RU2619505C2 - Method of vehicle carrying elastic support rigidity control and devices for its implementation: carrying controlled amortizer, carrying controlled elastic member console, carrying controlled device and carrying controlled console - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: method of carrying elastic support rigidity control consists in using the internal space of the spring, capable of being completely compressed in one plane. A working volume is created, which together with the rigidity of the spring can make the total rigidity variable and adjustable according to the programs set in the electronic device. The carrying controllable shock absorber comprises a single structure of a conical compression spring and a hermetic high-strength elastic sheath or several such springs with sheaths connected through controllable bypass devices with low and high pressure vessels. Electronically adjustable clamping devices have brake pads with a drive and brake rods. The shock absorber is operated by an electronic device. The carrying controlled console is designed to be used as a device that complements the design of the elastic suspension element. Standard shock absorbers are used as damping elements. The carrying controlled device comprises a closed working volume formed by a conical compression spring. The first and last coils of the spring are made in the form of closed rings and rigidly connected to the bases of the device to form a sealed internal volume or several such volumes connected through controllable bypass devices with low and high pressure vessels. Electronically adjustable clamping devices have brake pads with a drive and brake rods. Operation is carried out by an electronic device. The carrying controlled console is designed to be used as a device that complements the design of the elastic suspension element. Standard shock absorbers are used as damping elements.

EFFECT: increased suspension compression stroke, variation of the ground clearance height in a wide range, ability to adjust the characteristics of the shock absorber.

14 cl, 3 dwg

Description

The invention relates to the field of technology, where damping of mechanical vibrations is used, in particular, it is intended for use in vehicle suspensions (TS).

Rubber-cord elastic suspension elements of vehicles are known having various designs, but all of them are rather bulky.

Known screw metal compression springs are used as the main elastic elements for small-tonnage transport, but their working stroke is limited by the magnitude of the working stroke of the shock absorbers working together with them.

Known electronically adjustable shock absorber "AER", consisting of fastening elements to the parts of the object of the brake rod and a device with brake pads, inside which it moves and the operation of which is controlled by a computer or processor according to special programs that have a number of shock absorption characteristics for different road conditions and modes driving in automatic and manual control depending on the choice of driver (RU No. 2524773 C2, class F16F 7/08, 2012).

The closest technical solution to the claimed method is a method for automatically maintaining ground clearance in a “Simple Carrier-Operated Pneumatic Shock Absorber (PNUPA)” containing high and low pressure reservoirs connected to the compressor inlet and outlet with devices for automatically admitting and discharging a working agent from a closed working volume and equipped with a device containing brake pads and a drive, which for effective damping presses them at the right time with the necessary force to the outer surface of the hollow rod (RU No. 2413104 C1, class F16F, 2009).

PNUPA is capable of performing a number of additional functions in addition to damping vibrations and maintaining ground clearance according to the choice of the driver, but the bulkiness of the design limits the possibilities of its use.

The objectives of the invention is:

1. find a way to increase the functional capabilities of the suspension elastic element of the suspension of modern vehicles, which can significantly increase their working stroke and widely change ground clearance up to laying the vehicle on the ground using programs stored in the memory of the electronic device and create a compact device for its implementation;

2. find a way to supplement the suspension of vehicles in operation with the following functions or part of them:

but. reduce roll in corners;

b. maintain a given ground clearance constant when changing the weight of the transported cargo;

at. tilt the vehicle body in different directions for unloading bulk cargo and loading bulky goods with a winch;

d. change the wheel to a spare one without using a jack;

e. to increase the vehicle’s cross-country ability on impassability and to get out of difficult traffic situations by changing the position of the body relative to the obstacle that impedes the further movement of the vehicle (for example, when leaving ditches and rivers with a steep bank when overcoming them, in particular, preventing capsizing),

and create for the implementation of the method a compact device that is attached to the ends of the bearing elastic element of the suspension of the vehicle in the form of additions (attachments).

The first indicated problem is solved by a method of increasing the vehicle suspension functional capabilities, which consists in using the internal space of a rigid elastic element, capable of laying in one plane with full compression, to create a working volume that, together with the stiffness of the elastic element itself, makes their overall stiffness variable and controllable with the purpose of obtaining an elastic element that varies over a wide range of the working stroke, providing a wide change in ground clearance and is capable of to set it at any desired value, including the possibility of laying vehicle to the ground, as well as in the management of his work on a specially created program embedded within the memory of the electronic device (ED) having a control memory and generating a control logic, which generates all necessary control signals.

The first indicated problem is also solved in controlled load-bearing shock absorbers (UNA) by creating controlled elastic elements of such a design that allow you to widely change the ride height and set it to any desired size, up to laying the vehicle on the ground, according to the programs stored in the electronic device by such transformations of the PNUPA shock absorber design, in which the case with the piston is converted into a pneumatic device (PU) with a hermetically closed displacement (PO) enclosed in a hermetically sealed a high-strength elastic shell (VEO) located inside a conical compression spring (KPS) with bases rigidly attached to its ends, having fastening elements to parts of the object, or from several such POs combined into one common design and connected via controlled bypass devices (UPU ) with reservoirs of high pressure (RVD) and low pressure (RND), and the device with brake pads and a hollow rod is converted into one or more electronically adjustable pressure clamps with fastening elements to parts of the object stroystv (ERPU) having brake pads with the brake actuator and rods of any desired form, converted from the hollow stem.

Damping is carried out by controlled mechanical friction between the working surfaces of the brake pads and brake rods and bypassing the working agent from the working volumes into low and high pressure tanks.

A PU design is also possible, in which KPS turns are built in the position of its greatest tension inside the VEO wall, thereby forming a single unit. Moreover, in both cases with turns, which in each individual case can be of any shape (for example, a square, rectangle, oval and other, up to a special one) and in such a way that, with maximum compression of the spring, they fit together with the VEO in the same plane in the form spirals without interfering with each other. The spiral will have a shape depending on the configuration of the turns. The material, diameter, coil section, configuration and spring pitch are selected taking into account the optimal ratio of strength and durability with the material and thickness of the HEO, as well as with the features of the installation site of the PU on the vehicle. In the position of its greatest stretching, the PU looks like a truncated cone, in which, when compressed, the surface of the wind turbine is freely and evenly distributed outward between its turns. Rigid bases have fasteners to parts of the object.

KPS with a round cross-section of the coil can be compressed to a value equal to the diameter of the coil - D. In our case, the highest height (thickness) of the PU with a round cross-sectional shape of the KPS in the folded state is defined as

H _max = D + 2L ₁ + L ₂ + L ₃ ,

where H _max - the height of the PU when folded,

D is the diameter of the coil of the spring,

L ₁ - wall thickness of the HEO,

L ₂ is the thickness of the lower base,

L ₃ is the thickness of the upper base.

It is possible to reduce the load on the walls of the VEO by increasing the area of contact of its side surface with the surface of the turns. For this, instead of a round shape of a coil, a rectangular of the same cross section is used with the short side facing the base. If at the same time the cross-sectional area of the coils is preserved, then the stiffness of the KPS spring is also preserved, but they increase: the height of the coils, PO and the area of the upper base of the PU, and, in turn, the limit of variation in the stiffness of the PU increases and the possibility of contacting the parts of the vehicle with the HEO surface decreases and KPS turns in the state of greatest compression of PU.

With the greatest stretching of the PU, the value of the VEO surface is such that it provides free movement of the KPS turns and can go beyond their external limits. To reduce the thickness of the wall of the VEO, it can be reinforced with a flexible metal mesh.

PU can consist of two POs united by a common base in either a narrow or wide part. At the same time, the base between them can be airtight, and the working volumes can be under different working pressures, and each of them is connected through the UPU to the high pressure hoses and low pressure thrusters, thus creating two series-connected independent controlled pneumatic springs, one of which can be soft (PUN) and the other one is rigid (ПУВ), which makes it possible to more efficiently damp vibrations in a wider frequency spectrum by electronically controlling the operation of the UNA.

The special complex shape of the coil of the spring makes it possible to rationally use the space at the installation site of the shock absorber on the vehicle in order to obtain the greatest working volume of the PU, which, in turn, increases the limits of change in its stiffness. Their shape and configuration is selected in such a way as to maximize the use of the volume inside the vehicle at the shock absorber installation site. The sections of the coil of the spring can have different shapes (square, rectangle, oval, and others) and the cross-sectional area at different sites along its entire length.

To ensure the required level of clearance on the vehicle, PUs can be installed, connected in series or parallel to each other by bases, representing separate groups or a garland of their designs. Such a layout of the control panel makes it possible to more effectively use the installation space.

All PUs form hermetically closed working volumes filled under pressure with a working agent, communicating via the UPU with high and low pressure tanks, which can be replaceable. A compressor can be installed between the RVD and RND to create a closed circuit for reuse of the working agent.

If the stiffness of the KPS is chosen to allow the vehicle under its weight to lie on the roadway with its greatest compression, then the ground clearance will have zero or a small negative value. In this case, the total rigidity of the PU necessary for the movement of the vehicle with a given clearance is set by the driver or the EC program, which has a control memory and control generation logic that generates all the necessary control signals by controlling the pressure change inside the HEO. To increase the reliability and survivability of the vehicle, the outer links in the garland can be supplemented inside the control room with an unfilled working agent, additional VEOs designed to provide a working ground clearance in emergency cases (PUA) by quickly filling their volumes with a working agent to the required value from the WFD. To reduce friction between the surfaces of the turns of the KPS and VEO, the cleanliness of their surfaces at the points of contact is carried out with the required size and the surface is provided with lubricant, and the design of the PU is equipped with a protective casing, the construction of which can be any.

ERPU can be installed in the amount necessary to ensure effective damping, and represent from one to several separate devices. They can either be combined into one common design with the PU, or installed separately from it by an independent design that is not part of other devices, using convenient free suspension spaces of the vehicle, while their brake rods are attached at one end to one of the bases of the PU or to one part of the object, and the free side, without falling out, moves bilaterally along its entire length between the brake pads of the clamping devices attached to another part of the object or to another base of the PU, and the section of the brake The rods can have any size and shape in cross section in any part of their length and in different separate sections. Brake pads and brake rods may have brake linings, and between them brake linings may be installed instead of brake linings. Brake linings and brake linings can be interchangeable.

The operation of the UNA is controlled by an EC that has a control memory and control formation logic, generates all the necessary control signals, has sensors that continuously monitor the change in all operating parameters of the shock absorber, has one or a set of work programs with a number of depreciation characteristics set for different road conditions and driving modes in automatic and manual control, included in the work of the driver’s choice, as well as having a program or programs of ride height control during repair, loading and unloading work, when changing the weight of the transported cargo, when exiting difficult traffic situations and to eliminate a dangerous roll when cornering, it can also have a program that provides independent adjustment of stiffness to the limit values of each PU individually and thereby allows the wheel to be replaced without a jack and provide tilt of the body to facilitate unloading of bulk cargo to the sides and back.

The body positions for unloading bulk cargo, loading oversized cargo, replacing the wheel with a spare one and getting out of a difficult traffic situation can be displayed on the driver's console in manual and automatic mode.

The EA contains programs that separately control the operation of each part of the ONA, based on the specified parameters of the ONA for specific road conditions and vehicle speed. UNA is well blown by the oncoming air flow, which provides good heat dissipation, as with conventional springs.

Bearings can be installed between the UNA mounting means and the object, allowing it to rotate around its axis regardless of the parts of the object.

When used as a working fluid, the PU design can be used in various hydraulic systems to increase their functionality.

In fig. 1 depicts a UNA consisting of two launchers with elements for their attachment to parts of an object: PUA 1 and PUV 6, the wide bases of 2.7 of which are rigidly connected and have PUA 3.8, and PO are at maximum working pressure, and containing UPA 12, RVD 13, RND 14, compressor 15, ERPU 11, protected 10 and exposed to external forces of 5 parts of the object. Arrows indicate the direction of movement of the working agent. Sensors that monitor the specified parameters of the UNA, EI and the source of electrical energy are not shown.

UNA works as follows.

PUN 1 with the base 2 containing PUA 3, through the fastening element 4 is rigidly connected to the part of the object exposed to external forces 5, and PUV 6 with the base 7 containing PUA 8, through the fastening element 9 is rigidly connected to the protected part of the object 10. PUN 1 and PUV 6 are rigidly connected with their bases of 2.7 and contain PUA of 3.8. PUA 3.8 in the event of an accident PUN 1, PUV 6 signal EI are filled with a working agent from the WFD 13 through controlled valves (not shown). Between the parts of the object 5 and 10 is installed ERPU 11, which has a rigid connection with them.

Damping is carried out by an EI having a control memory and control formation logic that generates all the necessary control signals by mechanical friction in the control unit 11 and bypassing the working agent from the working volumes of the ПУН 1 and ПУВ 6 through the УУП 12 to the high pressure hoses 13 and the low pressure relay 14 connected to the output and compressor input 15 for the purpose of reusing the working agent.

During the compression process, according to the damping characteristic selected for the operation, EI, by its commands on the UPU 12, reduces the working pressure in the PUF 1 and in the PUF 6 by the required value for each volume, and with the ERPU 11 command, it reduces the pressure force of its brake pads on the surface of its brake rod, up to until it is completely removed, and thereby provides the optimal deviation of the protected part of the object 10 from exposure to the movable part of the object 5, perceiving vibrations from the outside.

When the EI hang-up, after processing the signals from the sensors, it determines at each specific moment of the ONA operation the optimal value of the resistance force to the return movement of the movable part of the object 5 and issues command signals to the appropriate UPA 12 according to the given damping characteristic to create the necessary working pressure in the PUF 1 and PUF 6 and the clamping force of the corresponding value on the control gear 11, which accordingly adjusts the amount of necessary friction for a given point in time between the working surfaces of the control gear 11. damping of mechanical vibrations is performed automatically or according to the damping characteristic launched by the driver of the vehicle from the software package stored in the memory for various road conditions and vehicle speed.

In the event of a failure of the PUA 1, the control signals of the EI in case of failure of the PUN 1 are filled with a working agent to the PUA 3, and in the event of the failure of the PUV 6 - PUA 8 from the RVD 13 through valves (not shown), controlled by the ES.

The EC is equipped with a program that eliminates roll in corners by bypassing the working agent and using mechanical friction.

When carrying out loading and unloading operations, the vehicle is laid on the ground by lowering the operating pressure in PUN 1 and PUV 6, provided that they use the KPS with the necessary rigidity.

When the weight of the transported cargo changes, the ground clearance remains constant by increasing the operating pressures in the PUN 1 and PUV 6 to the values required for this.

The total working stroke of PUN 1 and PUV 6 is calculated in such a way as to ensure the ground clearance of the required size at the location of the wheel so that it can be replaced without a jack.

When driving off-road, the driver has the ability to control any UNA independently of the others.

The second indicated problem is solved by the method of obtaining additional functionality to the elastic suspensions of the vehicle that are already in operation, consisting in separately receiving each of them an independent controlled additional working stroke and in controlling the operation of each of them separately according to the programs stored in the memory of the EA, having a control memory and control formation logic generating all necessary control signals.

The second indicated problem is also solved by the use of load-bearing guided attachments (NUP) that increase the functionality of the suspension of the vehicle by installing on the ends of the existing elastic elements located on the vehicles in operation additional compact elastic elements in the form of electronically controlled attachments of the NUP, giving elastic elements Suspension additional adjustable stroke, by converting the design of the shock absorber PNUPA similarly to that of the UNA. The NUP has all the advantages of the UNA and differs from it in its purpose as additional compact equipment to the existing vehicle suspension systems, the inability to lay the vehicle on the ground, and the possibility of not using the electric distribution devices as damping elements, limiting itself to the use of shock absorbers in use on the vehicle. In other words, an NUP is a single control unit or device consisting of several control units united by a single purpose, the operation of which is controlled by an control unit having a control memory and control generation logic that generates all the necessary control signals, in the memory of which there are programs that provide increased functionality vehicle suspension in operation. At the same time, the design of the NUP can be developed both for use on several models of the vehicle, and for each model of the vehicle separately.

If the design of the LLP in a fully compressed state allows its coils not to come into contact with the parts of the vehicle, then

H _LLP = 2 L ₁ + L ₂ + L ₃ ,

where H _NUP - the height in the folded state at the junction with parts of the vehicle,

L ₁ - the thickness of the EA,

L ₂ is the thickness of the lower base,

L ₃ is the thickness of the upper base.

If necessary, it is possible to construct special bases in order to reduce the value of N _LLP by 2L ₁ .

After installing the NUP on the vehicle, the ground clearance increases minimum by the value of the thickness of the sum of its bases, provided that the turns do not interfere with its installation in the workplace.

If we take the value of L ₁ from 2 to 3 mm, and the value of L ₂ = L ₃ = from 4 to 5 mm, then N _NUP will be equal to 12 to 16 mm. That is, the height of the NUP for different passenger vehicles will be about 8 to 16 mm and installing it on them will slightly increase the ground clearance, i.e. will not significantly change the driving performance and safety of the vehicle calculated by the manufacturer.

In fig. Figure 2 depicts an NUP in a state of full compression, containing KPS 16, VEO 17 and their common bases: upper 18 and lower 7. Bypass openings for communication with the control unit and further with low and high pressure tanks are not shown in the figure.

In fig. Figure 3 shows the NUP in the state of maximum permissible working tension, containing KPS 16, VEO 17 and their common bases: upper 18 and lower 7. Bypass openings for communication with the control unit and further with low and high pressure tanks are not shown in the figure.

LLP works as follows.

In the folded state, the KPS 16 is laid in one plane in the form of a spiral, the upper base 18 and the lower base 7 are brought to a close distance, the lateral surface of the VEO 17 is evenly located between the turns of the KPS 16. When it becomes necessary to use the additional functionality that the NUP has, the driver by the beginning of the movement of the vehicle, manually or automatically sets the value of the working ground clearance, based on the working road conditions and speed, by filling the working volume of the VEO 17 working him agent to the desired pressure, while the turns of the KPS 16 diverge, and the bases 18 and 7 are moved apart. During the compression process, the EC reduces the working pressure in the VEO 17 working volume by its team on the control unit, and the shock absorber installed on the vehicle works according to its inherent damping characteristic and thereby provides the smallest deviation of the protected part of the object from the action of the moving part of the object that is sensitive to external vibrations. During the rebound operation, the TS shock absorber operates, and the control unit, which has control memory and control generation logic, generates all the necessary control signals, after processing the signals from the sensors, determines at each specific moment of operation of the unit the optimal value of the resistance force to the return movement of the moving part of the object and issues according a given damping characteristic command signal of the corresponding magnitude for this point in time to the corresponding UPA. In this way, electronically controlled regulation is carried out by transferring the working agent from the VEO 17 working volume to the WFD and RND and according to the damper characteristic launched by the vehicle driver from the software package stored in the EA for different road conditions and vehicle speed in automatic mode or in manual control, when one of them is chosen by the driver.

When changing the weight of the transported cargo, the driver automatically maintains the ground clearance set by the driver by changing the working pressure in the working volume of the VEO 17 to the required value, restricting the use of this function, starting from the moment when the weight reaches a value at which the smallest working stroke of the standard shock absorber becomes less than permissible working quantity.

When cornering, a special program, which is stored in the control unit memory, sets the necessary pressures in the corresponding LLP, which prevent roll, bypassing the working agent through the control unit in the high pressure hitch and low pressure hitch. This function is more effective when replacing a standard shock absorber that is in operation of the vehicle with an AER equipped with a specially created program for this, which provides the necessary fixation of the position of the vehicle body when cornering.

The control unit contains programs for obtaining the required tilt of the vehicle body in different directions by independently setting the necessary working pressures in different loading units for the purpose of loading and unloading, replacing the damaged wheel with a spare one, preventing rollover and increasing off-road patency.

The first and second tasks are also solved in a carrier-driven conical telescopic compression spring with a rectangular section of coils (NUK), which is a device similar to PU in the UNA and NUP, in which, with high purity of processing of the side surfaces of the KPS, ensuring the creation of a sealed working volume inside the structure, consisting of KPS and the bases attached to it, there is no VEO. In this case, the first and last turns are made thicker, each is made in the form of closed rings that are hermetically combined with the bases, and the step of the turns is taken so as to ensure the tightness of the working volume inside the resulting structure. If necessary, the design is provided with grease.

The work of NUK is similar to the work of PU in the UNA and NUP.

NUK can work using different working agents.

Claims (14)

1. A method of controlling the stiffness of the supporting elastic suspension element of the vehicle, which consists in using the internal space capable of being fully compressed in the same plane of the spring to create a working volume, which, together with the stiffness of the spring itself, makes their total stiffness variable and adjustable in order to obtain an adjustable and variable within a wide range of controlled working stroke of the bearing elastic element, capable of providing, in addition to effective damping of vibrations, various the adjustable inclinations of the vehicle and its ground clearance of any required size according to the programs embedded in the electronic device (EC), which has a controlled memory and control formation logic that generates all the necessary control signals. 2. The method according to p. 1, characterized in that it is intended to be used as an opportunity to work in suspension on a vehicle by adding to the working stroke of its elastic element an additional working stroke of the required size except for the possibility of laying the vehicle on the ground. 3. Bearing controlled shock absorber (LSA), capable of automatically maintaining the vehicle clearance, containing a closed working volume, a clamping device (PU) containing a drive with clamping blocks, a compressor, to the input and output of which reservoirs with low and high pressures of the working agent are connected and devices for its automatic inlet and outlet from the closed displacement, the operation of which is controlled by the processor using sensors that constantly monitor the given operating parameters of the shock absorber according to programs embedded in it with one or a number of damping characteristics, characterized in that the closed working volume is one single spring design with a shell (PU) of a conical compression spring (KPS) and a sealed high-strength elastic shell (VEO) or several such closed volumes representing one common design of PU connected via controlled bypass devices (UPU) with reservoirs of low pressure (RND) and high pressure (RVD), and the device with brake pads is one or several electronically adjustable clamping devices with fastening elements to the parts of the object devices (ERPU) having brake pads with a drive and brake rods of any desired shape, the operation of the LSA is controlled by an EA having a control memory and control formation logic that generates all the necessary control signals having one or a set of work programs with a number of depreciation characteristics set for different road conditions and driving modes in automatic and manual control, included in the work of the driver’s choice, as well as having a program or programs to control the ride height during repair, loading and unloading operations, when changing the weight of the transported cargo, when exiting difficult traffic situations and to eliminate a dangerous roll when cornering, it can also have a program that provides stiffness adjustment to limit values that allow lay the vehicle on the ground, replace the wheel without a jack, provide the necessary tilt of the body to facilitate unloading of bulk cargo to the sides and back. 4. The shock absorber (LSA) according to claim 3, characterized in that the turns of the KPS can be embedded in the position of its greatest tension inside the VEO wall, forming a single unit, and the wall can be reinforced with a metal mesh. 5. The shock absorber (LSA) according to claim 3, characterized in that the PU can consist of two sealed RO under different working pressure, united by a common base in a narrow or wide part, which makes it possible to more effectively absorb vibrations in a wider frequency range by electronic control of the UNA spectrum. 6. The shock absorber (LSA) according to claim 3, characterized in that the KPS can have a special complex shape of turns, which makes it possible to rationally use the space at the installation site of the UNA on the vehicle, in order to obtain the largest working volume of the launcher and thereby increase the limits of its stiffness . 7. The shock absorber (LSA) according to claim 3, characterized in that the PU can be equipped with additional VEO to provide a working clearance in emergency cases by quickly automatically filling its volume with a working agent from the WFD to the desired value. 8. Carrier-controlled attachment (NUP), capable of automatically maintaining the vehicle clearance, containing a closed displacement, a compressor, to the input and output of which reservoirs with low and high pressures of the working agent and devices for its automatic inlet and outlet from the closed displacement are connected, the operation of which is controlled by the processor using sensors that constantly monitor the given operating parameters of the shock absorber according to the programs embedded in it with one or a number of damping characteristics characterized in that the closed working volume is one single spring design with a shell (PU) of a conical compression spring (KPS) and a sealed high-strength elastic shell (VEO) or several such closed volumes representing one common design of PU connected through controlled bypass devices (UPU) with reservoirs of low pressure (RND) and high pressure (RVD), the operation of the NUP is controlled by an EC that has a control memory and control formation logic that generates all the necessary control signals that have one or a set of work programs with a number of depreciation characteristics set for different road conditions and driving modes in automatic and manual control, included in the work of the driver’s choice, as well as having a clearance program or programs for repair, loading and unloading operations, when changing the weight of the transported cargo, when exiting difficult traffic situations and to eliminate a dangerous roll when cornering, it may also have a program that provides stiffness adjustment to the maximum values when replacing a wheel without a jack, as well as when unloading bulk cargo to the sides and back, while NUP is intended to be used as a small-sized device, complementing the design of the elastic suspension element of the vehicle, already in operation, by installing elastic elements at the ends, using as damping elements, their standard shock absorbers. 9. The prefix (NUP) according to claim 8, characterized in that the turns of the KPS can be embedded in the position of its greatest tension into the wall of the HEO, forming a single unit, and the wall can be reinforced with a metal mesh. 10. The prefix (NUP) according to claim 8, characterized in that the PU can consist of two sealed ROs under different working pressures, united by a common base in a narrow or wide part, which makes it possible to more effectively absorb vibrations in a wider frequency range by electronic control of the UNA spectrum. 11. The prefix (NUP) according to claim 8, characterized in that the KPS can have a special complex shape of turns, which makes it possible to rationally use the space at the installation site of the UNA on the vehicle, in order to obtain the largest working volume of the PU and thereby increase the limits of its stiffness . 12. The prefix (NUP) according to claim 8, characterized in that the launcher can be equipped with additional VEO to provide a working clearance in emergency cases by quickly automatically filling its volume with a working agent from the WFD to the desired value. 13. Carrier-controlled device (NUU), capable of automatically maintaining the vehicle’s ground clearance, containing a closed working volume, a pressing device (PU), containing a drive with pressure pads, a compressor, to the input and output of which reservoirs with low and high pressures of the working agent are connected and devices for its automatic inlet and outlet from the closed displacement, the operation of which is controlled by the processor using sensors that constantly monitor the given operating parameters of the shock absorber according to grams embedded in it with one or a number of damping characteristics, characterized in that the closed working volume is formed by a conical compression spring (KPS), the first and last turns of which are made in the form of closed rings and are rigidly connected to the bases of the device with the formation of a sealed internal volume or several such volumes, representing one common design, connected through controlled bypass devices (UPU) with reservoirs of low pressure (RND) and high pressure (RVD), and the device with brake the pads is one or more electronically controlled pressure clamps with fastening elements to the parts of the object devices (ERGGU) having brake pads with a drive and brake rods of any desired shape, the operation of the NUU is controlled by an EC that has a control memory and control formation logic that generates all the necessary control signals having one or a set of work programs with a number of depreciation characteristics set for different road conditions and driving modes in automatic and manual control, included in work of the driver’s choice, as well as having a clearance program or programs during repair, loading and unloading operations, when changing the weight of the transported cargo, when exiting difficult traffic situations and to eliminate a dangerous roll when cornering, it may also have a program that provides stiffness adjustment to limit values, allowing to lay the vehicle on the ground, to replace the wheel without a jack, to provide the necessary tilt of the body to facilitate unloading of bulk cargo to the sides and back. 14. Carrier-controlled controlled attachment device (NUUP), capable of automatically maintaining the vehicle clearance, containing a closed displacement, a compressor, to the input and output of which reservoirs with low and high pressures of the working agent and devices for its automatic inlet and outlet from the closed working device are connected volume, the operation of which is controlled by the processor using sensors that constantly monitor the given operating parameters of the shock absorber according to the programs embedded in it with one or a number of damper characteristics, characterized in that the closed working volume is formed by a conical compression spring (KPS), the first and last turns of which are made in the form of closed rings and are rigidly connected to the bases of the device with the formation of a sealed internal volume or several such volumes, representing one common design, connected through controlled by-pass devices (UPU) with reservoirs of low pressure (RND) and high pressure (RVD), the operation of NUUP is controlled by an EC that has a control memory and control logic generation, generating all the necessary control signals, having one or a set of operating programs with a number of depreciation characteristics set for different road conditions and driving modes in automatic and manual control, included in the work of the driver’s choice, and also having a program or programs for controlling the ground clearance during repair , loading and unloading, when changing the weight of the transported cargo, when exiting difficult traffic situations and to eliminate a dangerous roll when cornering, it may also have a program, both printing stiffness adjustment to limit values when replacing a wheel without a jack, as well as when unloading bulk cargo to the sides and back, while NUUP is intended to be used as a small-sized device complementing the design of the elastic suspension element of the vehicle, already in operation, by installing elastic at the ends elements using their standard shock absorbers as damping elements.

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