RU2358168C2 - Vehicle shock-absorber - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: shock-absorber comprises body, in which mechanical gear is installed, which transforms reciprocal motion into rotary one. Mechanical gear includes vertical screw with ball nut and spiral spring installed in movable jacket. On jacket cover two or more damping devices are installed, which are rigidly connected to head of vertical screw. External end of spiral spring is connected to movable jacket, and internal end is rigidly fixed to external ring connected to ball nut installed in movable jacket. Body is equipped with fixators for control of shock absorption modes.

EFFECT: increased reliability and durability of operation, increased efficiency and stability of oscillations suppression, increased smoothness of travel.

3 cl, 2 dwg

Description

The invention relates to devices for mitigating shock and damping vibrations when cars move on rough roads in order to ensure their smooth running and can find application in the automotive industry.

There are various types of shock absorbers, damping devices and suspensions manufactured by industry that are used in vehicles of various types - spring, spring, torsion, pneumatic, hydropneumatic.

There are various shock absorbers and devices for damping and recovering suspension energy (description of the invention to the USSR author's certificate No. 1049270 of March 14, 83, RF patent No. 2110414 of February 29, 1996, etc.) containing a case with mechanical transmissions of various types, transforming reciprocating motion into rotational, with inertial elements. Their disadvantages are insufficient smoothness and low damping efficiency of both low-frequency and high-frequency oscillations.

Closest to the claimed one is the shock absorber according to the patent of the Russian Federation No. 2142586 dated 05/25/98, containing two bearings and a mechanical transmission that converts the reciprocating motion into rotational and made in the form of an inertial mechanism. The transmission includes a housing in which a vertical screw with a ball nut is installed, interacting with the flywheel. The flywheel is made in the form of a cylinder mounted inside the housing and interacting with a screw mounted in the lower part of the housing for rotation by means of a spring-loaded friction disk. The shock absorber allows you to automatically adjust the axial force in magnitude and direction and thereby increase the smoothness of travel when driving on any road. The disadvantages of the shock absorber are insufficient durability and reliability of its friction elements, their heating and the inability to change the depreciation modes depending on the condition of the roads for more effective damping of vibrations in the entire frequency spectrum.

The inventive shock absorber of the vehicle, as well as the known ones, contains a housing in which a mechanical transmission is installed, which converts the reciprocating motion into rotational motion, including a vertical screw with a ball nut.

The problem solved by this invention was to create a more reliable in design shock absorber with regulation of the depreciation mode.

The technical result of the invention is to increase the reliability and durability of the shock absorber, in the design of which friction and heating of its elements are excluded, more effective and stable damping of vibrations in the entire frequency spectrum, increasing the smoothness of the vehicle when driving on any road with automatic selection and regulation of the shock absorber .

This technical result is achieved in that the mechanical transmission comprises a coil spring located in a movable casing, on the cover of which two or more damping devices are installed, connected with the head of a vertical screw. The outer end of the coil spring is connected to the movable casing, and the inner end is rigidly attached to the outer ring connected to the ball nut installed in the movable casing. The housing is equipped with clamps to regulate depreciation.

Damping devices can be made in the form of screws with ball nuts installed in fixed casings with spiral springs rigidly connected to the head of a vertical screw.

One of the clamps can be installed in the opening of the neck of the housing, and the second is mounted on a bracket rigidly mounted on the neck of the housing, while on the movable casing and the outer ring in a circle there are sockets for connecting them to the clamps.

The inclusion in the mechanical transmission of a spiral spring located in a movable casing and connected to it by its outer end, the inner end attached to an outer ring connected to a ball nut installed in a movable casing, provides the recovery of vibrational energy without heat, that is, without friction and heating , an effective reduction in low-frequency oscillations and practically does not enhance high-frequency ones, which increases the smoothness of the machine. This design provides small overall dimensions of the shock absorber while creating an inertial force sufficient to effectively absorb damping, which increases the reliability and durability of the shock absorber, as well as the automatic selection and regulation of the shock absorber operating mode.

Fastening damping devices rigidly connected to the head of a vertical screw to the cover of the movable casing ensures the limitation of inertial forces during high-frequency vibrations and the perception of the load of a mechanical transmission when damping the damping rate in various modes. This increases both the efficiency of damping oscillations in the entire frequency spectrum, and the reliability and durability of the shock absorber.

The latches ensure the immobility of one end of the coil spring or both ends depending on the condition of the road, speed and maneuvering of the vehicle, that is, they automatically adjust the shock absorber operating mode.

The implementation of damping devices in the form of screws with ball nuts installed in fixed housings with spiral springs rigidly connected to the head of a vertical screw, or in the form of racks threaded into the holes of the cylindrical head of a vertical screw, allows ball nuts to move freely during low-frequency vibrations, limiting inertial forces and the perception of the load of a mechanical transmission when damping the rate of depreciation in various modes.

The invention is illustrated using the drawings, where Fig. 1 shows a longitudinal section of a shock absorber with damping devices according to claim 2, Fig. 2 is a longitudinal section of a shock absorber with damping devices in the form of racks.

The shock absorber contains (see Fig. 1) a cylindrical-shaped housing 1, in the lower part of which a mechanical transmission 2 is mounted (which is a new type of spring spring), and damping devices 3 and 4 are located at the top. There can be more than two damping devices. The mechanical transmission 2 includes a vertical screw 5 with screw ridges 6, in the cavities of which a ball nut 7 rotates, and a spiral spring 8 located in a movable casing 9. The ball nut 7 is mounted for rotation on the outer ring 10 inside a horizontally located spiral spring 8 , the inner end 11 of which is rigidly connected to the ball nut 7 through the outer ring 10, and the outer end 12 is rigidly connected to the casing 9, mounted in the housing 1 with the possibility of rotation on the thrust bearings 13 and 14. Thus th, during the rotation of the ball nut 7 spring 8 is twisted or untwisted, providing a comfortable ride. The inner end 11 of the spring 8 has a greater elasticity than the outer 12 due to greater steepness and a smaller bending arm. The choice of the type of spiral spring 8 for balancing the movement of the ball nut 7 depends on the step of the screw 5 - the distance between the screw ridges 6: the smaller it is, the weaker the spring 8. This makes it possible to install a spiral spring 8, thinner in thickness, which leads to an increase the number of its turns in a given diameter and additional flexibility that increases its tensile strength, that is, to increase reliability and durability. To increase the elastic force of the spring 8, you can also increase its width.

The movable casing 9 is made with a cover 15, to which an angular contact bearing 16 is rigidly attached from the inside for mounting the ball nut 7. An additional bearing (not shown) located at the bottom of the casing 9 can be mounted for its installation. To the outside of the cover 15, damping devices 3 and 4 are rigidly attached, which are two vertical screws 17 and 18 with ball nuts 19 and 20 installed in the thrust bearings 21 and 22 of the casings 23 and 24 with coil springs 25 and 26, the ends of which (not shown) are connected s respectively with ball nuts 19 and 20 and with casings 23 and 24 (similar to the connection of the ends 11 and 12 of the spring 8 with the nut 7 and the casing 9). The casings 23 and 24 are rigidly attached to the head 27 of the vertical screw 5. The screws 17 and 18 have a smaller pitch than the screw 5, which does not interfere with the lifting of the screw 5. The coil springs 25 and 26 are twisted so that their inertial force is sufficient for the movement of the ball nuts 19 and 20 upwards from any location on screws 17 and 18. Damping devices 3 and 4 serve for smooth lowering of screw 5 (damping its lowering speed) when untwisting spiral spring 8, and also perceive the load of the entire mechanical transmission 2 when damping depreciation rate in time ary suspension modes of operation.

The lower part of the housing 1 is made with a neck, in the lateral part of which an opening 28 is made for mounting the latch 29, with a cable or hydraulic transmission 30 connected to the control of a machine (not shown). At the same time, on the movable casing 9, nests or openings (not shown) are made for the latch 29. A bracket 31 with a latch 32 is fixed to the neck of the housing 1 and connected to the outer ring 10, which also has nests or openings (not shown) arranged in a circle under the latch 32. The latch 29 and 32 are designed to connect the housing 1 with the outer ring 10 or with a movable casing 9 when switching depreciation modes. The latches can be made in the form of gears that are constantly engaged with large gears (not shown), encircling the movable casing 9 and the outer ring 10 in order to shocklessly fix the modes. The neck of the housing 1 is rigidly connected to the balancing fingers 33 and 34, placed in the cradles 35 and 36 of the frame or the lower part of the car body parallel to the longitudinal axis of the car.

The vertical screw 5 with a ball surface 37 is pivotally mounted on the axis 38 of the car wheel. The lower part of the screw 5 is protected from dust and dirt by the corrugated casing 39.

Damping devices can be made of other designs (see figure 2). Two or more racks 40 and 41 can be rigidly attached to the cover 15 of the movable casing 9, threaded into holes 42 and 43, made in the head 27 of the screw 5. Damping devices can be made in the form of racks 40 and 41, moving in bushings (not shown ) installed in the holes 42 and 43 of the head 27 of the vertical screw 5, while the head 27 can be spring-loaded. The shock absorber works as follows (see figure 1).

The shock absorber has 4 depreciation modes: medium, soft, reinforced and hard. Modes are switched automatically depending on the condition of the road, speed and maneuvering. Consider the shock absorber in all modes.

In the average mode of depreciation, the transmission 30 engages the latch 29, which rigidly connects the movable casing 9 with the housing 1. The latch 32 is disabled. When hitting a car wheel, for example, on a bump axis 38 rises at an angle to the frame or lower part of the car body. In this case, the screw 5, without freedom of rotation, rises, the nut 7, rotating in the hollows of the screw ridges 6, rigidly connected through the outer ring 10 to the inner end of the spring 11, twists the spiral spring 8. The vibration is damped and the resistance increases to further raise the screw 5 the inertial force of the twisting spring 8. The ball nuts 19 and 20 installed in the thrust bearings 21 and 22 of the casings 23 and 24 with coil springs 25 and 26 also rise along the screws 17 and 18, without creating any obstacles to the lifting of the screw 5. Then, for example measures, when the car wheel moves off the bump, the spring 8 begins to lower the screw 5 through the ball nut 7, while the damping devices 3 and 4 absorb the load from the spring 8 and dampen the lowering speed of the screw 5, which depends on the difference in the pitch of the screw 5 and screws 17 and 18, as well as the installed force of the springs 25 and 26.

In the soft mode of depreciation, the latch 32 connects the outer ring 10 to the bracket 31, rigidly attached to the housing 1. The ground clearance in this case is reduced (if there is no automatic turning of the screws to lower the lower part of the vehicle to maintain its former height). The ball nut 7 and the inner end 11 of the spring 8 are stationary. The latch 29 is disabled. The outer end 12 of the coil spring 8, which has a rigid connection with the screw 5, is moved. Rising together with the axis 38, the screw 5 starts to rotate when the nut 7 is locked. The movable casing 9, rigidly connected to the outer end 12, twists the spring 8 in a softer version compared to other modes. The recovery of vehicle vibration energy is provided. When the screw 5 is lowered down, the shock absorber elements interact in the reverse order along the same mechanical chain.

The reinforced mode is the simultaneous operation of the two ends 11 and 12 of the coil spring 8 for twisting and discharging, that is, in opposite directions of rotation. The latches 29 and 32 are disabled. Screw 5 and nut 7 rotate freely. The ground clearance in this case increases (if there is no automatic turning of the screws to lower the lower part of the car body to maintain its former height).

Hard mode is a complete shutdown of the coil spring 8 by turning on both latches 29 and 32, while the screw 5 and hook 7 are locked in a certain position, which allows you to fix the amount of clearance. In this case, the shock absorber does not work, and this mode is used mainly when cornering on high-speed roads with the aim of almost completely maintaining the height of the car body above the axles of the wheels, which absorb the load from the action of centrifugal forces, to eliminate the overturning moment.

Switching the ends 11 and 12 of the coil spring 8, that is, the automatic selection of depreciation modes, can be combined in a single action with switching gearboxes. For example: 1st gear - soft mode; 2, 3 - medium mode; 4th — enhanced mode, and when turning the steering wheel, this or that mode of depreciation is activated depending on speed and other conditions. Automatic selection of the depreciation mode for the selected driving speed provides better driving and safer and more comfortable driving.

Examples of the choice of depreciation modes when shifting gears, steering and braking

Example 1. The car goes at first speed, the steering wheel is straight - mild mode is activated on the shock absorbers of all wheels. When the steering wheel is turned at a certain predetermined angle, the middle mode of the shock absorbers mounted on the axle shaft of the wheels, describing the large arc of turning, is turned on. When turning the steering wheel for the maximum possible turn, the shock absorbers are further switched from medium to enhanced mode.

Example 2. The car goes at the second or third speed, the wheel is straight - the average mode is applied on the shock absorbers of all wheels. When turning on shock absorbers of wheels with a larger arc of turning, the enhanced mode is activated, and on shock absorbers of wheels with a smaller arc of turning, the soft mode is activated.

Example 3. The car goes at the fourth speed, the steering wheel is straight - the heavy duty mode is activated on the shock absorbers of all wheels. When turning, the middle mode is switched on on the shock absorbers of the wheels with a smaller arc of rotation and their further switching from medium to soft mode with a larger turn of the steering wheel.

Example 4. When exiting the turn, for example, at the fourth speed, the shock absorbers on the wheels with a smaller arc of the lapel are switched to the middle mode, and with a further lap of the steering wheel, they are switched into the enhanced (initial) mode. There are other options for switching depreciation modes.

Example 5. Braking. The steering wheel is straight, fifth speed, enhanced depreciation mode on all axles. When braking, the shock absorbers of the wheels of the rear axle are included in the soft mode, contributing to the subsidence of the rear of the car and reduce its rise. This gives increased adhesion of all wheels to the road, as the plane of the bottom maintains parallelism to the road, and less lift the rear of the car, which reduces the likelihood of its possible skidding.

Example 6. Using hard mode. The car goes at the fourth speed, the steering wheel is straight, an enhanced mode of operation of all shock absorbers is installed. When turning to the left by a certain angle, for example, up to 10-15 °, the shock absorbers of the right wheels switch to hard mode, and the left to middle. When the steering wheel is turned at a larger rotation angle, the shock absorbers of the right wheels remain in hard mode, and the shock absorbers of the left wheels switch from medium to soft mode, eliminating the overturning moment from the action of centrifugal forces. When you exit the turn, the switchings are made automatically in the reverse order.

The choice and procedure for automatic switching of depreciation modes depending on the vehicle’s driving conditions are established after testing.

The advantages of the inventive shock absorber:

- almost absolute failure-freeness of coil springs in difficult operating conditions for the entire service life of the car, since torsional stresses do not occur in them, shock absorption is minimized and depends on the number of turns, the number of which can be n = 5, 6, 7 ...;

- the ability to select the operating mode or its automatic adjustment associated with shifting gears of speed, as well as with turning the steering wheel;

- the possibility of interconnection (not shown) of two shock absorbers of the automobile bridge to manipulate the elastic force between its wheels;

- the ability to control the vehicle’s landing height and completely eliminate its roll when cornering, to maintain a landing height with an unevenly distributed weight load, as well as the ability to set its initial height;

- high reliability of the damper device.

The inventive shock absorber is reliable, durable, multi-functional, provides effective and stable damping of vibrations in the entire frequency spectrum, increasing the smoothness of the vehicle when driving on any road.

Claims (3)

1. The shock absorber of the vehicle, comprising a housing in which a mechanical transmission is installed, converting the reciprocating motion into rotational, including a vertical screw with a ball nut, characterized in that the mechanical transmission contains a spiral spring located in a movable casing, on the cover of which two or more damping devices are mounted rigidly connected to the head of the vertical screw, the outer end of the coil spring is connected to the movable casing, and the inner end is rigidly connected ikreplen to the outer ring, connected to a ball nut mounted in a movable housing, wherein the housing is provided with clamps for regulating the damping modes. 2. The shock absorber according to claim 1, characterized in that the damping devices are screws with ball nuts installed in fixed casings with spiral springs, rigidly connected to the head of a vertical screw. 3. The shock absorber according to claim 1 or 2, characterized in that one of the clamps is installed in the opening of the neck of the housing, and the second is mounted on a bracket rigidly mounted on the neck of the housing, while on the movable casing and the outer ring in a circle there are sockets for connecting them with clamps.

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