WO2012116706A1 - Amortisseur pour véhicule de transport - Google Patents

Amortisseur pour véhicule de transport Download PDF

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Publication number
WO2012116706A1
WO2012116706A1 PCT/EA2012/000006 EA2012000006W WO2012116706A1 WO 2012116706 A1 WO2012116706 A1 WO 2012116706A1 EA 2012000006 W EA2012000006 W EA 2012000006W WO 2012116706 A1 WO2012116706 A1 WO 2012116706A1
Authority
WO
WIPO (PCT)
Prior art keywords
sleeve
piston
section
inner diameter
rod
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EA2012/000006
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English (en)
Russian (ru)
Inventor
Олег Олегович ТИХОНЕНКО
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Troy Capital Group Corp
Original Assignee
Troy Capital Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Troy Capital Group Corp filed Critical Troy Capital Group Corp
Publication of WO2012116706A1 publication Critical patent/WO2012116706A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
    • F16F9/483—Arrangements for providing different damping effects at different parts of the stroke characterised by giving a particular shape to the cylinder, e.g. conical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3221—Constructional features of piston rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3235—Constructional features of cylinders

Definitions

  • the invention relates to mechanical engineering, namely, to the field of shock absorbers of vehicles, and can be used in the manufacture and operation of hydraulic, pneumohydraulic, pneumatic shock absorbers, as well as shock absorber struts of vehicles.
  • shock absorbers despite a wide variety of types, have elements common to all, this is a sleeve (cylinder) with oil, a rod with a piston.
  • the piston rod is movable in the cylinder.
  • the shock absorbers can have additional external cylinders and a housing.
  • a piston divides the cylinder into cavities.
  • precisely calibrated holes are located in the piston for oil to flow from the sub-piston space to the over-piston space and vice versa (see patent for utility model RF 74602). Calibrated holes can also be made in the cylinder for oil to flow from the cylinder cavity into the cavity, for example, between the cylinder and the housing.
  • one-pipe gas-oil shock absorbers with a high-pressure gas cavity and two-pipe oil shock absorbers with a low-pressure gas backpressure are widely used.
  • An analogue of the invention can be a shock absorber containing an elastic element (spring), a cylinder, a piston and a rod (US 3857307 from 12.31.1974).
  • a shock absorber is used to improve the operation of the suspension system, when the load on the suspension varies widely, and the amplitude of the oscillations of the piston relative to the midpoint on the longitudinal axis of the shock absorber can reach maximum values.
  • a disadvantage of the analogue is a small increase in the force opposing the movement of the piston in the cylinder liner in the region or regions adjacent to the shock absorber caps.
  • the prototype of the invention is a vehicle shock absorber containing a sleeve, a piston cover, a rod cover, a rod, a piston, while the rod and piston are capable of joint longitudinal movement in the sleeve (Abstract of the patent for utility model RF 74602 dated 10.07.2008). These features are similar to those of the invention.
  • the vehicle shock absorber is designed to damp the vibrations of the vehicle as a whole by absorbing vibration energy.
  • the shock absorber contains a sleeve 1 (see figure 1), the rod 3 with the piston 2, made with the possibility of movement in the inner cavity of the sleeve.
  • the inner cavity of the sleeve by the piston is divided into two cavities.
  • the application describes a single-rod shock absorber.
  • the working area of the sleeve (the working inner surface of the sleeve, the working area of the inner surface of the sleeve, or simply the working area) is the area in which the inner surface of the sleeve contacts the seal or piston seals during operation of the shock absorber. 1, the work area is indicated by 13.
  • the work area is divided into three areas:
  • the lengths of 10, 1 1 and 12 areas are the same.
  • the work area, as well as the three other above areas, can be divided into sections.
  • shock absorber covers Let us define shock absorber covers.
  • the rod cover is a shock absorber cover rigidly connected to the cylinder, the rod passes through the rod cover and is closest to the piston connected to the rod.
  • the stem cap has a hole for the stem. Between the rod cover and the piston cover is the working area of the sleeve.
  • the stem cap contains a stem seal. This seal is also called the rod guide.
  • the rod cap is one and it is indicated by 5 (see Fig. 1). It is she who is closest to the piston, it is through her that the rod connected to the piston passes.
  • the stock cover is also called the stock cover of the sleeve, the stock cover of the sleeve of the shock absorber, the stock cover of the shock absorber.
  • a piston cap is a shock absorber cap that is rigidly connected to the cylinder and is closest to the piston, on the opposite side of the rod cap.
  • the piston cap does not have a hole for the stem and the stem does not pass through it.
  • Between the piston cap and the stem cap is the working area of the sleeve.
  • the piston cover is also called the piston sleeve cover, the piston cover of the shock absorber sleeve or the piston cover of the shock absorber.
  • a sleeve is a device in which a piston connected to a rod moves.
  • the seal (or seals), which are located on the piston, contacts (interacts) with the inner surface of the sleeve.
  • the inner diameter of the sleeve (in a specific area) is the upper bound of the distances between all kinds of pairs of points of the inner boundary of the cross section of the sleeve in a specific area.
  • the sleeve (it is also called a cylinder, pipe) contains areas.
  • the area of the sleeve which belongs to the working area and is located at the smallest distance to the rod cover, is called the region of the sleeve adjacent to the rod cover.
  • the area of the sleeve which belongs to the working area and is located at the smallest distance to the piston cover, is called the area of the sleeve adjacent to the piston cover.
  • the working area of the sleeve can be called the working area of the cylinder, the cylinder of the shock absorber, the sleeve of the shock absorber, shock absorber.
  • Regions may contain parcels.
  • a section adjacent to the piston cover is a section whose boundary is in contact with the boundary of the working area of the liner at the piston cover.
  • the area closest to the piston cover is the area that is closest to the rest of the areas in question located to the piston cover.
  • a section adjacent to the rod cover is a section whose boundary is in contact with the boundary of the working area of the sleeve at the rod cover.
  • the section closest to the stock cover is the section that is closest to the rest of the considered sections to the stock cover.
  • the sleeve has a longitudinal axis.
  • the longitudinal axis coincides with the longitudinal axis of the rod located in the sleeve. 1, the longitudinal axis is indicated by a dot-dash line.
  • the length of the sleeve region is laid in the direction of the longitudinal axis.
  • the origin lies at the intersection of the longitudinal axis with the piston cover.
  • Adjacent - directly adjacent to the border of another.
  • Adjacent site - a site whose border is adjacent to the border of another site.
  • the working surface of the seal is the surface that, during operation of the shock absorber, is in contact with the inner cylindrical surface of the sleeve.
  • the lateral surface of the seal is the surface that does not come into contact with the inner cylindrical surface of the sleeve.
  • the lateral surface may be in contact, for example, with the conical inner surface of the sleeve (see the conical surface between sections 35 and 38 in figure 4 of the utility model of the Russian Federation 74602).
  • the working area of the rod is that area whose surface is in contact (may come in contact) with the seal or seals located on the rod cover when the rod moves in the cylinder.
  • the working area of the rod contains the middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod.
  • the middle region of the rod, the piston region of the rod and the region of the rod adjacent to the piston-free end of the rod are equal in length.
  • Figure 1 shows the longitudinal axis 1 of 12 sleeve and rod.
  • the origin of the coordinate axis for the rod is at the intersection of the longitudinal axis of the rod with the piston.
  • Midpoint on the longitudinal axis of the shock absorber - a point on the longitudinal axis of the shock absorber or on the longitudinal axis of the cylinder liner of the shock absorber.
  • the middle point on the longitudinal axis of the shock absorber passes (located) in the middle region of the sleeve of the shock absorber, namely in the center of the middle region of the sleeve on the longitudinal axis of the sleeve.
  • Shock absorber is a double-acting mechanism. It dampens the suspension vibrations both when the rod with the piston is inserted into the internal cavity of the cylinder (direct stroke or compression), and when the rod with the piston is removed from the internal cavity of the cylinder (recoil). This is achieved mainly due to the compression resistance of the gas; the resistance that the liquid encounters, flowing from one cavity of the cylinder to another; due to the friction of the piston seal against the surface of the cylinder liner, and also due to the friction of the rod in the stem seal.
  • the working substance of the hydraulic cylinder is oil. However, in some cases, water, alcohol, hydrocarbons, etc. can be used as a working substance.
  • the vehicle shock absorber is designed to damp the vibrations of the whole vehicle by absorbing the vibration energy of the vehicle suspension.
  • the springs or torsion springs take over the weight of the vehicle, in particular the vehicle, and the vehicle’s shock absorbers are designed to dampen the vehicle’s vertical vibrations and actively affect its adhesion to the road during maneuvering, acceleration and braking.
  • the wheel jumps, and the shock absorber is reduced to prevent its further oscillation.
  • the task of the shock absorber is to keep the vehicle wheel in constant contact with the road, that is, the wheel should go around the obstacle as softly and as clearly as possible and return to the road as clearly and quickly as possible, i.e. provide as long as possible traction.
  • the objective of the invention is to improve the damping properties of the shock absorber due to a substantial increase in the friction forces in the region or regions of the liner adjacent to the shock absorber covers.
  • the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod,
  • the aforementioned sleeve is made in such a way that in the area of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the area of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the stem cover, the inner diameter of the sleeve along the length section decreases to the minimum inner diameter of the liner in this section, and then increases to the maximum inner diameter of the liner in this section, and in the section closest to the piston cover, the minimum The inner diameter of the liner is smaller than the minimum inner diameter of the liner of the portion farthest from the piston cap, and in the middle region of the liner, the inner cavity of the liner along the length of the liner region contains three portions: the portion closest to the piston cap, the portion farthest from the piston cap and middle section; and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section
  • the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum internal the diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section, and in the section closest to the rod cover, the minimum inner diameter of the sleeve in its magnitude less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and
  • the aforementioned sleeve is made in such a way that in the area of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the area of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the stem cover, the inner diameter of the sleeve along the length section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section, and in the section closest to the piston cover, the minimum The inner inner diameter of the liner is smaller than the minimum inner diameter of the liner of the portion farthest from the piston cover, and in the middle region of the liner the inner cavity of the liner is along the length of the liner contains three sections: the section closest to the piston cap, the section farthest from the piston cap and the middle section; and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the
  • the vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and
  • the sleeve is designed so that in the area of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section, and in the section closest to the rod cover, the minimum internal d
  • the diameter of the sleeve is smaller in size than the minimum inner diameter of the sleeve of the section farthest from the rod cover, and in the middle region of the sleeve the internal cavity of the sleeve along the length of the sleeve region contains three sections: the section closest to the piston cover, the section farthest from the piston cover and the middle section ; and in each of the sections, the inner diameter of the sleeve along the length
  • the vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and
  • the sleeve is made so that in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section, and in the section closest to the piston cover, the minimum internal the diameter of the liner is smaller in size than the minimum inner diameter of the liner of the portion farthest from the piston cap, and in the middle region of the liner, the inner cavity of the liner along the length of the liner region contains three portions: the portion closest to the piston cap, the portion farthest from the piston cap and the middle portion ; and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sle
  • the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections, and in each of the sections, from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum internal the diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section, and in the section closest to the rod cover, the minimum inner diameter of the sleeve in its magnitude less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that, in embodiments of the invention, the aforementioned sections are adjacent.
  • Self-oscillations are undamped oscillations that are supported by an external energy source.
  • the type and properties of these oscillations are determined by the design of the shock absorber itself. You can prevent fluctuations by introducing heterogeneity, non-symmetry, etc. into the shock absorber design.
  • a characteristic feature of self-oscillations is the absence of an external periodic effect.
  • Resonance is a phenomenon of a sharp increase in the amplitude of forced oscillations, which occurs when the frequency of external influence approaches some values (resonant frequencies) determined by the properties of the system (shock absorber - vehicle).
  • the increase in amplitude is only a consequence of resonance, and the reason is the coincidence of the external (exciting) frequency with the internal (natural) frequency of the oscillatory system.
  • the shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cover and the length of each section is from 10 to 20% of the length of the region.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and in the area adjacent to the piston cover, the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cover and the length of each section is from 10 to 20% of the length of the region.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the length of each section is from 10 to 20% of the length of the region.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the length of each section is from 10 to 20% of the length of the region.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the vehicle shock absorber may be configured such that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and
  • the minimum inner diameter of the sleeve is larger than the minimum internal diameter of the sleeve of the portion farthest from the piston cover.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and
  • the minimum inner diameter of the sleeve is larger than the minimum internal diameter of the sleeve of the portion farthest from the piston cover.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and
  • the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and
  • the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion closest to the piston cap and smaller than the minimum inner diameter of the liner of the portion farthest from the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that in the middle region of the liner the inner cavity of the liner along the length of the liner region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this plot; and in the middle portion, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the portion closest to the piston cap and larger than the minimum inner diameter of the liner of the portion farthest from the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and larger than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that in the middle region of the liner the inner cavity of the liner along the length of the liner region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the most close to the piston cap and larger than the minimum inner diameter of the sleeve of the portion farthest from the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion closest to the piston cap and larger than the minimum inner diameter of the liner of the portion farthest from the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to the portion closest to the rod cover and the middle portion adjacent to the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that, in the middle region of the liner, the inner liner cavity along the length of the liner region further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the portion farthest from the piston cap and less than the minimum inner diameter of the liner of the closest to the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the shock absorber of the vehicle may be configured such that, in the region of the liner adjacent to the piston cap, the inner cavity of the liner further comprises three sections along the length of the region of the liner (the portion closest to the piston cap, the portion farthest from the piston cap and the middle portion) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the portion closest to the piston cap and smaller than the minimum inner diameter of the liner of the portion farthest from the piston cap.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the portion closest to the rod cover and larger than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to the portion closest to the rod cover and the middle portion adjacent to the portion farthest from the rod cover.
  • the vehicle shock absorber may be configured such that, in the middle region of the liner, the inner liner cavity along the length of the liner region further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover and the middle section) and
  • the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion farthest from the piston cap and larger than the minimum inner diameter of the liner closest to the piston cap.
  • the shock absorber of the vehicle may be configured such that the aforementioned middle portion adjacent to the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.
  • the shock absorber of the vehicle can be made in such a way that in the region of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the region of the liner contains two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cover and the difference in diameter is from 3 to 10 ohm.
  • shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve contains two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the difference in diameter is from 3 to 10 ohm.
  • the vehicle shock absorber can be made in such a way that in the region of the liner adjacent to the piston cover the inner cavity of the liner contains two sections along the length of the region of the liner and the minimum inner diameter (D p ) of the liner is smaller in magnitude in the region closest to the piston cap the minimum inner diameter of the sleeve of the portion farthest from the piston cap and, in addition,
  • the inner cavity of the sleeve along the length of the sleeve region contains two sections and
  • the minimum inner diameter (D Ch ) of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the rod cover; and accepting values from 5 to 50 microns.
  • Fig depicts a rod with a piston. Valves and holes in the piston are not shown in the figure.
  • Position 38 indicates the working area of the stem.
  • the working area of the stem is that region of the stem whose surface is in contact (may come in contact) with the seal (located in the stem cover) when the stem moves in the sleeve.
  • 33 denotes the middle region of the stem (the extent of the region is indicated by 36).
  • 32 denotes the piston region of the rod (the region adjacent to the piston).
  • the length of the area is indicated by 35.
  • 34 shows the region of the stem adjacent to the piston-free end of the stem (free stem end). The length of this region is indicated by 37.
  • the middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod are equal in length.
  • the vehicle shock absorber can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod (along the length of the piston region of the rod) contains at least two sections and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section; and in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod (along the length of the region of the rod adjacent to the piston-free end of the rod) contains at least two sections on each of the sections the outer diameter of the rod along the length section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section.
  • the stem may be configured such that the aforementioned portions are adjacent.
  • the shock absorber of the vehicle can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod further comprises two sections
  • the maximum outer diameter of the rod is larger in magnitude than the maximum outer diameter of the rod of the section farthest from the piston.
  • the stem may be configured such that the aforementioned portions are adjacent.
  • the shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, at the section closest to the piston-free end of the rod, the maximum outer diameter of the rod its value is greater than the maximum outer diameter of the rod portion that is farthest from the piston-free end of the rod.
  • the stem may be configured such that the aforementioned portions are adjacent.
  • the vehicle shock absorber can be made in such a way that, in the piston region of the rod, the rod surface along the length of the rod working region additionally contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle rod section), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section;
  • the maximum outer diameter of the stem is larger in magnitude than the maximum outer diameter of the stem of the portion closest to the piston and larger than the maximum outer diameter of the stem of the portion farthest from the piston.
  • the rod can be made so that the above three sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that in the area of the rod adjacent to the piston-free end of the rod surface the rod along the length of the rod’s working area additionally contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle rod section), and in each of the sections the outer diameter of the rod along the section length increases to the maximum outer diameter of the rod on this section, and then decreases to the minimum outer diameter of the rod in this section;
  • the maximum outer diameter of the stem is larger in magnitude than the maximum outer diameter of the stem of the portion closest to the piston and larger than the maximum outer diameter of the stem of the portion farthest from the piston.
  • the rod can be made so that the above three sections are adjacent.
  • the vehicle shock absorber can be made in such a way that in the middle region of the stem the surface of the stem along the length of the working region of the stem further comprises three sections (the portion of the stem closest to the piston, the portion of the stem farthest from the piston and the middle portion of the stem), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section;
  • the maximum outer diameter of the stem is larger in magnitude than the maximum outer diameter of the stem of the portion closest to the piston and larger than the maximum outer diameter of the stem of the portion farthest from the piston.
  • the rod can be made so that the above three sections are adjacent.
  • the shock absorber of the vehicle can be made in such a way that, in the piston region of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, in the section closest to the rod, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod the section farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.
  • the shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod (to the free end of the rod) the surface of the rod along the length of the working region of the rod additionally contains two sections and, at the section closest to the rod, the maximum outer diameter the rod is smaller than the maximum outer diameter of the rod of the portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.
  • Figure 1 presents a longitudinal section of a shock absorber of a vehicle.
  • Figure 2 shows the remote element I.
  • dashed lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the piston cover. These sites are adjacent.
  • Fig. 3 an extension element I is shown. On the element, dashed lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the rod cover. These sites are adjacent.
  • Figure 4 presents the remote element 1 1 1.
  • dashed lines indicate the boundaries of three sections belonging to the middle region of the sleeve. These sites are adjacent.
  • FIG. 5 presents the elements of the longitudinal section of the sleeve. On elements, dotted lines indicate the boundaries of the plots.
  • Fig presents a longitudinal section of the rod with the piston of the shock absorber of the vehicle. Areas are indicated on the stock and lengths of areas are given.
  • 10 and 1 1 presents remote elements IV, V and VI of the longitudinal section of the rod.
  • dotted lines indicate the boundaries of the plots. The plots border on each other, therefore they are adjacent.
  • Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 1 1 1 of the seal 48 of the piston (see Fig.12).
  • Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal.
  • On the sleeve made two sections with reduced inner diameters.
  • the shape of the longitudinal section of each section contains an element in the form of a semicircle.
  • Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal.
  • On the sleeve made two sections with reduced inner diameters.
  • the shape of the longitudinal section of each section contains an element in the form of a part of the trapezoid.
  • Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal. A portion with a reduced inner diameter is made on the sleeve.
  • the shape of the boundary of the longitudinal section of the plot contains an element in the form of a part of a rectangle.
  • the shock absorber of the vehicle is designed to damp the vibrations of the entire vehicle by absorbing vibration energy.
  • the claimed shock absorber of the vehicle contains a sleeve 1, a piston cover 4, a rod cover 5, a rod 3, a piston 2, while the rod 3 and the piston 2 are made with the possibility of joint longitudinal (in the direction of the axis 1 12) movement in the sleeve 1.
  • the rod cover 5 contains the seal 78 for the rod 3.
  • the piston 2 contains a seal 9.
  • a flange 1 14 is mounted on the sleeve 1, intended for fastening the shock absorber in the vehicle suspension structure.
  • an eyelet 1 16 which also serves to connect the movable part of the shock absorber with the structural element of the vehicle suspension.
  • the inner cavity of the sleeve along the length of the region of the sleeve contains two sections (the first section between points 86 and 87, the second section between points 87 and 88, see figure 2).
  • the inner diameter of the sleeve along the length of the section decreases from the value of the inner diameter 81 to the minimum inner diameter 82 of the sleeve in this section (the narrowing of the sleeve is shown at 14 in this section), and then increases from the diameter 82 to the maximum inner diameter 83 sleeves on this site.
  • the inner diameter of the sleeve along the length of the section decreases from the value of the inner diameter 83 to the minimum inner diameter 84 of the sleeve in this section (the narrowing of the sleeve is shown at 15 in this section), and then increases from the diameter 84 to the maximum inner diameter of 85 sleeves on this site.
  • the boundaries of the plots in figure 2 are indicated by dashed lines.
  • the inner cavity of the sleeve along the length of the sleeve region contains two sections (the first section between points 89 and 90, the second section between points 90 and 91 see fig.Z). And in the first of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter of 92 to the minimum inner diameter 93 of the sleeve in this section, and then increases from the diameter 93 to the maximum internal diameter of the sleeve 94 in this section. The narrowing of the sleeve is shown at 18 in this section.
  • the inner diameter of the sleeve along the length of the section decreases from the diameter of 94 to the minimum inner diameter of the 95 sleeve in this section, and then increases from the diameter of 95 to the maximum inner diameter of the sleeve 96 in this section.
  • the narrowing of the sleeve is shown at 17 in this section.
  • Figure 1 also indicates the middle region of the sleeve 7, which at the border 79 borders on region 6, and on the border 80 borders on region 8.
  • a hole 1 15 is made for fluid flow from the piston cavity to the rod cavity and vice versa.
  • the shock absorber of the vehicle is designed in such a way that in the area of the sleeve 6 adjacent to the piston cover 4, the internal cavity of the sleeve along the length of the area of the sleeve contains two sections. The first section between points 86 and 87, the second section between points 87 and 88 (see figure 2).
  • the minimum inner diameter 82 of the sleeve is smaller than the minimum internal diameter 84 of the sleeve of the section farthest from the piston cover (between points 87 and 88).
  • the difference in the magnitude of the diameters is equal to twice the value indicated in FIG. 2 at 16.
  • the shock absorber of the vehicle is designed in such a way that in the region 8 of the sleeve adjacent to the rod cover 5, the inner cavity of the sleeve along the length of the region of the sleeve contains two sections. The first section between points 89 and 90, the second section between points 90 and 91 (see FIG. 3).
  • the minimum inner diameter of the 95 liner is smaller in size minimum inner diameter 93 of the sleeve of the portion farthest from the rod cover 5.
  • the difference in the magnitude of the diameters is equal to twice the value indicated in FIG. 3 at 19.
  • the shock absorber of the vehicle is designed in such a way that in the middle region 7 of the liner, the inner cavity of the liner along the length of the liner region further comprises three sections:
  • the third section is the most remote from the piston cover (between points 99 and 100 contains a narrowing of the inner cavity of the sleeve 22).
  • the inner diameter of the sleeve along the length of the section decreases from the diameter of 101 to the minimum inner diameter 102 of the sleeve in this section, and then increases from the diameter 102 to the maximum inner diameter 103 of the sleeve in this section.
  • the inner diameter of the sleeve along the length of the section decreases from the diameter 103 to the minimum inner diameter 104 of the sleeve in this section, and then increases from the diameter 104 to the maximum internal diameter 105 of the sleeve in this section.
  • the inner diameter of the sleeve along the length of the section decreases from the diameter of 105 to the minimum inner diameter of the 106 sleeves in this section, and then increases from the diameter of 106 to the maximum inner diameter 107 of the sleeves in this section.
  • the minimum inner diameter of the liner 104 is smaller than the minimum inner diameter of the 106 liner in the section closest to the rod cover and smaller than the minimum inner diameter 102 of the liner of the section farthest from the rod cover.
  • the shock absorber of the vehicle is made in such a way that in the region 6 of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises three sections:
  • the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 23 (see figure 5);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 24;
  • the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 25.
  • the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the section closest to the piston cover and larger than the minimum inner diameter of the liner of the section farthest from the piston cover.
  • the shock absorber of the vehicle is made in such a way that in the region 8 of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains three sections (we will explain this design also using figure 5):
  • the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 25 (see figure 5);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 24;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 23.
  • the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the section closest to the rod cover and larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.
  • the shock absorber of the vehicle is made in such a way that in the region 6 of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises three sections:
  • the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 26 (see Fig.6);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 27;
  • the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 28.
  • the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the section closest to the piston cover and smaller than the minimum inner diameter of the liner of the section farthest from the piston cover.
  • the shock absorber of the vehicle is made in such a way that in the region 8 of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains three sections (we will explain this design also with the help of figure 6):
  • the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 28 (see Fig.6);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 27;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 26.
  • the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the section closest to the rod cover and larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.
  • the shock absorber of the vehicle is made in such a way that in the region 6 of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises three sections:
  • the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 29 (see Fig.7);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 30;
  • the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 31.
  • the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the section closest to the piston cover and larger than the minimum inner diameter of the liner of the section farthest from the piston cover.
  • the boundaries between the sections are indicated by dashed lines.
  • the shock absorber of the vehicle is designed in such a way that in the region 8 of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains three sections (we will also explain this design using figure 7):
  • the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 31 (see Fig.7);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 30;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 29.
  • the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.
  • the vehicle shock absorber can be made in such a way that in the area of the sleeve adjacent to the piston cover (see FIG. 2) the inner cavity of the sleeve along the length of the region of the sleeve contains two sections and, at the section closest to the piston cover, the minimum inner diameter of the sleeve according to its value is less than the minimum inner diameter of the sleeve of the portion farthest from the piston cap and the difference in diameters is 50 ⁇ m (from a range of 3 to 10 ⁇ m).
  • the difference in diameters from 3 to Ymkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).
  • the difference in diameters from 10 to 50 ⁇ m can be realized on a high precision lathe with numerical control (with accuracy class “B”).
  • the difference in diameters from 50 to 10Okm can be realized on a lathe of normal accuracy with numerical control (with accuracy class “N”).
  • accuracy class “N” The classification of machines is made in accordance with the Russian standard GOST8-82. Metal-cutting machines. General requirements for accuracy tests.
  • the vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains two sections (see Fig. C) and the minimum inner diameter of the sleeve in the region closest to the rod cover its value is less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover and the difference in diameters is 50 ⁇ m (from a range of 3 to 10 ⁇ m).
  • the difference in diameters can be realized on the aforementioned lathes.
  • the vehicle shock absorber can be made in such a way that in the region of the liner adjacent to the piston cover the inner cavity of the liner contains two sections along the length of the region of the liner and the minimum inner diameter (D p ) of the liner is smaller in magnitude in the region closest to the piston cap the minimum inner diameter of the sleeve of the portion farthest from the piston cap and, in addition,
  • the inner cavity of the sleeve along the length of the sleeve area contains two sections and in the area closest to the rod cover, the minimum inner diameter (D C h) of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the rod cover.
  • I Dp - D ch I I 22.950 - 22.900
  • 50 ⁇ m.
  • the difference in diameters from 5 to Jmkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).
  • the difference in diameters from 10 to 50 ⁇ m can be realized on a high precision lathe with numerical control (with accuracy class “B”).
  • Position 38 indicates the working area of the stem.
  • the working area is the area whose surface is in contact (may come in contact) with the seal when the stem moves in the sleeve.
  • 33 denotes the middle region of the stem (the extent of the region is indicated by 36).
  • 32 denotes the piston region of the rod (the region adjacent to the piston).
  • the length of the region is indicated by 35.
  • Position 34 indicates the region of the rod adjacent to the piston-free end of the rod (to the free end of the rod). The length of the region is indicated by 37.
  • the middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod are equal in length.
  • the shock absorber of the vehicle can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod (along the length of the piston region of the rod) contains two sections and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod by this section, and then decreases to the minimum outer diameter of the rod in this section.
  • the first section closest to the piston contains an extension of the outer diameter of the rod 40 (see Fig. 9).
  • the second section farthest from the piston contains an extension of the outer diameter of the rod 39 (see Fig. 9).
  • the shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod (along the length of the region of the rod adjacent to the piston-free end of the rod) contains two sections on each of the sections the diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section.
  • the first portion closest to the piston-free end of the rod contains an extension of the outer diameter of the rod 42 (see FIG. 10).
  • the second section farthest from the piston end of the rod contains an extension of the outer diameter of the rod 41 (see Fig. 10).
  • the vehicle shock absorber can be made in such a way that in the middle region of the stem the surface of the stem along the length of the working region of the stem further comprises three sections (the portion of the stem closest to the piston, the portion of the stem farthest from the piston and the middle portion of the stem), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section.
  • the first section closest to the piston contains an extension of the outer diameter of the rod 43 (see Fig. 11).
  • the second - the middle section contains an extension of the outer diameter of the rod 44 (see figure 1 1).
  • the third section farthest from the piston contains an extension of the outer diameter of the rod 45 (see figure 1 1).
  • the maximum outer diameter of the rod is larger in magnitude than the maximum outer diameter of the rod of the section closest to the piston and larger than the maximum outer diameter of the rod of the section farthest from the piston.
  • the shock absorber of the vehicle can be made in such a way that, in the piston region of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, in the section closest to the rod, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.
  • the shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and in the section closest to the rod, the maximum outer diameter of the rod is smaller than the maximum the outer diameter of the stem portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.
  • the difference in diameters from 3 to Ymkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).
  • the difference in diameters from 10 to 50 ⁇ m can be realized on a high precision lathe with numerical control (with accuracy class “B”).
  • the difference in diameters from 50 to 10Okm can be realized on a lathe of normal accuracy with numerical control (with accuracy class “N”).
  • accuracy class “N” The classification of machines is made in accordance with the Russian standard GOST8-82. Metal-cutting machines. General requirements for accuracy tests.
  • the claimed shock absorber works as follows.
  • Shock absorber is a double-acting mechanism. It dampens the suspension of the vehicle both when the rod with the piston is inserted into the internal cavity of the cylinder (forward stroke or compression), and when the rod with the piston is removed from the internal cavity of the cylinder (recoil or rebound).
  • the damping of fluctuations in traditional shock absorbers is achieved mainly due to gas compression resistance; due to the resistance that the liquid encounters, flowing from one cavity of the cylinder to another; due to the friction of the piston seal against the inner surface of the cylinder liner, and also due to the friction of the rod in the stem seal.
  • the friction resistance, piston seals on the inner surface of the cylinder liner in the areas adjacent to the caps is significantly increased.
  • the shock absorber is mounted on the vehicle and dampens the vibrations of the vehicle while driving. Under the action of external forces, the piston moves in the sleeve, for example, from the middle region of the sleeve towards the piston cover. Moreover, in the sleeve region adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region contains two or more sections, and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the liner in this section. Alternating narrowing and expansion of the liner impede the movement of the piston in the liner, significantly increasing the force opposing the movement of the piston in the liner.
  • the piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke.
  • the side surface of the seal 108 interacts with the restriction 15, then interacts with the restriction 14.
  • the restriction 15 has a diameter of 84 and the restriction 14 has a diameter of 82.
  • the diameter 84 is larger than the diameter 84, so the restriction 15 is less opposed to the movement of the piston than the restriction 14. What leads to a mitigation of shock and overload when the piston moves through the constrictions 15 and 14 in the direction of the piston cover.
  • the claimed invention enables the use of two lateral surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover.
  • the restriction 18 has a diameter of 93, and the restriction 17 has a diameter of 95.
  • the diameter of 93 is larger than the diameter of 95, so the restriction of 18 counteracts the movement of the piston to a lesser extent than the restriction of 17.
  • constriction 21, 20 and 22 When the piston moves in the middle region of the liner, the piston passes through three constrictions: constriction 21, 20 and 22 or through constrictions 22, 20 and 21 (see figure 4).
  • the constriction 21 has a diameter of 102
  • the constriction 20 has a diameter of 104
  • the constriction 22 has a diameter of 106.
  • the diameter 104 is smaller than the diameter of 102 and the diameter of 106.
  • Constrictions 21 and 22 soften the impact of the piston (dampen the impact) when it moves through three constrictions.
  • the claimed invention enables the use of two lateral surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the rod cover.
  • the piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke.
  • the side surface of the seal 108 sequentially interacts with the narrowing 22, 20 and 21.
  • the claimed invention enables the use of two lateral surfaces of the seal with a forward stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover.
  • the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4.
  • the lateral surface of the seal 108 interacts with the constrictions 22, 20 and 21.
  • the claimed invention enables the use of two lateral surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the rod cover.
  • the piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke.
  • the side surface of the seal 108 sequentially interacts with the narrowing 31, 30 and 29.
  • the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4.
  • the lateral surface of the seal 108 interacts with the constrictions 31, 30 and 29.
  • the implementation of the described embodiment of the invention introduces non-symmetry (relative to the central point 1 13 on the longitudinal axis 1 12 of the middle region of the sleeve) in the design of the shock absorber and avoids the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.
  • the piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke.
  • the side surface of the seal 108 sequentially interacts with the narrowing 25, 24 and 23.
  • the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4.
  • the lateral surface of the seal 108 interacts with the constrictions 28, 27 and 26.
  • the implementation of the described embodiment of the invention introduces non-symmetry (relative to the central point 1 13 on the longitudinal axis 1 12 of the middle region of the sleeve) in the design of the shock absorber and avoids the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.
  • the more additional features are used in the design of the shock absorber, the more the additional technical result is realized: avoiding the self-oscillating and resonant modes of the shock absorber when the vehicle is moving.
  • shock absorbers N ° l, N ° 5, NalO and N ° 45 or N ° 10, N ° 15, 7 and N ° on a car. 35. In this case, it will be in the maximum degree of realization is avoiding the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.
  • the first sleeve is made according to the prototype. On the inner surface of the sleeve narrowing is performed (see Fig. 12). The constriction is made in the form of a circle element 47. The length 53 of the transition section was 50 ⁇ m and the decrease in radius 54 was 50 ⁇ m.
  • the piston used a TPS / T piston composite seal.
  • the prototype also conducted experimental studies on the narrowing sections of the liner.
  • the transition from a larger diameter to a smaller diameter was carried out at a significantly greater length (several millimeters) than the above sleeve. Therefore, in the experiments described, the narrowing of the liner did not exceed 10Okm.
  • Fig shows the sleeve 46, the piston with the seal 48.
  • the piston moves in the direction of the arrow 49, the side surface of the seal 11 1 forward.
  • Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 1 1 1 of the piston seal (look at the piston with seal 48 in Fig.12).
  • the force P When moving around a site with a large diameter, the force P was 5N (see position 50 in FIG. 12). During the overcoming by the seal 48 of the narrowing 54, a jump 51 of the force P was observed, which was equal to 345N. The work done by the piston to overcome the action of the force P over a length 53 equal to 50 ⁇ m is 8500 N * ⁇ m. After the lateral surface 1 1 1 of the seal 48 overcame the narrowing, the reaction force became equal to 20H (see position 52 in FIG. 12).
  • the measurements were carried out in such a way that the nearest sections were at a distance of 1 mm from each other. In each section, the value of the inner diameter (the diameter of the inner boundary of the cross section of the sleeve) was determined.
  • the constrictions are made in the form of semicircles.
  • the width of each narrowing 55 amounted to 10
  • the distance between the constrictions 56 was 50 ⁇ m.
  • the difference in radii 58 was 50 ⁇ m.
  • FIG. 13 shows a sleeve 57.
  • a piston with a seal 48 The piston moves forward on the side surface of the seal 1 1 1, overcoming the narrowing.
  • the piston in FIG. 13 is not shown.
  • Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 1 1 1 of the seal.
  • reaction force P After the lateral surface 1 1 1 of the seal 48 overcame the second narrowing, the reaction force P also became equal to 5H (see position 61 in FIG. 13).
  • the force P (see position 61) after each jump was 5N, and in the prototype, after narrowing, the force P (see position 52) was 20N.
  • the piston will do the same job when moving in front of the side surface of the software.
  • the constrictions are made in the form of trapezoid elements.
  • the width of each constriction (positions 64, 65, and 66 add up) amounted to 150 ⁇ m.
  • the distance between the constrictions 67 was 50 ⁇ m.
  • FIG. 14 shows the sleeve 63.
  • the piston with the seal 48.
  • the piston moves the lateral surface of the seal 1 11 forward, overcoming the narrowing.
  • the piston in FIG. 14 is not shown.
  • Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 1 1 1 of the seal.
  • reaction force P has become equal to 5H (see position 70 in FIG. 14).
  • the constrictions are made in the form of a rectangle element.
  • the width of the narrowing (position 74) was 50 ⁇ m.
  • FIG. 15 shows a sleeve 73.
  • a piston with a seal 48 The piston moves forward on the side surface of the seal 1 1 1, overcoming the narrowing.
  • the piston in FIG. 15 is not shown.
  • Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 111 of the seal.
  • the force P When moving around a site with a large diameter, the force P was 5N (see position 75 in FIG. 15). During the overcoming of constriction by compaction, a jump in force P was observed (see position 76). The magnitude of the jump was equal to 1555N. The work done by the piston to overcome the action of the force P at the jump is 38750N * ⁇ m. After the lateral surface 1 1 1 of the seal 48 has overcome the narrowing, the reaction force P has become equal to 5H (see position 77 in FIG. 15).
  • the total work of the force P depends on the number of contractions and expansions that the piston seal overcomes; from the magnitude of the narrowing (it is recommended that the narrowing does not exceed 10 ohmkm); from the form of narrowing.
  • the steeper the constriction as in FIGS. 13, 14 and 15), the more jumps in the force P, the more effective the shock absorber.
  • shock absorber will ensure that the two side surfaces of the seal are engaged in the forward stroke and rebound when the piston is in the region of the liner adjacent to the piston cover and / or that the two lateral surfaces of the seal are engaged in the forward stroke and rebound when the piston is in the region of the liner adjacent to the rod cover.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

L'invention concerne le génie mécanique et peut s'utiliser dans la production et l'utilisation d'amortisseurs. Le but de l'invention est d'améliorer les capacités d'amortissement de l'amortisseur, ledit amortisseur pour véhicule de transport comprenant une douille, un couvercle de piston, un couvercle de bielle, une bielle et un piston avec une garniture, la douille étant réalisée de sorte que dans la zone ou les zones adjacentes aux couvercles de l'amortisseur la cavité interne de la douille sur la longueur de la région de la douille comprenne au moins deux zones adjacentes, et dans chacun des segments le diamètre interne de la douille sur la longueur du segment (dans la direction du couvercle du piston vers le couvercle de bielle) se réduit jusqu'à la valeur du diamètre interne minimal de la douille dans ce segment puis augmente jusqu'à la valeur du diamètre interne maximal de la douille dans ce segment. Les résultats techniques obtenus sont les suivants : augmentation sensible de la force qui s'oppose au mouvement du piston dans la douille dans les régions adjacentes aux couvercles de l'amortisseur; et utilisation des deux surfaces latérales de garniture lors du mouvement du piston dans ces régions.
PCT/EA2012/000006 2011-02-28 2012-02-28 Amortisseur pour véhicule de transport Ceased WO2012116706A1 (fr)

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EA201100282 2011-02-28
EA201100282A EA201100282A1 (ru) 2011-02-28 2011-02-28 Амортизатор транспортного средства

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140312198A1 (en) * 2013-04-17 2014-10-23 Honeywell International Inc. Isolators including damper assemblies having variable annuli and spacecraft isolation systems employing the same
CN105972138A (zh) * 2016-06-16 2016-09-28 江苏大学 一种两级压力式油气弹簧及其工作方法

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EA201200305A1 (ru) * 2012-03-14 2013-09-30 Олег Олегович ТИХОНЕНКО Амортизатор транспортного средства
EA201200304A1 (ru) * 2012-03-14 2013-09-30 Олег Олегович ТИХОНЕНКО Амортизатор транспортного средства

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Publication number Priority date Publication date Assignee Title
US4527780A (en) * 1981-02-27 1985-07-09 Societe J.G. Allinquant Piston locking for gas springs
GB2241046A (en) * 1990-02-15 1991-08-21 Stabilus Gmbh Pneumatic spring
US5376135A (en) * 1993-02-25 1994-12-27 Aulie; Alan L. Adjustable hydraulic damper
RU69948U1 (ru) * 2006-03-31 2008-01-10 Открытое акционерное общество специального машиностроения и металлургии "Мотовилихинские заводы" Гидравлический амортизатор
RU74602U1 (ru) * 2006-12-27 2008-07-10 Олег Олегович Тихоненко Амортизатор транспортного средства

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4527780A (en) * 1981-02-27 1985-07-09 Societe J.G. Allinquant Piston locking for gas springs
GB2241046A (en) * 1990-02-15 1991-08-21 Stabilus Gmbh Pneumatic spring
US5376135A (en) * 1993-02-25 1994-12-27 Aulie; Alan L. Adjustable hydraulic damper
RU69948U1 (ru) * 2006-03-31 2008-01-10 Открытое акционерное общество специального машиностроения и металлургии "Мотовилихинские заводы" Гидравлический амортизатор
RU74602U1 (ru) * 2006-12-27 2008-07-10 Олег Олегович Тихоненко Амортизатор транспортного средства

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140312198A1 (en) * 2013-04-17 2014-10-23 Honeywell International Inc. Isolators including damper assemblies having variable annuli and spacecraft isolation systems employing the same
US9670983B2 (en) * 2013-04-17 2017-06-06 Honeywell International Inc. Isolators including damper assemblies having variable annuli and spacecraft isolation systems employing the same
CN105972138A (zh) * 2016-06-16 2016-09-28 江苏大学 一种两级压力式油气弹簧及其工作方法

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