RU2575910C2 - Control valve of clutch for hydraulic oscillation damper - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: traction control valve for telescopic hydraulic shock-absorber contains a discharge pipe (10), that inside is divided to the compression chamber (CC) and traction chamber (TC), a piston (20), hollow in axial direction, and having a traction channel (22), a compression chamber (21), a rod (30), and its internal end (31) is connected with the piston, and external end (32) - with vehicle. The valve also contains a counterpressure chamber (CPC) driven by the piston inside the hollow casing (50), comprising cap top part (50A), containing the sealing plug (60) and return spring (65), and its bottom wall (57) is secured to the axial rod (30) extension (33), and on it one through hole (57a) is provided, and cap bottom part (50B) tightly connected with the cap top part and containing the inertia seal (70), and which bottom wall (58) is limited by wall of bottom (52) of hollow casing. The sealing plug also contains the movable to cover of the top part of the hollow casing of the counterpressure chamber.

EFFECT: easy design of the valve ensuring easy adaptation to the shock-absorber piston.

9 cl, 3 dwg

Description

FIELD OF THE INVENTION

The invention relates to a valve that will be used in a hydraulic shock absorber for suspensions of road vehicles for transporting goods or passengers to provide appropriate regulation of the flow of hydraulic fluid inside it during stretching of the shock absorber, not only under normal operating conditions caused by movements with small amplitude and high frequency, but also with vertical vibrations of the car body, directed upward, when moving with large amplitude and low frequency, such as and the vehicle is moving at a very uneven road surfaces.

The current level of technology

Double-acting telescopic hydraulic shock absorbers are well known in modern technology. They are usually used in suspension systems of vehicles for transporting passengers or goods, and the damping coefficient is pre-set at the manufacturing stage to reduce the usual vertical vibrations of the car body, which have a low amplitude and high frequency and are caused by uneven road surfaces along which the car moves.

However, this device no longer meets the new operational requirements for automotive technology available on the market. The use of pre-set damping coefficients in the production of shock absorbers does not provide sufficient control of the tossing up of the car body in wide ranges of amplitude and frequency of vibrational movements and, as a result, comfortable and safe travel of passengers and transportation of goods under various conditions of the road surface.

A disadvantage of the known telescopic hydraulic shock absorbers with pre-set damping coefficients is their low sensitivity to oscillatory movements of the body of wide amplitude and low frequency that occur when the car moves on an uneven road surface.

The vehicle’s displacement state causes the body to move upward, which is not damped by the shock absorbers of the prior art, since the pre-set damping coefficients do not take into account wide amplitude and low frequency oscillations.

Telescopic hydraulic shock absorbers of the current level of technology with one or two tubes, as shown in Figures 1 and 2, comprise a pressure pipe 10, inside which a sliding piston 20 is assembled, which divides the pressure pipe 10 into the compression chamber CC, in the lower part of the pipe, and a traction chamber of the vehicle, in the upper part, while these chambers contain hydraulic fluid, i.e. incompressible viscous fluid. These chambers are connected to each other in both directions by axial channels and control valves (not shown) on the piston 10.

As disclosed in the additional information contained in the description of the invention, the piston 20 typically includes a channel with a low resistance to the flow of hydraulic fluid (viscous fluid) contained in the pressure tube 10 to provide telescopic compression movement, and a control valve for passing hydraulic fluid for traction telescopic movements i.e. shock absorber extensions.

In these well-known hydraulic shock absorbers with one or two tubes, the upper end of the pressure tube 10 is closed by a lining of the sealing ring 11, usually connected with the sealing ring 12, through which the stem 30 moves in the axial direction, whose end inside the pressure pipe 10 is connected to the piston 20.

In the shock absorber with two tubes, shown in Figure 1, the lower end of the discharge tube 10 is closed by a valve plate 13 equipped with a pair of channels (not shown), one of which contains a compression valve, and in the other channel there is a draft valve. These valves are not shown because they are not part of the invention.

The specified compression valve and the draft valve, equipped with two tubes in the shock absorbers, allow the CC compression chamber to maintain contact with the hydraulic fluid tank during the shock displacements caused by compression and expansion, respectively. The hydraulic fluid tank R usually comprises a working tube 40, located coaxially around the pressure tube 10 and partially filled with hydraulic fluid (incompressible viscous fluid), supplemented by a compressible gas, which compensates by compression the volume occupied by the rod 30 inside the traction chamber of the vehicle during reciprocating movement of the piston 20. The working tube 40 has sealed ends, combining the design of the shock absorber with two tubes, it can also be equipped with a protective tube 45, located coaxially around the working tube 40, to protect the rod 30 of the piston 20 from impacts of stones and other objects that hit the car suspension.

In single-tube shock absorbers of the type shown in FIG. 2, the tank R is replaced by a gas chamber CG defined inside the pressure tube 10 and separated from the compression chamber CC by a freely floating piston 35. The gas chamber CG contains a compressible fluid and operates by changing its volume by displacing the floating piston 35 to compensate for volume changes caused by the reciprocating movement of the rod 30 inside the traction chamber of the vehicle.

In these known hydraulic shock absorbers with one or two tubes, the damping rate or damping coefficient is determined by the size of the control valves, in particular, the traction control valve in the piston 20 for regulating the flow of hydraulic fluid (viscous fluid) from the traction chamber of the vehicle to the compression chamber of the SS to expand the shock absorber, t .e. in cases where the car body shifts upward at a given acceleration. The specified traction control valve is designed to provide a predetermined coefficient of restriction of the passage of hydraulic fluid flow when upward oscillations of the rod 20 with low amplitude and high frequency, which occur during normal displacement of the vehicle on road surfaces that are common in the terrain in which it is operated, affect the fluid car.

Due to the indicated most suitable dimensional characteristics for the shock absorber to function properly under the influence of low-frequency and high-amplitude vibrations when traveling on an uneven surface, the traction flow control valve is not able to restrict the flow of hydraulic fluid, as is required to prevent the car body from tossing under acceleration conditions, which may disrupt passenger comfort or cargo integrity in a moving car.

Thus, the damping rate or damping coefficient provided by the indicated shock absorbers cannot create sufficient amortization of the vertical vibrations of the car body during a wide range of amplitudes and frequencies during tossing and acceleration. Using well-known shock absorbers with one or two tubes, one cannot avoid or reduce accelerated oscillations of low frequency and large amplitude. These operational limitations allow the body to oscillate in an upward direction, under conditions of undesirable acceleration in terms of comfort and safety, when the vehicle moves on an uneven surface.

Despite the fact that shock absorbers are also known in the art, having solenoid valves actuated by electronic circuits for regulating the flow of hydraulic fluid during operation of the shock absorber under conditions of movement on uneven surfaces, these shock absorbers are inconvenient in that they require complex construction and high costs.

Disclosure of the invention

Based on the disadvantages of the known double-acting telescopic hydraulic shock absorbers with one or two tubes for automobiles, the aim of the present invention is to provide a traction control valve having a simple structure and easily adaptable to the shock absorber piston for hydraulic braking of upward movements of the car body under various operating conditions related with fluctuations in a wide range of amplitude and frequency.

More specifically, the traction control valve in question provides the possibility of additional and automatic control of the hydraulic fluid flow inside the shock absorber due to the inertia forces transmitted by this control valve during the displacement of the body upward at a given acceleration.

An additional object of the present invention is to provide an inertial traction control valve as described above, which can easily adapt to a shock absorber piston to replace a conventional traction control valve manufactured with a pre-set damping coefficient or damping rate for each application of the shock absorber.

This thrust control valve refers to a type of hydraulic shock absorber having a pressure tube which is divided into a compression chamber and a thrust chamber inside by means of an axially hollow piston with a thrust channel.

According to the present invention, the traction control valve in question comprises a counter-pressure chamber with piston pressure, and also has an upper opening, a lower adjustment base and an outlet opening into the compression chamber; axially hollow and squeezed out sealing tube inside the backpressure chamber, between the closed position, blocking communication, through the upper hole, between the traction channel and the compression chamber and supporting the first in contact with the backpressure chamber, through the sealing tube, and open positions, providing the traction channel connection with a compression camera; a return spring attached to the piston and forcing the sealing plug to move to the closed position; inertial seal, which will be displaced downward, inside the backpressure chamber, from the idle position, in the direction from the adjustment base, to the working position, blocking the adjustment base and increasing the hydraulic pressure in the backpressure chamber to hydraulically move the sealing plug to the closed position, in the same direction, in which the return spring is actuated when the piston is subjected to acceleration set in the upward direction; and an adjustment spring in the backpressure chamber, which puts the inertial seal in the inoperative position.

The design of the inertial traction control valve described above facilitates its incorporation into the design of a hydraulic telescopic shock absorber and allows the shock absorber to hydraulically brake not only ordinary expansion displacements of low amplitude and high frequency, but also the pull motion of large amplitude and low frequency when the hydraulic pressure inside the back pressure chamber high due to inertial displacement of the control seal acting in conjunction with the closing spring To restrict the passage of hydraulic fluid from the pull chamber into the compression chamber when the piston valve unit for controlling the traction is shifted up to a predetermined acceleration.

The solution proposed by the present invention automatically enhances the action of the closing spring by means of hydraulic force, increasing the damping coefficient of the shock absorber when the car body is exposed to a predetermined amount of acceleration directed from the bottom upwards relative to the wheels of the car.

Brief Description of the Drawings

The invention is disclosed below on the basis of the attached drawings, which are given only as examples of possible embodiments of the invention.

Figure 1 shows a schematic longitudinal section of a hydraulic shock absorber with two tubes, designed in accordance with the prior art.

Figure 2 shows a schematic longitudinal section of a single-tube hydraulic shock absorber constructed in accordance with the prior art.

Figure 3 shows a partial and slightly enlarged longitudinal section of the pressure tube of the shock absorber with one or two tubes, as shown in figures 1 and 2, the piston of which is equipped with an inertia-flow control valve, which is the subject of the invention.

Description of an example embodiment of the invention

As already indicated, the invention relates to double-acting telescopic hydraulic shock absorbers with one or two tubes, as described above with reference to figures 1 and 2 of the accompanying drawings.

According to the invention, the traction control valve can be used in a hydraulic shock absorber with one or two tubes and, as shown in FIG. 3, can be connected with a piston 20, which is hollow in the axial direction, with a compression channel 21 and a thrust channel 22.

The compression channel 21 is operatively connected to a check valve of a known design 23, which acts to provide a hydraulic fluid flow with reduced resistance from the CC compression chamber to the traction chamber of the vehicle during the movement of the telescopic compression of the shock absorber and to prevent the reverse flow of hydraulic fluid during telescopic expansion and stretching of the shock absorber .

The thrust channel 22 is designed to work with the control valve in question, restricting the flow of hydraulic fluid from the traction chamber of the vehicle to the compression chamber of the SS during stretching of the shock absorber.

According to the invention, the traction control valve consists of a CPC backpressure chamber driven by a piston 20, preferably characterized by a hollow body 50, having a cylindrical side wall 51, characterized by an upper opening 51a and a radial clearance with a pressure pipe 10, inside the compression chamber CC, as well as the lower wall 52, through which the adjusting base 55 is formed.

At least one of the parts having a cylindrical side wall 51 and a lower wall 52 is equipped with an outlet 56 for limiting and maintaining at a constant level of hydraulic communication between the CCC backpressure chamber and the CC compression chamber, regardless of the operating position of the control valve.

A sealing plug 60 is assembled inside the CPC counter-pressure chamber, hollow in the axial direction and displaced in the interval between the closed position, communication closure, through the upper hole 51a, between the traction channel 22 and the compression chamber CC, and supporting the communication of the traction channel 22 with the CPC counter-pressure chamber, through the sealing plug 60, and open positions that provide communication between the thrust channel 22 and the CC compression chamber, as well as inside the CCC backpressure chamber, through the axially hollow sealing plug 60 .

The return spring 65 is attached to the piston 20 to translate the sealing plug 60 into the closed position, thereby blocking the hydraulic connection between the traction chamber of the vehicle and the compression chamber of the CC, through the channel of the thrust 22, when the piston 20 is displaced from the bottom up with a certain acceleration corresponding to conventional telescopic vibration of the shock absorber with a reduced amplitude and high frequency, usually taken into account in the design of the shock absorber and, in particular, the return spring 65.

The control valve in question also includes an inertial seal 70, displaced from top to bottom, inside the CPC backpressure chamber, from the idle position, away from the adjustment base 55, to the operating position in which it closes the adjustment base 55, thereby increasing the hydraulic pressure in the CPC backpressure chamber thus so that the sealing plug 60 is hydraulically shifted to the closed position, in the same direction as the return spring 65 is actuated when the predetermined effect on the piston 20 Rapid bottom up, which typically occurs when the shock absorber undergoes telescopic vibrations of large amplitude and low frequencies, which gives a higher tensile damper damping coefficient, than that obtained solely by the action of the return spring 65.

The control valve also includes an adjustment spring 75 in the CPC backpressure chamber, which moves the inertial seal 70 to the inoperative position, which maintains the hydraulic connection of the CPC backpressure chamber with the CC compression chamber, i.e. insufficient hydraulic pressure to act against the sealing plug 60.

In the embodiment shown in FIG. 3, the inertial seal 70 is characterized by the presence of a cylindrical block 71 assembled with a gap inside the CCC backpressure chamber and incorporating radial protruding parts 71a that slide and are mounted close to the cylindrical side wall 51 of the hollow body 50, with this specified cylindrical body 71 has an inert mass capable of shifting from top to bottom under the action of the adjusting spring 75 to overlap the adjusting base 55, when the piston 20 is exposed specified acceleration upward.

According to the configuration shown, the adjusting base 55 may have a through hole 55a on the bottom wall 52 of the hollow body 50. In this case, the cylindrical block 71 has a lower conical protruding portion 72 with the inverted barrel, which is designed and positioned so as to enter the through hole 55a of the adjusting the base 55, blocking it when the inertial seal 70 is shifted to a working position not shown in FIG. 3.

In the embodiment of the inertial seal mentioned above, the outlet 56 may differ in the presence of a groove 56a provided along the lower protruding portion 72 of the inertial seal 70, as well as the lower portion of the latter to limit the hydraulic connection between the counter-pressure chamber CPC and the compression chamber CC, even with the lower protrusion 72 inertial seal 70 inside the through hole 55A. This prevents blocking the traction of the shock absorber.

Several outlets 56 may be provided, not only in the adjustment base 55 itself, but also in other parts of the hollow body 50.

The shock absorber incorporates a rod 30 with an inner end 31 connected to the piston 20, while the outer end 32, which will be connected to the car body, is not shown.

In a preferred and disclosed embodiment, the inner end 31 of the stem 30 includes an axial extension 33 that extends beyond the piston 20 into the CPC backpressure chamber through the sealing plug 60, while the hollow CPC backpressure chamber body 50 and the return spring 65 are assembled at axial extension 33 of the stem 30. In this embodiment, the hollow body 50 of the CPC backpressure chamber includes an upper portion of the cap 50A, a sealing plug of the housing 60 and a return spring 65, the lower wall 57 of which is attached aykoy 36 to the axial extension piece 33, rod 30 and has at least one passage hole 57a; as well as the lower part of the cap 50B, hermetically connected to the upper part of the cap 50A, the inertial seal of the housing 70, while the lower wall 58 is determined by the wall of the bottom 52 of the hollow body 50.

However, according to the shown embodiment, the lower wall 57 of the upper part of the cap 50A is subjected to axial compression from a tubular gasket 80, preferably made of metal, located around the axial extension 33 of the stem 30 and mounted close to the piston 20, while the return spring 65 is collected around the tubular gasket 80, between the bottom wall 57 and the sealing plug 60, which is hollow in the axial direction, through the Central hole 66, through which the tubular gasket 80 and the axial dlinitel 33 rod 30 disposed with a gap allowing CDS backpressure chamber under pressure hydraulic fluid passing through the rod passage 22 when the sealing plug 60 is in the closed position.

As shown in FIG. 3, the sealing plug 60 may be in the form of an inverted cylindrical cap, with at least one elastic sealing ring 67 interacting with the side wall 51 of the hollow body 50 on its side hanging wall.

In the example embodiment, the hollow body 50 of the counter-pressure chamber CPC represents the upper face 53, which is axially distant from the piston 20, and defines, with the latter, the upper hole 51a of the counter-pressure chamber of the CPC, which, in the example embodiment, is defined between the upper face 53 the hollow body 50 and the support ring 28 connected to the piston 20, open to the thrust channel 22 and adjacent to which the sealing plug 60 is installed in the closed position, blocking the direct fluid connection between the channel t yagi 22 and CC compression camera.

Although only one embodiment of the invention has been described, it should be understood that changes in the shape and design of the various components of the control valve can be made without departing from the design defined by the patent formula that is attached to this narrative.

Claims (9)

1. Traction control valve for a telescopic hydraulic shock absorber, comprising a pressure tube (10), which inside is divided into a compression chamber (CC) and a thrust chamber (TC), a piston (20), axially hollow and having a thrust channel ( 22), while this valve is characterized by the presence of a compression chamber (21), a rod (30), the inner end (31) of which is connected to the piston (20), and the outer end (32) will be connected to the car, in which the valve contains a back-pressure chamber (CPC) driven by a piston (20) inside the hollow body (50), including guide:
- the upper part of the cap (50A) containing the sealing plug (60) and the return spring (65) and whose lower wall (57) is attached to the axial extension (33) of the rod (30) and at least one through hole (57a) is provided on it ); and
- the lower part of the cap (50B), hermetically connected to the upper part of the cap (50A), containing an inertial seal (70) and whose lower wall (58) is limited by the bottom wall (52) of the hollow body (50),
and in which the sealing plug also contains a movable upper cover of the upper part of the hollow body of the backpressure chamber. 2. The valve according to claim 1, characterized in that the backpressure chamber (CPC) comprises a cylindrical side wall (51), a guide sealing tube (60) and a cylindrical side of the wall (51) of the tubular body (50) defining the upper hole (51a), having a radial clearance with a pressure tube (10) inside the compression chamber (CC); and in which the sealing plug has a shape corresponding to an inverted cylindrical hollow body with a suspended side wall bearing an elastic o-ring (67). 3. The valve according to claim 2, characterized in that the inertial seal (70) comprises a cylindrical block (71) assembled with a gap inside the back pressure chamber (CPC) and including protruding radial parts (71a) that slide and are mounted close to the cylindrical side wall (51) of the hollow body (50), wherein said cylindrical block (71) has an inert mass that can move from top to bottom to overlap the adjustment base (55) under the action of the adjustment spring (75) when the piston (20) is subjected to the specified acceleration directed cc erh. 4. A valve according to claim 3, characterized in that the adjusting base (55) comprises a through hole (55a) provided in the lower wall (52) of the hollow body (50), while the cylindrical block (71) has a lower protruding part (72) ) in the form of a return cone, designed and positioned so as to enter the through hole (55a) of the adjusting base (55), blocking the latter when the inertial seal (70) moves to the operating position. 5. The valve according to claim 4, characterized in that the outlet (56) is defined by at least one part of the cylindrical outer wall (51), the bottom wall (52) and the inertial seal (70) supporting fluid communication between the back pressure chamber (CPC) and a compression chamber (CC) is constantly limited, regardless of the working position of the sealing plug (60) and the inertial seal, that the outlet (56) includes a groove (56a) located along the lower protrusion (72) of the inertial seal (70), supporting fluid communication between the camera rotational suppression (CPC) and compression chamber (CC), even when the lower protrusion (72) of the inertial seal (70) is inside the through hole (55A). 6. The valve according to claim 1, characterized in that the lower wall (57) of the upper part of the hollow body (50A) moves axially along a tubular gasket (80) located around the axial extension (33) of the rod (30) and mounted close to to the piston (20), said return spring (65) is assembled around the tubular gasket (80) between the bottom wall (57) and the sealing plug (60). 7. The valve according to claim 6, characterized in that the hollow body (50) of the counter-pressure chamber (CPC) has an upper face (53), axially removed from the piston (20), and limits this face to the upper hole (51a) of the counter-pressure chamber (CPC) with a piston (20). 8. The valve according to claim 7, characterized in that the upper hole (51a) of the backpressure chamber (CPC) is defined between the upper face (53) of the hollow body (50) and the annular support (28), which is part of the piston (20) exiting the draft channel (22) and close to which the sealing plug (60) is assembled in the closed position, blocking the direct hydraulic connection between the draft channel (22) and the compression chamber (CC). 9. The valve according to claim 8, characterized in that the sealing plug (60) is hollow in the axial direction (66) and through it the tubular gasket (80) and the axial extension (33) of the rod (30) are assembled with a gap.

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