CS273085B1

CS273085B1 - Hydraulic telescopic damper with gradual change of damping effect

Info

Publication number: CS273085B1
Application number: CS730088A
Authority: CS
Inventors: Imrich Ing Borik
Original assignee: Imrich Ing Borik
Priority date: 1988-11-07
Filing date: 1988-11-07
Publication date: 1991-03-12
Also published as: CS730088A1

Abstract

The damper is intended for motor vehicles and it serves to prevent the vehicle from vibration by the effect of suspension on the rough ground and also to slow down the movement of the wheel when running over a pot hole. It consists of a working cylinder (3), where a piston (8) with valves is attached to the piston rod (7) and it is supplied with a spring (16), which is close-connected by its upper end with the vehicle (9) of the piston rod (7), to whose lower end a ring (17) is attached. The bottom part of the ring (17), whose bearing surface is separated by a groove, bears on the piston (8) and covers a certain number of openings (15), which serve to damp the movement of the wheel downwards.<IMAGE>

Description

Vynález sa týká hydraulického teleskopického tlmiča so stupňovitou změnou tlmiaceho účin ku, pričom tlmiaci účinok závisí od polohy kolesa automobilu vzfiladom ku karosérii, teda od vysunutia piestnice.BACKGROUND OF THE INVENTION The invention relates to a hydraulic telescopic damper with a stepwise change in the damping effect, the damping effect depending on the position of the car wheel relative to the body, i.e. the extension of the piston rod.

V súčasnosti sa na utlmenie pruženia automobilu poživajú hydraulické teleskopické tlraiče, připadne hydraulické pákové tlmiče. Hydraulické teleskopické tlmiče sa používajú jednopláštové alebo dvojpláštové. Vačšinou sa používajú dvojpláštové, kde priestor medzi dvomi plástami - valcami je vyplněný hydraulickou kvapalinou pre vyrovnávanie objemu pracovného vnútorného valca pri zasúvaní a vysúvaní piestnice. Tento hydraulický teleskopický tlmič sa v podstatě skládá z pracovného valca, v ktorom sa pohybuje piest s dvomi ventilmi, uchytený na piestnici. Jeden ventil kladie odpor prietoku kvapaliny spod piesta nad piest a teda spomaluje pohyb kolesa pri pohybe smerom hoře. Druhý ventil kladie odpor prietoku kvapaliny z priestoru nad piestom do priestoru pod piestom a teda spomaluje koleso pri pohybe smerom dole. Piest je cez piestnicu spojený s karosériou automobilu, připadne s podvozkom a pracovný válec s kolesom, resp. nápravou na ktorom je uchytené toto koleso. Tlmič teda spomaluje vzájomný pohyb kolesa a karosérie a tým zabraňuje rozkývaniu automobilu vplyvom pruzenia pri jazde na nerovnom teréne. V súčasnosti sa používajú aj tlmiče, v ktorých si vodič može zvolit niektorú z troch velkostí tlmenia podlá sposobu jazdy a požadovaného pohodila. Tieto tlmiče však tiež neregulujú tlmiaci účinok podlá polohy kolesa a preto neodstraňujú nevýhodu, ktorú rieši tlmič podlá vynálezu. Existuje tiež riešenie popísané v ochran nom dokumente SU 1 025 940, P 16 F9/48, 1983. V tomto tlmiči sa mění tlmiaci účinok tiež v závislosti od polohy kolesa automobilu vzhíadom ku karosérii, ale tlmiaci účinok sa zvýši pri zasúvaní piestnice, číže pri zdvíhaní kolesa. Zvýšenie tlmiaceho účinku teda zabráni úplnému stlačeniu pružiny a tým aj nárazu na karosériu. Tento tlmič teda rieši iný problém, než hydraulický teleskopický tlmič so stupňovitou změnou tlmiaceho účinku. Taktiež koštrukcia tlmiča je iná, pretože změna tlmiaceho účinku sa dosiahne přídavnými radiálnými otvormi a pohyblivým prvkom, ktorý je trvale spojený s piestom tlmiča.Currently, hydraulic telescopic dampers or hydraulic lever dampers are used to dampen the car's suspension. Hydraulic telescopic dampers are used in single-shell or double-shell. Usually, double-shell are used, where the space between the two shells - cylinders is filled with hydraulic fluid to equalize the volume of the working inner cylinder when inserting and withdrawing the piston rod. This hydraulic telescopic damper essentially consists of a working cylinder in which the piston with two valves moves on the piston rod. One valve imposes resistance to the flow of liquid from below the piston above the piston and thus slows the movement of the wheel as it moves upwards. The second valve resists the flow of fluid from the space above the piston to the space below the piston and thus slows down the wheel as it moves downwards. The piston is connected via the piston rod to the car body, eventually with the chassis and the working cylinder with the wheel, respectively. the axle on which this wheel is mounted. The shock absorber thus slows the relative movement of the wheel and the body and thus prevents the car from swinging due to the suspension when driving on uneven terrain. Currently, dampers are also used, in which the driver can choose any of the three damping sizes according to the driving style and comfort required. However, these dampers also do not regulate the damping effect according to the position of the wheel and therefore do not eliminate the disadvantage of the damping device according to the invention. There is also a solution described in the protective document SU 1 025 940, P 16 F9 / 48, 1983. In this damper the damping effect also varies depending on the position of the car wheel with respect to the body, but the damping effect increases when the piston rod is retracted. wheel lift. Increasing the damping effect thus prevents complete compression of the spring and hence impact on the body. Thus, this damper solves a problem other than a hydraulic telescopic damper with a stepwise change in damping effect. Also, the construction of the damper is different because the change in damping effect is achieved by additional radial holes and a movable element that is permanently connected to the damper piston.

Nevýhodou týchto tlmičov je to, že pri prejazde kolesa cez jamu, alebo akúkolvek priehlbinu napr. vplyvom vybitej cesty, nízko uloženého poklopu kanálu a pod., tlmič nedostatočne brzdí pohyb kolesa, ktoré je potom velkou rýchlostou vražené do tejto priehlbiny. Pri dalšora pohybe automobilu koleso nabehne na hranu priehlbiny, ktoré ho vyrazí hoře a dozadu. Čím viac koleso kleslo, tým je náraz vačší.The disadvantage of these dampers is that when the wheel passes through the hole or any recess e.g. Due to the discharged path, the low-lying channel cover and the like, the damper does not sufficiently inhibit the movement of the wheel, which is then pushed into the recess at high speed. As the car moves further, the wheel runs up to the edge of the recess, pushing it up and back. The more the wheel has fallen, the greater the impact.

Uvedenú nevýhodu odstraňuje hydraulický teleskopický tlmič so stupňovitou změnou tlmiaceho účinku, zostavený z pracovného valca, v ktorom je piest s ventilmi uchytený na piestnici, podlá vynálezu, ktorého podstata spočívá v tom, že je doplněný o pružinu, ktorá je svojim horným koncom pevne spojená s vodidlom piestnice a na jej dolnom konci je uchytený krúžok, ktorého spodná, drážkou predelená dosadacia plocha, koresponduje s otvormi piesta.This disadvantage is overcome by a hydraulic telescopic damper with a gradual damping effect, consisting of a working cylinder in which the piston with the valves is mounted on the piston rod according to the invention, which is characterized by a spring which is firmly connected to its upper end with the piston rod guide and at its lower end there is a retaining ring whose lower, grooved bearing surface corresponds to the piston holes.

Výhodou hydraulického teleskopického tlmiča so stupňovitou změnou tlmiaceho účinku podlá vynálezu je to, že pri prejazde coz hrbol umožní tento tlmič rýchly návrat kolesa na vozovku rovnako ako pri běžných tlmičoch, aby styk medzi kolesom a vozovkou bol přerušený čo najkratšie. Pri prejazde cez výmol a rožne priehlbiny na ceste sa však koleso vplyvom vačšej tlmiacej sily pohybuje smerom dole pomaly, a preto nedosadne až na spodok priehlbiny, ale klesne len o určitú výšku. Náraz na koleso bude potom menší a tým sa zlepší pohodlie jazdy. Okrem toho sa zmenší aj namáhanie nápravy automobilu, čím sa zvýši jej životnost. Taktiež sa zmenší aj nebezpečenstvo šmyku pri prejazde cez priehlbinu na zladovatelej ceste, ked by náraz na koleso mohol stočit automobil. Zvýši sa teda aj bezpečnost jazdy.An advantage of the hydraulic telescopic shock absorber according to the present invention is that, when passing through the bump, the shock absorber allows the wheel to return quickly to the road as well as conventional shock absorbers, so that the contact between the wheel and the road is interrupted as short as possible. However, as it passes through the pothole and spit grooves on the road, the wheel moves downwards slowly due to greater damping force and therefore does not reach the bottom of the hollow but only drops by a certain height. The impact on the wheel will then be less, improving driving comfort. In addition, the stress on the axle of the car will be reduced, thus increasing its service life. It also reduces the risk of skidding when driving through a recess on the aligning road when an impact on a wheel could twist a car. Driving safety will also be improved.

Na pripojenom výkrese je v náryse znázorněný rez tlmiča podlá vynálezu. Na obrázku sú kvoli lepšej prehladňosti vynechané niektoré detaily, ktoré sú z hladiska predmetu vynálezu nepodstatné. Podobné niektoré detaily sú znázorněné zjednodušené.The accompanying drawing shows a cross-sectional view of a damper according to the invention. In the figure, for the sake of clarity, some details that are irrelevant to the subject matter of the invention are omitted. Similar some details are shown simplified.

CS 273 085 Bl 2CS 273 085 B1 2

Piestnica 3^e svojim horným koncom spojená s karosériou automobilu ako pri běžných tlmičoch. Pri pohybe je vedená vodidlom_9 piestnice_7. Na piestnici _7 je pomocou matice 18 upevněný piest 8. V pieste _8_ sú na kružnici umiestnená otvory 12, na ktoré je pomocou pružiny 10 dotláčaný ventil 11, ktorý zaistuje to, aby kvapalina mohla prúdit len spod piesta 8 na piest 8, a teda. tlmi pohyb kolesa smerom hoře. V pieste 8 sú ešte taktiež po kružnici umiestnené otvory na ktoré je pomocou pružiny 13 dotláčaný ventil 34. Ventil 14 zaistuje to, že hydraulická kvapalina može cez otvory 15 prúdit len smerom dole, čiže z priestoru nad piestom 8 do priestoru pod piestom_8_, a teda tlmi pohyb kolesa smerom dole. Prepúštací ventil 5 a nasávací ventil j6_umožňuje prúdenie hydraulickej kvapaliny medzi objemom pracovného valca _3. ^a priestoru medzi pracovným valcom 3 a vonkajším valcom 4_, pri zasúvaní a vysávaní piestnice J7_ z pracovného valca 3. Priestor medzi pracovným valcom 3 a vonkajším valcom 4_ je uzavretý zátkou_1 a těsněním 2. Tento tlmič je doplněný o pružinu 16, ktorá je svojim horným koncom spojená s vodidlom _9 piestnice a na dolnom konci pružiny 16 je uchytený krúžok 17, ktorého spodná plocha je pri stojacom automobile dosadnutá na otvory 15. Pružina 16 slúži teda na spojenie krúžku 17 s horným koncom pracovného valca _3_, resp. s vodidlom 9 piestnice 7. Toto spojenie musí byt pomocou pružiny preto, aby krúžok 17 bol dotláčaný na piest J3, ale aby ho mechanicky nezastavil, pretože by tým úplné zastavil koleso, čo je nežiadúce, lebo pri jazde po nerovnom teréne by koleso nemohlo dalej klesat a tak sledovat povrch cesty. Funkcia krúžku 17 spočívá v tom, že pri polohe kolesa, ked automobil stojí, je krúžok 17 dosadnutý na otvory 15 a teda zakrýva otvory 15., okrem tých otvorov, ktoré sú pod drážkou v krúžku 17. Priečna drážka rozděluje dosadaciu plochu krúžku 17 na dve segmentové plochy, aby sa nezakryli všetky otvory 15. Kedže pri pohybe kolesa smerom dole zostáva krúžok 17 přitlačený na otvory 15, zmenší sa počet otvorov 15., cez ktoré kvapalina može prúdit a teda aj rýchlost klesania kolesa. Optimálna rýchlost klesania kolesa je přibližné 150 mm/s. Pohyb kolesa smerom hoře nebude týmto riešením ovplyvnený, pretože tlmenie v tomto smere zaistuje ventil 11, ktorého činnost nie je krúžkom 17 ovplyvnená. Taktiež pohyb kolesa z hornej úvrate do polohy kolesa, Ittoré je pri automobile stojacom· na rovnom teréne sa nezmení, lebo krúžok 17 je vtedy oddialený od otvorov 15 v pieste JB. Najvýhodnejšiu polohu kolesa, t.j. nejvýhodnejšie zataženie automobilu, pri ktorom má krúžok 17 dosadnút na otvory 15 v pieste 8, čiže dlžku pružiny 16 je nutrté zistit jazdnými skúškami. Taktiež je nutné vypočítat, resp. jazdnými skúškami zistit, kolko otvorov 15 má zostat pod drážkou v krúžku 17, teda nezakrytých. Všetky otvory 15 sa nesmú zakryt, lebo by sa prietok kvapaliny úplné zablokoval a koleso by dalej nemohlo klesat a sledovat povrch vozovky. Medzi vnútorným priemerom pružiny 10 a vonkajším priemerom kfůžku 17 musí byt medzera pre prúdenie kvapaliny. Pružina 16 musí byt dostatočne tuhá, aby nedošlo k rozkmitaniu krúžku 17 pri jazde. V dosadacej ploché krúžku 17 musia byt vysústružené ryhy, aby nedošlo k prttnutiu krúžku 17 ku piestu 8.Rod ³ and its upper end to the vehicle body than conventional shock absorbers. During movement it is guided by guide 9 of piston rod 7. A piston 8 is fastened to the piston 7 by means of a nut 18. In the piston 8 there are openings 12 on the circle, onto which a valve 11 is pressed by means of a spring 10 which ensures that liquid can flow only from below the piston 8 to the piston 8. dampen the upward movement of the wheel. The piston 8 also has openings on the circle, where the valve 34 is pressed by means of a spring 13. The valve 14 ensures that hydraulic fluid can only flow downwards through the apertures 15, i.e. from the space above the piston 8 to the space below the piston 8 and thus dampen downward wheel movement. The relief valve 5 and the intake valve 16 allow the hydraulic fluid to flow between the volume of the working cylinder 3. ^{and the} space between the working cylinder 3 and the outer cylinder 4, when the piston rod 7 is inserted and sucked out of the working cylinder 3. The space between the working cylinder 3 and the outer cylinder 4 is closed by a plug 1 and a gasket 2. an end 17 connected to the piston rod guide 9 and at the lower end of the spring 16 a ring 17 is mounted, the bottom surface of which is seated on the openings 15 when the car is stationary. The spring 16 thus serves to connect the ring 17 with the upper end of the working cylinder 3, respectively. with the piston rod guide 9. This connection must be by means of a spring so that the ring 17 is pushed against the piston 13 but not mechanically stopped, as this would completely stop the wheel, which is undesirable because the wheel could no longer travel on uneven terrain. sink and thus follow the road surface. The function of the ring 17 is that when the wheel is stationary, the ring 17 is seated on the apertures 15 and thus covers the apertures 15, except for the apertures below the groove in the ring 17. The transverse groove divides the bearing surface of the ring 17 into Since the ring 17 remains pressed against the apertures 15, the number of apertures 15 through which fluid can flow and thus the rate of descent of the wheel is reduced. The optimum descent speed of the wheel is approximately 150 mm / s. The upward movement of the wheel will not be affected by this solution since the damping in this direction is ensured by a valve 11 whose operation is not affected by the ring 17. Also, the movement of the wheel from the top dead center to the wheel position is not changed when the car is standing on a flat terrain, since the ring 17 is then separated from the holes 15 in the piston JB. The most advantageous position of the wheel, i.e. the most advantageous load of the car, in which the ring 17 is to rest on the holes 15 in the piston 8, i.e. the length of the spring 16, must be determined by driving tests. It is also necessary to calculate, respectively. to determine how many holes 15 are to remain under the groove in the ring 17, that is, not covered. All openings 15 must not be covered, as the liquid flow would be completely blocked and the wheel could no longer drop and follow the road surface. There must be a gap for the fluid flow between the inner diameter of the spring 10 and the outer diameter of the disc 17. The spring 16 must be sufficiently rigid to prevent the ring 17 from vibrating when driving. Grooves must be machined in the seating ring 17 to prevent the ring 17 from sticking to the piston 8.

Hydraulický teleskopický tlmič so stupňovitou změnou tlmiaceho účinku je možné využit vo všetkých druhoch čestných motorových vozidiel.Hydraulic telescopic dampers with a gradual damping effect can be used in all kinds of honest motor vehicles.

Claims

CS 273 085 B1

2 The upper end of the piston rod is connected to the body of a car as it is in a conventional car. A piston rod 7 is guided by the guide 9 during movement. On the piston rod 7, by means of a nut 18, a piston 8 is fixed. In the piston 8, there are holes 12 on which the valve 11 is pressed by means of a spring 10, which ensures that the liquid can flow only from the piston 8 to the piston 8 and thus. dampens the movement of the wheel towards the mountain. Holes 15 are also arranged in the piston 8 on which the valve 14 is pressed by means of a spring 13. The valve 14 ensures that the hydraulic fluid can only flow downward through the openings 15, i.e. from the space 8 through the piston 8 into the space below the piston. and thus dampens the downward movement of the wheel. The overflow valve 5 and the inlet valve 6 allow the flow of hydraulic fluid between the volume of the working cylinder 3 and the space between the working cylinder 3 and the outer cylinder 4, during insertion and withdrawal of the piston rod 7 from the working cylinder

3. The space between the working cylinder 3 and the outer cylinder 4 is closed by a plug 1 and a seal 2. This damper is complemented by a spring 16 which, by its upper end, is connected to the piston guide 9 and a ring 17 is attached to the lower end of the spring 16. the lower surface of which, when the car is stationary, is mounted on the openings 15. The spring 16 thus serves to connect the ring 17 to the upper end of the working cylinder 3, respectively. This connection must be made by means of a spring so that the ring 17 is pushed onto the piston J3 but does not mechanically stop it, since this would completely stop the co-forest, which is undesirable because the wheel would not be able to continue driving on uneven terrain. sinking so follow the road surface. The function of the ring 17 is that, at the wheel position, the ring 17 is seated on the openings 15 and thus covers the openings 15, except those that are below the groove in the ring 17. The cross groove divides the bearing surface of the ring 17 into two segmented surfaces to not cover all of the openings 15. Since the ring 17 remains pressed against the openings 15 when the wheel is moved downwards, the number of openings 15 decreases, through which the liquid can flow and thus the rate of fall of the wheel. The optimum descent speed is approximately 150 mm / s. The upward movement of the wheel will not be affected by this solution, since the damping in this direction secures the valve 11, the operation of which is not affected by the ring 17. Also, the movement of the wheel from the top dead center to the wheel position does not change on the flat terrain because the ring 17 is then spaced apart from the openings 15 in the piston JB. The most advantageous position of the wheel, i.e. the most advantageous retraction of the car at which it has the cream The spring 17 engages the openings 15 in the piston 8, i.e. the length of the spring 16 must be detected by the driving tongs. It is also necessary to calculate, respectively. the running tests to determine the pin hole 15 thawing under the groove in the ring 17, thus not covered. All openings 15 must not be covered, the skulls will be completely blocked by the liquid flow, and the wheel could no longer descend and follow the ground. There must be a liquid flow gap between the inner diameter of the spring 10 and the outer diameter of the lip 17. The spring 16 must be rigid enough to prevent the ring 17 from rolling when driving. Grooves must be grooved in the bearing ring 17 to prevent the ring 17 from being drawn into the piston 8. The hydraulic telescopic damper with stepped change of damping effect is possible to use all kinds of honest motor vehicles. BEFORE THE METALLY A HYDRAULIC TELESCOPIC Damper with a stepped change of damping effect is assembled from a working cylinder in which the valve piston is attached to the piston rod, which is complemented by a spring (16) which is firmly connected to the piston rod guide by its upper end (9) and a ring (17) is attached to the lower end thereof, the lower surface of which is provided by the groove, corresponding to the openings (15) of the piston (8). 1 drawing