RU172850U1 - SHOCK ABSORBER WITH FLOATING CYLINDER - Google Patents

Abstract

The utility model relates to transport engineering, in particular to shock absorbing suspension devices, and can be used in front and rear hydraulic and hydropneumatic shock absorbers of passenger cars. The purpose of the proposed device is to increase the stability of the soft run zone of the shock absorber, comfort and stability of the vehicle regardless of load and the complexity of road conditions. The technical result is achieved due to the fact that the shock absorber contains a working cylinder and an external tank for working fluid, piston with stem, bypass valve and recoil valve. Between the cavity of the working cylinder and the cylindrical surface of the piston, a floating cylinder is installed with the possibility of axial movement, the inner surface of which contains radial longitudinal through grooves made uniformly around the circumference. In the upper and lower parts of the indicated floating cylinder, stops are made with the possibility of interaction, respectively, with the upper and lower end surfaces of the piston. The proposed design allows to increase the stability of the "soft stroke" of the shock absorber, the comfort and stability of the car in difficult road conditions and at bends.

Description

The utility model relates to transport engineering, in particular to shock absorbing suspension devices, and can be used in front and rear hydraulic and hydropneumatic shock absorbers of cars.

There are known designs of hydraulic shock absorbers installed, for example, on VAZ-2101 ... 2107 cars (B. Ershov, VAZ Cars. Designs and maintenance / B. V. Ershov, M. A. Yurchenko. - K .: Higher school, 1984, p. 149-154). Shock absorbers consist of a working cylinder and an external reservoir for the working fluid. A piston is mounted in the working cylinder, mounted on a rod with a bypass valve and a recoil valve. A housing with a compression valve and an intake valve is installed in the lower part of the working cylinder.

The main disadvantages of these shock absorbers are:

- the presence of shaking and discomfort on grader or gravel roads, even at medium speeds;

- poor handling on roads with a high frequency of oscillation;

- low operational reliability due to possible buffer hits on the housing and piston impacts on the compression valve, leading to the destruction and knocking out of the latter;

- insufficient stability of the car when maneuvering at high speeds.

As a prototype, a shock absorber with a differentiated tensile-compression force was selected (Russian patent 2178743, B60G 17/08, Bull. No. 3, 2002), containing a working cylinder and an external reservoir for working fluid, a working piston with a rod, a bypass valve and a valve recoil, compression valve and intake valve. An additional piston is installed on the spring in the rodless cavity of the working cylinder, and a recoil damping piston is located in the rod cavity of the working cylinder with the possibility of axial movement, the upper part of which interacts with radial calibrated grooves on the surface.

The specified set of features makes it possible to increase the operational properties of the suspension by increasing the resistance to compression force when road conditions deteriorate, however, during the reverse stroke it does not allow to differentiate the resistance to tensile strength, nor does it allow changing the stiffness of the shock absorber along the entire length of the stroke depending on changing road conditions. As a result of this, blows of the upper part of the working piston, that is, breakdowns of the shock absorber, and insufficient stability of the car during maneuvering at high speeds are possible at large bends and bumps. In addition, calibrated grooves at the end of the elastic ring during wear lead to a decrease in damping properties over time.

The purpose of the proposed device is to increase the stability of the "soft ride" of the shock absorber, comfort and stability of the car, regardless of the load and the complexity of the road conditions.

The technical result is achieved due to the fact that the shock absorber contains a working cylinder and an external reservoir for the working fluid, a piston with a rod, an overflow valve and a return valve. Between the cavity of the working cylinder and the cylindrical surface of the piston, a floating cylinder is installed with the possibility of axial movement, the inner surface of which contains radial longitudinal through grooves made uniformly around the circumference. In the upper and lower parts of the specified floating cylinder stops are made with the possibility of interaction, respectively, with the upper and lower end surfaces of the piston.

In FIG. 1 shows a General view of the proposed design of the shock absorber, in FIG. 2 - section AA of a floating cylinder with radial longitudinal through grooves.

The proposed shock absorber contains a working cylinder 1 and an external reservoir 2 for the working fluid. In the working cylinder 1 there is a piston 3 with a stem 4, a bypass valve 5 and a return valve 6. Between the cavity of the working cylinder 1 and the cylindrical surface of the piston 3, a floating cylinder 7 is installed with the possibility of axial movement, the inner surface of which contains radial longitudinal through grooves made uniformly around the circumference 8 of length L _k (Fig. 2). The stops 9 and 10 are made in the upper and lower parts of the floating cylinder 7 with the possibility of interaction with the upper and lower end surfaces of the piston 3. The stops 9 and 10 contain damping elements 11 and 12. In the lower and upper parts of the working cylinder 1, respectively, a compression buffer 13 and a rebound buffer 14. At the bottom of the shock absorber, a housing 15 is fixed with a compression valve and an intake valve.

The proposed device operates as follows. When the car moves along a normal road without coating defects and bends, the piston 3 with the rod 4 oscillates in the zone L _{k of the} radial longitudinal through grooves 8 of the floating cylinder 7, which corresponds to the "soft travel" of the shock absorber and ensures a comfortable ride. The floating cylinder 7 then self-aligns relative to the working cylinder 1, depending on the load on the vehicle. The working fluid during the compression cycle through the bypass valve 5 of the piston 3 and the radial longitudinal through grooves 8 of the floating cylinder 7 flows from the rodless into the rod cavity. At the same time, part of the working fluid through the compression valve in the housing 15 flows from the rodless cavity into the cavity of the reservoir 2. The rebound cycle occurs when the rod 4 and piston 3 move upward with the flowing fluid from the rod to the rodless cavity through the recoil valve 6 of the piston 3 and radial longitudinal grooves 8 of the floating cylinder 7. At the same time, part of the working fluid through the inlet valve in the housing 15 flows from the plane of the tank 2 into the rodless cavity.

When changing road conditions, for example, on a grader or gravel road, with a sharp compression or rebound, the piston 3, respectively, reaches the stops 10 or 9 with damping elements 12 or 11, continuing to move up or down together with the floating cylinder 7. In this case, the working the liquid flows only through the corresponding compression and bypass valves 5 (during compression) or the inlet and return valves 6 (during rebound), there is no flow through the radial longitudinal through grooves, the rod 4 is decelerated to full his stops. When turning the car on bends, the right and left shock absorbers work differently. With a sharp right turn, the piston 3 of the left shock absorber interacts with the lower end surface with the stop 10 of the floating cylinder 7, its compression force increases, and at the same time, the piston 3 of the right shock absorber interacts with the upper end surface with the stop 9 of the floating cylinder 7, and its tensile strength increases. Thus, the roll of the car when entering a turn is reduced. The number and dimensions of the radial longitudinal through grooves determine the parameters of the values of the compression and rebound forces during the "soft course" of the shock absorber.

The proposed device is easily integrated into the known designs of hydraulic and hydropneumatic shock absorbers of domestic and foreign cars, without changing their dimensions, without requiring significant modifications of the basic elements. The ability to change the length L _k and the number of radial longitudinal through grooves provides a variation in the range of "soft travel" of the shock absorber, taking into account the actual operating conditions of the car. The operational reliability of shock absorbers increases significantly, since suspension breakdowns on roads with uneven surfaces with extreme piston strokes are excluded. The “soft running” zone is almost constant (L _k ) and does not depend on the initial position of the piston at different vehicle loads. The car's handling and driving comfort in difficult road conditions and on turns are improved.

Claims (1)

A shock absorber with a floating cylinder containing a working cylinder and an external reservoir for the working fluid, a piston with a rod, a bypass valve and a return valve, characterized in that between the cavity of the working cylinder and the cylindrical surface of the piston a floating cylinder is installed with axial movement, the inner surface of which contains uniformly circumferential radial longitudinal through grooves, and in the upper and lower parts of the specified floating cylinder stops are made with the possibility of the interacting respectively with the upper and lower end surfaces of the piston.

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