Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
  • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
  • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
  • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
  • B60G17/027—Mechanical springs regulated by fluid means
  • B60G17/0272—Mechanical springs regulated by fluid means the mechanical spring being a coil spring
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
  • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
  • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
  • B60G17/044—Self-pumping fluid springs

Definitions

• a hydraulic pump supplies various devices used for these suspensions.
• the device according to the invention provides a self-powered suspension, in a single complete assembly for each wheel, easy to install and to replace during a standard exchange, for motorized or non-motorized vehicles, towed or not, equipped with '' one or more wheels or equivalent.
• shock absorption due to irregularities in the running surface the flexibility of the suspension, variable according to the load and the forces imposed; the constant average height of the suspended part with respect to the ground, with the result of an anti-roll action and an anti-tilt action; setting at different heights by command connected to the cockpit; a catch-up action combating the centrifugal force in turns, cant, gusts of wind and other lateral thrusts, as well as an identical action causing the displacement of the center of gravity from the rear to the front, in uphill climbs, and vice versa on the descents.
• FIG. 1 represents an assembly comprising a pump for supplying hydraulic fluid under pressure, for all of the circuits of the invention.
• a fluid reservoir of sufficient capacity the upper part of which is filled with gas or compressed air to accelerate the passage of the liquid upon admission to the pump.
• a rod 1 provided with a piston 4 slides in a cylinder 2 and in the base 10, as well as in the cylinder 5 fixed to the base 10 by one end, the other being closed by the bottom 43.
• the base 10 contains: the segments 11, 11 a, 11 b, made of metal or other material, supporting on their internal face the friction of the rod 1 and of the grooves 19 and 40 which are formed there.
• the grooves in the longitudinal direction of the rod 1 replace the different diameters on piston usually used as drawers for the distribution of liquids. They act when they connect the pipes 18 and 20 to each other.
• Section 32 shows their position on the rod 1, where they are on the same line. They can be placed on different longitudinal axes.
• the base 10 also contains a pipe 15 on which there is a non-return valve 16, admitting liquid only in the direction of the arrow.
• This pipe communicates with another pipe 18 which is connected to the chamber 17 in the cylinder 29, and to the inner face of the base 10 between the segments 11 and 11a.
• a pipe 20 which is also connected to the inner face of the base 10, between the segments 11 a and 11 b, and to the reservoir 13 constituted on the outside by a wall 12 fixed on the one hand to the base 10, and on the other hand comprises the flexible fixing 27 of a known or future model.
• the interior of the tank is a wall formed by the cylinder 5 fixed to the base 10 and has a bottom 43 where the non-return valve 14 is located, operating in the direction of the arrow.
• the reservoir 13 contains a filter 41 which the hydraulic fluid passes through before being reused in the circuits, placed at a suitable distance between the return of the fluid to the reservoir, and the suction by the pump for reuse, allowing a sufficient transit volume on both sides for a larger available reserve than the maximum liquid requirements.
• a seal 3 is on the cylinder 2, and another 8 on the piston 4. The part: seals 11, pipes 18 and 20, and the grooves 19 and 40 will be detailed in Figure 9.
• Figure 2 comprises an elastic suspension 28 held between a flexible fixing plate 31, and a plate 36 integral with the piston 24, with segment 25, sliding inside a cylinder 29 which includes a seal 26, a bottom with flexible fixing 30, the overflow 22 and decompression 23 and supply-exhaust 18 ports.
• the latter placed so as to keep in the bottom of the chamber 17 a quantity of liquid constituting a hydraulic stop.
• the above assembly forms a multipurpose hydraulic pressure accumulator, used here as a height corrector between chassis and axle .
• FIGS. 1 and 2 it has been chosen for FIGS. 1 and 2, to consider the fasteners 31 and 9 connected to the chassis and the fasteners 30 and 27 to the axle, at the same distance everywhere from the articulation between chassis and axle, on the same side of the vehicle.
• a volume proportional to the surface of the piston 4, after deduction of the surface of the rod 1, is moved from the chamber 6 to the chamber 7, passing through the shock absorber 42.
• the piston rod insertion movements 1-4 in direction 46 and suction in direction 47 continuing, will continue to raise the level in chamber 17, until the exhaust groove 19 connects the pipes 18 and 20, thus causing part of the liquid in the chamber 17 to flow, which causes another downward movement 46 during which the exhaust from the chamber 17 is again cut by the disjunction of the channels 18 and 20, and the groove 19.
• Figure 3 shows a variant of the height compensator of Figure 2 with a suspension in the form of compressed gas or other material having an elastic reaction to compression.
• Line 15 can be positioned as 15 ', in a non-limiting example, for easier access.
• FIG. 4 represents the elements of FIGS. 1 and 2 which have just been described, assembled in a single assembly connected to the chassis by the fixing 31 and to the axle by the fixing 27.
• the rod 1 is fixed to the cylinder 29 by a assembly 37 and passes through the hollow piston 24, sliding on this rod 1.
• the external pipes 18 and 21 are flexible pipes allowing movements 46 - 47 between chassis and axle.
• the position of this monobloc device like that of FIG. 1, can be vertical as in the drawing, or horizontal, by lengthening the inlet of the valve 14 by a pipe 14 'to be held at the bottom, or upside down, the flexible fixing 31 below, with the same extension 14 '.
• the dampers 42 and 42 ′ of FIGS. 1 and 3 are replaced by a non-return device 44 operating in the direction indicated on the piston 4.
• a movement along the arrow 46 an amount of liquid eliminated from the chamber 7 Ta fill the view created in chamber 6 by the descent of the piston 4.
• the rest of the volume expelled from chamber 7 is sent, passing through the damper 34 with adjustable braking of liquid whose resistance is lower than that in the 'shock absorber 35. towards the reservoir 13' as in the drawing, but which can be directed only towards the chamber 17 to accumulate there.
• the damper 33 depending on whether it is more or less adjusted, may allow part of the liquid to pass, during major shocks.
• FIG. 6 we see a cylinder 4-9 containing the elements of damping up and down. It has grooves 70 leading to the conduits 15, 15 a, 45. of a blac 50 which could be the base 10, but could be located anywhere on the vehicle.
• this block 50 are seals 69 and the housing of the part 102 of the cylinder 49, which is its fixing in the block 50. Seals 69 and grooves 70 could be in the block 50, or the seals with the grooves on cylinder 49.
• the pipes 112, 82. in the piston 38, 53, 113, 45 and the non-return valves 54 and 68 form the ascent damper.
• the pipes 112, 72, 15 a, the valve 54 ' form the descent damper.
• the valves 54 - 54 ' are. of a known type.
• the piston 33 is held in its position by a spring 58 held by a screw 64 and by the pressure of the liquid in the chamber 61 in communication through the orifices 591 60 and 15 a, with the chamber 17. At the end of the stroke of the piston 4 , the pressure becomes zero in inlet 112.
• FIG. 7 illustrates the operation of the piston descent damper 4.
• the quantity of liquid too large to pass entirely through calibration 57, accumulates in the conduit 112 where the pressure rises, and the surface of the piston 38 being larger on this side, pushes it towards the chamber 61.
• the piston 38 closes the orifice 53 and the all of the liquid coming from chamber 6 is sent via channels 72 and 15b, and by valve 54 ', towards chamber 17.
• piston 38 is protected at the end of travel on channel side 112 by the hydraulic stop chamber 62 , where is trapped liquid when the piston returns to its initial position as in Figure 6, and the side of the smallest diameter by the chamber 63 which is supplied by the passage 67, liquid retained by the valve 68, the hydraulic stop is produced when the passage 67 is closed by the piston 38.
• the screw-cylinder 64 serves as a guide for the piston 38 on the side of the reduced diameter, and for separation between the chambers 6l and 63, with the seals 65 and 66.
• the adjustment of the volume of liquid refused by the calibration 57 defines its more or less rapid accumulation for the constant height setting.
• FIG. 8 supplements FIGS. 5, 6 and 7, thus giving an overview of the damping part "
• FIG. 9 represents the device for holding constant height proposed in FIGS. 1 and 4.
• This device comprises: a bar 101 with shoulder for its positioning in the base 10, and a sealing segment 11; a ring 101 a with seal and external groove 97. internal groove and orifice 18.; a ring 101b with seal and groove 97, segment 11 and inner groove and orifice 20; a ring 101 f with seal and groove 97, segment 11, and threading or other fixing means 102, of all of these rings in their housing in the base 10; the rod 1 with the drawer grooves 19 and 40.
• This method of assembly allows the installation of sealing and wear segments without play when cutting, working on their internal face, unlike the known segments which are housed in the piston and work on the internal face of a cylinder. Being raonobloc and due to its design, the device presently described is easily interchangeable.
• FIG. 10 represents a variant of the assembly of FIG. 4.
• the suspension spring 28 is placed between the upper plate of the fixing 31, and the retaining plate 36 on the hollow piston 24. It is in the lowest position of the frame between chassis and axle. We see the height of liquid remaining in the chamber 17, forming a hydraulic anti-stop space there, the exhaust orifice 18 being closed by the segment 25. a bitch is kept in the bottom of the cylinder 5, between piston 4 and background 43.
• Figure 11 shows the same assembly in its normal position of constant height.
• the height of the liquid in the chamber 17 will be different depending on the load on the spring 28.
• FIG. 12 shows the assembly in its highest position, for example a hanging wheel, when the vehicle is raised from the ground.
• the piston 4 is at the end of travel against the base 10.
• the small non-grooved part 40 c, between 40 and piston 4 is intended to slow the approach of piston 4 and base 10 at the end of the race, the exhaust being made at this time only by the damper 42 ', and channel 15.
• FIGS. 15, 14, 15, 16 show the operation of the device for compensating for the displacement of the center of gravity, the cylinders 73 and piston 74 of which are visible in FIG. 29 to which reference will be made for the following explanations, for elements not worn on the figures now studied. They will be considered taking into account that the passage remains open at any level located between the pipes 18 a and 18 b on the one hand, and 18 c, 18 d or 18 e on the other hand, via the groove 19, the liquid thus circulating to the cylinder 73.
• FIG. 13 shows this cylinder with two different diameters, in which slides a piston 74 held in the indicated position representing a minimum load up to the average of the suspension, by a spring 76 whose thrust is adjustable by the screw 80.
• the liquid of the chamber 17 arrives directly in the chamber 78.
• the conduit 75 it reaches at 85, calibrated to brake the translational movements of the piston 74, the chamber 77, and at 82 calibrated for the same purpose, the hydraulic stop 103.
• the pressure is identical in the three aforementioned chambers.
• Line 18 g from cylinder 90 setting at different heights communicates through the smallest diameter of the piston 74 with the flow 91 . then 20, towards the reservoir 13.
• a pipe 83 closed by the piston 74 is connected to the flow 20.
• the pipe 84 is a decompression of the chamber 79.
• the piston 74 having its two ends at different diameters, the spring 76 is added to the pressure of the chamber 77 to balance that of the chamber 78 with stop 103., of larger diameter.
• FIGS 17 to 21 illustrate different non-limiting uses of the suspension device in one or two parts.
• FIG. 17 The pump-drawer assembly at height in FIG. 1 is numbered 104, and the height compensator assembly in FIG. 2 is numbered 105, without the elastic suspension rem placed by a packet of blades 30 a.
• These elements 104 and 105 are placed between a chassis 31 and the axle / leaf springs 30 at the oscillations imposed on the pump 104 will be larger than those imposed at the same time on the height compensator 105, which is closer to the joint 114 located between chassis and axle.
• FIG. 18 mounting in two parts is between a torsion bar 27b and a frame 30b.
• 105a in compression
• 105b in traction.
• FIG. 19 represents the height compensator 105 mounted directly on the chassis 30a, in the axis of the balance of a double bridge with leaf springs 27a.
• the pump 104 is positioned in the axis of an axle between spring 27a and chassis 30a. The movements of this pump 104 will be developed. more than those of the height compensator 105. By installing the pump at a location in the blade package 27a closer to the compensator 105, less wide movements are obtained than in the present figure.
• Figure 20 shows the use of a m ⁇ nob-loc 106 assembly, such as that of Figures 10, 11 and 12, placed here. upside down, the cylinder 12 being integral with the chassis 27, the attachment 30 comprises a rigid or flexible arm such as a fork on two wheels, steerable or not, for trailer for example.
• the same assembly 106 as in FIG. 20 is fixed by its cylinder 12 to the frame 27 of a two wheels, and serves as a steering pivot axis.
• FIGS. 5, 6 and 7 contain all the elements making up the invention described so far.
• the shock absorbers of FIGS. 5, 6 and 7 are only represented by the non-return valve 44.
• the supply pump can also be seen: rod 1, piston 4, cylinder 5, valve 14, tank 13; the height compensator is symbolized by chamber 17; the constant height represented by the segments 11, the groove 19.
• the elastic suspension does not appear in the drawing and is only recalled by the reference 28.
• the chambers 88 and 89 include decompression orifices 86 and 86 'connected to the overflow full 21.
• FIG. 22 represents the position which has just been described for FIG. 29. It corresponds to a lowered position of the vehicle relative to the ground, sought for sporty driving.
• Figure 26 is a variant of Figure 9 and has a greater number of passages.
• the assembly forms an internally sealed compound cylinder, and between the various pipes.
• This combination allows the installation of sealing segments 11, working here by friction of their internal face on a rod 1 unlike the known segments, which are housed in the piston and slide on the inside of a cylinder.
• the combination also allows easy replacement of these wearing parts, and of the rod 1, while retaining the static elements.
• the number of orifice rings, seals and segments can be reduced as in Figure 9, or increased depending on the desired result.
• the annular seals 11 can be closed.
• Figure 24 is to be studied at the same time as Figure 27.
• the piston 99 is moved by two notches. Only pipes 18 e and 93 are open. 18 d and 18 f being closed, the liquid no longer escapes, accumulates in the chamber 17 of FIG. 29, until the groove 19 brings the lines 18a and 18c into communication (FIGS. 27 and 29) . 93 being a direct return to the reservoir 13, the superelevation 73-74 which operates when necessary in the two previous positions, no longer occurs.
• the position of the vehicle is here even higher, and could be a preferred height for circulation at reasonable speed in places where better visibility of the surroundings is desired.
• the figure 28 shows the position to which the rod 1 is then brought, which places the orifice 18b in communication with the chamber 6 by means of the part 40a of the exhaust groove.
• the excess liquid from the chambers 6 and 7 is sent directly to the chamber 17, the height of which increases proportionally.
• the liquid in the chamber 6, retean'-by the non-return 44 rises towards 17 by the groove 40a and adds to the volume already in place in this chamber.
• the piston 4 draws liquid into the chamber 7.
• the movements 46-47 continuing, the piston 24 in the cylinder 29 will be brought to the overflow orifice 22, which is the height limit of this chamber 17.
• the distance between chassis and axle will be more or less important.
• the distance limit will be the end of stroke of the piston in the cylinder 5 on the chamber 6 side, against the base 10, at the place where it is crossed by the rod 1.
• the contact between piston and base is softened by the braking already explained in FIG. 12. But here the liquid passes more slowly, through the channel 15 only, the non-return 44 of the piston 4 remaining closed in this movement.
• the setting device with different heights is then placed in one of the positions of FIGS.
• the part 40b of the groove will allow the flow of part of the liquid from the chamber 17 through the pipes 18 c, d or e, to which the passage will also be open for the orifices 18a and 18b.
• the orifice 98 is a relay for the exhaust from the chamber 17 when the piston 1 is completely raised and it begins to descend.
• FIG. 30 shows a complete assembly as a variant of FIG. 29. with a cylinder-chamber 115 containing in particular compound seals 129, and on the top of the tank cylinders, a protective stop 117, preventing the deterioration of the elements in the chamber 17 during the descent of the piston 24 towards the bottom of this chamber.
• Figure 31 shows the elements of an embodiment at a constant average height.
• the cylinder 115 of larger diameter than the lower part of the double-action valve 118 applied to the external lip seal, or other 119, contains a ring 120 with internal O-ring 145 and placed just under the hollow tail 122 of the valve 118 which extends beyond the plane 123 of the cylinder 115 towards the interior thereof; an outer lip seal 121 with or without spring, and a cup washer 124; a compression spring 125 between cup 124 and piston 4.
• the chamber 17, closed above the annular piston 24, is sealed on this side, in normal operation, by the seal 133, held by the ring 132 compressed by the spring 134 the other end of which compresses the head 127 of the double action valve 118.
• the cup washer 124 protects the seal 121 from direct contact with the tube 5 in the upper part.
• the free length of the spring 134 must be established so that its relaxed position leaves the seal 133 below the overflow orifice 22. The operation is as follows: As long as the constant height is not reached, the rings 120 and seal 121 are free and undergo no pressure. When the height defined by the free length of the spring 125 is obtained, this spring pushed by the piston 4 upwards, begins to compress the cup 124 against the seal 121, and the latter against the ring 120, forming a tight assembly 129. When the rod 1 descends in the direction 46, liquid from the chamber 7 is expelled into the chamber 115.
• the tail 122 In FIG. 32, the tail 122, longer than in FIG. 31, is directly lifted by the piston 4 during a movement in the direction 47, in contrast to FIG. 31, where it is the movement in the direction 46 which causes the escape. Oven soften the contact between 122 and piston 4, one can insert a washer of a hard and amorphous material, nylon or other, or a hard spring not shown. This may prove necessary depending on the contact surface of the valve 118 with the seal 119, the thrust of which will be more or less significant depending on the pressure exerted on it in the chamber 17. The pressure of the spring 134 on the valve 118 may be considered negligible.
• Figure 33 shows in detail the active parts of the this suspension variant.
• the compound seals 129a and 129b must have an actual area less than the useful area of the valve 118, so that by differential pressure this remains held against the seal 119.
• the spring 134 also holds the seal 119, to a length such that in its relaxed position it leaves the seal 133 below the overflow 22.
• the spring 131 the role of which is to bring the valve 118 to the bottom of its housing, can be applied directly by its end opposite, on the piston 24, or via the washer 148.
• the chamber 115 contains a superposition which is as follows: A spring 136 of defined length to bring the joint of the assembly 129a to the maximum below the exhaust 18 d.
• the set 129a is as follows:
• a spring 137 whose free length must leave the joint of the assembly 129b under the exhaust 18e.
• the sets 129a. and 129b, the springs 136 and 137, are compressed and held at the bottom of the cylinder 115 by the larger diameter 150, of the shank 122, held in place by the pressure in the chamber 17.
• the rings 120, 120a, 120b can be replaced by reinforced seals, or the like.
• Figure 31 the seal 133 is held by a ring 132, the compressive height of which will be approximately 1 / 10o for example, less than the thickness of the seal itself, thus avoiding its deterioration, the nozzle in contact with the piston 24 limiting this compression.
• the lip seal 119 is in direct contact with the base of the double-acting valve, compressed like the seal 133, with a safety stop 151.
• the ring 120 has an O-ring 145.
• the outer lip seal 121 has a diameter interior large enough for the passage of liquid.
• the ring 120 is of a smaller diameter than the inside diameter of the chamber 115 to also allow the passage of liquid.
• the seal 133 is held by a guide ring 135.
• the seal 119 is held directly by the spring 134.
• Essort 136 and seal 121a, spring 137 and seal 121d are in direct contact.
• the ring 120b contains a U-shaped seal 146.
• the ring 120a has an inner lip seal 147.
• the cylinder can be of a single diameter, as in Figures 30, 33, 34. or in several different diameters, here two, for three different heights, as in FIG. 35.
• a flaring is then advised (149) at the entrance to the 2nd stage 115b for the introduction without damage of the seal 121B, which is not in pressure that once crossed this passage, when the exhausts 18c and 18d feel closed.
• Figure 35 without however exerting pressure at the end of the stroke detrimental to the seal 121a, the length of the spring 136 may be greater than the stroke of the seal, the latter stopping anyway before the smallest diameter of the next stage , provided that the ring 120a can 'be introduced into this stage, separating from the seal 221a. In the part 115b this ring 120a must allow the passage to the liquid which must arrive at the joint 121b, and when the ring 120b separates therefrom, go towards the exhaust 18a.
• the valve 118 includes, like the ring 132, a stop protecting the seal 119 from excessive crushing.
• FIGS. 30 to 35 inclusive the devices which have just been described for sealing the perimeter and the interior of this perimeter, tubes and cores therein sliding therewith, with controlled exhaust, can conform to all the shapes which would be required, but are used in the device which is the subject of the invention in the cylindrical form which is common.
• Figures 36 and 37 together show a non-limiting embodiment of a device for the establishment of a suspension shock absorber working in compression, to obtain a sus pension in traction.
• the head 31 of the suspension spring 28 fixed on. the piston rod 1 and on the branches 143-143 'forming a stirrup, and fixed at their other ends to the bell 141.
• the dotted part inside the bell 139 representing the branches 143-143' in figure 36 is given to better materialize the position of the two traction elements, but is actually placed transversely, as in figure 37 (section).
• Points 157 and 158 symbolize the attachments to the pulling parts of the vehicle.
• This device can be installed for shock absorbers only.
• a recess 154 appreciably reduces the zone of friction on the rod 1.
• a seal. oil-dust cheeness retains the liquid supplied by the channel 156 when the seal 133 reaches the end of its travel and when by overflow it passes in front of this channel under low pressure, thus allowing the lubrication of the rod 1, between the seals 155 and ! 55 '.
• the check valve of the controlled exhaust of the chamber 17 constituted by the underside of the valve 118 applied by the pressure of a spring 131 or 134, with protective seal stop 151, on the seal 119. can be replaced, by removing this seal and its protective stop, by a seat formed in the bottom of the chamber 17 in which the bottom of the valve 118 would be adjusted and run in, with a profile suitable for closing this variant of valve not shown.
• the sealing of the top of the height compensation chamber 17. constituted by a perimeter seal 133 applied by a spring 134 and a washer 132 or 148 on the piston 24, and by the seal 155 between the piston 24 and the rod 1, can be replaced by a seal conventional toric or other, at the location of the segments 25 of FIGS. 2, 3 and the following ones, the exhaust being made by overflow by means of a spring of preset length pressing on a ring 148 adapted in a seat formed in the piston 24, below the joint 155, by a channel starting entr. the valve seat and the seal 155, and opening to the outside of the piston 24, beyond the O-ring replacing the segments 25, at the return 22 to the tank.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)

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• 1983
  • 1983-07-07 JP JP58502220A patent/JPS59501201A/ja active Pending
  • 1983-07-07 EP EP19830902106 patent/EP0113368A1/fr not_active Withdrawn
  • 1983-07-07 EP EP83401396A patent/EP0099291A1/fr not_active Ceased
  • 1983-07-07 WO PCT/FR1983/000139 patent/WO1984000330A1/fr unknown

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