JPH02502809A - Mechanical hydraulic shock absorber with vehicle height adjustment mechanism - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Mechanical hydraulic shock absorber with vehicle height adjustment mechanism It consists of two buffer parts, one with an inner side wall. Consisting of a shock absorber casing with an axial thrust surface facing towards the side, other shock absorbers The part is mainly connected to the shock absorber shaft and the connecting plate in a non-rotating manner and counteracts the spring device. It consists of a connecting plate with opposing thrust surfaces that can move in the axial direction. This invention relates to a buffer that is divided into a plurality of chambers and at least a portion of which is filled with a buffer solution.

A conventional hydraulic shock absorber consists of a cylinder filled with a buffer fluid, inside which the pump moves. The piston that is connected to the piston rond moves and connects the car body and suspension. When a load is applied due to the relative movement of the pushes in the other direction, thereby creating a damping effect.

The effect of damping on the driving characteristics and comfort of a vehicle is determined by the throttling action of the valve and the load. Depends on the speed characteristic curve, where the lower range of the characteristic curve contains low-frequency damping of the car body. The upper range of the characteristic curve corresponds to the high-frequency damping range of the suspension. Optimal The characteristic curve passes approximately midway between the two attenuation ranges.

Conventional monotube shock absorbers lack flexibility in terms of optimum fit. this place In this case, only linear progressive or regressive characteristic curves are obtained, but buffers with progressive characteristic curves The device passes through two attenuation zones to compensate.

Another disadvantage of monotube shock absorbers is that the piston force is temperature dependent. .

Twin-tube shock absorbers have damping characteristics that can be arbitrarily adapted to those of mono-tube shock absorbers. It has the advantage of being possible.

On the other hand, the mounting position of twin tube type shock absorbers is restricted due to the structure, and monotube type Unlike shock absorbers, the piston rod must be placed at its maximum upward angle (only at a 45 degree oblique angle). In addition, these two shock absorbers are limited by the actual size of the shock absorbers due to structural constraints. A disadvantage is that it often creates a coupling condition that reduces the damping performance.

Other demands placed on the shock absorber, e.g. load- or speed-dependent height adjustment , some require complex equipment.

The problem of this invention is that the connection with the vehicle body results in a lower emphasis which saves volume and weight. , the load speed curve can be selected arbitrarily, and the damping characteristics can be adjusted based on the vehicle body, suspension, and road surface conditions.

It is.

Furthermore, it adjusts the movement of the vehicle body during acceleration and deceleration, making it easier to drive on the highway. It is necessary to lower the vehicle height with inexpensive auxiliary equipment.

This problem arises when the shock absorber casing is connected to the vehicle body in the type of shock absorber mentioned at the beginning. The vertical arm is connected to prevent rotation, and the suspension allows vertical movement. or connected to the shock absorber shaft through the horizontal arm, and the shock absorber shaft is connected to the shock absorber casing. This problem is solved by being able to rotate to a certain extent by being supported on a bearing.

shock absorber parts that are mutually bearing and can rotate to a certain degree in opposite directions; The shock absorber part works to convert the rotational motion of the shock absorber into vertical motion of the suspension. Therefore, in the conventional technology, the total length of the cylindrical shock absorber does not depend on the contraction stroke. to ensure a large extension and retraction stroke, especially necessary for weight- and speed-dependent vehicle height adjustments. The premise is obtained. Despite the large expansion and contraction stroke, the rotationally symmetrical shape makes it easy for the car body to It allows for a lower emphasis arrangement which saves volume and weight, with the buffer casing The suspension is originally fixed to the rigid floor structure of the vehicle body.

Furthermore, the shock absorber casing is placed on the vehicle body, and the shock absorber shaft, connecting plate, vertical or horizontal arm Due to the relatively small mass of the sprung mass is reduced compared to the prior art.

In addition, since there are no structural restrictions regarding the connection state, the damping force is fully exerted and the vehicle body has little contact with the shock absorber.

From claims 2 and 3, an axial thrust surface formed in a rim shape and The opposing thrust surface moves in only one circumferential direction, leaving the shock absorber's rest position. . This means that the shock absorber is restricted to one direction when the wheel load is completely removed. In addition, because of its asymmetrical shape, the axial thrust surface and opposing thrust surface The tangential extension of the strike plane is large, which increases the torsion angle, and , the numerical aperture required for load transfer does not decrease, and the large helix angle The lever of the transverse arm is pressed small compared to the large wheel load during the given retraction stroke. You can get it.

Due to the large tangential extension, the axial thrust surface and the opposing thrust surface initially moves parallel a certain distance and no damping force is formed, so the extension stroke becomes large. Ru.

Proceeding further, in conjunction with the characteristic curve, the shape of the axial thrust surface and the opposite thrust surface For example, the loading speed can be set in the lower range. It can be progressive in the range, linear in the middle range, and progressive in the upper range. . Since the axial thrust surface and the opposing thrust surface overlap in the axial direction, the rolling elements It is relatively small, thereby reducing the weight and overall length of the connecting plate and side walls. (Claim 4).

Claims 5 to 16 provide that the damping characteristics are determined based on road surface conditions, vehicle speed, and vehicle speed. Proposals for variably adapting to moving vehicle loads are described.

The interior of the shock absorber is divided into three mutually sealed chambers, with an intermediate section containing the spring device. chamber and one of the two outer chambers containing the axial thrust surface and the opposing thrust surface. , separated by connecting plates. The two chambers are at least partially filled with a buffer solution; connected by two orifices whose passage volume is controlled by one pulp each; One valve operates when the buffer is loaded, and the other valve operates when the load is removed. Operate. Furthermore, it is practical to adapt the damping force to the body and suspension conditions. As a form of orifice, it would be possible to increase the damping force in proportion to the stroke. open into longitudinal grooves with different cross-sectional areas, which close as the load of the spring device increases, and the load decreases. Once removed, it becomes possible by opening. For extreme load conditions, external It is also possible to place a controllable valve in the external pipe that connects the two rooms. be.

It is formed by a part of the shock absorber casing and the piston ring plate, and is closed in an oil-tight manner. A second outer chamber can be pressurized by an external pump in its final position. measures to reduce the damping of the two rear shock absorbers, e.g. in the case of very high loads. increase the force and prevent the car from lowering, causing the rear or front to sink. compensation for the effects of acceleration and deceleration forces, or when the centrifugal force is large, the outer two Two shock absorbers can strengthen the support of the vehicle body.

Another advantage of this invention is that it can be installed cheaply as an auxiliary device and can be retrofitted if desired. A servo mechanism that can be attached allows the shock absorber shaft to rotate a certain amount from its rest position. This allows the entire vehicle body to be lowered when driving at high speeds. Becomes Noh. This allows you to simultaneously reduce the compression stroke and change the characteristics of the buffer. can.

Other measures can make the buffer less dependent on temperature increases. child Therefore, the cavity of the shock absorber shaft is divided into two chambers by a freely movable piston, etc. One of the chambers is connected to the middle chamber of the buffer through a hole, and connected to the other chamber. is when gas is injected. This compensates for volume changes due to temperature.

In the buffer-injected embodiment of the invention, the relaxation mechanism is independent of any automatic action. The active control of the oscillator is such that the reconnection plate is equipped with two orifices, each orifice The shock absorber has a valve that operates when a load is applied to the system and a valve that operates when the load is removed. The orifices are each connected to one longitudinal groove with a different cross-sectional area, and the Another embodiment of the shock absorber according to the invention, which closes as the load on the spring device increases, is As the spring pressure increases, the piston ring plate moves and the orifice cross-sectional area increases. The disadvantage is that it does not change and the attenuation rate decreases.

Another advantageous embodiment of the damping device according to the invention therefore provides a damping system that is not externally controllable. The purpose is to improve the properties and make the damping rate independent of the static preload of the spring.

It consists of two buffer sections, one buffer section with side walls facing inward. It consists of a shock absorber casing with an axial thrust surface, and other shock absorber parts are is connected to the shock absorber shaft and the connecting plate in a non-rotatable manner, and axially towards the spring device. It consists of a connecting plate with movable opposing thrust surfaces, and the inside of the shock absorber is divided into three parts. Two of the chambers contain at least a portion of the buffer and the orifice. The shock absorber is connected to the shock absorber between the vehicle body and the suspension. to control the amount of buffer solution passing through the valve, orifice cross-section leading to the flute, or hole. Through the control gate valve connected to the chamber, the connecting plate and piston ring plate are connected to each other. This is accomplished by adjusting the axial position in degrees.

According to it, the amount of buffer solution passing through is determined by three parts: the valve, the orifice cross section, and the buffer. The respective axial direction of the connecting plate and the piston ring plate through the control valve connected with the 1 lil depending on the location! be f’l.

In a preferred embodiment, the control gate valve is arranged on the shock absorber shaft or on the shock absorber casing itself. can do.

In a further advantageous embodiment, the spring preload is increased in conjunction with the piston ring plate. A longitudinal groove is disposed within the sleeve that moves with the piston ring plate.

A particular advantage of embodiments similar to those described above is that as the temperature increases, Forming the buffer shaft so that the buffer solution extends to the gas-injected chamber, and In order to lower the body, the two shock absorber parts can rotate to a certain extent against the spring force. It is the arrangement of a servo mechanism that acts on the shock absorber shaft.

In this case, the shock absorber is connected to the vehicle body so that the shock absorber casing does not rotate, and the shock absorber is installed vertically. A suspension that allows movement is connected to the shock absorber shaft via longitudinal or transverse arms, in which case , the shock absorber shaft is bearing against the shock absorber casing and is arranged so that it can rotate to a certain degree. must be placed.

In the following, advantageous embodiments of the mechanical hydraulic shock absorber according to the invention will be explained with reference to the drawings. I will clarify.

Figure 1: Cross section of a relaxer equipped with a transverse arm according to the first embodiment Figure 2: Possible arrangement example of a shock absorber equipped with a mechanical arm Figure 3: A shock absorber equipped with a vertical arm Possible arrangement example of the shock absorber Figure 4: Axial and opposing thrust surfaces of the connecting plate and the shock absorber case cross section of the side wall of the housing Figure 5 Diagram of a buffer equipped with an external pipe and servo mechanism Figure 6 Example of a buffer in which the part indicated by A of the buffer in Figure 1 is changed Figure 7: A shock absorber with the same parts modified differently Figure 1 shows a shock absorber combined with the horizontal arm. A cross section is shown.

The shock absorber casing (1) is connected to the side wall (2) so as not to rotate with the vehicle body (32). A flange (3) is attached. The side wall (2) is inwardly inserted through the rolling elements (6). a rim-shaped axial thrust surface (5) connected to the opposing thrust surface (7) of the connecting plate (8); ). The connecting plate (8) rotates with the shock absorber shaft (10) via the gear cutter (9). They are connected in such a way that they can move in the axial direction. Connecting plate (8) and pin A disc spring (12) is arranged between the stone ring plate (11). Buffer shaft ( 10) is supported by a bearing (4) on the shock absorber casing (1) and connected to a connecting plate (8). and divided into three chambers (19, 20, 21) by the piston ring plate (11). It is. This chamber is at least partially injected with a buffer solution, 15, 16, 17°18).

The connecting plate (8) has two orifices (22) equipped with valves (41, 42). Each valve is connected to the longitudinal groove (23) of the buffer shaft (lO), and one valve is loose. The valve opens when a load is applied, and the other valve opens when the load is removed, extending outward. The shock absorber shaft has two transverse arms (13) connected to a suspension (not shown). ) is fixed.

Due to the action of the wheel load and the associated vertical compression stroke of the wheel, the transverse arm (1 3) and the shock absorber shaft (10) rotate relative to the fixed shock absorber casing (1). do. Absorption of the wheel load in the shock absorber is carried out to prevent it from rotating with the rotating shaft (10). This is done via a connecting plate (8) connected to the. The connecting plate (8) has an opposing thrust surface (7 ) through the rolling elements (6) in the axial direction of the side wall (2) of the casing (1). The connecting plate (8) is supported by the thrust surface (5), and the connecting plate (8) is axially opposed to the force of the disc spring (12). pushed in the direction. This action changes the volume of the room (19°20) and slowly The buffer solution is exchanged.

The valves (41, 42) are different in order to influence the tension and compression forces with respect to comfort. It has a cross section of Furthermore, through the longitudinal groove (23) whose cross section changes in the axial direction, the aperture The effect changes depending on the load.

A part of the buffer casing (1) and the piston ring plate (11) separates the chamber (2 The zero chamber in which 1) is formed serves to variably adapt the damping force to the required wheel load. do. The piston ring plate (11) is connected to an external pump (not shown) through the oil filler port (24). ), which increases the preload of the Belleville spring (12).

It is also worth noting that when the temperature rises due to operation, the buffer solution is injected with gas into the chamber. This is a point that can be expanded to. This is because the shock absorber shaft (10) is a disc (25° 26), and a freely movable piston (27) fills this cavity. The cave is divided into two chambers (28°29), at which time gas is injected into the chamber (28). , the room (29) is located through the hole (30)! By being combined with (20) , is easily realized.

Figures 2 and 3 show two parts of the shock absorber according to the present invention between the suspension and the vehicle body. An example of the arrangement is shown below.

Figure 2 shows the suspension (31) by the horizontal arm (13) and the shock absorber shaft (10). In this case, the shock absorber casing (1) does not rotate with the vehicle body (32). Combine like this. The vehicle body (32) and the lever are tightly connected by the shock absorber shaft (10). A pressure cylinder (39) is placed between (38), and this pressure cylinder The shock absorber shaft (10) can be rotated to a certain extent under load by the driver (39), and The vehicle height can be lowered by

In Figure 3, the suspension (31) is connected to the shock absorber shaft via the vertical arm (33). The shock absorber casing (1) is connected to the vehicle body (32) so as not to rotate. .

A rotating cylinder is located between the side wall (2) of the buffer casing (1) and the buffer shaft (10). The rotating cylinder (40) allows the shock absorber axis (lO) to be It can rotate to a certain extent under load, which also allows the vehicle height to be lowered. .

Based on Fig. 4, the damping characteristics of the axial thrust surface and the opposing thrust surface (5, 7) Explain the functions and operating principles that affect the curve. The rolling elements (6) are in a rest position, i.e. the wheels When the load is completely removed, the axial thrust surface and opposing thrust surface ( 5, 7) on the radius of curvature (34). In its tangential direction, the axial thrust The surface and the opposing thrust surface are spaced a certain distance (35) in order to extend the no-load travel of the wheel. Obtain as large an initial force as possible with a relatively small contraction stroke in the 0th order moving in parallel. As a result, the pressure angle increases rapidly, with the curve (36) progressing progressively. So Afterwards, the pressure angle is initially constant, with the axial thrust surface and the opposite thrust surface (5°7) Approximately one-third of cases follow a progressive course (37).

Just before reaching the end of the curve, the rotation of the buffer is determined by the maximum permissible compression stroke of the spring (12). It is limited.

FIG. 5 shows two rooms (19, 20) are connected via a pressure pipe (45) containing a throttle valve (43).

Operate the throttle valve (43) to adjust the tension and compression forces to the desired relationship and adjust the damping characteristics. can be actively adapted to the respective movement state. At the same time, external pressure pipe (45) and the throttle valve (43) are the orifice (22).

Internal device that cannot be operated from the outside, consisting of valves (41, 42) and longitudinal grooves (23) replaces. The pipe (48) and the switching valve (44) are connected to the chamber (21) through the hole (24). The external pump adapts the compressive force to the load in a stepless manner. At the same time, the displacement of the vehicle body during acceleration and deceleration is balanced.

In the embodiment according to FIG. 1, in the coupling plate (8) of the buffer, the While there are two orifices (22) equipped with valves (41, 42), The embodiment according to FIG. 6 is a variation thereof. Figure 6 shows only the upper half of the buffer. FIG. In the embodiment according to FIG. 1, the orifice (22) is a piston ring. It is connected to the longitudinal groove (23) of the sleeve (50) which is firmly connected to the gating plate (11). , when the piston ring plate (11) is pushed in the axial direction against the force of the spring (12) , the sleeve (50) also moves together, thereby cutting the orifice of the longitudinal groove (23). Since the surface shrinks, the attenuation rate does not change.

FIG. 7 shows another embodiment in which the part indicated by A in FIG. 1 is changed. This is also a part It is a diagram.

On the shock absorber shaft (10) there is a control gate valve ( 51).

When pressure is applied to the chamber (21), the force of the control gate valve (51) spring (55) Move in opposition. This movement reduces the orifice cross-sectional area (56) and the hole ( For oil exchange between rooms (19°2-0) connected to each other via Affect. By simultaneously increasing the damping force and spring force, the damping rate remains constant. It will be done.

An advantageous embodiment of the invention is shown in FIG. 1 with modifications according to FIG. 6 or 7. It is a buffer according to an embodiment. In this case, instead of the control gate valve (51), a structurally simple The sleeve (11) connected to the piston ring plate (11) is 50) is used. Therefore, in an advantageous embodiment of the buffer, the buffer chamber is The amount of buffer solution that passes through the connecting plate (8) and the piston ring plate (11) that partition the chamber ) according to the respective axial position.

Fig, 4 Copy and translation of written amendment) Submission (Article 184-7, Paragraph 1 of the Patent Act) September 2, 1999 9th day Yoshi, Commissioner of the Patent Office 1) Takeshi Moon 1. Display of patent application PCT/DE8810 O201 , name of invention Mechanical hydraulic shock absorber with vehicle height adjustment mechanism for automobiles 3, patent applicant Address Germany 1m 7292 Bayers Giron 6. rosshaldebee 2 15 Name: Kleinert Kurt (Country fi) Federal Republic of Germany Address: 5628 Heiligenhaus, Schubert, Federal Republic of Germany Strasse 3 names: Fritsch, Bernd (Nationality) Federal Republic of Germany Scope of claims 1. A shock absorber placed between the vehicle body and suspension, comprising two shock absorber parts. one buffer part consists of a buffer casing and the other buffer part consists of a buffer casing. is mainly connected to the shock absorber shaft, piston ring plate, and connecting plate to prevent rotation. a connecting plate with opposed thrust surfaces movable axially toward the spring arrangement; The interior of the buffer is divided into multiple rooms, and the buffer casing does not rotate. The suspension that connects to the vehicle body and allows vertical movement is either a vertical arm or a horizontal arm. In a shock absorber that is connected to the shock absorber shaft via a The side wall (2) of the impactor part is provided with an axial thrust surface (5) facing inward. and the shock absorber shaft (10) is supported by the bearing (4) against the shock absorber casing (1). The shock absorber has three chambers (19, 20, 21) inside. ), and those rooms are divided into Patsukin (14, 15, 16, 17, 18). are sealed from the outside and from each other, and the two parts W (19 and 20) are be at least partially filled with buffer and have restrictor holes, connecting holes (52-54) or conduits (45) are connected to each other by controllable throttle valves (43). is attached to the conduit (45) or the spool valve (51) is connected to the communication hole ( 52, 53, 54).

2 The rim-shaped axial thrust surface (5) and opposing thrust surface (7) provide a buffer. characterized by extending in only one circumferential direction starting from the rest position of the vessel A buffer according to claim 1.

3. The axial thrust surface (5) and the opposing thrust surface (7) are completely free of the load from the wheels. Starting from the rest position of the buffer with the buffer removed, a certain distance (35 ), the shock absorber according to claim 2, wherein the buffer extends in parallel by .

4. The front surfaces (46 and 47) of the axial thrust surface (5) and the opposing thrust surface (7) , is characterized by partially overlapping in the axial extension when assuming a stationary position. A buffer according to claim 2.

5. The interior of the shock absorber is divided into three parts by the connecting plate (8) and the piston ring plate (11). Claim No. 1, characterized in that it is divided into rooms (19, 20, 21). The buffer according to one of the items 1 to 4.

6. In one of the outer chambers (19) there is an axial thrust surface (5) and an opposing thrust The surface (7) is placed and the disc spring (12) is placed in the central chamber (20). According to one of the preceding claims 1 to 5, the frame machine is buffer.

7. The connecting plate (8) has two orifices (22) with throttle holes. A buffer according to claims 1, 5 and 6, characterized in that:

8. One valve (41 or 42) is arranged in each of the two orifices (22). 8. The shock absorber according to claim 7, wherein the shock absorber is provided with a shock absorber.

9. The orifice (22) is placed in each vertical groove (23) of the buffer shaft (10). A patent characterized in that the longitudinal grooves are continuous and the cross section of the longitudinal grooves changes in the axial direction. A buffer according to claims 7 and 8.

10. that the chamber (21) can be pressurized by an external pump through the hole (24); A shock absorber according to any one of claims 1 to 9.

11. The shock absorber shaft (10) is rotated a limited number of times by the servo mechanism (39 or 40) under load. The shock absorber according to any of claims 1 to 10, characterized in that it can be rotated.

12. The servo mechanism connects the wall (2) of the buffer casing (1) and the buffer shaft (10) Claims characterized in that it consists of a rotating cylinder (40) arranged between The buffer according to item 11.

13. A servo mechanism operates a pressure system located between the I/bar (38) and the vehicle body (32). The shock absorber according to claim 11, characterized in that it consists of a cylinder (39). .

14. The shock absorber shaft (10) is formed as a hollow shaft, and the disk (10) attached thereto is 25 and 26) and is sealed to the outside by a piston (27) or similar It is characterized by being divided into two rooms (28 and 29) by A buffer according to one of claims 1 to 13.

15. Room (29) communicates with room (20) through hole (30), and room ( 28) is filled with gas, according to claim 14. buffer.

16. The interior is divided into multiple rooms and is located between the car body and suspension. A shock absorber consisting of two shock absorber parts, one of which is connected to the shock absorber casing. one side wall of which has an inwardly directed axial thrust surface; The other shock absorber portion is mainly connected to the shock absorber shaft and to the connecting plate so as not to rotate. It consists of a connecting plate with opposing thrust surfaces that can move axially relative to the spring device. In this buffer, the interior is divided into three chambers (19, 20, 21), Two chambers (19, 20) are at least partially filled with buffer and have an orifice. The amount of buffer solution passing through the pulp (41 and 42) are the vertical groove (23) forming the aperture cross section and the orifice within the range of the buffer axis (1o). connected to this by an enclosure - or through holes (52, 53, 54) to rooms (19, 54). 20, 21) through either the spool valve (51) connected to the connecting plate. (8) and the respective axial position of the piston ring plate (11) Claims 1 to 9 and 10 to 14 are characterized in that or a buffer according to one of paragraphs 15.

17. When the spool valve (51) is connected to the shock absorber shaft (1o) or the shock absorber casing (1) 17. The shock absorber according to claim 16, wherein:

18. The longitudinal groove (23) is connected to the sleeve (50) connected to the piston ring plate (11). ) The shock absorber according to claim 16, characterized in that the shock absorber is provided with:

19, the sleeve (50) is supported for longitudinal movement on the outside of the shock absorber shaft; , and has a hole that can be combined with the hole (30) of the shock absorber shaft (1o), and therefore The chamber (29) of the shock absorber shaft (1o) formed as a shaft is connected to the chamber (20). The buffer according to claim 16 or 18, characterized by a water scale. .

20. Acts on the shock absorber shaft and resists the spring force of the two shock absorber parts to lower the vehicle height. Automotive vehicles each having one servo mechanism capable of making limited rotations Highly adjustable machine - claim 1 for use as a hydraulic shock absorber Use of the mechanical-hydraulic shock absorber according to one of items 1 to 19.

Copy and translation of amendment) Submission (Article 184-8 of the Patent Law) September 29, 1999 Yoshi, Commissioner of the Patent Office 1) Takeshi Moon 1. Display of patent application PCT/DE8810 O201 , name of invention Mechanical hydraulic shock absorber with vehicle height adjustment mechanism for automobiles 3, patent applicant Address: 7292 Bayersgiron, Federal Republic of Germany 6. roshalde Beek 15゜Name: Kleenert, Tart (Nationality) Federal Republic of Germany Address: Federal Republic of Germany 1u 5628 Heiligenhaus, Schubert Sietrase 3 names: Fritsch, Bernd (Nationality) Federal Republic of Germany November 22, 1988 Introductory part of the detailed description of the invention The present invention relates to a mechanical hydraulic shock absorber with a vehicle height adjustment mechanism for automobiles. A buffer placed between the It consists of a shock absorber casing, and the other shock absorber part mainly consists of a shock absorber shaft and a piston recess. a coupling plate which is non-rotatably coupled to the connecting plate and which extends axially towards the spring arrangement. It consists of a connecting plate with movable opposing thrust surfaces, and the inside of the shock absorber has multiple parts. The shock absorber casing is connected to the car body to prevent it from rotating and allows vertical movement. The suspension is connected to the shock absorber shaft via a sewn arm or a transverse arm. It is related to impactors.

Commonly used hydraulic shock absorbers mainly consist of a cylinder filled with buffer fluid. Inside this cylinder is a piston which is fitted with a packing and is connected to a piston rod. When the engine moves and loads are generated due to relative motion between the vehicle body and suspension, the buffer through the orifice in one direction or the other, thereby creating a damping effect. I do.

The effect of damping on the driving characteristics and comfort of a vehicle is determined by the throttling action of the valve and the load. It depends on the heavy speed characteristic curve, but in that case, the low frequency reduction of the car body is There is a damping region, and in the upper range of the characteristic curve there is a high frequency damping region of the suspension. Characteristic It can be said that the curve is optimal if it passes approximately halfway between the two attenuation ranges.

The monotube type shock absorber, which has been most commonly used up until now, has the advantage of optimal matching. lacks flexibility. With this buffer, only linear progressive or tapering characteristic curves can be obtained. However, to cover the two attenuation ranges it is still necessary to use a buffer with a tapering characteristic curve. The vessel is the most popular. Another disadvantage of monotube shock absorbers is that the piston force changes with temperature. It depends on the situation.

Twin-tube shock absorbers have almost no damping characteristics compared to monotube shock absorbers. It has the advantage of being able to be matched arbitrarily. On the other hand, twin tube type buffer The mounting position of the shock absorber is restricted due to the structure, and compared to a monotube shock absorber, it is difficult to install the shock absorber with a piston. Tonrondo can only be placed at a maximum upward tilt angle of 45 degrees, and both of these There are many cases where the shock absorber has no choice but to be supported by a pivot due to its structure. has the disadvantage that it reduces the actual buffering performance of the buffer.

Further demands on these dampers, e.g. load- or speed-dependent coilovers. If the requirements are to be imposed, some complex auxiliary equipment will be required.

Furthermore, DT 2406552 Al (French patent application Nα2260487) 2. Description of the Related Art A spring suspension-shock mechanism capable of locking an automobile chassis is known. this place If the motor vehicle is suspended under the action of the main support springs, it has an auxiliary shock absorber and the shock absorber In this case, the swivel arm of the suspension arm drives the operating disc with a wedge surface. The operating disc is a pair of inclined surfaces supported by a friction body and a spring. It is arranged between the pressure plate and the pressure plate. At that time, the spring installed on the swing arm of the suspension arm is operatively connected to the pressure mechanism. In that case, the spring should be able to move onto the hub. an opposing pressure plate and, together with the pressure plate, supported and axially compressible; It is supported by an operating disc that acts on the Ru.

In this case, the pressure mechanism, which is operatively connected to the spring acting on the counterpressure plate, It is only used to lock the swivel arm of the arm and to immobilize it at the same time. In that case, the plate A spring arranged in a spring combination or also in a coil spring combination is compressed and its The pressure generated during If so, the parts of the damping mechanism cannot move axially.

In the second case, the spring suspension of the swiveling arm of the suspension arm is formed as a swiveling sleeve. A torsion bar is installed inside the rotating arm and is connected to the head of the suspension arm through teeth. This can only be achieved by placing At that time, the connecting sleeve The operating disc has auxiliary connecting teeth for following the disc, and the operating disc is arranged evenly around the circumference. with a plurality of wedge surfaces, which are constructed in conjunction with correspondingly inclined surfaces of the counterpressure plate. move. In this case, the operating disc and thrust washer or buffer casing The original shock absorber that enables the spring suspension of the swivel arm of the suspension arm is coated with friction It is arranged in the form of a body or friction multi-plate, which connects the teeth of the connecting sleeve and It alternately meshes with the teeth of the buffer casing.

Therefore, whereas the pressurization of the locking mechanism can be carried out via a hydraulic pressure medium, However, the damping of the system is achieved in a purely mechanical manner by the use of friction plates.

This type of mechanical damping system, which uses coated friction bodies in the form of multiple friction plates, is Unlike spring mechanisms, they are exposed to high wear and therefore especially under high loads. Then, the lifespan is short.

The friction body is moved to a mutual friction position by the operation disk and the opposing pressure plate, and the generated vibration is Once damped by the frictional action between the individual friction elements, significant mechanical damage to the friction elements immediately occurs. and thermal loads. In that case, as in the case of a twin-tube hydraulic shock absorber, It is impossible to match the buffer system to

Furthermore, according to US-PS 3773152, a friction brake using multiple friction plates has been developed. As is known, in this case the release of the brake under hydropneumatic control and lock can be realized.

At that time, if the annular piston is not pressurized, the friction plates will be pushed together by the leaf spring system. Since the fittings are matched, the brake connection part that surrounds the shaft ends of the input and output shafts in a tubular manner is frictionally connected to the outer casing of the friction brake. Next, the annular piston When pressurized, the leaf spring preloaded by the rectangular flange of the slider It is further compressed as it moves. This releases the axial pressure between the friction plates. Since the friction brake is released, the brake surrounding the input and output shafts is The key joint can rotate freely relative to the outer wall of the casing.

Due to the spring force of the leaf spring acting on the friction plate through the wall of the rectangular slider flange. Preloading of multiple friction plates protects the moving parts of the friction brake from greater wear and tear. That will be realized. In that case, the spring tension is further increased due to the movement of the annular piston. is possible only to a limited extent, and in that respect leaf springs are also protected from wear and tear. The leaf spring is installed accordingly.

The object of the invention is therefore to create a buffer as follows. i.e. , in the case of pivot support in the car body, conventional monotube and twin tube Unlike a shock absorber, it has a lower center of gravity which saves space and weight. Speed characteristics can be selected arbitrarily, and damping characteristics can be adjusted depending on the car body, suspension, road surface condition, and vehicle. The objective is to create a buffer that is fully compatible with the load requirements.

Furthermore, according to patent publication @P 1961008.3 and DT 2406552A1. In the case of spring suspension-buffer mechanisms, for vehicle wheel suspension and roller suspension. The swivel arm of the suspension arm connects the opposing pressure plate with an inclined surface and the operating disc with a wedge surface. The suspension arm is formed as a connecting body between which the suspension arm rotates and passes through. As the multi-friction plates are moved to the mutual friction position, the generated vibration is caused by the g vibration between the individual friction bodies. This type of spring suspension shock absorbing mechanism is also damped by the suspension action. The load speed characteristics of the shock absorber placed between the arm and the vehicle body can be selected arbitrarily, and The damping characteristics of the shock absorber are well matched to the requirements of the vehicle body, suspension, road surface conditions, and vehicle loads. The structure should allow for this.

Even in the case of a spring-suspended shock absorber with such an arrangement, it is necessary to directly use the hydraulic spring. spring suspension should be used so that there is only slight wear on the shock absorbers. Yes, and the lifespan will be longer.

Furthermore, displacements of the vehicle body due to acceleration and deceleration must be compensated for and can be easily It must be possible to lower the vehicle height on the highway using low-cost auxiliary equipment. stomach.

This problem is solved in the case of buffers of the type mentioned at the outset as follows. sand i.e. inwardly directed axial slugs on the side walls of the buffer section consisting of the buffer casing. The shock absorber shaft is supported by a bearing against the shock absorber casing. The interior of the shock absorber is divided into three chambers, and The rooms are sealed from the outside and from each other by seals, and the two rooms is at least partially filled with buffer and is provided with a restriction hole, connecting hole or conduit. are connected to each other, and a controllable throttle valve is installed in the line. or the spool valve is installed in the connecting hole. .

In that case, the side walls of the shock absorber casing and the rim-like opposite axial slides of the connecting plate The arrangement of the thrust surface and the opposing thrust surface allows for a The connecting plate connected to the piston ring plate can be moved in the axial direction to the piston ring plate, and the During damped vertical movements of the shock absorber shaft relative to the body and shock absorber casing , a connection separating two buffer chambers partially filled with buffer solution. A buffer solution is essential for moving the plate between its two chambers and adjusting the damping coefficient. Changes in the amount of passage are determined by the axial position of the connecting plate and the piston ring plate that pressurizes it. It is a matter of adjusting.

To do this, a controllable throttle valve installed in the conduit connecting the two rooms is required. , or an orifice located in the connecting plate (connected to the longitudinal groove of the buffer shaft) (so the aperture cross-section is variable) or installed in a connecting hole between two chambers. A spool valve is used.

At that time, the inside of the shock absorber is divided into three mutually sealed chambers. A central chamber containing the thrust device and an outer chamber containing the axial thrust surface and the counter thrust surface. It is separated from one of the two rooms by a connecting plate. These two rooms at least partially filled with buffer and each with one valve to control the throughput. They are connected via two controlled orifices. At that time, one valve operates when the buffer is loaded, and the other valve operates when the load is relieved. .

Therefore, the optimum for adapting the damping force to the requirements of the car body and suspension. A practical form of can be realized if the damping force is increased depending on the displacement. Change the damping force The orifice is connected to vertical grooves with different cross-sectional areas. The spring device closes when the load increases and opens when the load decreases. be. For extreme load conditions (and), externally adjustable valves provide two It is placed in an external conduit that connects rooms.

In that case, the two chambers at least partially filled with buffer form a closed hydraulic circuit. The required packings for the shock absorber shaft and fixed shock absorber casing are respectively It is applied to the side wall of the shock absorber casing, the connecting plate, and the piston ring plate.

a second outer section lined with two chambers at least partially filled with buffer; The hole is formed by a part of the shock absorber casing and the piston ring plate, and is kept oil-tight. Although sealed, this chamber is pressurized by an external pump from its end position. can be added and therefore the spring device for pressurizing the connecting plate can be optionally pre-installed. I can press.

This measure allows for example the reduction of the two rear shock absorbers when the payload is large. By increasing the damping force, you can prevent the vehicle height from lowering, and the rear or front of the vehicle can be To compensate for the effects of acceleration and deceleration forces observed due to sinking, or to compensate for the effects of centrifugal When the force is large, the two outer shock absorbers can strengthen the support of the vehicle body. Ru.

Shock absorber parts that are mutually supported and capable of limited rotation in a reciprocal manner, and those shock absorber parts This function converts the rotational motion of the shock absorber into the vertical motion of the suspension. Therefore, the situation known in the prior art, i.e. in tube buffers, The length is shortened, avoiding situations where the stroke is affected, and making it easier to adjust the vehicle height depending on weight and speed. This provides a prerequisite for ensuring the particularly necessary large expansion and contraction stroke. The expansion and contraction stroke is large However, due to the rotationally symmetrical construction, it saves space and weight for the car body. This makes it possible to place the center of gravity at a low level, and the shock absorber casing is originally It is fixed to the floor structure of the vehicle body.

Further, the shock absorber casing is disposed on the vehicle body, and the shock absorber shaft, connecting plate, vertical or Because the moving mass of the horizontal arm is relatively small, the unsprung mass is lower than that of conventional technology. is reduced.

Also, since there are no structural constraints related to the pivot support, the damping force is fully exerted. The vehicle body almost never comes into contact with the shock absorber.

According to claims 2 and 3, an axial thrust surface formed in a rim shape; The opposing thrust surface extends in only one circumferential direction starting from the rest position of the shock absorber. Ru. This allows the damper to reduce the limitations that would occur if the wheel load was completely removed. It has the advantage of being received in both directions. Additionally, the asymmetrical shape allows for axial Large tangential range of the forward and counter-thrust surfaces and with it large torsion Helix angles are possible, but do not reduce the number of recesses required for load transfer. At the same time, the lever arm of the vertical or horizontal arm can be used for large wheel loads. It can be kept small by a predetermined contraction stroke relative to the weight.

Furthermore, as the tangential range increases, the axial thrust surface and the opposing thrust surface are first aligned. Because they extend parallel to each other over a certain distance, no damping force is formed, so there is no large elongation. The journey becomes possible.

Proceeding further, under the interaction with the spring characteristic curve, the axial thrust surface and the opposing thrust surface The loading speed transition can be arbitrarily selected depending on the shape of the last surface. For example, the loading rate is reduced gradually in the lower range, linearly in the middle range, and progressively in the upper range. can change. The axial thrust surface and the opposing thrust surface overlap in the axial direction. In order to and the overall length is reduced (Claim 4).

Claims 5 to 15 provide that the damping characteristics are determined based on road surface conditions, vehicle speed, and vehicle load. Suggestions are included to help you adapt.

Another advantage of the invention is that it can be installed at low cost as an auxiliary device or A servo mechanism that can be installed later if desired allows the shock absorber shaft to be placed in a stationary position. This means that the entire car body can be lowered when driving at high speeds. becomes possible. At the same time, this reduces the compression stroke and changes the characteristics of the buffer. It will be done.

Other measures make the buffer less susceptible to unexpected temperature increases. the In order to is divided into two chambers, one of which is connected through the hole in the center of the buffer. one chamber and the other chamber is filled with gas. This prevents the temperature from rising. volume changes can be compensated for.

The communication between the two chambers, which are at least partially filled with buffer, is controlled by a controllable throttle valve. In the case of an embodiment of the invention carried out via an external conduit with a built-in , it becomes possible to actively control damping without relying on any automatic mechanism, However, at the same time, appropriate electronic controls are provided to select a specific driving program. It is assumed.

In a further embodiment of the buffer according to the invention, the connecting plate has two orifices. each orifice has a valve that operates when a load is applied to the buffer; A valve is located that operates when the load is removed, converting the damping force into displacement. The orifice is connected to a longitudinal groove with a different cross-sectional area and is spring-loaded. This is achieved by closing the position as the load increases. The point is that when increasing the spring tension by moving the piston ring plate, the drawing cross-sectional area The point is that it remains unchanged, so that the damping coefficient decreases.

Therefore, with a further advantageous embodiment of this damping device we have the damping coefficient In keeping with the idea of leaving the static preload of the spring independent, external Improved damping behavior that cannot be controlled.

The improvement was made in the following shock absorbers placed between the car body and suspension. achieved. That is, it consists of two buffer parts, one of which is the buffer part. consisting of a casing having an inwardly directed axial thrust surface on one side wall; The other shock absorber part is mainly connected to the shock absorber shaft and the connecting plate to prevent it from rotating. Connection with opposing thrust surfaces that are coupled and movable axially relative to a spring arrangement The inside of the buffer is sealed from each other and from the outside. divided into three chambers, two of which are at least partially filled with buffer. and are connected to each other by an orifice, furthermore, the amount of buffer solution passing through is A valve, a throttle section of an orifice that connects to a vertical groove, or a strip that connects to a chamber with a hole. the respective shafts of the coupling plate and piston ring plate, either through the pool valve or Improvements are achieved in dampers that are adjusted by directional position.

According to this, the amount of buffer solution passing through is determined by three factors: the valve, the throttle section, or the buffer. of the connecting plate and piston ring plate through the spool valve combined with the chamber of each axial position.

In a preferred embodiment, the spool valve is arranged in the shock absorber shaft or in the shock absorber casing itself. It is being considered that it will be placed in

In a further advantageous embodiment, the piston ring plate is connected to the piston ring plate and the spring preload is increased. In addition, the sleeve, which is moved together with the piston ring plate, has a vertical groove. There is.

Furthermore, it is particularly advantageous in these embodiments that the buffer solution is exposed to gas during temperature increases. The structure of the shock absorber shaft is adapted to be able to expand towards the filled chamber of the body. In order to lower the vehicle height, the two shock absorber parts can only rotate for a limited time against the force of the spring. This is the arrangement of the servo mechanism that acts on the shock absorber shaft so as to

At that time, each shock absorber should be arranged so that the shock absorber casing does not rotate. Suspensions that are connected and allow vertical movement are loosened via vertical or transverse arms. coupled to the shock absorber shaft, at which time the shock absorber shaft is supported relative to the shock absorber casing, and The buffer must be arranged to allow limited rotation.

The following is a guide to advantageous embodiments of mechanical-hydraulic shock absorbers based on the attached drawings. The present invention will be explained.

The drawings are as follows.

FIG. 1 is a cross-section of a shock absorber with a transverse arm according to a first embodiment.

Figure 2 shows an example of a possible arrangement of a shock absorber with lateral arms.

Figure 3 shows another possible arrangement of a shock absorber with fir arms.

Figure 4 shows a cross section of the axial and opposing thrust surfaces of the connecting plate and the side wall of the shock absorber casing. Developed diagram.

FIG. 5 is a schematic diagram of a shock absorber equipped with an external vibrator and a control mechanism.

Fig. 6 shows another example of the buffer in which the range indicated by A in Fig. 1 has been changed. Buffer embodiment.

FIG. 7 shows a buffer embodiment in which the same range is modified differently.

FIG. 1 shows a partial cross-section of a shock absorber connected to a transverse arm. Buffer case The thing (1) has a flange (3) on the side wall (2), which flange does not rotate. It is connected to the vehicle body (32) like this. The side wall (2) has a rim-shaped axial It has a thrust surface (5), and the axial thrust surface is connected to the connecting plate via the rolling element (6). (8) is connected to the opposing thrust surface (7). Connecting plate (8) has gear cutter (9) through the shock absorber shaft (10) so as not to rotate and to be able to move in the axial direction. combined. A disc spring (1) is installed between the connecting plate (8) and the piston ring plate (11). 2) is located.

Furthermore, the shock absorber shaft (10) is connected to the shock absorber casing (1) by a bearing (4). The three piston rings are supported by the connecting plate (8) and the piston ring plate (11). It is divided into rooms (19, 20, 21). These rooms are at least partially are filled with buffer solution and are connected to each other by packings (14, 15, 16, 17, 18). is sealed.

The connecting plate (8) has two orifices (22) with valves (41, 42). provided, each connected to the vertical groove (23) of the shock absorber shaft (10), and one valve The valve opens when the buffer is loaded, and the other valve opens when the load is removed. to the outside The extended shock absorber shaft has two laterals connected to the suspension (not shown). The arm (13) is fixed.

Due to the action of the wheel load and the associated vertical compression stroke of the wheel, the transverse arm ( 13) and the buffer shaft (10) relative to the fixed buffer casing (1). Rotate. At that time, the absorption of the wheel load in the shock absorber is done so that it does not rotate. This is done via a connecting plate (8) connected to the rotating shaft (10). The connecting plate (8) is The opposing thrust surface (7) of the shock absorber casing (1) is (2) is supported on the axial thrust surface (5), and at that time, the connecting plate (8) It is moved in the axial direction against the force of the disc spring (12).

This action simultaneously changes the volume of the chamber (19, 20), at which time the buffer solution An exchange takes place.

Valve (41 and 42) have different cross sections. In addition, a longitudinal groove whose cross section changes in the axial direction ( 23), the throttling effect changes depending on the load.

A chamber (21) is formed by a part of the shock absorber casing (1) and the piston ring plate (11). ) is formed. This chamber allows the damping force to be variably adapted to the required wheel load. The piston ring plate (11) is useful for connecting the external pump ( (not shown) and with it the preload of the disc spring (12). increase

It is also worth mentioning that during operating temperature rises, the buffer solution is filled with gas. The point is that it can expand to the top of the room. This means that the buffer shaft (10) is A piston that has a cavity sealed by a disk (25, 26) and that can move freely. N (27) divides this cavity into two rooms (28 and 29); ) is filled with gas, and part M (29) communicates with the chamber (20) through the hole (30). This can easily be achieved by

Figures 2 and 3 show a shock absorber according to the invention placed between the suspension and the vehicle body. Two example arrangements are shown.

Figure 2 shows the horizontal arm (13), suspension (31) and shock absorber shaft (10). ) connection is shown, in which case the buffer casing (1) is secured against rotation. is connected to the vehicle body (32). Lever fixedly connected to shock absorber shaft (1o) (38) And! [A pressure cylinder (39) is arranged between the body (32) and the The pressure cylinder allows limited rotation of the shock absorber shaft (10) under load, thus The vehicle can be lowered.

In Figure 3, the suspension (31) is connected to the shock absorber shaft (1) via the vertical arm (33). o), in which case the buffer casing (1) is It is supported by a pot on the car body (32).

A rotating cylinder ( 40) is arranged, and the shock absorber shaft (10) is placed under the load by this rotating cylinder. It can be rotated for a limited time, and therefore the vehicle body can be lowered as well.

Next, based on Fig. 4, the effects of the axial thrust surface and the opposing thrust surface ( The functions and operating characteristics of 5 and 7) will now be explained. The rolling elements (6) are in the rest position, In other words, when the load is completely removed from the wheel, the axial thrust surface and the opposing thrust surface close to the radius of curvature (34) of the top surfaces (5 and 7). Axial slide in the tangential direction The thrust surface and the opposing thrust surface are separated by a certain distance ( 35) extend in parallel. Subsequently, during a relatively small contraction stroke, In order to absorb as large an initial force as possible, the pressure angle increases rapidly, and at that time the curve (36) changes gradually. After that, the pressure angle initially remains constant, but , at about the last third of the axial and opposing thrust surfaces (5 and 7). Follow a gradual progression.

Just before reaching the end of the curve, the rotational stroke of the buffer is equal to the maximum permissible compression stroke of the spring (12). limited by the process.

FIG. 5 schematically shows a shock absorber with a hydraulic control mechanism. two rooms (19 and 20) are connected via a pressure pipe (45) built into the throttle valve (43). It is. By controlling the throttle valve (43), the desired ratio of tension and compression forces can be achieved. rate can be adjusted and the damping characteristics can be actively adapted to the particular operating situation. .

At the same time, the external pressure pipe (45) and the throttle valve (43) are connected to the orifice (22) and the valve. The inner part is made up of lubricants (41, 42) and vertical grooves (23) and cannot be operated from the outside. It replaces the department mechanism. The pipe line (48) and the three-way valve (44) are connected through the hole (24). and the external pump transfers the spring force to the payload. At the same time, the vehicle body changes due to acceleration or deceleration. Correct the position.

In the embodiment shown in FIG. 1, valves (41, 42) are provided in the connecting plate (8) of the shock absorber. Two orifices (22) are provided, each connected to a longitudinal groove (23). In contrast, the embodiment shown in FIG. 6 has been modified in this respect.

FIG. 6 is a partial sectional view showing only the upper half of the buffer. What is the embodiment shown in Figure 1? Differently, in this case the orifice (22) is fixedly connected to the piston ring plate (11). Piston ring plate connected to the longitudinal groove (23) of the mated sleeve (50) (11) When pushed in the axial direction against the force of the cover spring (12), the three The groove (50) also moves, thereby reducing the drawing cross section of the vertical groove (23), resulting in damping. The coefficients remain unchanged.

In FIG. 7, the "A" range of FIG. 1 has been changed. Yet another example is shown. ing. This figure is also a partial sectional view. The spool valve ( 51) is arranged, and this spool valve is connected to the chamber (21) through the hole (52). combined. When the chamber (21) is pressurized, the spool valve (51) and the spring (5 5) Move against the force of. This movement reduces the aperture cross-sectional area (56) and At the same time, the space between the rooms (19 and 20), which are connected to each other by holes (53, 54), Affects oil change. The damping coefficient can be improved by simultaneously increasing the damping force and spring force. Insofar as the dimensions remain the same, advantageous embodiments of the invention are shown in FIG. is the buffer according to the embodiment of FIG. 1, modified according to FIG. 7; Moreover, Compared to the installation of the pool valve (51), the sleeve combined with the piston ring plate (11) It is considered advantageous to form (50) because it is structurally simpler and less likely to break down. Ru. Therefore, in an advantageous embodiment of the buffer, the buffer solution in the buffer chamber is In each case, an excessive amount is automatically adjusted by the axial position of the

Country A 8@Notification ,,　　　　,,PCT/DEε8100201 International Search Report DEεfio0201 SA 21481

Claims (1)

[Claims] 1. Consists of two buffer parts, one buffer part is axially facing inward with the side wall. It consists of a shock absorber casing with a thrust facing surface, and the other shock absorber parts are mainly loose. The impactor shaft is connected to the connecting plate so as not to rotate, and can be moved in the axial direction toward the spring device. The interior of the shock absorber is divided into multiple rooms. It is placed between the vehicle body and the suspension, at least partially injected with a buffer fluid. In the shock absorber, the shock absorber casing (1) is The suspension (31), which allows vertical movement, is connected to the vertical arm (33). ) or through the transverse arm (13) to the shock absorber shaft (10). The shock absorber shaft is supported on the shock absorber casing (1) by a bearing (4) and rotates to a certain degree. A buffer that is characterized by: 2. An axial thrust (5) and an opposing thrust (7) shaped like a rim form a shock absorber. out of its rest position and moving in only one circumferential direction. A buffer according to scope 1. 3. The rim-shaped axial thrust surface (5) and the opposing thrust surface (7) provide a shock absorbing effect. It is characterized by moving out of the stationary position of the vessel and moving parallel to the circumference a certain distance (35) A shock absorber according to claim 2. 4. The end surfaces (46, 47) of the axial thrust surface (5) and the opposing thrust surface (7) are The shock absorber according to claim 2, characterized in that the shock absorber partially overlaps on the extension in the direction. . 5. The interior of the shock absorber is divided into three parts by the connecting plate (8) and the piston ring plate (11). Divided into rooms (19, 20, 21), packing (14, 15, 16, 17, 18) ) are sealed from each other by Impactor. 6. In one outer chamber (19) there is an axial thrust surface (5) and an opposite thrust surface (7 ), a special feature characterized in that a farewell spring (12) is arranged in the middle room (20). A buffer according to claim 1. 7. Patent characterized in that the connecting plate (8) comprises two orifices (22) A buffer according to claim 1. 8. Place one valve (41 or 42) in each of the two orifices (22) 8. A shock absorber according to claim 7, characterized in that: 9. The buffer (10) has a cross-section of the orifice (22) that varies in its axial extension. Claim No. The buffer according to items 7 and 8. 10. The chambers (19, 20) are equipped with a pipe (45) containing a control gate valve (43) that can be operated. ) etc., the buffer according to claim 1, characterized in that the buffers are connected to each other by vessel. 11. that the chamber (21) is pressurized by an external pump through the hole (24); A buffer according to claim 1, characterized in that: 12. The shock absorber shaft (10) is aligned by the servo mechanism (39 or 40) under load. The shock absorber according to claim 1, characterized in that it can rotate to a certain extent. 13. A servo mechanism connects the wall (2) of the buffer casing (1) and the buffer shaft (10). Claims characterized in that it consists of a rotating cylinder (40) arranged between The buffer according to item 12. 14. A servo mechanism operates a pressure system located between the lever (38) and the vehicle body (32). The shock absorber according to claim 12, characterized in that it consists of a cylinder (39). . 15. The shock absorber shaft (10) is formed as a hollow shaft and has a disc ( 25, 26) are sealed toward the outside, and the two pistons (27) etc. Claim 1, characterized in that the device is divided into rooms (28, 29). buffer. 16. Room (29) is connected to room (20) through hole (30), and room (28) 16. The buffer according to claim 15, wherein a gas is injected into the buffer. 17. It is placed between the vehicle body and the suspension and consists of two shock absorber parts, one The two shock absorber sections are shock absorber casings with side walls facing inwardly and with axial thrust surfaces. to prevent other shock absorber parts from rotating mainly around the shock absorber shaft and connecting plate. The spring is connected to the device and has an opposing thrust surface that allows the spring to move axially against the device. In a shock absorber with an interior divided into multiple chambers, the interior is divided into three parts. It is divided into two rooms (19, 20, 21), two of which are small (19, 20). Buffer solution is injected into both parts and the orifices (22, 23, 53, 56, 54) are used. The valves (41, 42) and the orifice are connected to each other, and the amount of buffer solution passing through is controlled by the valves (41, 42) and the orifice. A vertical groove (23) or hole that connects within the range of the impactor shaft (10) and forms an orifice cross section. Control gate valve connected to chamber (19, 20, 21) through (52, 53, 54) (51) through the respective axes of the connecting plate (8) and the piston ring plate (11) Claims 1 to 9 and 11, characterized in that the adjustment is made by the position in the direction. The buffer according to item 15 or 16. 18. The control gate valve (51) is attached to the shock absorber shaft (10)) or the shock absorber casing (1). 18. The shock absorber according to claim 17, wherein: 19. Inside the sleeve (50) where the longitudinal groove (23) is connected to the piston ring plate (11) The shock absorber according to claim 17, characterized in that: 20. A sleeve (50) is mounted for longitudinal movement on the outside of the shock absorber shaft. , has a hole that can be combined with the hole (30) of the shock absorber shaft (10), and has a shock absorber shaft (1) that forms the shaft. Claims characterized in that the room (29) of 0) can be combined with the room (20) The buffer according to items 17 and 19. 21. The mechanical hydraulic shock absorber according to claims 1 to 20 is constructed on the shock absorber shaft. In order to lower the vehicle height, the two shock absorber parts rotate to a certain extent against the force of the spring. As a mechanical hydraulic shock absorber with a vehicle height adjustment function using a servo mechanism that can use of.