JP2008308982A - Vehicle deceleration hump - Google Patents

Abstract

【Task】
Provide humps that can respond to various vehicle types and changes in circumstances.
[Solution]
In order to decelerate a vehicle traveling on the road, the vehicle is provided with a raised portion 10 that is raised with respect to the road, and a shock absorber 4 that supports the raised portion 10. The shock absorber 4 has the shock absorber 4 based on various conditions. The resistance value of the shock absorber 4 was changed, so that the degree of impact on the vehicle was changed optimally.
[Selection] Figure 1

Description

  The present invention relates to a hump (or bump) installed on a road in order to suppress the traveling speed of a vehicle on a road requiring low speed driving.

  As a prior art related to humps or bumps, a method for forming vehicle deceleration bumps that force a vehicle to decelerate by raising a part of a road so as to have a trapezoidal cross section, the cross section of which is a substantially right triangle The body is fixed along the road with a space in the front and rear, and the vertical surfaces of the inclined bodies before and after it are filled with paint such as asphalt and concrete, and the top surface of the paint is almost flat. Is disclosed (Patent Document 1). Thereby, it is said that construction does not require skill, the workability is improved, and the construction period can be shortened.

As another prior art, the hump is formed into an elongated block body having a flat surface on both sides and a bulging portion bulging in the center in an arc, a sine curve or a trapezoid, and the hump itself is a slightly hard rubber or resin. The thing formed with the elastic body which consists of is disclosed (patent document 2). As a result, when the vehicle sufficiently decelerates and passes through the hump, the hump itself, that is, the elastic body is compressed and deformed by the load of the vehicle, and the impact on the vehicle can be mitigated and without deceleration. It is said that a strong impact can be applied to the vehicle when passing through the hump.
Japanese Patent Laid-Open No. 11-13029 JP 2003-49414 A

  Since the known hump has a constant hump height, which is the height from the road where the hump is installed to the highest part of the ridge, it is not sufficiently adapted to various vehicle types and changes in the situation. The hump disclosed in Patent Document 2 is intended to change the impact according to the traveling speed of the vehicle to be passed, but the impact on the vehicle by the hump is not only the speed of the vehicle, It depends greatly on the weight. In addition, it is most preferable not to give impact by humps to emergency vehicles such as ambulances, fire trucks, police cars, etc., but when fixed to a road with a certain hump height as in conventional humps, Cannot be avoided.

Therefore, the applicant has proposed a hump that can be adapted to various vehicle types, changes in the situation, etc. in order to improve these problems (Patent Document 3). The configuration includes ridges 2 and 3 installed so as to be bulged with respect to the road, and ascending means 5 and 6 for changing a hump height from the road to the highest part of the bulge. And control means 25 for controlling the ascending means 5 and 6 based on a predetermined condition.
Japanese Patent Application No. 2007-16317

  In the above-described invention, a hydraulic pump and an electric motor must be used as a lifting means for changing the height of the hump, and a large-scale device is required. Therefore, not only power consumption but also the cost of the device is high. It was a big obstacle to the spread.

  Therefore, in the present invention, it is possible to provide a hump capable of adapting to changes in various vehicle types and situations by changing the degree of impact given to the vehicle, and contributing to simplification of the structure and price reduction. The purpose is to do.

The vehicle deceleration hump according to the present invention includes a raised portion that is raised and installed on the road in order to decelerate a vehicle traveling on the road, support means for supporting the raised portion from the road, and the raised portion Control means for controlling the change in the degree of impact that the vehicle gives to the vehicle;
It is characterized by comprising (Claim 1). Thereby, although the hump height is constant, the best impact degree can be given to the passing vehicle. For example, it is possible to increase the resistance for lightweight vehicles, and decrease the resistance for heavy vehicles, and to minimize the resistance when passing emergency vehicles such as ambulances and fire engines. It becomes possible.

  Another vehicle deceleration hump according to the present invention is installed horizontally with respect to a road surface to decelerate a vehicle traveling on a road, and a descent portion where the vehicle is lowered by its own weight when passing, and the descent from the road And a control means for controlling a change in the degree of impact given to the vehicle by the descending part. (Claim 2) Thereby, although it is installed horizontally with respect to the road surface, the best impact degree can be given by the descent of the descent portion due to the weight of the passing vehicle. For example, it is possible to reduce the resistance force for lightweight vehicles, and increase the resistance force for heavy vehicles, and to maximize the resistance force when passing emergency vehicles such as ambulances and fire trucks. It becomes possible.

  In the configuration according to claim 1 or 2, it is preferable that the degree of impact given to the vehicle by the raised portion or the lowered portion is controlled by changing a resistance force of a shock absorber as a support means (claim 3). ), A hydraulic shock absorber using a variable orifice (Claim 4) or a shock absorber using a magnetic fluid (Claim 5) is used as the shock absorber.

  The hydraulic shock absorber using the variable orifice has a cylinder and a piston tube inserted into the cylinder, and the piston head side chamber is filled with pressurized gas and fluid pressurized thereby, and the piston A sliding portion of a plunger tube fixed to the cylinder is arranged in the tube, and a piston tube chamber is formed by the sliding portion. The piston tube chamber is connected to the piston head via a stroke-type orifice and a rotary-type orifice. The resistance in the compression direction is changed by communicating with the side chamber and rotating the rotary orifice. That is, it is possible to arbitrarily change the resistance of the shock absorber as compared with a signal from the outside.

  Further, the shock absorber using the magnetic fluid has a cylinder and a piston inserted into the cylinder, and communicates the head side chamber of the piston and the chamber pressurized with pressurized gas through a communication path, It has an orifice for variable resistance effect generation in which a magnetic material and a coil are arranged in the communication path, and the viscous resistance of the magnetic fluid changes in proportion to the current value applied to the coil. The power is changed. That is, it is possible to arbitrarily change the resistance of the shock absorber as compared with a signal from the outside.

  Further, in the configuration according to claim 1, 2, or 3, further comprising a speed detection means for detecting the travel speed of the vehicle, the control means based on the travel speed of the vehicle detected by the speed detection means, It is preferable that the resistance force of the shock absorber as the support means is changed (claim 6). As a result, when the speed of the vehicle trying to pass through the hump is high, the resistance force of the hump is greater than when the vehicle is small, so that the effect of prompting deceleration is further increased.

  Further, in the configuration according to claim 1, 2, or 3, further comprising weight detecting means for detecting the weight of the vehicle, the control means based on the weight of the vehicle detected by the weight detecting means. It is preferable that the resistance force of the shock absorber is changed (claim 7). Thus, in claim 1, when the weight of the vehicle that is going to exceed the raised portion is large, the resistance of the hump is reduced compared to when the vehicle is small, which is sufficient not only for the light weight vehicle but also for the heavy weight vehicle. Can give an impact. Further, in claim 2, when the weight of the vehicle that is going to pass through the descending portion is large, an impact that is sufficient not only for a light vehicle but also for a heavy vehicle by increasing the resistance of the descending portion as compared to when the vehicle is small. Can be given.

  Further, in the configuration according to claim 1, 2, or 3, further comprising a specific vehicle detection means for detecting the presence of a specific vehicle, wherein the control means detects the presence of the specific vehicle by the specific vehicle detection means. In this case, it is preferable to change the resistance of the shock absorber. As a result, when an emergency vehicle such as an ambulance, fire engine, police car, or other vehicle authorized by the installer of the hump passes, when using a raised portion, the resistance is minimized and the descending portion is used. In some cases, it is possible to maximize the resistance and make the hump shock free.

  As described above, according to the first aspect of the present invention, it is possible to give the best impact level to the passing vehicle even though the hump height of the raised portion is constant. That is, the resistance force is increased in a lightweight vehicle, the resistance force is decreased in a heavy vehicle, and the resistance force is minimized when an emergency vehicle such as an ambulance passes. According to the invention of claim 2, by making the resistance force in the descending direction of the descending portion variable, the best impact degree can be given to the passing vehicle (claim 2).

  Further, the degree of impact given to the vehicle by the raised portion of claim 1 or the descending portion of claim 2 is controlled by changing the resistance force of the shock absorber serving as the support means, and the shock absorber is a hydraulic pressure using a variable orifice. Since a shock absorber and a shock absorber using magnetic fluid are used, unlike hydraulic or electric movable humps, there is no means for raising and lowering the humps, and pre-filled pressurized gas is used, saving energy. Type. That is, it can be made compact without using a hydraulic pump and a large electric motor, and the reliability can be enhanced.

  Embodiments of the present invention will be described below with reference to the drawings.

  In FIG. 1, a vehicle deceleration hump (hereinafter referred to as “hump”) 1 according to the first embodiment includes a top plate 2, a swash plate 3, a shock absorber 4, and a control unit 5. A vehicle speed detecting means 6 for detecting the speed, a weight detecting means 7 for detecting the weight of the vehicle, a sound receiving device 8 and a receiving device 9 are provided.

  The top plate 2 and the swash plate 3 are plate-like members each having a rectangular shape, and the top plate 2 and the swash plate are coupled to each other by a connecting device (not shown) so that the angle between them can be changed. Since the top plate 2 and the swash plate 3 are for the vehicle to pass over, the top plate 2 and the swash plate 3 must be made of a material having a strength capable of withstanding the weight of the vehicle. For example, an iron plate having a thickness of about 20 mm is used. The top plate 2 and the swash plate 3 are supported by the shock absorber 4 in a normal state, and project from the road surface to constitute the raised portion 10.

  The control unit 5 receives signals from the vehicle speed detection means 6, weight detection means 7, sound receiving device 8, and reception device 9, and is processed according to predetermined software to support the top plate 2. A desired electrical signal is output to 4. The feature of this hump 1 is that the hump height of the raised portion 10 is constant as compared with Patent Document 3 of the movable hump proposed by the present applicant, and the impact level is a shock absorber 4 that supports the hump 1. This is done by changing the resistance.

  In FIG. 2, the shock absorber 4 that supports the top plate 2, which is a raised portion 10, is a type that uses pressurized oil. A piston tube 16 is fitted into a cylinder 15, and a pressurized gas is applied to the piston head side chamber 17. Pressure oil with pressure bias is enclosed. A sliding portion 21 of a plunger tube 19 fixed to the cylinder 15 is inserted into the recess 20 in the piston tube 16. For this purpose, a piston tube chamber 23 is formed by the recess 20 and the sliding portion 21.

  The piston tube chamber 23 communicates with the piston head side chamber 17 through two routes. One is provided by a stroke-shaped orifice 24 formed in the sliding portion 21, and the other one is provided in the piston tube chamber 23, and pressure oil is respectively received from a hollow adjusting conical cylinder 25 fixed to the piston tube 16. To flow.

  The hollow adjusting conical cylinder 25 has a conical outer surface, and the cross-sectional area of the stroke-shaped orifice 24 changes and the flow rate changes depending on the relative positional relationship with the sliding portion 21 of the plunger tube 19. The hollow portion 26 has one end entering the piston head side chamber 17 and a base end fixed to the piston tube 16.

  A control cylinder 28 constituting a rotary orifice 30 is fitted into the hollow adjustment cone cylinder 25, an orifice hole 29a is formed in the control cylinder 28, and an orifice hole 29b formed in the hollow adjustment cone cylinder 25 is formed. Therefore, the flow rate is controlled by changing the cross-sectional area by rotating. The control cylinder 28 has a means for rotating. Specifically, a motor 31 is employed, and the rotational force is transmitted via a shaft 32. The motor 31 receives a control signal from the control unit 5, and the control cylinder 28 is rotated in accordance with the input signal, and the flow rate passing through the cross-sectional area is controlled.

  Reference numeral 34 denotes a rod, which is fixed to the lower surface of the top plate 2 described above. Reference numeral 35 denotes a through hole formed in the plunger tube 19 for pressure equalization through which fluid (pressure oil) and gas pass.

  In the above configuration, when the shock absorber 4 using the variable orifice is employed in the hump 1, the rod 34 supports the top plate 2 from the lower surface. Since the shock absorber 4 pressurizes the internal pressurized oil with a pressurized gas, the shock absorber 4 has a maximum length in the longitudinal direction as shown in FIG. The hump height of the portion 10 is constant.

  When the vehicle reaches the hump 1, the vehicle speed is detected by the vehicle speed detection means 6, the weight is detected by the weight detection means 7, a siren is detected by the sound receiving device 8, and a specific signal is output by the receiving device 9. These detection signals are received and input to the control unit 5, processed according to a predetermined program in the control unit 5 from the speed, weight, etc. of the vehicle, and a control signal is output to the buffer 4. The motor 31 is rotated by this control signal, and the opening degree (opening cross-sectional area) of the rotary orifice 30 is determined.

  Therefore, when the vehicle rides on the raised portion 10 of the hump 1, a force corresponding to the weight and speed of the vehicle is applied to the pressure oil in the piston tube chamber 23 via the rod 34, but an optimal impact is applied. Thus, the flow of the pressure oil is controlled, and the optimum resistance force appears on the rod of the shock absorber 4. Therefore, by adopting this shock absorber 4, it is possible to give an optimal impact to the vehicle by varying the resistance force without raising or lowering the hump height of the raised portion 10.

  In an emergency vehicle such as an ambulance, the opening degree (opening cross-sectional area) of the rotary orifice 30 is determined by signals from the sound receiving device 8 and the receiving device 9 so as to minimize the resistance force. The Therefore, it is possible to smoothly travel on the hump 1 without impact.

  The shock absorber 4 of the above embodiment is provided with a stroke-shaped orifice by displacement of the hollow adjusting conical cylinder 25. However, as shown in FIG. The stroke type orifice is eliminated, and the flow rate is controlled only by the opening (opening area) of the rotary type orifice 30 as the fixed orifice 24 '. Since other parts are the same as those in the above embodiment, the same or equivalent parts are denoted by the same reference numerals and the description thereof is omitted. This also makes it possible to give the vehicle an optimal impact by varying the resistance force by controlling the flow rate without raising or lowering the hump height.

  In FIG. 4, the shock absorber 4 that supports the top plate 2 that is the raised portion 10 is a type using a magnetic fluid, a cylinder 42 is arranged in a vertical direction, and a piston 44 is slidably inserted therein, A piston rod 45 is fixed to the piston 44 and protrudes from the cylinder 42 to the outside. A piston head side chamber 49 and a piston rod side chamber 63 are formed before and after the piston 44.

  The cylinder 42 is formed with a large number of orifice holes 46 with an appropriate gap in the longitudinal direction in the peripheral wall, and the large number of orifice holes 46 and the piston 44 constitute a variable area orifice 47. The relationship between the piston 44 and the large number of orifices 46 is configured not to exceed the rear end of the piston even when the piston 44 is pushed in most to minimize the volume of the piston head side chamber 49.

  The variable viscosity fluid passage 52 is formed between the cylinder 42 and the intermediate cylinder 53 made of a magnetic material provided on the outer periphery thereof, and between the intermediate cylinder 53 and the case 54 disposed on the outside thereof. 53 has a plurality of concave portions 55a and convex portions 55b continuously formed in the vertical direction by changing the diameter dimension alternately.

  A coil 57 is disposed in the concave portion 55a, and the convex portion 55b is formed with many gaps having a squeezing action with the case 54. The size of this gap can be obtained from experimental results. This gap serves as a variable resistance effect generating orifice 59 by a variable viscosity fluid.

  One of the variable viscosity fluid passages 52 communicates with the orifice hole 46, and the other is communicated with pressure through a pressurized gas chamber 61 and a piston 62 extending below the cylinder 42 and extending to the cylinder 42. It communicates with the pressurized chamber 60. The chamber 20 added with the pressurized gas acts to apply pressure to the variable viscosity fluid (MR fluid). That is, the pressurized gas has a restoring spring action that moves the piston 44 upward.

  The variable viscosity fluid flowing in the variable viscosity fluid passage 55 is excited by applying an electric current to the coil 57 and can change its viscosity, for example, MR fluid. That is, a large resistance is generated when passing through the resistance variable effect generating orifice 59 in the passage 52. This resistance force has a relationship that increases as the current value increases.

  The current applied to the coil is output from a control unit 5 provided outside, and the output of the control unit 5 is changed according to the value of information signals input from various detectors 6, 7, 8, and 9. . The piston rod chamber 63 communicates with the passage 52 through a hole 64.

  In the above configuration, when the shock absorber 4 using the magnetic fluid is employed in the hump 1, the piston rod 45 supports the top plate 2 from the lower surface. Since the shock absorber 4 pressurizes the internal magnetic fluid with pressurized gas, the shock absorber 4 has a maximum length in the longitudinal direction as shown in FIG. 3, and the top plate 2 is pushed up to raise the hump height. Is a certain height.

  When the vehicle reaches the hump 1, the vehicle speed is detected by the vehicle speed detection means 6, the weight is detected by the weight detection means 7, a siren is detected by the sound receiving device 8, and a specific signal is output by the receiving device 9. These detection signals are received and input to the control unit 5, processed according to a predetermined program in the control unit 5 from the speed, weight, etc. of the vehicle, and a control signal is output to the buffer 4. The magnetic force generated in the coil is controlled by the control signal, and the viscous resistance of the magnetic fluid is changed. The resistance force in the compression direction is changed by the viscous resistance force.

  Therefore, when the vehicle rides on the hump bulge 10, the variable viscosity fluid contained in the piston head side chamber 49 is first subjected to a resistance force due to dynamic pressure in the variable area orifice 47, and the variable viscosity fluid passageway. By passing through 52, a resistance force is generated by its own viscous resistance.

  A force corresponding to the weight and speed of the vehicle is applied via the rod 45, but the viscous flow of the magnetic fluid is controlled so that an optimal impact is applied, and an optimum resistance force is applied to the rod of the shock absorber 4. Appear. Therefore, by adopting this shock absorber 4, it is possible to give an optimum impact to the vehicle by varying the resistance force without raising or lowering the hump height.

  In the case of an emergency vehicle such as an ambulance, the current value to the coil 57 is determined by the signals from the sound receiving device 8 and the receiving device 9 so that the resistance force is minimized. Therefore, it is possible to smoothly travel on the hump 1 without impact. The shock absorber 4 of this embodiment is provided with a variable-area orifice 47, but it goes without saying that the resistance force of the shock absorber 4 can be controlled by controlling the viscosity of the magnetic fluid even if this is omitted. .

  In FIG. 5, a vehicle deceleration hump (hereinafter referred to as “hump”) 1 according to the second embodiment includes a top plate 2, a swash plate 3, a shock absorber 4, and a control unit 5. A vehicle speed detecting means 6 for detecting the speed, a weight detecting means 7 for detecting the weight of the vehicle, a sound receiving device 8 and a receiving device 9 are provided.

  The top plate 2 and the swash plate 3 are plate-like members each having a rectangular shape, and the top plate 2 and the swash plate 3 are connected to each other by a connecting device (not shown) so that the angle between them can be changed. Since the top plate 2 and the swash plate 3 are ones on which the vehicle passes, the top plate 2 and the swash plate 3 must be made of a material having a strength capable of withstanding the weight of the vehicle. For example, an iron plate having a thickness of about 20 mm is used. The top plate 2 and the swash plate 3 are normally supported by a shock absorber 4 and are installed flush with the road surface. The top plate 2 and the swash plate 3 serve as a descending portion 11 that descends when a vehicle is placed.

  The control unit 5 receives signals from the vehicle speed detection means 6, weight detection means 7, sound receiving device 8, and reception device 9, and is processed according to predetermined software to support the top plate 2. A desired electrical signal is output to 4. The feature of the hump 1 is that the descent portion 11 descends and gives an impact when the vehicle is placed as compared with the first embodiment.

The shock absorber 4 that supports the top plate 2 that is the raised portion 10 is a type that uses pressure oil, and the structure shown in FIG. 6 is used. The shock absorber 4 differs from the example shown in FIG. 3 of the first embodiment only in that the fixed orifice 24 is eliminated and an oil seal 36 is provided. When the example shown in FIG. 3 is used, when the emergency vehicle such as an ambulance passes, the pressure oil flows through the orifice 24 and the top plate 2 is lowered, which gives a considerable impact.

  In this case, since the emergency vehicle cannot run smoothly, the oil seal 36 is provided, and when the opening of the rotary orifice 30 is 0, the flow of pressure oil from the piston tube chamber 23 is eliminated. The descent | fall part 11 comes to maintain a flush state with respect to a road surface. Since the other parts are the same as the shock absorber 4 shown in FIG. 3, the same reference numerals are given to the drawings and the description is omitted, but details are described in paragraphs 0022 to 0026.

  In the above configuration, when the shock absorber 4 using the variable orifice is employed in the hump 1, the rod 34 supports the top plate 2 from the lower surface. Since the shock absorber 4 pressurizes the internal pressurized oil with a pressurized gas, the shock absorber 4 has a maximum length in the longitudinal direction as shown in FIG. It has become the same.

  When the vehicle reaches the hump 1, the vehicle speed is detected by the vehicle speed detection means 6, the weight is detected by the weight detection means 7, a siren is detected by the sound receiving device 8, and a specific signal is output by the receiving device 9. These detection signals are received and input to the control unit 5, processed according to a predetermined program in the control unit 5 from the speed, weight, etc. of the vehicle, and a control signal is output to the buffer 4. The motor 31 is rotated by this control signal, and the opening degree (opening cross-sectional area) of the rotary orifice 30 is determined.

  Therefore, when the vehicle is placed on the hump 1, the pressure oil in the piston tube chamber 23 is applied with a force relative to the weight and speed of the vehicle via the rod 34, so that an optimal impact is applied. The flow of pressure oil is controlled. That is, for example, in a lightweight vehicle, the resistance is small, and conversely in a heavy vehicle, the resistance is large, and the descent speed of the descending portion 11 can be adjusted to give an optimal impact to the vehicle.

  In an emergency vehicle such as an ambulance, the opening (opening cross-sectional area) of the rotary orifice 30 is set to 0 so that the resistance force is minimized by signals from the sound receiving device 8 and the receiving device 9. It is determined. Therefore, since the hump 1 is flush with the road surface, the hump 1 can travel smoothly without impact. The shock absorber 4 may be of the type using magnetic fluid shown in the first embodiment, and details thereof are described in paragraphs 0032 to 0043.

It is the schematic which shows the installation state of the vehicle deceleration hump which concerns on Example 1 of this invention. It is sectional drawing of the hydraulic shock absorber which used the variable orifice as a shock absorber. It is sectional drawing of the modification of the hydraulic shock absorber using a variable orifice as a shock absorber. It is sectional drawing of the shock absorber using magnetic fluid as a shock absorber. It is the schematic which shows the installation state of the vehicle deceleration hump which concerns on Example 2 of this invention. It is sectional drawing of the shock absorber used for the said Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hump 2 Top plate 3 Swash plate 4 Buffer 5 Control unit 6 Speed detector 7 Weight detector 8 Sound receiving device 9 Receiving device 10 Raised portion 11 Lowering portion 15 Cylinder 16 Piston tube 17 Piston head side chamber 23 Piston tube chamber 24 Stroke Shaped orifice 25 hollow adjusting cone 26 hollow part 28 control cylinder 30 rotary orifice 31 motor 34 rod 42 cylinder 44 piston 45 piston rod 47 area variable orifice 49 piston head side chamber 52 viscosity variable fluid passage 57 coil 59 resistance variable effect Orifice for generation 61 Pressurized gas chamber

Claims (8)

In order to decelerate a vehicle traveling on a road, a raised portion that is raised and installed on the road;
Support means for supporting the raised portion from the road;
Control means for adjusting a change in the degree of impact given to the vehicle by the raised portion;
A vehicle deceleration hump characterized by comprising: In order to decelerate the vehicle traveling on the road, a descent unit that is installed horizontally with respect to the road surface and is lowered by its own weight when the vehicle passes,
Support means for supporting the descending part from the road;
And a control means for controlling a change in the degree of impact applied to the vehicle by the lowering portion.   3. The vehicle deceleration hump according to claim 1, wherein the degree of impact exerted on the vehicle by the raised portion or the descending portion is controlled by changing a resistance force of a shock absorber as a support means.   The vehicle deceleration hump according to claim 3, wherein the shock absorber is a hydraulic shock absorber using a variable orifice as the shock absorber.   4. The vehicle deceleration hump according to claim 3, wherein the shock absorber is a shock absorber using a magnetic fluid. Comprising speed detecting means for detecting the traveling speed of the vehicle;
4. The vehicle deceleration hump according to claim 1, wherein the control means changes a resistance force of a shock absorber as the support means based on a traveling speed of the vehicle detected by the speed detection means. . Comprising weight detection means for detecting the weight of the vehicle;
4. The vehicle deceleration hump according to claim 1, wherein the control means changes a resistance force of a shock absorber as the support means based on the weight of the vehicle detected by the weight detection means. Comprising specific vehicle detection means for detecting the presence of a specific vehicle;
4. The vehicle according to claim 1, wherein the control means minimizes the resistance force of a shock absorber as the support means when the presence of the specific vehicle is detected by the specific vehicle detection means. Deceleration hump.

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