EA016867B1 - Shock absorber for transport vehicle - Google Patents

Abstract

The invention relates to mechanical engineering and can be used in manufacturing and operation of shock absorbers. The invention is aimed at improving shock absorber damping properties, the shock absorber of a transport vehicle comprises a bushing, a piston cover, a rod cover, a rod, a piston with seal, the bushing is embodied so that in a zone adjoining the shock absorber covers, the inner bushing cavity comprises two narrowings and a rod adjoining the rod's end free from the piston, comprises two widenings; and/or the bushing is embodied so that in the zone adjoining the shock absorber cover the inner bushing cavity comprises three narrowings and the rod in the piston zone comprises three widenings. The technical result is a substantial increase of force counteracting the piston motion in the bushing in sections adjoining the shock absorbers covers; operating two lateral sealing surfaces when moving the piston in said sections, and also operating two lateral sealing for the rod.

Description

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.

State of the art

Most modern shock absorbers, despite a wide variety of types, have common elements for all - a sleeve (cylinder) with oil, a rod with a piston. The piston rod is movable in the cylinder. In addition to the cylinder, the shock absorbers can have additional external cylinders and a housing. A piston divides the cylinder into cavities. As a rule, 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. A bore or valve may also be provided in the piston.

At present, 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 (I8 3857307 from 12.31.1974). Such 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 with a seal, while the rod cover contains a seal for the rod (abstract to the patent for utility model RF 74602 dated 10.07.2008). These features are similar to those of the invention.

The disadvantages of the prototype are:

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;

non-use of the side surfaces of the seal located on the piston with a direct stroke and rebound when the piston is in the area or areas adjacent to the shock absorber caps;

not using the lateral surfaces of the seal for the rod located on the rod cover with a direct stroke and rebound when the piston is in the region or regions of the liner adjacent to the shock absorber covers.

Disclosure of invention

Terms and definitions used in the application materials.

The terms used in the application are published on the Internet at the following addresses: 1Shr: // ps \ u1ss1ito1od.pagob.gi / aTs1s1s8 / 35agis1s.1it1. yyr: //1s1opb.gi/gi/k1a1/2-ag6s1ek/5-atog1.

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 Fig. 1), a rod 3 with a piston 2, made with the possibility of movement in the inner cavity of the sleeve. Actually the inner cavity of the sleeve by the piston is divided into two cavities.

When the piston moves, the volume of the cavities changes.

The application describes a single-rod shock absorber.

The liner working area is the area in which the liner inner surface is in contact with the seal or piston seals during operation of the shock absorber. In FIG. 1, the working area is indicated by the position 13. This area may be simplistically called: the working inner surface of the sleeve, the working area of the inner surface of the sleeve, or simply the working area.

Another definition explaining the term working area of the sleeve.

The working area of the sleeve is a space that includes (enclosing) the inner surface of the sleeve, the inner cavity of the sleeve, the body of the sleeve, the outer surface of the sleeve. And while in the working area of the sleeve the inner surface of the sleeve is in contact with the seal or with the piston seals during operation of the shock absorber.

The term area is understood as space (The Big Explanatory Dictionary of the Russian Language. / Comp. And Gl. Ed. S.A. Kuznetsov.-SPb .: Noring, 2000 - 1536 p.).

Space is a place that can accommodate something (The Big Explanatory Dictionary of the Russian Language. / Comp. And Ch. Ed. S.A. Kuznetsov.-St. Petersburg: Noring, 2000 - 1536 p.).

The work area, in turn, is divided into three areas:

region 6 of the sleeve adjacent to the piston cover. The region (the extent of the region) is indicated by 10 (see Fig. 1);

- 1 016867 middle region 7 of the sleeve. The length of the region is indicated by 11 (see Fig. 1);

area 8 of the sleeve adjacent to the rod 5 cover. The region (the extent of the region) is indicated by 12 (see Fig. 1).

The lengths of 10, 11 and 12 areas are the same. The work area, as well as the three other above areas, can be divided into sections.

Thus, in order to determine the characteristics of the above three areas, it is necessary to determine the working area of the inner surface of the sleeve, its location, extent;

identify the piston cap 4;

identify the stem cap 5.

Let us define shock absorber covers.

A rod cap is a shock absorber cap rigidly connected to a cylinder.

The stem passes through the stem cap and it (the stem cap) is closest to the piston connected to the stem. 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 a rod guide, or a guide seal, or a guide ring. There are other names for stem seals.

There can be several caps on the shock absorber through which the rod passes, but according to the definition, 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 caps of the shock absorber, through which it does not pass, may have several rods, but in accordance with the definition, the piston cap is one and it is indicated by 4 (see Fig. 1).

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.

Let us define the areas of the liner:

the area of the sleeve adjacent to the rod cover;

middle region of the sleeve;

the area of the sleeve adjacent to the piston cover.

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 area 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.

Between the region of the sleeve adjacent to the rod cover, and the region of the sleeve adjacent to the piston cover, the middle region of the sleeve is located.

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, in turn, 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 section closest to the piston cap is the section that is closest to the other piston cap closest to the rest of the sections in question.

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 rod cover is the section that is closest to the rod cover closest to the rest of the sections in question.

If three sections are considered in the liner region (in any of the liner regions considered above), then between the region closest to the piston cover and the region closest to the rod cover, the middle section is located.

The portion closest to the piston cap is the portion farthest from the rod cap.

- 2 016867

The area closest to the rod cover is the area farthest from the piston cover.

The sleeve has a longitudinal axis. The longitudinal axis, as a rule, coincides with the longitudinal axis of the rod located in the sleeve. In FIG. 1, the longitudinal axis is indicated by a dash-dot line. The length of the sleeve region is laid in the direction of the longitudinal axis.

If the coordinate axis is laid along the longitudinal axis, then the origin lies at the intersection of the longitudinal axis with the piston cover.

If they say: along the length of the sleeve region, then this means that in the direction of the longitudinal axis of the sleeve from the piston cover to the rod cover.

It is accepted in the application that the origin of the coordinate axis is at the intersection of the longitudinal axis of the sleeve with the piston cover and the direction of the longitudinal axis of the sleeve is from the piston cover to the rod cover.

Minimum - this means the smallest.

Maximum - this means the greatest.

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 Fig. 4 of the utility model RF 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.

In FIG. 1 shows the longitudinal axis 112 of the liner and stem. 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. As a rule, 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.

Rod Seal - A seal located on the rod cover of the shock absorber. The stem contacts the stem seal. In FIG. 1, 34, 35, 52, the stem seal is indicated at 78. The stem seal may be referred to as the stem seal, the stem seal located on the stem cover, the rod guide. The tasks that the seal for the rod solves: it prevents the ingress of solid particles, liquids, etc. into the internal cavity of the shock absorber, directs the rod movement in the axial direction, transfers loads from the rod to the rod cover.

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, as a rule, is oil. However, in some cases, water, alcohol, hydrocarbons, etc. can be used as a working substance.

Object of the invention

The vehicle shock absorber is designed to damp the vibrations of the vehicle as a whole by absorbing the vibration energy of the vehicle suspension.

The weight of the vehicle, in particular the vehicle, is taken by the spring springs or torsion bars, and the shock absorbers of the vehicle are designed to dampen the vehicle's vertical vibrations and actively affect its adhesion to the road during maneuvering, acceleration and braking. When hitting an obstacle, 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 claimed shock absorber is not designed to transmit torque from the rod through the piston to the sleeve. In FIG. 1 arrows 114 and 115 show the directions of joint rotation of the rod with

- 3 016867 piston in the sleeve relative to the longitudinal axis of the sleeve 112.

The rod with the piston can be made in the form of a single part, or connected by a threaded connection, welding, or in another way. The connection provides joint rotation of the rod and piston in the sleeve.

Shock absorbers can be classified as momentary or non-momentary shock absorbers. The momentary shock absorber is described in the source yyr: // pete! Esypo1od.pagob.gi / agys1e8 / 45agys1.ey! T1.

The claimed shock absorber relates to shock absorbers in which the rod and piston are capable of joint rotation in the sleeve relative to the longitudinal axis of the sleeve. That is, the invention does not apply to momentary shock absorbers.

The objective of the invention is to improve the damping properties of the shock absorber due to a significant increase in friction when the piston seal is in the region or regions of the liner adjacent to the shock absorber covers, and also due to a significant increase in the friction forces of the seal for the rod when it is in the region of the stem adjacent to piston, and / or in the region of the rod adjacent to the piston-free end of the rod.

The problem is solved due to the fact that 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, and differs from the prototype in that the aforementioned sleeve is made in such a way that 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 two sections and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section but decreases to the minimum internal 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 diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cap;

and the rod is designed so 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 rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and each of the sections in the direction from the piston to the piston-free end of the rod, 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 pc in this section and in the middle 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 less than the maximum outer diameter of the stem of the portion farthest from the piston;

or the sleeve is designed so 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 and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced 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 magnitude smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover;

and the rod is made so that in the piston region of the rod the surface of the rod along the length of the rod region contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod) and in each of the sections in the direction from piston to the piston-free end of the rod, 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 on average ke maximum outer diameter of the rod in magnitude smaller than the maximum outer diameter portion of the rod closest to the piston, and greater than the maximum outer diameter portion of the rod farthest from the piston;

or the sleeve is 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 region of the sleeve contains two sections and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced to the minimum internal the diameter of the liner in this section, and then increases to the value of the maximum inner diameter of the liner in this section and in the section closest to the piston cover, the minimum inner diameter of the liners s in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap;

and the rod is 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 rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and in each of the sections in the direction from the piston to the piston-free end of the rod, 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 current in this section and

- 4 016867 in the middle section, the maximum outer diameter of the rod in its size is greater than the maximum outer diameter of the rod of the section closest to the piston, and less than the maximum outer diameter of the rod of the section farthest from the piston;

and the sleeve is designed so 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 and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced 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 size is less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover;

and the rod is made so that in the piston region of the rod the surface of the rod along the length of the rod region contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod) and in each of the sections in the direction from piston to the piston-free end of the rod, 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 on average ke maximum outer diameter of the rod in magnitude smaller than the maximum outer diameter portion of the rod closest to the piston, and greater than the maximum outer diameter portion of the rod farthest from the piston.

Some of the features in the formula are written in the form of alternatives, which allows us to formulate three inventions.

First invention

The shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, the rod cover contains a seal for the rod, and differs from the prototype in that the aforementioned sleeve is designed 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 two sections and on each of the sections in the direction from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum it liner diameter in this area, and then increases to the maximum internal diameter of the sleeve in this region and in the area closest to the piston cover, the minimum inner diameter of the sleeve in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap;

and the rod is 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 rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and in each of the sections in the direction from the piston to the piston-free end of the rod, 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 current in this section and in the middle section, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the section closest to the piston, and less than the maximum outer diameter of the rod of the section farthest from the piston.

Second invention

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, and differs from the prototype in that the sleeve is made in such a way that in the area of the sleeve adjacent to the rod cover, the inner the cavity of the sleeve along the length of the region of the sleeve contains two sections and on each of the sections in the direction from the piston cover to the rod cover, the inner diameter of the sleeve along the length of the section is reduced to the minimum internal diameter of the lysa 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 is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover;

and the rod is made so that in the piston region of the rod the surface of the rod along the length of the rod region contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod) and in each of the sections in the direction from piston to the piston-free end of the rod, 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 on average ke maximum outer diameter of the rod in magnitude smaller than the maximum outer diameter portion of the rod closest to the piston, and greater than the maximum outer diameter portion of the rod farthest from the piston.

- 5 016867

Third invention

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, and differs from the prototype in that the sleeve is designed so that, in the region of the sleeve adjacent to the piston cover, the inner the cavity of the sleeve along the length of the region of the sleeve contains two sections and on each of the sections in the direction 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 diameter g 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 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 rod is 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 rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and in each of the sections in the direction from the piston to the piston-free end of the rod, 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 current in this section and in the middle section, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the section closest to the piston, and less than the maximum outer diameter of the rod of the section farthest from the piston;

and the sleeve is designed so 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 and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced 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 size is less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover;

and the rod is made in such a way that in the piston region of the rod the surface of the rod along the length of the rod region contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod) and in each of the sections in the direction from the piston to the piston-free end of the rod, 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 middle section ke the maximum outer diameter of the rod is smaller in magnitude than the maximum outer diameter of the rod of the section closest to the piston, and larger than the maximum external 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 the aforementioned sections in the area of the sleeve adjacent to the piston cover are adjacent.

The shock absorber of the vehicle can be made in such a way that the aforementioned sections in the area of the sleeve adjacent to the rod cover are adjacent.

The shock absorber of the vehicle can be made in such a way that the aforementioned sections in the region of the rod adjacent to the piston-free end of the rod are adjacent.

The shock absorber of the vehicle can be made in such a way that the above-mentioned sections in the piston region of the rod are adjacent.

The technical results of the invention are a significant 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 use of two side 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 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 use of two lateral surfaces of the seal for the rod with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover;

the use of two lateral surfaces of the seal for the rod in the forward stroke and rebound when the piston is in the area of the sleeve adjacent to the rod cover.

Below are other variants of the invention with particular features, developing and clarifying the invention. In the following 23 variants of the invention (variants are numbered from 11 to 231), an additional technical result is that the implementation of each separately variant or the implementation of a combination of variants introduces non-symmetry (relative to the midpoint on the longitudinal axis of the shock absorber) into the design of the shock absorber (shock absorber sleeve) and will avoid self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving. Each of the following 23 variants of the invention can be implemented in conjunction with

- 6 016867 variant of the invention specified in the claims. Also, each of the following 23 variants of the invention can be implemented with a variant of the invention indicated in the claims, and with any of the remaining 22 variants of the invention or with a group of variants of inventions. For example, option 11 can be implemented with the option stated in the formula, or option 11 can be implemented with the option stated in the formula, and with option 21, or option 11 can be implemented with the option stated in the formula, and with options 31, 41 and 51.

Self-oscillations are undamped oscillations that are supported by an external energy source. The type and properties of these oscillations (frequency, amplitude, shape) 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.

11. The shock absorber of the vehicle 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 region of the sleeve additionally contains two sections and in the section closest to the piston cover, the minimum inner diameter of the sleeve is smaller in size the minimum inner diameter of the sleeve of the section farthest from the piston cap, 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.

21. 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 additionally contains two sections and in the region adjacent to the piston cover, the minimum inner diameter of the liner is smaller than the minimum the inner diameter of the sleeve of the section farthest from the piston cap, 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.

31. The shock absorber of the vehicle 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 additionally contains two sections and in the section closest to the rod cover, the minimum inner diameter of the sleeve is smaller in size 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.

41. The shock absorber of the vehicle can be made so 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 further comprises two sections and in the section adjacent to the rod cover, the minimum inner diameter of the sleeve is smaller than the minimum the 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.

51. The vehicle shock absorber can be made so 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 additionally contains two sections and at the section closest to the piston cover, the minimum inner diameter of the liner is larger in size minimum inner 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.

61. 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 further comprises two sections and in the region adjacent to the piston cover, the minimum inner diameter of the liner is larger than the minimum the inner diameter of the sleeve section, the most remote from the piston cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent. This also introduces non-symmetry into 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.

71. The shock absorber of the vehicle 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 additionally contains two sections and in the section closest to the rod cover, the minimum inner diameter of the sleeve is larger than the minimum internal diameter of the sleeve of the plot,

- 7 016867 most remote from the rod cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent. This also introduces non-symmetry into 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.

81. The shock absorber of the vehicle can be made so 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 additionally contains two sections and in the area adjacent to the rod cover, the minimum inner diameter of the sleeve is larger than the minimum the inner diameter of the sleeve section, the most remote from the rod cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent. This also introduces non-symmetry into 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.

91. The vehicle shock absorber may be configured such 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 further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover, 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, and then increases to the maximum internal diameter cartridge cases 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

101. The vehicle shock absorber may be configured so that, in the region of the liner adjacent to the rod cover, 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 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, and then increases to the maximum internal diameter ra sleeve in this region; 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.

111. The vehicle shock absorber can be made so 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 In each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum internal diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this stock; 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

121. 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 further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover 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 sleeve in this section, and then increases to the maximum internal diameter cartridge cases in this section; and in the middle portion, the minimum inner diameter of the liner is larger in magnitude 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

131. 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 inner cavity of the sleeve along the length of the area of the sleeve

- 8 016867 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 sleeve in this section, and then increases to the maximum inner 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

141. 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 additionally 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 of the section decreases to the minimum internal diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this stock; and in the middle portion, the minimum inner diameter of the liner is larger in magnitude 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

151. The shock absorber of the vehicle may be configured such 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 further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover, 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, and then increases to the maximum internal diameter tra sleeve in this region; and in the middle section, the minimum inner diameter of the liner is smaller in magnitude 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

161. The vehicle shock absorber may be configured such 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 further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover, 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, and then increases to the maximum inner diameter the sleeve at the site; 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.

171. The vehicle shock absorber can be made so that in the middle region of the liner the inner cavity of the liner along the length of the liner region additionally 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 of the section decreases to the minimum internal diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this stock; and in the middle portion, the minimum inner diameter of the liner is larger in magnitude than the minimum inner diameter of the liner in the portion farthest from the piston cap and smaller than the minimum inner diameter of the liner of the portion closest to the piston cap. The vehicle shock absorber 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.

181. The vehicle shock absorber may be configured 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 further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover, and middle section) and in each of the sections the inner diameter of the sleeve

- 9 016867 along the length of the section decreases to the value of the minimum inner diameter of the sleeve in this section, and then increases to the value of 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 the portion closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

191. The vehicle shock absorber may be configured such 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 further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover, 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, and then increases to the maximum inner diameter the sleeve at the site; 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.

201. The vehicle shock absorber can be made so that in the middle region of the liner the inner cavity of the liner along the length of the liner region additionally 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 of the section decreases to the minimum internal diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this stock; 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 of the portion closest to the piston cap. The vehicle shock absorber 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.

211. Mechanical studies of seals used on the pistons of domestic and foreign hydraulic cylinders and shock absorbers have shown that the magnitude of the elastic deformation of the piston seal can be up to 100 microns. In this regard, 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 additionally contains two sections and, at the section closest to the piston cover, the minimum inner diameter of the liner in its less than the minimum inner diameter of the sleeve of the portion farthest from the piston cover, and the difference in diameters is from 3 to 100 microns. These values are recommended by experimental results.

221. In addition, the shock absorber of the vehicle 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 additionally contains two sections and, at the section closest to the rod 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 rod cover, and the difference in diameters is from 3 to 100 microns. These values are recommended by experimental results.

231. 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 further comprises two sections and, at the section closest to the piston cover, the minimum inner diameter (Ό _ρ ) of the liner its size is less than the minimum inner diameter of the sleeve of the portion farthest from the piston cover, and, in addition, in the area of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region contains um two sections and in the area closest to the rod cover, the minimum inner diameter (E _c n) of the sleeve in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the rod-I Gr "axis E I 1 P cap SP; and ^{1 μ 1} where k is a value taking values from 5 to 50 μm.

The following are particular embodiments of the invention with features related to the design of the shock absorber rod. These features also develop and refine the invention. In the following 8 variants of the invention (the variants are numbered from D) to 8.)), an additional technical result is that the implementation of each separately variant or the implementation of a combination of variants introduces non-symmetry (relative to the central point on the longitudinal axis of the midline region of the stem) in

- 10 016867 shock absorber construction (to the stem construction) and will allow avoiding self-oscillating and resonant shock absorber operating modes when the vehicle is moving.

Each of the following 8 additional embodiments of the invention can be implemented in conjunction with the embodiment of the invention specified in the claims. Also, each of the following 8 variants of the invention can be implemented with a variant of the invention indicated in the claims, and with any or a group of variants from the remaining 7 variants of the invention. Also, each or a group of 8 additional variants of the invention can be implemented in conjunction with one or a group of variants of the invention indicated by numbers 11-231.

In FIG. 8 shows the piston rod. 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 rod 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 region is indicated by 35. Position 34 indicates the region of the rod adjacent to the piston-free end of the rod (free end of the rod). 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.

1f 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 the 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, in 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.

2_]. 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 additionally contains two sections and, in the section closest to the piston, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the section farthest from the piston, and the length of each section is from 10 to 20% of the length of the region.

The stem may be configured such that the aforementioned portions are adjacent.

3). 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 further comprises two sections and, at the section closest to the piston-free end of the rod, the maximum outer diameter of the rod in magnitude greater than the maximum outer diameter of the rod of the section farthest from the piston-free end of the rod, and the length of each section is from 10 to 20% of the length of the region. The stem may be configured such that the aforementioned portions are adjacent.

4) . 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 section of the rod), and from 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 middle section, the maximum outer diameter of the stem is larger 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, and the length of each portion is from 10 to 20% of the length of the region. The rod can be made so that the above three sections are adjacent.

5) . 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, the surface of the rod along the length of the working area of the rod further comprises three sections (the section of the rod closest to the piston, the section of the rod farthest from the piston, and 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 stock traffic in this section; and in the middle section, the maximum outer diameter of the stem is larger 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, and the length of each portion is from 10 to 20% of the length of the region. The stock can be made in such a way that the above three

- 11 016867 sew made adjacent.

6). The vehicle shock absorber can be made in such a way that, in the middle region of the rod, the surface of the rod along the length of the working region of the rod additionally contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod), and for 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 middle portion, 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.

7). Mechanical studies of seals used on rod caps 78 (see Fig. 1) of domestic and foreign hydraulic cylinders and shock absorbers showed that the elastic deformation of the seal located on the rod cap can be up to 100 μm. In this regard, 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 piston, 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 100 microns. These values are recommended by experimental results.

8) . 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 (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 piston, the maximum external the diameter of the rod is smaller in magnitude than the maximum outer diameter of the rod of the portion farthest from the piston; and the difference in diameters is from 3 to 100 microns. These values are recommended by experimental results.

Brief Description of the Drawings

In FIG. 1 is a longitudinal sectional view of a vehicle shock absorber.

In FIG. 2 shows the remote element I. On the element, dashed lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the piston cover.

In FIG. 3 shows the remote element 11. On the element, dashed lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the rod cover.

In FIG. 4 presents the remote element III. On the element, dashed lines indicate the boundaries of three sections belonging to the middle region of the liner.

In FIG. 5, 6 and 7 are elements of a longitudinal section of a sleeve. On elements, dotted lines indicate the boundaries of the plots.

In FIG. 8 is a longitudinal section through a rod with a piston of a vehicle shock absorber. Areas are indicated on the stock and lengths of areas are given.

In FIG. Figures 9, 10 and 11 show external elements IV, V and VI of the longitudinal section of the stem. On elements, dotted lines indicate the boundaries of the plots.

In FIG. 12 is a graph of the magnitude of the force counteracting the movement of the piston in the sleeve P from the coordinate 1 of the right side surface 111 of the piston seal 48 (see FIG. 12). Sleeve 46 - prototype sleeve.

In FIG. 13 is a graph of the magnitude of the force counteracting the movement of the piston in the sleeve P from 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.

In FIG. 14 is a graph of the magnitude of the force opposing the movement of the piston in the sleeve P from 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.

In FIG. 15 is a graph of the magnitude of the force opposing the movement of the piston in the sleeve P from 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.

In FIG. 16-24 show a step-by-step diagram of the interaction of the piston seal with two constrictions on the inner surface of the liner in the piston region. The diagram illustrates (when considering figures 16 to 24) the movement of the piston with the seal from right to left in the direction of the piston cover. The diagram also illustrates (when considering figures 24 through 16) the movement of the piston with a seal from left to right in the direction from the piston cap to the stem cap.

In FIG. 25-33 shows a step-by-step diagram of the interaction of the piston seal with the constrictions on the inner surface of the liner in the rod region. The diagram illustrates (when considering figures from 25

- 12 016867 on 33) the movement of the piston with the seal from left to right in the direction of the rod cover. The diagram also illustrates (when considering figures 33 through 25) the movement of a piston with a seal from right to left in the direction from the rod cover to the piston cover.

In FIG. 34-42 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two extensions on the surface of the rod in the piston region of the rod. The diagram illustrates (when considering figures 34 to 42) the movement of the rod with the piston in the direction of the rod cover. The diagram also illustrates (when considering figures 42 to 34) the movement of the rod with the piston in the direction of the piston cover.

In FIG. 43-51 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two rod bulges located in the region of the rod adjacent to the piston-free end of the rod. The diagram illustrates (when considering figures 43 to 51) the movement of the rod with the piston in the direction of the piston cover. The diagram also illustrates (when considering figures 51 to 43) the movement of the rod with the piston in the direction of the rod cover.

In FIG. 52 is a drawing of a vehicle shock absorber with liner constrictions and bulges on the stock.

The implementation of the invention

The claimed shock absorber of the vehicle comprises 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 arranged to move longitudinally (in the direction of the axis 112) in the sleeve 1. The rod cover 5 contains a seal 78 for the rod 3. The piston 2 contains a seal 9.

In FIG. 1, arrows 114 and 115 show the directions of joint rotation of the rod with the piston in the sleeve. The piston rod can be connected by threaded connection, welding, or in another way. The connection provides the joint rotation of the rod and piston in the sleeve relative to the longitudinal axis of the sleeve 112.

The invention is described in detail in the Disclosure of the Invention section.

To simplify the invention can be described as follows.

The first invention.

The vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal and a sleeve made in such a way that in the region adjacent to the piston cover of the shock absorber, the inner cavity of the sleeve contains two contractions and a rod in the region adjacent to the end free from the piston stock contains three extensions. The narrowing of the sleeve and the extension of the stem are made as shown in FIG. 52.

The second invention.

The shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal and a sleeve made in such a way that in the region adjacent to the rod cover of the shock absorber, the inner cavity of the sleeve contains two contractions and the rod in the piston region contains three extensions. The narrowing of the sleeve and the extension of the stem are made as shown in FIG. 52.

The third invention.

The vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal and a sleeve made in such a way that in the region adjacent to the piston cover of the shock absorber, the inner cavity of the sleeve contains two contractions and a rod in the region adjacent to the end free from the piston stock contains three extensions; and the sleeve is designed so that in the area adjacent to the rod cover of the shock absorber, the inner cavity of the sleeve contains two constrictions and the rod in the piston area contains three extensions.

The narrowing of the sleeve and the extension of the stem are made as shown in FIG. 52.

Below we describe in detail the design of the shock absorber elements and possible options for their implementation. We also describe particular embodiments of the invention.

In the region 6 of the sleeve adjacent to the piston cover 4 (the length of the region is indicated by 10, see Fig. 1), 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 Fig. 2). And in the first of the sections, 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.

And in the second of the sections, 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 FIG. 2 are indicated by dashed lines.

In the region of the sleeve 8 adjacent to the rod cover 5 (the length of this region is indicated by 12, see Fig. 1), the inner cavity of the sleeve along the length of the sleeve region contains two sections (first section between points 89 and 90, the second section between points 90 and 91, see Fig. 3). 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.

And in the second of the sections, 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.

The boundaries of the plots in FIG. 3 are indicated by dashed lines.

In FIG. 1 also indicates the middle region of the sleeve 7, which, on the border 79, borders on region 6, and on the border 80 borders on region 8.

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 Fig. 2).

At the same time, in the section (between points 86 and 87) closest to the piston cover 4, 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 above sections are contiguous.

The shock absorber of the vehicle is designed so 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).

At the same time, at the section (between points 90 and 91) closest to the rod cover 5, the minimum inner diameter of the 95 liner is smaller than the minimum internal diameter 93 of the sleeve of the section farthest from the rod cover 5. The difference in the magnitude of the diameters is doubled, indicated in FIG. 3 at 19. The above sections are contiguous.

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 first section closest to the piston cover (between points 97 and 98 contains a narrowing of the inner cavity of the sleeve 21);

the second middle section (between points 98 and 99 contains a narrowing of the inner cavity of the sleeve 20); the third section, the most remote from the piston cover (between points 99 and 100 contains a narrowing of the inner cavity of the sleeve 22).

In the first of the sections, 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.

In the second of the sections, 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.

In the third of the sections, 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.

In the middle section (between points 98 and 99), the minimum inner diameter of the liner 104 is smaller than the minimum inner diameter of the liner 106 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 cap contains a narrowing of the inner cavity of the sleeve 23 (see Fig. 5);

the second middle section contains a narrowing of the inner cavity of the sleeve 24;

the third section, the most remote from the piston cover, contains a narrowing of the inner cavity of the sleeve 25.

In the middle section, 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 boundaries between the sections are indicated by dashed lines.

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 Fig. 5):

- 14 016867 the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 25 (see Fig. 5);

the second middle section contains a narrowing of the inner cavity of the sleeve 24;

the third section, the most remote from the rod cover, contains a narrowing of the inner cavity of the sleeve 23.

In the middle section, 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 boundaries between the sections are indicated by dashed lines.

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 cap 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, the most remote from the piston cover, contains a narrowing of the inner cavity of the sleeve 28.

In the middle section, 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 boundaries between the sections are indicated by dashed lines.

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 Fig. 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, the most remote from the rod cover, contains a narrowing of the inner cavity of the sleeve 26.

In the middle section, 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 boundaries between the sections are indicated by dashed lines.

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 cap 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, the most remote from the piston cover, contains a narrowing of the inner cavity of the sleeve 31.

In the middle section, 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 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 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, the most remote from the rod cover, contains a narrowing of the inner cavity of the sleeve 29.

In the middle section, 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 smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover.

The boundaries between the sections are indicated by dashed lines.

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 internal cavity of the sleeve along the length of the region of the sleeve contains two sections and the minimum inner diameter of the sleeve in the section closest to the piston cover its size is less than the minimum inner diameter of the sleeve of the portion farthest from the piston cover, and the difference in diameters is 50 μm (from the range

- 15 016867 from 3 to 100 microns).

The difference in diameters from 3 to 10 microns can be realized on a particularly precise lathe with numerical control (with accuracy class C).

The difference in diameters from 10 to 50 microns can be realized on a high precision lathe with numerical control (with accuracy class B).

The difference in diameters from 50 to 100 microns can be realized on a lathe of normal accuracy with numerical control (with accuracy class H). 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. 3) and the minimum inner diameter of the sleeve in the section closest to the rod cover its size 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 μm (from a range of 3 to 100 μm).

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 (Ό _ρ ) of the liner is largest in size in the region closest to the piston cap smaller than the minimum inner diameter of the sleeve of the portion farthest from the piston cover, and, in addition, in the area of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region contains two sections and and the portion closest to the rod cover, the minimum inner diameter (Ό ^) of the sleeve in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the rod cover. We give an example.

Op = 22.950mm.

Eey = 22.900mm.

| ϋ _ρ - ϋίΐ, | = [22.950 - 22.900 [-ZOkm.

We give another example.

ϋ _ρ = 22.700mm.

Os, = 22.705mm.

| ϋρ - I = I ²² · ⁷⁰⁰ - ²² · ⁷⁰⁵ I = 5 μm.

The difference in diameters from 5 to 10 microns can be realized on a particularly precise lathe with numerical control (with accuracy class C).

The difference in diameters from 10 to 50 microns can be realized on a high precision lathe with numerical control (with accuracy class B).

In FIG. 8 shows the piston rod. Valves and holes in the piston are not shown in the figure. Position 38 indicates the working area of the stem.

The work area is that 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 area is indicated at 35.

34 indicates a region of the rod adjacent to the piston-free end of the rod (to the free end of the rod). The length of the area is indicated at 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.

If three sections are considered in the stem region (in any of the above stem regions), then between the region closest to the piston and the region closest to the piston-free end of the rod is the middle region of the rod.

The rod portion closest to the piston is the rod portion farthest from the piston-free end of the rod.

The rod portion closest to the piston-free end of the rod is the rod portion farthest from the piston.

The piston-free end of the rod is also called the free end of the rod.

Another definition that clarifies the term is the stem working area.

The working area of the stem is the space that includes (enclosing) the outer surface of the stem, the stem, the inner surface of the stem (if the stem has a channel), the internal cavity of the stem (if the stem has a channel). And, at the same time, in the working area of the stem, the outer surface of the stem is in contact (can contact) with the stem seal (or stem seals) located on the stem

- 16 016867 cover during operation of the shock absorber.

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 stem 40 (see Fig. 9).

The second section, the most remote from the piston, contains an extension of the outer diameter of the rod 39 (see Fig. 9).

The vehicle shock absorber 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 sections of 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-free end of the rod (farthest from the piston) contains an extension of the outer diameter of the rod 42 (see FIG. 10).

The second section, the most remote from the piston-free end of the rod (closest to the piston), 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 rod, the surface of the rod along the length of the working region of the rod additionally contains three sections (the section of the rod closest to the piston, the section of the rod furthest from the piston and the middle section of the rod), 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 Fig. 11).

The third section, the most remote from the piston, contains an extension of the outer diameter of the rod 45 (see Fig. 11).

And in the middle 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 above three sections are adjacent.

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 additionally contains two sections and, in the section closest to the piston, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the section farthest from the piston; and the difference in diameters is from 3 to 100 microns.

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, the surface of the rod along the length of the working area of the rod additionally contains two sections and in the section closest to the piston, the maximum outer diameter of the rod is smaller in size the maximum outer diameter of the rod of the portion farthest from the piston; and the difference in diameters is from 3 to 100 microns.

The difference in diameters from 3 to 100 microns can be realized on a particularly precise lathe with numerical control (with accuracy class C).

The difference in diameters from 10 to 50 microns can be realized on a high precision lathe with numerical control (with accuracy class B).

The difference in diameters from 50 to 100 microns can be realized on a lathe of normal accuracy with numerical control (with accuracy class H). 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 vehicle’s suspension vibrations 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.

For analogues, the resistance that a liquid encounters, flowing from one cavity of the cylinder to

- 17 016867 another, prevails over the friction resistance of the piston seal on the inner surface of the cylinder liner.

For the claimed invention, the friction resistance of the piston seal on the inner surface of the cylinder liner in the areas adjacent to the caps, increases significantly.

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 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 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 sleeve 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 region 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 82, so the restriction 15 is less opposed to the movement of the piston than the restriction 14. As a result, the shock and overload are mitigated when the piston moves through the constrictions 15 and 14 in the direction of the piston cover.

This leads not only to a significant increase in the force opposing the movement of the piston in the cylinder liner in the region adjacent to the shock absorber cover, but also to its more gradual increase.

When rebound, the piston 2 moves (see Fig. 1) from left to right in region 6 towards the rod cover 5. The lateral surface of the seal 109 interacts with the restriction 14, then interacts with the restriction 15. Since the restriction 14 has a smaller diameter than the restriction 15 , then when the rebound on the restriction 14, the piston is slowed to a greater extent than on the restriction 15. This leads to a slowdown of the piston during rebound. In this case, it is said that the piston freezes and then continues to move, but at a lower speed.

In contrast to the prototype, the claimed invention enables the use of two side surfaces of the seal located on the piston, with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover.

Then the piston 2 continues to move (see Fig. 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (return stroke). Now, already the side surface of the seal 109 interacts with the narrowing 18, then interacts with the narrowing 17.

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. Which leads to a mitigation of shock and overload when the piston moves through the constrictions of 18 and 17 towards the stem cap.

This leads not only to a significant increase in the force opposing the movement of the piston in the cylinder liner in the region adjacent to the shock absorber cover, but also to its more gradual increase.

Then, in a direct stroke, the piston 2 moves (see Fig. 1) from right to left in the 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 restriction 17, then interacts with the restriction 18. As will be shown below, alternating narrowing and expansion of the liner can have a significant impact on the movement of the piston.

Since the restriction 17 has a smaller diameter than the restriction 18, then on the restriction 17 the piston is slowed to a greater extent than on the restriction 18. This leads to a slowdown of the piston during forward stroke. In this case, it is said that the piston freezes and then continues to move, but at a lower speed.

In contrast to the prototype, 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 cover.

In FIG. 16-24, a step-by-step diagram of the interaction of the piston seal with two constrictions on the inner surface of the liner in the piston region is presented in detail.

In FIG. 16, the piston with seal 9 is located to the right of the sections with contractions. The piston with the seal moves to the left to the piston cover 4.

In FIG. 17 and 18, the seal overcomes the counteraction of the first (small) narrowing.

In FIG. 19 compaction begins to overcome the opposition of the second (larger) narrowing.

In FIG. 20 compaction overcame the opposition of two narrowings at once.

In FIG. 21 and 22, the seal overcame the counteraction of only the second (larger) narrowing.

In FIG. 23 compaction overcame the opposition of the second (larger) narrowing.

In FIG. 24 seal overcomes the opposition of the first and second narrowing and is between

- 18 016867 constrictions and a piston cover.

This reduces the impact and reduces overload when the piston moves through the narrowing towards the piston cover (in the inner region of the sleeve adjacent to the piston cover).

When overcoming the constrictions at the seal, the left side surface of the seal is activated.

In a similar way, three narrowings are overcome by a piston.

In FIG. 25-33 shows a step-by-step diagram of the interaction of the piston seal with the constrictions on the inner surface of the liner in the rod region.

In FIG. 25 a piston with a seal 9 is located to the left of the areas with constrictions. The piston with the seal moves to the right to the rod cover 5.

In FIG. 26 and 27, the seal overcomes the counteraction of the first (small) narrowing.

In FIG. 28 compaction begins to overcome the opposition of the second (larger) narrowing.

In FIG. 29 compaction begins to overcome the opposition of two narrowings at once.

In FIG. 30 and 31, the compaction begins to overcome the counteraction of only the second (larger) narrowing.

In FIG. 32 compaction overcame the opposition of the second (larger) narrowing.

In FIG. 33, the seal has overcome the counteraction of the first and second constrictions and is located between the constrictions and the stem cap.

In this case, shock mitigation and reduction of overload when the piston moves through the constriction towards the rod cover (in the inner region of the sleeve adjacent to the rod cover) is achieved.

When overcoming the constrictions at the seal, the right side surface of the seal is activated.

In a similar way, three narrowings are overcome by a piston.

In FIG. 34-42 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two extensions on the surface of the rod in the piston region of the rod. The diagram illustrates (when considering figures 34 to 42) the movement of the rod with the piston in the direction of the rod cover. The extensions located on the rod, when interacting with the seal for the rod, inhibit the movement of the rod in the sleeve.

EFFECT: mitigation of impact and reduction of overload when the rod moves in the sleeve. In this case, the right side surface of the seal for the rod is activated.

Three extensions on the stock are overcome in a similar way.

The diagram also illustrates (when considering figures 42 to 34) the movement of the rod with the piston in the direction of the piston cover.

In FIG. 43-51 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two rod bulges located in the region of the rod adjacent to the piston-free end of the rod. The diagram illustrates (when considering figures 43 to 51) the movement of the rod with the piston in the direction of the piston cover. The extensions located on the rod, when interacting with the seal for the rod, inhibit the movement of the rod in the sleeve.

EFFECT: mitigation of impact and reduction of overload when the rod moves in the sleeve. In this case, the left side surface of the seal for the rod is activated.

Three extensions on the stock are overcome in a similar way.

The diagram also illustrates (when considering figures 51 to 43) the movement of the rod with the piston in the direction of the rod cover.

The stem with the piston are made to rotate together in the sleeve relative to the longitudinal axis of the sleeve. This significantly unloads the shock absorber during operation, reduces (reduces to zero) the torque load on the shock absorber. Allows the piston to overcome narrowing during joint axial and rotational movements, making a helical movement in the sleeve. This can extend the life of the seal located on the piston.

We give another example of the operation of the claimed shock absorber.

In region 6 and region 8, constrictions are made in the form, as shown in FIG. 4.

The piston 2 moves (see Fig. 1) from right to left in region 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.

When rebound, the piston 2 moves (see Fig. 1) from left to right in the region 6 in the direction of the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 21, 20 and 22.

In contrast to the prototype, the claimed invention enables the use of two lateral surfaces of the seal in the forward stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover.

Then the piston 2 continues to move (see Fig. 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (return stroke). Now the lateral surface of the seal 109 interacts with the constrictions 21, 20 and 22.

- 19 016867

Then, in a direct stroke, 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.

Unlike the prototype, 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 liner adjacent to the rod cover.

We give another example of the operation of the claimed shock absorber.

In region 6, constrictions are made in the form as shown in FIG. 7, and constrictions are made in region 8, as shown in FIG. 7.

The piston 2 moves (see Fig. 1) from right to left in region 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.

When rebound, the piston 2 moves (see Fig. 1) from left to right in region 6 in the direction of the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 29, 30 and 31.

Then the piston 2 continues to move (see Fig. 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (return stroke). Now, the lateral surface of the seal 109 interacts with the constrictions 29, 30 and 31.

Then, in a direct stroke, 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 113 on the longitudinal axis 112 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.

We give another example of the operation of the claimed shock absorber.

In region 6, constrictions are made in the form as shown in FIG. 5, and in region 8 constrictions are made, as shown in FIG. 6.

The piston 2 moves (see Fig. 1) from right to left in region 6 in the direction of the piston cover 4. Performs a direct stroke. The lateral surface of the seal 108 interacts sequentially with the narrowing 25, 24 and 23.

When the rebound, the piston 2 moves (see Fig. 1) from left to right in the region 6 in the direction of the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 23, 24 and 25.

Then the piston 2 continues to move (see Fig. 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (return stroke). Now the side surface of the seal 109 interacts with the constrictions 26, 27 and 28.

Then, in a direct stroke, 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 113 on the longitudinal axis 112 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 description above shows twenty (11-201) additional features (attributes) of the manufacture of the sleeve and six (1 _) - 6_)) additional features (attributes) of the manufacture of the stem. Depending on the conditions for the use of shock absorbers, several dozen options for manufacturing shock absorbers are possible. These options are listed below in table. 1, 2 and 3.

- 20 016867

Table 1. Particular options for the shock absorber with additional features

Shock Absorber Option No. Additional features (Ιί - 9ΐ) used in the design of the shock absorber N 21 3ί 41 51 61 7ί 81 9ί one b 2 + 3 4- 4 4- 5 4- 6 4- 7 4- 8 4- nine 4- 10 4- 4- eleven + 4- 12 4* 4- thirteen + 4- 14 4- 4- fifteen 4- +

+ - the signs used in a particular variant of the shock absorber are marked with a plus.

Table 2. Particular options for the shock absorber with additional features Option No. Additional features (101 - 18ί). used in shock absorber design

101 1H 12ί 13ί 14ί 15ί 16ί 171 181 sixteen 4- 4- + 17 + 4- + eighteen + + + nineteen 4- 4- 4- twenty 4- 4- + 21 + + 4- 22 + 4- 4- 23 + + + 24 + 4- + 25 + 4- + 4- 26 4- + 4- 4- 27 4- 4- 4- 28 4- 4- + 4- 29th 4- + 4- 4- thirty 4* 4- 4- +

- 21 016867

Table 3. Particular options for the shock absorber with additional features

Option No. shock absorber Additional symptoms (191, 201 used in shock absorber designs 19Ϊ 20ί one] 2} 3] 4] 5] 6Ϊ 31 + + + + 4- 32 + + 4- 4- + 33 + 4- 4- 4- 4- 34 4- 4- 4- 4 ⁴ + 35 + + + + + 36 4- 4- 4* 4- + 37 + 4- 4- 4- + 38 + + + + + 39 + + 4- + + + 40 + + + 4- 4- + 41 + 4- B 4- + + 42 4- + + + 4- 4- 43 4- + + 4- + 4- 44 4· 4* + 45 4- + 4'

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.

It may be advisable to use different types of shock absorbers on the same vehicle. For example, it is possible to use shock absorbers No. 1, No. 5, No. 10 and No. 45, or No. 10, No. 15, No. 7, and No. 35 on a car. In this case, avoiding the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving facilities.

When developing an application for an invention, experimental studies were conducted.

Four different shock absorber liners were manufactured. The first sleeve is made according to the prototype. On the inner surface of the sleeve narrowing is performed (see Fig. 12). The narrowing is made in the form of a circle element 47. The length 53 of the transition section was 50 μm and the decrease in radius 54 was 50 μm. A piston composite seal TP8 / T was used on the piston.

Recall that the prototype also conducted experimental studies on the narrowing sections of the liner. In the prototype, 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 described experiments, the narrowing of the liner did not exceed 100 μm.

In FIG. 12 shows a sleeve 46, a piston with a seal 48. The piston moves in the direction of arrow 49, the side surface of the seal 111 forward.

In FIG. 12 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 piston seal (look at the piston with seal 48 in Fig. 12).

When moving along a section with a large diameter, the force P was 5N (see reference number 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 μm is 8500N-μm. After the lateral surface 111 of the seal 48 has overcome the narrowing, the reaction force has become equal to 20H (see position 52 in FIG. 12).

In the experiment, the measurement of the inner boundaries of the cross-section of the sleeve throughout the entire working area of the sleeve or in the area of interest was carried out using a coordinate measuring machine IRMS - 850 No. 85164.

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.

Second experiment.

On the inner surface of the sleeve made two narrowing (see Fig. 13). The constrictions are made in

- 22 016867 the form of semicircles. The width of each constriction 55 was 100 μm. The distance between the constrictions 56 was 50 μm.

The difference in radii 58 was 50 μm.

In FIG. The sleeve 57 is shown in Figure 13. The piston with seal 48. The piston moves forward on the side surface of the seal 111, overcoming the narrowing. The piston in FIG. 13 is not shown.

In FIG. 13 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.

When moving along a section with a large diameter, the force P was 5N (see reference 59 in FIG.

thirteen) . During the compaction overcoming of each narrowing, a jump in the force P was observed (see positions 60 and 62). Each race was 345N. The work done by the piston to overcome the action of the force P at each jump is 8500 N-μm. Explain (345N - 5H) -50 μm / 2 = 8500 N-μm.

After the side surface 111 of the seal 48 has overcome the first narrowing, the reaction force P has become equal to 5H (see position 61 in FIG. 13).

After the lateral surface 111 of the seal 48 overcame the second constriction, the counteraction 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 work that the piston of the prototype did on a length of 200 μm (this is the distance between two power surges P 60 and 62) amounted to 3000N-μm. We explain (20H - 5H) -200 μm = 3000N-μm.

The work that the piston performed on a length of 200 μm, only overcoming two constrictions amounted to 17000N-μm. Let us explain 8500N-μm + 8500N-μm = 17000N-μm, which is about 5 times more than the work that the piston did on the prototype (3000N-μm).

The piston will do the same job when moving forward with the side surface 110.

The third experiment.

On the inner surface of the sleeve made two narrowing (see Fig. 14). The constrictions are made in the form of trapezoid elements. The width of each narrowing (the positions 64, 65 and 66 add up) amounted to 150 μm. The distance between the constrictions 67 was 50 μm.

The difference in radii, as in the previous experiment, was 50 μm.

In FIG. 14 shows the sleeve 63. The piston with seal 48. The piston moves forward on the side surface of the seal 111, overcoming the narrowing. The piston in FIG. 14 is not shown.

In FIG. 14 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.

When moving along a section with a large diameter, the force P was 5N (see reference 68 in FIG.

14) . During the compression overcoming of each narrowing, a jump in the force P was observed (see positions 69 and 71). Each jump was 515N. The work done by the piston to overcome the action of the force P at each jump is 12750N-μm.

Let us explain (515N - 5H) -50 μm / 2 = 12750N-μm.

After the lateral surface 111 of the seal 48 has overcome the first narrowing, the reaction force P has become equal to 5H (see position 70 in FIG. 14).

After the lateral surface 111 of the seal 48 overcame the second constriction, the reaction force P also became 5H (see position 72 in FIG. 14). The force P (see positions 70 and 72) after each jump was 5N. With a single narrowing at a length of 64 (as in the prototype), the force P was 30N.

The work that the piston of the prototype did on a length of 200 μm (this is the distance between two power surges P 69 and 71) amounted to 5000 N-μm. Let us explain (30H - 5H) -200μm = 5000N-μm.

The work that the piston performed on a length of 200 μm only overcoming two narrowings amounted to 25500N-μm. Let us explain 12750N * μm + 12750N-μm = 25500N-μm, which is about 5 times more than the work that the piston performed on the prototype (5000N-μm).

The fourth experiment.

On the inner surface of the sleeve made one narrowing (see Fig. 15). The constrictions are made in the form of a rectangle element. The narrowing width (position 74) was 50 μm.

The difference in radii, as in the previous experiment, was 50 μm.

In FIG. 15 shows the sleeve 73. The piston with seal 48. The piston moves forward on the side surface of the seal 111, overcoming the narrowing. The piston in FIG. 15 is not shown.

In FIG. 15 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.

When moving along a section with a large diameter, the force P was 5N (see reference 75 in FIG.

fifteen) . During the overcoming of constriction by compaction, a jump in the 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-μm. After the side surface 111 of the seal 48 has overcome the narrowing, the reaction force P has become equal to 5H (see position 77 in FIG. 15).

Experiments have confirmed the high efficiency of the claimed shock absorber. The total work of the force P depends on the number of contractions and expansions that the piston seal overcomes; from the value of narrowing (it is recommended that the narrowing does not exceed 100 microns); from the form of narrowing. The steeper the constriction (as in FIGS. 13, 14 and 15), the greater the jump in force P, the more effective the shock absorber.

It is especially important that the constrictions and expansion of the liner are performed in the area or areas adjacent to the shock absorber covers. This will allow you to effectively brake the piston at the shock absorber cover and prevent shock loads on the shock absorber.

Thus, a significant 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 is confirmed. The claimed technical results are confirmed.

Claims (1)

CLAIM A vehicle shock absorber containing a liner, a piston cap, a rod cap, a rod, a piston with a seal, while the rod cap contains a seal for the rod, characterized in that the above liner is designed so that in the region of the liner adjacent to the piston cap, the internal cavity The liner contains two sections along the length of the sleeve area, and on each of the sections in the direction from the piston cover to the rod cover, the internal diameter of the sleeve along the length of the section decreases to the value of the minimum internal diameter Etra sleeve in this region and then increases to the maximum internal diameter of the sleeve in this region, and the area closest to the piston cover, the minimum inner diameter of the sleeve in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap; and the rod is designed in such a way that in the area of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the rod area contains three sections: the section of the rod closest to the piston, the section of the rod most distant from the piston, and the middle section of the rod, and at each of the sections in the direction from the piston to the piston-free end of the rod, the outer diameter of the rod along the length of the section increases to the value of the maximum outer diameter of the rod in this area and then decreases to the value of the minimum outer diameter w current in this area, and in the middle section, the maximum outer diameter of the rod is larger in size than the maximum outer diameter of the rod of the area closest to the piston and less than the maximum outer diameter of the rod of the section furthest from the piston; or the sleeve is designed so that in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve area contains two sections, and in each of the sections in the direction from the piston cover to the rod cover the internal diameter of the sleeve decreases to the minimum the inner diameter of the liner in this area, and then increases to the maximum internal diameter of the liner in this area, and in the area closest to the rod cap, the minimum internal diameter of the sleeves in magnitude than the minimum inner diameter portion of the sleeve, furthest from the rod cover; and the rod is designed in such a way that in the piston region of the rod, the surface of the rod along the length of the rod area contains three sections: the rod section closest to the piston, the rod section furthest from the piston and the middle section of the rod, and in each of the sections in the direction from the piston to the piston-free end of the rod, the outer diameter of the rod along the length of the section increases to the value of the maximum outer diameter of the rod in this area, and then decreases to the value of the minimum outer diameter of the rod in this area, and on average The maximum outer diameter of the rod is smaller in size 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 furthest from the piston; or the sleeve is designed so that in the area of the sleeve adjacent to the piston cover, the internal cavity of the sleeve along the length of the sleeve area contains two sections, and in each of the sections in the direction from the piston cover to the rod cover the internal diameter of the sleeve decreases to the minimum the inner diameter of the liner in this area, and then increases to the maximum internal diameter of the liner in this area, and in the area closest to the piston cover, the minimum internal diameter of the sleeve za in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap; and the rod is designed in such a way that in the area of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the rod area contains three sections: the section of the rod closest to the piston, the section of the rod most distant from the piston, and the middle section of the rod, and at each of the sections in the direction from the piston to the piston-free end of the rod, the outer diameter of the rod along the length of the section increases to the value of the maximum outer diameter of the rod in this area and then decreases to the value of the minimum outer diameter w current in this area, and in the middle section, the maximum outer diameter of the rod is larger in size than the maximum external diameter of the rod in the area closest to the piston and less than the maximum external diameter - 24 016867 rod diameter of the area furthest from the piston; and the sleeve is designed so 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 in each of the sections in the direction from the piston cover to the rod cover the inside diameter of the sleeve decreases to the minimum the inner diameter of the liner in this area, and then increases to the value of the maximum internal diameter of the liner in this area, and in the area closest to the rod cap, the minimum internal diameter of the sleeve is its size is less than the minimum internal diameter of the sleeve section of the area furthest from the rod cap; and the rod is designed in such a way that in the piston region of the rod, the surface of the rod along the length of the rod area contains three sections: the rod section closest to the piston, the rod section furthest from the piston and the middle section of the rod, and in each of the sections in the direction from the piston to the piston-free end of the rod, the outer diameter of the rod along the length of the section increases to the value of the maximum outer diameter of the rod in this area, and then decreases to the value of the minimum outer diameter of the rod in this area, and on average The maximum outer diameter of the stem is smaller in size than the maximum outer diameter of the stem of the section closest to the piston and larger than the maximum outer diameter of the stem of the portion furthest from the piston.