RU2263835C2 - Shock-absorber for suspension of vehicle for arctic operating conditions - Google Patents

Abstract

FIELD: transport mechanical engineering.

SUBSTANCE: shock-absorber comprises housing, rod, piston secured to the rod and provided with throttling system, and hydraulic space filled with fluid. The piston separates the space into the top and bottom sections. The shock-absorber has switch connected with electromagnetic valve, indicating lamp, and pickup for measuring the temperature of fluid, which switches the indicating lamp and electromagnetic valve in or off. The housing is provided with casing provided with easily detachable heat insulating jacket. The space between the housing and casing is connected with the cooling system of the engine of a vehicle through the electromagnetic valve. The bottom part of the hydraulic space receives the compression damper provided with the compensator.

EFFECT: enhanced reliability.

2 dwg

Description

The invention relates to transport machinery, namely to the suspension of vehicles.

An analogue of the claimed invention is a single-tube shock absorber [1], comprising a housing, a guide sleeve, a rod, a working piston with a throttling system fixedly mounted on it, and a hydraulic cavity filled with shock absorber fluid and divided by a piston into the upper and lower parts.

As disadvantages of the analogue, it should be noted:

firstly, the instability of the resistance characteristics of the shock absorber due to the dependence of the viscosity of the working fluid on its temperature;

and secondly, a decrease in product reliability at extreme temperatures.

The prototype of the claimed invention is a shock absorber equipped with a cooling system comprising a casing, pipelines, a radiator, an expansion tank and a pump driven by a vehicle engine.

Compared with the analogue [1], the prototype [2] has greater stability of the resistance characteristics and increased reliability only at positive ambient temperatures. At negative temperatures, the indicated indicators of the shock absorber of the prototype are lower than that of the analogue: the permanent drive of the pump worsens its work at low temperatures.

The significance of the drawback common to the analogue and prototype is confirmed by actual data: at a positive temperature with its decrease from +100 to 0 ° С, the viscosity of the working fluid, calculated in mm ² / s, usually increases by several tens of units, and at a negative temperature, with its decrease from 0 to -50 ° C - by several orders of magnitude. In the Arctic regions, the temperature of the working fluid, equal to -50 ° C, and the values of the same order of magnitude are characteristic of the modes of the beginning of movement of the vehicle. In these modes, the fluid viscosity is such that the suspension of the vehicle becomes stiff, the working fluid is squeezed out along the rod through the seal, and the stresses acting in the elastic valve elements can exceed the yield strength of their material.

An additional factor contributing to the deterioration of the damping of vehicle vibrations at low temperatures is the change in the elasticity characteristics of the compression buffer, usually installed on the upper end of the shock absorber body. The buffer is getting stiffer.

The technical task of the invention is to stabilize the resistance characteristics of the shock absorber of the vehicle suspension and increase its reliability when working in arctic conditions.

The technical problem is solved in that the Arctic shock absorber of the vehicle suspension, comprising a body, a rod, a piston with a throttle system fixedly mounted on it, as well as a hydraulic cavity filled with a working fluid and divided into upper and lower parts, has a switch and associated electromagnetic a valve, a signal lamp, a temperature sensor for the working fluid, which controls the on and off of the signal lamp and the solenoid valve, while the casing is fixed to the housing nny easily removable thermal insulating cover, the cavity between the housing and the housing is connected by said solenoid valve to the cooling system of the vehicle traction motor, and at the bottom is mounted a hydraulic compression cavity buffer compensator arranged therein.

The figure 1 shows a General view of the Arctic shock absorber, and figure 2 shows the structural diagram of its electrical part.

The Arctic shock absorber comprises a housing 1 (Fig. 1), a guide sleeve 2, a rod 3, a working piston 4 with a throttling system 5 fixedly mounted on it, and a hydraulic cavity 6 filled with shock liquid and divided by a piston 4 into upper and lower parts. In the lower part of the hydraulic cavity, a compression buffer 7 is made of elastic elastic material. Inside the compression buffer, a compensator 8 is made of microcellular material.

Due to the elasticity of the compensator, compensation is provided for changes in the volume of the part of the stem 3 located in the hydraulic cavity 6, and backwater (constant force action of the compensator 8 on the working fluid).

In the guide sleeve 2 is mounted a sensor 9 of the temperature of the working fluid, made in the form of a thermocouple.

A casing 11 is fixed to the housing 1 by means of a nut 10. A supply pipe 12 and a discharge pipe 13 are fixed in the nut 10, which together with the pipelines 14 and the normally open solenoid valve 15 connect the cavity between the housing 1 and the casing 11 of the shock absorber with the engine cooling system 16. creating a fluid circulation in the cooling system of the engine 17, a pump 18 is provided. The tightness of the cavity between the housing 1 and the casing 11 of the shock absorber is provided with gaskets 19 and 20. The casing 11 is equipped with an easily removable heat-insulating cover scrap 21, consisting of two identical parts.

Along with the thermocouple 9 (Fig. 2), which is a temperature sensor, and the coil 22 of the electromagnetic valve 15 (Fig. 1), the electric part of the shock absorber contains a signal lamp 23 (Fig. 2) and a switch 24. It in turn consists of a supply circuit 25 , an amplifier 26, a transistor 27, a tuning resistor 28, a control circuit 29 of the transistor 27, and an output circuit 30 to the coil 22 of the electromagnetic valve 15 (FIG. 1) and the signal lamp 23 (FIG. 2).

The shock absorber works as follows.

Before the vehicle starts moving, the shock absorber is heated simultaneously with the traction engine warming up. This happens as follows: the working fluid of the cooling system 16 from the upper part of the engine 17 under the pressure created by the liquid pump 18 is supplied through an electromagnetic valve 15 through a pipe 14 and a supply pipe 12 into the cavity between the housing 1 and the casing 11. This fluid warms up the shock absorber and is supplied by the pump 18 back to the engine 17. Warming up increases the temperature of the shock absorber to positive values and thus prepares the shock absorber for operation in modes characterized by increased reliability and stability of resistances.

When compressed, with the beginning of the movement of the working piston 4 downward, the pressure of the working fluid in the lower part of the hydraulic cavity 6 of the shock absorber increases. The pressure force acting on the compensator 8 compresses it. The volume of the compensator decreases by an amount equal to the increase in the volume of the part of the rod 3 located in the hydraulic cavity 6. After the working piston 4 touches the buffer 7, its deformation begins, accompanied by a decrease in length. The shock absorber creates an additional elastic effect.

When the rebound, with the beginning of the movement of the working piston 4 up, the pressure of the working fluid in the lower part of the hydraulic cavity 6 of the shock absorber decreases. The pressure force acting on the compensator 6 is reduced. Due to its elasticity, it increases in volume. The latter increases by an amount equal to the decrease in the volume of the part of the rod 3 located in the hydraulic cavity 6. At the same time, the deformation of the compression buffer 7 decreases.

With the beginning of the movement of the vehicle, the temperature of the shock absorber continues to increase due to the conversion of the vibration energy of the vehicle into internal energy and due to a certain increase in the same indicator of the working fluid of the engine 16 system 17. As long as the temperature of the shock absorber remains below the regulated value, the potential difference on the thermocouple 9 , which is a temperature sensor, does not reach the threshold level set using the trimmer resistor 28 (figure 2). Electric current does not enter the amplifier 26. The control circuit 29 of the transistor 27 and the output circuit 30 to the signal lamp 23 and the winding 22 of the normally open solenoid valve 15 (Fig. 1) are de-energized.

In the case of a continuous increase in the temperature of the shock absorber fluid, it reaches the regulated value. The potential difference on the thermocouple 9 (figure 1), which is a temperature sensor, becomes equal to the threshold level set using the trimmer resistor 28 (figure 2). An electric current is supplied to the amplifier 26, as a result of which the transistor 27 opens. Electric current through the output circuit 30 is supplied to the signal lamp 23 and the winding 22 of the normally open solenoid valve 15 (Fig. 1). The valve closes, and the lamp 23 (figure 2) turns on. Further, the maintenance of the regulated temperature value of the shock absorber fluid is carried out in the relay mode, by periodically opening and closing the electromagnetic valve 15 (Fig. 1).

The constant inclusion of the lamp 23 (figure 2) serves as a signal to remove the insulating cover 21.

Comparative analysis with the prototype shows that the claimed device is characterized in that the basis of its design and operation is the presence of a switch and associated electromagnetic valve, a signal lamp, a temperature sensor for the working fluid that controls the on and off signal lamp and electromagnetic valve, the casing is fixed to the casing, provided with an easily removable heat-insulating cover, and the cavity between the casing and the casing is connected by means of said electromagnetic valve to Cooling subject vehicle traction motor, and at the bottom is mounted a hydraulic compression cavity buffer compensator arranged therein.

The above signs allow us to conclude that the claimed invention meets the criterion of "novelty."

Existing mechanical engineering technologies and the materials used in it allow organizing industrial production and equipping vehicle suspensions with Arctic shock absorbers.

Sources of information

1. US patent No. 4418802, CL. F 16 F 9/34, 1983 (analog).

2. Shock absorber with cooling system. Caterpillar vehicle GM-569 and its modifications Technical description and instruction manual. M .: Military Publishing House, 1985, p. 44, 219 (prototype).

Claims (1)

An Arctic shock absorber for a vehicle suspension, comprising a housing, a rod, a piston with a throttling system fixedly mounted on it, and a hydraulic cavity filled with a working fluid and divided by a piston into the upper and lower parts, characterized in that it has a switch and associated electromagnetic a valve, a signal lamp and a temperature sensor for the working fluid, which controls the on and off of the signal lamp and the solenoid valve, while a casing is attached to the housing, equipped with easily removable thermal insulating cover, the cavity between the housing and the housing is connected by said solenoid valve to the cooling system of the vehicle traction motor, and at the bottom is mounted a hydraulic compression cavity buffer compensator arranged therein.

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