absorber of Figures 1 and 2 in the case wherein a step change is applied to the position of the piston of the shock-absorber in a given time, in particular a 30 mm change in one second;

Figure 5 shows the dynamic behavior of the shock-absorber of Figures 1 and 2 in the case wherein a sinusoidal change is applied to the position of the piston of the shock- absorber, in particular with an amplitude of 80 mm and a frequency of 1 Hz;

Figure 6 shows the dynamic behavior of the shock-absorber of Figures 1 and 2 in three different conditions, in the case wherein a sinusoidal change is applied to the position of the piston of the shock-absorber, in particular with an amplitude of 30 mm and a frequency of 1 Hz, starting from three different static positions of the piston of the shock- absorber corresponding to three different static loads acting on the suspension;

Figures 7 and 8 are schematic sectional views of a portion of a twin-tube hydraulic shock-absorber for a vehicle according to a second embodiment of the present invention, in a condition of low static load acting on the suspension (unladen vehicle) and in a condition of high static load acting on the suspension (fully loaded vehicle), respectively; and

Figure 9 shows the change in the flow area of the hydraulic restrictions of the hydraulic stop member of the shock-absorber of Figures 7 and 8 as a function of the compression stroke of the piston of the shock-absorber, both in the low static load condition and in the high static load condition of the suspension.

DETAILED DESCRIPTION

With reference first to Figures 1 and 2, a twin-tube hydraulic shock-absorber for vehicle suspension is generally indicated at 10 and comprises, in a per-se-known manner, an outer cylindrical tube (not shown), an inner cylindrical tube 12 that is arranged coaxially to the outer cylindrical tube and defines with the latter an annular chamber (not shown) filled with compressible fluid (gas) in an upper portion thereof, a rod 14 which is arranged coaxially to the inner cylindrical tube 12 (and therefore also to the outer cylindrical tube) and partially protrudes from the upper end thereof, and a piston 16 (hereinafter referred to as main piston) which is slidably mounted in the inner cylindrical tube 12 and is fixed to the lower end of the rod 14. The terms "upper" and "lower" used here are referred to the arrangement of the shock-absorber shown in the drawings, wherein the rod protrudes upwards from the two cylindrical tubes, but it is clear that it is also possible to arrange the shock-absorber with the rod protruding downwards from the two cylindrical tubes.

The longitudinal axis of the shock-absorber 10 is indicated at z.

The main piston 16 separates the inner volume of the inner cylindrical tube 12 into an upper chamber 18, or rebound chamber, and a lower chamber 20, or compression chamber, which contain an incompressible damping fluid. Oil is typically used as the damping fluid and therefore, for simplicity, the word "oil" will be used hereinafter to identify the damping fluid. It is clear, however, that the present invention is not limited to the use of oil as a damping fluid, as any other incompressible fluid may be used as an alternative.

The main piston 16 is provided, in a per-se-known manner, with a first valve assembly comprising a pair of one-way valves 22 and 24, namely a so-called compensation valve 22, which controls the oil flow from the compression chamber 20 to the rebound chamber 18 during the compression stroke of the shock-absorber, and a so-called rebound valve 24, which controls the oil flow from the rebound chamber 18 to the compression chamber 20 during the rebound stroke of the shock-absorber.

A second valve assembly is provided, in a per-se-known manner, on the bottom of the shock-absorber 10, namely on the bottom of the inner cylindrical tube 12, and comprises a pair of one-way valves 26 and 28, namely a so-called compression valve 26, which controls the oil flow from the compression chamber 20 to the annular chamber during the compression stroke, and a so-called intake valve 28, which control the oil flow from the annular chamber to the compression chamber 20 during the rebound stroke.

The shock-absorber 10 further comprises a hydraulic stop member arranged to operate during the compression stroke of the shock-absorber, more precisely during a final section of the compression stroke of the shock-absorber, to increase the hydraulic braking force near the end-of-travel position in compression.

The hydraulic stop member essentially comprises a cup-shaped body 30 mounted inside the compression chamber 20 and a piston 32 (hereinafter referred to as auxiliary piston) arranged to slide axially in the cup-shaped body 30 in the final section of the compression stroke of the shock-absorber.

The auxiliary piston 32 is connected to the rod 14 of the shock-absorber so as to move integrally therewith along the longitudinal axis z. More specifically, the auxiliary piston 32 is mounted at the lower end of a cylindrical body 34 which is connected to the rod 14 and extends coaxially to the rod 14 on the opposite side of the same with respect to the main piston 16, i.e. towards the bottom of the inner cylindrical tube 12. The cup-shaped body 30 is open at the top, i.e. towards the rod 14 and the main piston 16, and comprises a side wall 36 extending coaxially to the inner cylindrical tube 12 and a bottom wall 38. The cup-shaped body 30 is made as a separate piece from the inner cylindrical tube 12 and is rigidly connected thereto, e.g. by means of force fitting.

According to the illustrated embodiment, the side wall 36 of the cup-shaped body 30 comprises an upper wall portion 36a, facing the side opposite to the bottom wall 38, and a lower wall portion 36b, facing the bottom wall 38.

The lower wall portion 36b has a substantially cylindrical shape with an outer diameter smaller than the inner diameter of the inner cylindrical tube 12. Between the lower wall portion 36b of the cup-shaped body 30 and the inner cylindrical tube 12 there is therefore an annular passage 40, which is in fluid communication with the portion of the compression chamber 20 below the bottom wall 38 of the cup-shaped body 30.

The upper wall portion 36a has a flared shape with a maximum outer diameter substantially equal to the inner diameter of the inner cylindrical tube 12. Moreover, the upper wall portion 36a has a plurality of openings 42 arranged to put the portion of the compression chamber 20 above the cup-shaped body 30 in communication with the portion of the compression chamber 20 below the cup-shaped body 30, and thus with the valve assembly placed at the bottom of the inner cylindrical tube 12 (one-way valves 26 and 28), through the annular passage 40.

On the inner surface of the side wall 36 of the cup-shaped body 30, in particular on the inner surface of the lower wall portion 36b, there are provided, as is known for example from the aforementioned patent application WO 2016/146660, a plurality of axial channels (not shown) arranged to allow the oil to flow out of the chamber (hereinafter referred to as working chamber 44) enclosed by the lower wall portion 36b and comprised between the auxiliary piston 32 and the bottom wall 38, when the auxiliary piston 32 moves inside the cup-shaped body 30 towards the bottom wall 38 thereof. These axial channels preferably have a cross-section with an area that decreases continuously towards the bottom wall 38. More specifically, these axial channels preferably have a width (i.e. a size in the circumferential direction) that decreases continuously, e.g. linearly, towards the bottom wall 38. The depth (i.e. the size in radial direction) of the axial channels may also decrease continuously, e.g. linearly, towards the bottom wall 38. The flow cross-sectional area through which the oil may flow out of the working chamber 44 therefore decreases continuously as the auxiliary piston 32 moves inside the cup-shaped body 30 towards the bottom wall 38. The decrease in the flow cross-sectional area results in a progressive increase in the damping force generated on the auxiliary piston 32, and therefore on the rod 14 to which the auxiliary piston 32 is attached.

The axial channels may be replaced by calibrated holes or alternatively combined with calibrated holes suitably sized to obtain a given law of variation of the damping force as a function of the stroke of the auxiliary piston 32 in the cup-shaped body 30.

Moreover, on the bottom wall 38 of the cup-shaped body 30 a one-way valve may be provided to allow the oil to flow from the working chamber 44 to the portion of the compression chamber 20 arranged below the cup-shaped body 30, as proposed in International patent application W02019/167006 in the name of the Applicant.

According to the invention, the shock-absorber 10 further comprises an adjustment device, which, as will be evident from the description below, is a completely passive device, associated with the hydraulic stop member to adjust the behavior of the same as a function of the static load acting on the suspension, i.e. as a function of the vehicle load when the shock-absorber is used in a vehicle suspension.

The adjustment device comprises a sliding member 46 which is arranged to slide axially inside a cavity 48 of the cylindrical body 34 in such a way as to open or close, depending on the axial position thereof with respect to the cylindrical body 34, and therefore with respect to the rod 14, one or more passages or orifices 50 (only one of which is shown in Figures 1 and 2) which extend through the side wall (indicated at 34a) of the cylindrical body 34 and are arranged above the auxiliary piston 32.

In the illustrated embodiment, the sliding member 46 comprises an upper cylindrical portion 46a and a lower cylindrical portion 46b, both slidable sealingly along the inner cylindrical surface of the cavity 48 of the cylindrical body 34, as well as an intermediate cylindrical portion 46c having a smaller diameter than the upper and lower cylindrical portions 46a and 46b and having a plurality of radial passages 51. The sliding member 46 also has an axial channel 52 that extends coaxially to the sliding member 46 through the lower cylindrical portion 46b and the intermediate cylindrical portion 46c, leading to the lower end of the sliding member 46, and has the function to put the working chamber 44 of the cup-shaped body 30 in fluid communication with the compression chamber 20 of the shock-absorber 10 when the sliding member 46 is positioned along the cavity 48 with the intermediate cylindrical portion 46c thereof facing the passage (or passages) 50.

The sliding member 46 defines with the side wall 34a and an upper wall 34b of the cylindrical body 34 an upper pressure chamber 54, which accommodates a return spring 56. The upper pressure chamber 54 is in fluid communication with the axial channel 52 of the sliding member 46, and thus with the working chamber 44 of the cup-shaped body 30, through a calibrated orifice 58 that extends axially through the upper cylindrical portion 46a and is sized so as to cause a high level of damping for the oil flowing between the working chamber 44 and the upper pressure chamber 54.

The adjustment device further comprises a lower spring 60, which at its lower end is permanently connected to the bottom wall 38 of the cup-shaped body 30 of the hydraulic stop member and at its upper end is free to come in contact with the sliding member 46, when the position of the latter is sufficiently close to the bottom of the shock-absorber. Alternatively, the lower spring 60 may also be fixed to the bottom of the sliding member 46 and come in contact with the bottom wall 38 of the cup-shaped body 30 of the hydraulic stop member when the position of the sliding member 46 is sufficiently close to the bottom of the shock-absorber.

The adjustment device described above operates as follows.

As shown in Figure 1, when the static load acting on the suspension where the shock- absorber 10 is installed is small (i.e. in the unladen condition of the vehicle, in case of a shock-absorber used in a vehicle suspension), the main piston 16 will have an average position (static position) far from the compression end-of-travel position. In this case, therefore, the sliding member 46 of the adjustment device will protrude axially downwards from the cylindrical body 34, pushed by the return spring 56 against suitable abutment elements (not shown) carried by the cylindrical body 34, and, at least in the static position of the main piston 16, the sliding member 46 will not come into contact with the lower spring 60 (even if, at least on a purely theoretical level, it might even come into contact with that spring without affecting the operation of the adjustment device). In this position, the intermediate cylindrical portion 46c of the sliding member 46 will be located at the passage (or passages) 50 and will therefore allow the oil flow from the working chamber 44 of the cup-shaped body 30 to the compression chamber 20 not only through the axial channels on the inner surface of the side wall 36 of the cup-shaped body 30, but also through the axial channel 52 of the sliding member 46 and the passage (or passages) 50 of the cylindrical body 34. This results in a low-level damping inside the hydraulic stop member.

By appropriately sizing the elastic elements (i.e. the return spring 56 and the lower spring 60, both of which must have a low stiffness, with the return spring 56 even less stiff than the lower spring 60) and the damping elements (calibrated orifice 58, which must be very small in order to generate a high level of damping), it will be possible to significantly damp the relative movements between the sliding member 46 and the rod 14 of the shock- absorber, when the rod, due to the movements of the suspension, moves at a relatively high frequency (in practice, at frequencies higher than 0.3-0.5 Hz). This high level of damping of the relative movements between the sliding member 46 and the rod 14 of the shock- absorber will also be possible when the rod, during the compression movement, comes very close to the compression end-of-travel position, thereby activating the hydraulic stop member, and therefore the sliding member 46 comes into contact with the lower spring 60, compressing it.

During motion of the rod 14 of the shock-absorber at relatively high frequencies, due to the movements of the suspension, the relative position between the sliding member 46 and the rod 14 will thus remain approximately the same as in the static condition (as shown in Figure 1) when the rod is stationary, and therefore the additional passages for the oil (passage or passages 50 through the side wall 34a of the cylindrical body 34) will remain open, thereby continuing to ensure a low level of damping inside the hydraulic stop member. In practice, therefore, the sliding member 46 works like a low-pass filter, which changes its relative position with respect to the rod 14 only when the latter moves at a frequency lower than a certain threshold, and strongly attenuates relative movements when the rod 14 moves at frequencies higher than said threshold.

When, on the other hand, the static load on the suspension is high (e.g. in the condition of fully loaded vehicle, in case the shock-absorber is used in a vehicle suspension), the main piston 16 of the shock-absorber will have an average position (static position) closer to the compression end-of-travel position, as shown in Figure 2. Therefore, in the static position of the main piston 16 the sliding member 46 of the adjustment device will come in contact with the lower spring 60, compressing it, and will then assume a relative position with respect to the cylindrical body 34 such as to close the passage (or passages) 50 through the side wall 34a of the cylindrical body 34 and therefore cause an increase in the damping level inside the hydraulic stop member.

By appropriate sizing of the elastic elements and damping elements of the adjustment device, as illustrated above, the relative movements between the sliding member 46 and the rod 14 of the shock-absorber will be greatly attenuated when the rod moves at a relatively high frequency (in practice, at frequencies higher than 0.3-0.5 Hz). During motion of the rod 14 of the shock-absorber at high frequency, due to the suspension movements, the relative position between the sliding member 46 and the rod 14 will thus remain approximately the same as in the static condition when the rod is stationary, and thus the additional oil passages will remain closed, thereby continuing to ensure a high level of damping inside the hydraulic stop member.

Figure 3 shows the trends of the flow area of the hydraulic stop member as a function of the compression stroke of the main piston of the shock-absorber, in the two conditions of the vehicle, i.e. the unladen condition (dashed line) and the full load condition (continuous line), in a hydraulic shock-absorber according to the embodiment of Figures 1 and 2. Figures 4 to 6 show the dynamic behavior of the adjustment device, in terms of the position of the main piston 16 of the shock-absorber and the relative position between the sliding member 46 and the rod 14, in particular the behavior at low frequencies (i.e. at frequencies below 0.3-0.5 Hz) in Figure 4, and the behavior at high frequencies (i.e. at frequencies above 0.3-0.5 Hz) in Figures 5 and 6.

By using a hydraulic shock-absorber according to the embodiment described above, a low damping level inside the hydraulic stop member is obtained when the vehicle is not heavily loaded, while the damping level increases when the vehicle is fully loaded.

A further embodiment of a hydraulic shock-absorber according to the present invention is illustrated in Figures 7 and 8, where the same reference numbers have been assigned to parts and elements identical or corresponding to those of Figures 1 and 2.

This further embodiment of the shock-absorber is characterized by a different configuration of the adjustment device, designed to avoid a possible disadvantage of the embodiment described above, namely that when the vehicle fully loaded the average position of the main piston of the shock-absorber is closer to the mouth of the hydraulic stop member, with the result that the hydraulic stop member starts to work earlier than in the low-load condition of the vehicle.

According to the embodiment of Figures 7 and 8, the hydraulic stop member comprises a second auxiliary piston 62 arranged to slide sealingly along the side wall 36 of the cup shaped body 30. The second auxiliary piston 62 is mounted on the cylindrical body 34 above the auxiliary piston 32 (hereinafter referred to as first auxiliary piston), at a suitable distance therefrom, so that the passage (or passages) 50 is (are) located between the first auxiliary piston 32 and the second auxiliary piston 62. Preferably, the second auxiliary piston 62 is identical to the first auxiliary piston 32.

Moreover, the side wall 34a of the cylindrical body 34 has, above the second auxiliary piston 62, one or more additional passages 64, in addition to the passage (or passages) 50 between the two auxiliary pistons 32 and 62. In order to allow adjustment of the oil flow also through the passage (or passages) 64, y closing or opening these passages depending on the axial position along the cavity 48 of the cylindrical body 34, the sliding member 46 comprises a second intermediate cylindrical portion 46d, with a diameter smaller than the inner diameter of the cavity 48, axially interposed between the upper cylindrical portion 46a and the intermediate cylindrical portion (hereinafter referred to as the first intermediate cylindrical portion) 46c. The second intermediate cylindrical portion 46d has one or more radial passages 66 for allowing the oil to flow between the working chamber 44 and the compression chamber 20 through the axial channel 52 and the passage (or passages) 64 when the second intermediate cylindrical portion 46d, with the radial passage (or radial passages) 66, is located at the passage (or passages) 64 of the cylindrical body 34 (as shown in Figure 7). The first and second intermediate cylindrical portions 46c and 46d are separated from each other by a third intermediate cylindrical portion 46e arranged to slide sealingly along the axial cavity 48 of the cylindrical body 34.

Apart from that, the description provided above with reference to the embodiment of Figures 1 and 2 still applies.

By appropriately sizing the distances between the two auxiliary pistons 32 and 62 and between the passages 50 and 64 through the side wall 34a of the cylindrical body 34, the following behavior may be achieved.

In the condition of low static load on the suspension, as shown in Figure 7, only the passages 64 (upper passages) of the cylindrical body 34 are in communication with the axial channel 52 through the radial passage (or radial passages) 66, while the passages 50 (lower passages) of the cylindrical body 34 are closed. The operation of the adjustment device is therefore identical to the one illustrated above in connection with the embodiment of Figures 1 and 2.

When, on the other hand, a high static load acts on the suspension, as shown in Figure 8, in the static position of the main piston 16 the sliding member 46 comes in contact with the lower spring 60, compressing it, and therefore moves axially with respect to the cylindrical body 34, penetrating more therein against the action of the return spring 56, thereby closing the (upper) passages 64 and opening the (lower) passages 50. During the compression movement of the rod 14, starting from this static position, the (lower) passages 50 of the cylindrical body 34 will remain open with respect to the compression chamber 20 until not only the first auxiliary piston 32, but also the second auxiliary piston 62, have entered the cup-shaped body 30 of the hydraulic stop member, thus achieving a low damping level within the hydraulic stop member.

As soon as the second auxiliary piston 62 has also entered the cup-shaped body 30 of the hydraulic stop member, the (lower) passages 50 will also be closed with respect to the compression chamber 20. Therefore, starting from this condition, both the passages 50 and the passages 64 of the cylindrical body 34 will be closed, with a resulting increase in the damping level produced by the hydraulic stop member.

In the full-load condition the damping level produced is thus higher than in the low-load condition, but this high level of damping occurs for positions of the main piston closer to the compression end-of-travel position. In practice, the intervention of the hydraulic stop member during the compression stroke is delayed.

This behavior is well illustrated in Figure 9, which refers to the particular case wherein the area of the (lower) passages 50 is larger than the area of the (upper) passages 64. This figure shows the trend of the flow cross-sectional area of the hydraulic restrictions of the hydraulic stop member as a function of the compression stroke of the main piston, in the low-load (dashed line) and full-load (continuous line) conditions, in a shock-absorber according to the embodiment of Figures 7 and 8.

Naturally, the principle of the invention remaining unchanged, the embodiments and constructional details may vary widely from those described and illustrated purely by way of non-limiting example, without thereby departing from the scope of the invention as defined in the accompanying claims.