USRE18747E

USRE18747E - Shock absokbeb mechanism

Info

Publication number: USRE18747E
Authority: US
Publication date: 1933-02-28

Description

, J. W. GRAY Feb 28 V SH OCK ABSORBER MECHANISM R Original Filed Oct. 16, 1928 s Sheets-Sheet 1 5 z I I 5 i INVENTOR JWGra BY L/M I ATTORNEY v J GRAY I I Feb. '28, 1933; SHOCK ABSQRBER E I M Re. 18,747

Original Filed Oct. 16, 1923 s Sheets-Sheet 2 INVENTOR nlfi Tirqy,

ATTORNEY 14 w 4 m gJ i; a mi 6 W m M I m .w m w J mm A 6 .w/ i i m 7/ k J W GRAY SHOCK ABSORBER MECHANISM Qriginal Filed 00%.; I6. 1923 M a H m a? M w 6 I P 7 5E J. W. GRAY sHocx ABSORBER MECHANISM 6 Sheets-Sheet 4 Feb. 28, 1933.

Original Filed Oct. 16

INVENTOR ATTORNEY J. W. GRAY F b 2 1933 SHOCK ABSORBER MECHANISM R 1 747 Original Filed Oct. 16, 1928 6 Sheet-Sheet 5 fi 16 If? a ATTORNEY J. W. GRAY F b, 28, 1933, QHOCK ABSORBER MECHANISM Re. 18,747

Original Filed 0012.16, 1928 6 Sheets-Sheet 6' i2; JIM

ATTORNEY Q Reiuued Feb. 28, 1933 UNITED STATES PATENT OFFICE JOHN W. GRAY, OF CHLTTANOOGA, TENNESSEE, ASSIGNOB OF ONE-HALF '20 mm V. CUBNEN, OF CHATTANOOGA, TENNESSEE snocx ABSORBER 'uncmmrsn Original No. 1,789,018, dated larch 31, 1931, Serial No. 812,847, filed October 18, 1928. Application for reissue filed October 24, 1931. Serial No. 570,989.

- of the wheels in depressions or elevations in the roadway. The amplitude of movement imparted to the running gear varies with the violence or force of the shock and the applied retarding or damping force applied through the shock absorber should bevaried proportionately.

Accordingly one feature of the invention consists of a fluid shock absorber mounted upon the body frame, chassis, or other one 0 two relatively movable parts, embodying a fluid holding cylinder and a piston reciprocated therein by relative movement of said parts such as the body and axle of a motor vehicle and having means offering progressively increasing resistance to said relative movement proportioned to its amplitude or, in other words, graduated automatically in proportion to the force of the shock im arted as to the wheels of a motor vehicle by epression or elevation in the roadway.

This feature, in accordance with my invention, is secured by progressively restricting the size of a passage through which the flu1d is forced by movement of the piston, automatically and in proportion to the extent or am litude of relative vertical movement of vehlcle body and axle. A rotor member actuating the piston and having a crank and lever connection to the vehicle axle is turned in proportion to the relative movement of body and axle, the degree of rotary move-' ment imparted to said 'rotor member determining the extent of piston movement and functioning also to progressively restrict the fluid passage so that the damping action afforded by restriction of the fluid passage is directly prop'ortioned'to the relative movement of body and axle and the force or violence of the shock.

Since the spring suspension and weights of vehicle bodies have a direct bearing upon the amplitudes of shock imparted by relative movement of vehicle body and axle, it is highly desirable that provision be made for adjustment of the damping action of the shock absorbing equipment to make one size of equipment adaptable to widely var ing sizes and weights of vehicle body and t e accompanying differences in spring suspensions.

Accordingly, a further feature of In invention consists of a fluid cylinder an piston for mounting upon the frame or chassis of a vehicle body, a rotor having crank and lever connection with the vehicle axle for impartin reciprocating movement to the piston, a y-pass or fluid return passage con-, necting the cylinder at opposite ends of the piston travel, a primary valve for variably and predeterminatelyrestricting the passage of fluid through an initial portion of the bypass and asecondary valve equipment comprising a needle valve having provision for initial determinate fixed adJuStm'ent and a cooperating rotor-actuated tubular valve member cooperating therewith progressively and automatically to restrict the fluid passage and increase the damping action with increase in the extent or amplitude of relative movement ofbody and axle. The dam ing action is, therefore made automatical y proportionate to the force or violence of the shock which force is proportionately reflected in the amplitude of reactionary relative movement of ody and axle. In addition to the foregoing, the rotor actuated element producing movement of the tubular valve member has provision for inital adjustment so that with the three points of adjustment thus provided, the shock absorbing equipment is conditioned for initial admstment for and adaptation to a very wide range of body sizes and weights, spring suspensions, etc.

A further and related feature of the invention consists in the provision of duplex shock absorbing equipment of the type described for damping both up and down movements and in the provision of independent separate adjustments as described making it possible to independently adjust for both of these movements, The initial downward body movement may, therefore, be gradually damped to lessen the violence of im act and the rebound more sharply checke by adjustment for increased damping resistance.

Another feature of the invention consists tion in'the roadwayproduces a blow or im-.

act having an imtial component of force liangthwise rearwardly of the vehicle and an immediately subsequent force vertically. By shock absorbing means providing for and damping end play of the spring, this initial impact is greatly softened and the subsequent relative vertical movement of body and axle is correspondingly reduced and more easily controlled by a second and shock absorbing means having provision for damping this relative vertical movement.

The shock absorbing equipment of motor vehicles as installed is designed or adjusted to provide for a determinate loadusually a full load of passengers or the weight capacity of a truck.v The maximum benefit of the equipmentis therefore, only obtained b adjusting its damping action to the loa This ad ustment, with present day equipment requires usually a visit to a service station and.the services of an experienced 'alist. v Another feature of the present invention consists inthe combination with shock absorbing equipment havin a fluid cylinder secured to, the frame or c assis of the body and provided with a fluid passage and a pass sage restricting valve member, of an adjusting means for said valve member projecting from the cylinder and a manually operable adjustin member therefor positioned upon the vehic e body for convenient operation by a vehicle driver or passenger and having operating connections extending below said body to the projectin adjusting means for the valve member. uch an arrangement provides for convenient and quickly efl'ected adjustment of the shock absorber to the load requirements and for unusual road conditions and permits the maximum benefits of shock absorbing equipment to be utilized without loss of time and continual labor ex- Coriveniently and as a related feature, the

adjusting means may be combined with a fluld reservoir and liquid filling tubes by means of which an adequate suppl of li uid fluid-may be maintained in t e shoc absorber cylinder by automatically replenishing any liquid when the normal full supply is reduced by leakage, contraction, evaporation or other causes.

As shown, this result is attained'jby the provision of a flexible tube through which a flexible adjusting element, such as a chain, extends to the valve adjusting member, the upper-end of the chain extending to a rotatab e adjusting stud mounted on a liquid con tainer through which the upper end of the tube extends and is perforated to admit liquid thereto, the lower end of the tube communicating with the interior of the shock absorber cylinder. The number ofadjusting chains and tubes will, obviously, de end upon the number of cylinders to which the. adjusting chains and tubes are to extend.

- The structural embodiments providing the above described features and advantages are more fully described in the following detailed specification which is to be read in conjunction with the accom anying drawin s forming part thereof an in which igure 1 is a view in side elevation of the front end of a motor vehicle chassis showing frame mounted shock absorber equipment constructed in accordance with the present invention and connected with a spring end for damping end lay and connected with thevehicle spring or dam ing relative vertical movement of body an axle, the adjustment and filling connections to a dash'mounted fluid reservoir and adjustment box being also shown;

Figure 2 is a view in side elevation of the spring end slide mount and connected damp- 1n shock absorber;

igure 3 is a longitudinal section through the mount and shock absorber of Figure 2;

Figure 4 is a view'in end elevation of said spring mount and shock absorber; I

Figure 5 is a vertical section through the spring mount taken on-line 5-5 of Figure 3 Figure 6 is a vertical vsection taken on line 6-6 of Figure 3 through the connections between. the spring mount and shock absorbing cylinder;

Figure 7 is a vertical section through the shock absorber cylinder taken online 77 of Figure 3;

,Figure 8 is a detail perspective of the plate connecting the piston 'rod with the sliding spring end mount;

Figure 9 is a view in side elevation of the central shock absorber connecting the chassis or body frame and the axle;

Figure 10 is a longitudinal vertical section through the central absorber takenv on line'10-10 of Figure 11;

tion therethrough taken on line 1212 of Fi re 11;

igure 13 is a transverse vertical section through the cylinder and rotor of said absorber, taken on line 1313 of Fi ure 12;

Figure 14 is a perspective detai of the piston wrist pin to which the rotor isconnected for reciprocation of the piston;

Figure 15 is a fragmentary vertical section throu h the adjusting gearing and fluid sup- 1 p igure 16 is a fragmentary vertical section through the liquid returnpassageor-by-pass of the cylinder taken on the line 1616 of Fi ure 10; I

igure 17 is a longitudinal vertical section through the dash reservoir and adjustment box shown in Figure 1;

Figure 18 is a transverse vertical section taken on the line 1818 of Figure 17;

Figure 19 is a detail of the lower end of the ball oint lever shown connecting the central shock sprin in Figure 1 showing its clamp connection or the spring;

Figure 20, is a full detail of said joint lever with clamp connections at its lowerend adapting it to embrace the axle;

Figure 21 is a longitudinal vertical section through the joint lever only showing its adjustment provisions.

The shock absorbing equipment of the present invention, while specifically designedfor application to motor vehicles and'described and illustrated as used for this purpose, is applicable in principle to relatively movable parts where similar conditions and needs of damping occur,

with motor vehicles, it is preferable to apply the equi ment to the vehicle at the four points 0 spring suspension for uniform results, although as is frequently done, the

shock absorbing means may be applied to one end onl of the vehicle.

In Figure 1 of the drawings, I have illustrated the application of one unit of the shock absorbing means to a-motor vehic e at one side of its front end between chassis and wheels, the front axle being indicated at 1, the

opposite front wheel at 2, the chassis or vehicle frame at 3, and the suspension spring at that side and end of the vehicle at 4,this spring being attached intermediate of its ends to the frontaxle 1 by the usual s rin clips 5 and being hung at its front end from the frame 3 in the usual manner as by theusual connection 6. ,A cylinder block designated generically at 7 and shown in detail in Figures 9-15, is attached to the outer face of the frame 3 above the axle'l, and, as shown in Figure 1, slightly rearwardly of the axle,

tu elaken on line 15-15 of Figure 13; i

absorber-rotor crank arm with the.

In the use of the'shock absorbing means- This cylinder block as best seen in Figures 11 and 12, is mounted upon the outer face of the frame 3 and is provided with a flat rear face 8 (Figures 11 and 13) to engage the outer face of the frame and formed atits ends with ears 9 perforated to receive securing bolts 10 extending through the ears into the frame 3 and by means of which the cylinder block is sup ported from the frame. The lower portion of this block is formed with a cylinder bore 11 therein and is counter-bored. at right angles to form a rotor bore 12 substantially centrally. above the cylinder bore and communi eating therewith at its base, this lastnamed bore providing a fluid well as will be seen later, .Between the .ears 9, and inwardly thereof, the cylinder block is formed with a vertical enlargement 13 through the lower portion of whlch the rotor bore 12 extends, this enlargement having a central vertical bore 14 formed therein extending upwardly from the rotor bore and forming a fluid receivingspace, which'also houses certain valve adjusting gearing later to be described. The open top of the extension 13 through which the bore 14 extends is closed bya cover plate 15.

A rotor 16 having an external head 17 providing an inner bearing face18 extends into the bore 12. This rotor member inwardly of its head 17 is reduced in diameter to provide a bearing hub portion 19 engaging and bearing upon the surface of the block at the edges of the bore 12. and with a shank portion 20 which is further reduced in diameter and seats within the socket 21 at the inner end of the rotor bore 12 (see Figure 13) The extremity of the inner end 20 of the rotor is formed with a vertic'ally extending slot 22 to receive the upper end ofthe shank 23 of a iston operating bar, the lower end 'of whic is enlarged at24 and bifurcated. The enlarged head 17 of the rotor is formed with an axial bore 25 reduced in diameter from its bearing hub portion and continuing through the rotor as a bore 26 of reduced diameter, the junction of the bore 26 with the outer portion 25 of the bore providing the shoulder 27. In axial alinement with the bore, the rear wall of the is seated. The head of the pin is preferably slotted to permit its threaded end to be threadedly engaged with the socket 28 by -means of a suitable tool, such as a screw driv- .er, inserted through the bore 25 in the rotor head. This head 17 is counter-bored to rebeen screwedinto place to secure the rotor in the cylinder block. 7

The outer end of the crank arm 32 is formed or provided with a ball end (see Figure 1) seating in a socket formed in the upper end of a lever member, generically indicated at 35, which extends upwardly from the. spring or axle. This lever member, as

seen in' Figures and 21, is provided at its upper end with a threaded stem 350 having at its upper end a'cupped portion 351 for the ball end 34 and an end lug 352. The stem is made in two complementary sections by splitting longitudinally on its median line, the sections of the lug 352 having alined threaded bores formed thereon to receive a clamping bolt 353 by means of which the cupped portion 351 is clamped over the ball end 34 to provide a ball joint therewith. A lower L- shaped stem 354 has its vertical threaded upper end 355 adjustably coupled .to the low; er threaded end of the split'stem 350 by an internally threaded coupling sl'eeve 356. A lock nut holds the end 355 in its adjusted position in the sleeve.

Provision is made whereby the lower horizontal threaded end 357 of the stem 354 may be clamped either to the longitudinal suspension'spring or to the axle of the vehicle since the construction of different motor vehicle chassis vary and it may with some constructions be necessary to anchor the lower end of the lever member 35 to the axle in the installation of the shock absorber thereon.

In Figure 19, the anchoring clamp for the spring is shown. The lower horizontal arm 357 of the .l'. stem is utilized as the top member of the clamp. Internally threaded eyes 359 at the upper ends of eye bolts 358 are threaded on the'horizontal stem arm 357 and their lower threaded ends are then inserted through a bore and slot (362) in a bottom clamping plate 360 which will underlie thev spring and be clamped thereto by nuts 361 threaded on the lower pro ecting ends of the eye bolts.

to be spaced to the width of the spring.

i no

In Figure 20. the clamping bracket is offset at a right or other necessary angle to the horizontal threaded lower arm 357 of the L stem that is necessary to anchor the lower end of .tener The slot 362 permits the eye bolts the lever 'rnember to the axle. The various compressible material which is drawn into fluidtight engagement with the sides of thecylinder block through the action of the fas- V pin 29.

One end of the" cylinder bore 11, which may be drilled in the casting, is annularly enlarged. and internally threaded at 37 and is closedby a screw plug 38 having a beveled inneredge 39 engaging and forcing a ring of compressiblepacking 40 against the shoulder 41 formed by the annular threaded enlargement 37 thereby providing means for effecting a fluid tight closure for the end of the cylinder bore. Mounted in this bore 11 in spaced relation are pistons 42, 43 joined by side walls 44 externally curved to engage and guide upon the walls of the bore 11 and providing a fluid reservoir between the pistons open at the top and bottom and communicating with the fluid well in the rotor bore 12. The shank 23 of the depending rotor bar extends down through the opening between the upper ends of the side walls 44 and embraces with its bifurcated lower end 24 the intermediate squared sides 45 of a circular wrist pin 46 whose outer ends are journaled in transversely alining bores formed in the side walls '44. It will be ob- .vious; thatmovement of the crank arm 32 upwardly and downwardly with the relatively vertical movement between the axle 1 and frame 3 caused bydepressions and elevations in, the surface of a roadway will oscillate the rotor, and through the connecting bar 23, eflect reciprocation of the duplex pistons 42, 43. These pistons are preferably provided with rings of usual construction in then peripheries insuring v a fluid tight fit in the cylinder. bore and in longitudinal alinement below the bifurcated end 24 of the shank 23 are bores in alinement to receive a check valve stem 47 extending therethrough and having threaded on its'out'er endsvalve disks 48. Within the area of the pistons engagecl between the valve disks are formed an annular series of fluid openings 49. The check valve stem 47'is of greater length than the spacing of the outer ends of the pistons 42, 43, so that it may slide relatively to the duplex connected pistons and bring one or the other of its valves 48 against the fluid passages 49 to close these passages in the 0pposite directions of movement of the pistons.

In other words, when the pistons 42- 13 are moved in unison toward the right in Figure 12, the check valve formed by the stem 47 and right hand disk 48 will close and the check valve formed by the other end of the stem 47 and the left hand valve disk 48 will open and vice versa in the usual manner of check valves. v

The fluid, such as heavy oil, glycerine, etc., with which the cylinder bore 11 is filled, is forced from one end of the cylinder by movement of the duplex piston toward that end through a'fluid leturn passage leading back to the fluid reservoir between the pistons 4243. This movement of the fluid is utilized and is restricted to' damp the piston movement by similar means at each end of the cylinder block. In line with the shank portion 20 which lies outwardly of its-slottedportion 22 housing the shank 23, the cylinder block is provided with alined passages 50, as shown in Figure 10, extending in opposite directions from the rotor bore 12 longitudinally of and through the block, the outer ends of these passages being internally threaded to receive the enlarged threaded shanks 51 at the outer ends of needle valves 52 adjusted inwardly and outwardly in the fluid passages to a predeterminedfixed point through the bolt heads 53 formed upon the outer ends of these shanks. Lock nuts 54' threading on the shanks 51 preferably have- .their under faces recessed to receive packing rings engaging bosses formed on the block at the outer ends of the fluid passages 50. These passages extend parallel with the axis of the cylinder bore 11 and communicate therewith through vertical fluid passages 55 extending at right angles and substantially tangential- 1y. to the bore, and through the upper side of the cylinder block. These passages 55 are threaded and receive the threaded shanks 56 (Figure 16) of passage restricting valve members which extend freely through angled brackets 57 joinedb} webs 58 to the enlargement 13 i of the cylinder. The upper ends of the threaded shanks 56 have fixed thereon worm gears 59 meshing with worms 60 (Figure 11) mounted upon the outer ends of counter-shafts '61 which extend through and journal in the vertical arms of the brackets 57 (Figures 9 and 10) with their inner ends extending through-and journaling in the sides of the enlargement 13 of the cylinder block. The inner ends of the countershafts 61 mount bevelled gears 62 which are rotated through dash adjusting means which will be hereinafter described and operate througlrmotion imparted by the countershafts 61, worms 60 and worm gears 59 to raise or lower the threaded valve stems 56 to cause their lower ends variably and predeterminately to restrict the openings joining the longitudinal fluid passages 50 with the vertical fluid passages 55. The stem valves restriction of the fluid passage between the cylinder ends and the fluid return reservoir between the pistons, I have provided means actuated by movement of the rotor shank 20 for further and progressively restricting the fiuidpassage in proportion to the degree of movement of the crank arm 32 and the rotor 20, this degree or amplitude of movement being directly proportioned to the relative vertlcal movement of the vehicle axle and frame, which in turn is proportioned to the shock produced by the wheels of the vehicle encountering an elevation, depression, or other obstruction in the roadway.

Accordingly, and referring more particularly to Figure 10, it will be seen that the portion 20 of the rotor alining with the fluid passage 50 is provided with substantially adjacent flattened peripheral faces 63 at the lower side of the rotorportion 20. Seating upon these flattened portions are plates 64 having longitudinal slots 65 therein for ad justment of the .plates circumferentially of the rotor portion 20. Adjusting screws 66 have their shanks extending through the slots in these plates and tapped into bores extending angularly into the rotor portion 20, the heads of these 'bolts overlying the sides of the slots in the plates and clamping them on their seats on the rotor. The upper ends of these plates, as viewed in Figure 10, are formed with curved (inter faces presenting earns 67 curving outwardly from the periphery of the rotor 20 toward the outerwall of the rotor well and terminating within the area of the well to permit oscillation of the rotor. Cooperating with these cams are tubular valve members 68 slidably fittin inthe fluid passages 50 and having roun ed inner ends 69 making a line contact with the cams 67. These tubular valve members extend a substantial distance in the fluid passages 50and have their bores formed with outwardly flar- I ing outer ends 69 which cooperate with the tapered or conical ends of the needle valves outwardly toward the right, bringing its flared outer end toward and over the conical end of the needle valve 52 and progressively restricting the fluid passage through its bore as the pointed end of the needle valve enters more and more into the flared end ofthe bore of said tubular member. These tubular valve members 68 have a snug sliding fit in the pas-. sages 50 so that fluid is compelled to pass through the central bores of the tubular members in order to reach the fluid well formed within the rotor bore 12 between the walls of the bore and the periphery of the portion 20 of the rotor. The point at which the tubular members begin to restrict the passage of fluid from the ends of the cylinder bore through the passages 50 may be predeterminately varied by adjustment of the needle valves 52 through their projecting outer ends 53.

' Movement of the duplex piston 42-43 toward the right, for example, occurs upon the initial downward movement of the frame relatively to the axle 1 due to the initial compression of the suspension spring 4vby road shock. Reverse movement or rebound swings the piston 42-43 to the left as viewed in Figure 12. Since the adjustments of the restrict

ing valves

56 and 52 and of the cam plates 64 are independent, the damping action afforded by restriction of the fluid passages 50-55 may be made different for the rebound stroke from those provided for the initial downward movement. Three points of adjustment are provided, therefore, for ,each of the two opposite and relatively vertical movements of the body and axle. The adjustable mounting of the crank arm 32 in the head 17- of the rotor through set screw 33 permits one size and form'of shock absorber cylinder to be adapted to diflerent sizes and forms of vehicle bodies. The device, of course, can be manufactured in a standardized form for one particular vehicle chassis and with the crank arm fixed to the rotor and the adjustment omitted. Insuch an instance, the rotor and crank arm can be formed as a single integral member with the mass of rotor head 17 reduced.

The shock absorbing device heretofore described provides for damping the relatively vertical movements between the frame and axle of the vehicle. It is highly desirable in connection with this damping action to reduce the initial shock imparted by contact of the road wheels with an obstruction, which shock imparts a lengthwise component of movement or thrust through the axle to the springs and through the springs to the body.

This result, in accordance with the present invention. is secured by mounting one end of the suspension spring for sliding movement lengthwise of the frame. As shown in Figure 1, the rear end of the suspension spring is so mounted since the lengthwise component relapact of shock is thereby reduced by the longitudinal yielding of the spring end and severe recoil upon rebound is prevented by the damping means associated with this end of the spring which I will now describe and which is shown in detail inFigures 2-8 of the drawings. By reference to Figure 1, it will be seen that the usual spring shackle at the rear end of the suspension spring 4 is omitted and that this end of the spring is pivotally hung between the depending side plates of a carrier or mount whose upper plate 71 is dove-tailed'into a longitudinally. extending dove-tailed recess in tlie underface of the bottom plate 72 of a U-shaped bracket 73 embracing the sides of and bolted through the frame 3 of the vehicle or chassis. Adj a-cent to the brackets 73, the frame is embraced by plates 74 upstanding from the top of and preferably cast integral with a damping cylinder block 75 which-is secured to and-sup-' ported from the frame by means of bolts connecting the plates 74 and extending through the frame 3. Preferably the abutting frame embracing plates 73-74 are interjoined by connector plates 76 bolted to and overlying their abutting edges.

The cylinder block 7 5 below its suspendin plate 74 is provided with .a cylinder bore 77 therein extending longitudinally of and for a part of the length of the block andseparated by a partition 78 from an axially alined liquid reservoir 79. These two alined compartments, as shown, are formed by counterboring the cylinder block at opposite ends in axial alinement, the inner ends of the bores being separated by the partition 78 and the outer ends being formed with annular shoulders 80 and adjoining internally threaded outer ends 81 of enlarged diameter closed bythreaded plugs 82 having beveled inner, edges engaging and pressing rounded packing rings 83 into fluid tight engagement with the shoulders 80. The screw plug 82 at the outer end of the cylinder bore 77 is formed with an internally threaded central socket 84 receiving a packing gland 85 through which the .piston rod 86 attached to piston 87 in the cylinder bore extends outwardly from the cylinder. The outer end of the piston rod 86 is formed with a tapped socket therein and is secured to the upper plate '71 of the spring lows:

end mount 70 as fol- 92 of the angle block has a bore 93 formed therein through which the shank of a headed locking pin 94 extends with its end threaded through and into engagement with the threadedsocket formed in the outer end of the piston rod 86, thereby securing the end of the pistonrod with the angle block secured to and moving with the sliding mount 71 for the end of the spring 4.

The piston 87 in the dampin cylinder bore 77 is preferably provided wit piston rings 95. Liquid is drawn from the reservoir 79 into the cylinder bore 77 by outward movement of the'piston 87 to the left, as viewed in- Figure 3 through an outwardly opening check valve having a stem 96 guided through a bore in the partition 78 and a valve head 97 overlying an annular series of fluid passages 98. The end of the stem 96 within the reservoir 79 is provided with a cross pin 99 serving to retain the stem within the reser-' voir, while permitting limited movement of the stem toward the left to remove its head 97 from the passages 98 and permitting fluid to be drawn'thcrethrough by movement of the piston'87 toward the left. Liquid is also drawn bysuch movement of the piston through a fluid passage 100 traversing the partition 78 below the check valve 97. This last named fluid passage is. restricted by a needle valve 101 extending fronithe exterior of the cylinder block at its bottom upwardly through a counter-bore 102 in the block traversing the fluid passage 100 and terminating in the partition 78 above said fluid passage.

The end of the needle valve extends, as"

shown, to the exterior over and below the cylinder block 7 5 and is headed for manually effected adjustment predeterminately to limit the restriction of the passage 100. The outer end of the cylinder bore 77 and the fluid reservoir 79 are connected for the return passage of fluid on the opposite direction of movement of the piston 87 by a bypass 103 cored in the cylinder block.

Outward movement of the slidably mounted end of the suspension spring 4 operating through its carrier 7071 will therefore tend to move the piston 87 to the left as viewed in Figure 3. This movement is substantially unrestricted since the check valve 97 will be drawn outwardly to the left freely permitting fluid to be drawn through its ports or pas sages 98 and also through the restrictable fluid passage 100. Upon the rebound of the one or more spring and reverse sliding movement of the piston 87 closes the check valveand the fluid ahead of the piston passes through the re stricted passage 100 damping or slowing down the piston movement and thereby damping the rebound or return sliding movement of the spring end. The adjustment bf the needle valve 101 thus provides a seventh point of adjustment control for the shock absorbing equipment for the spring suspended end of the vehicle as shown in Figure 1.

- In the passage of a vehicle so equipped over very rough roadways, the piston 87 will receive many successive short reciprocations in which the cubic contents of the cylinderand its communicating bores will be varied due to the entry and exit of the piston red. I have provided means for compensating by air ingress and egress, this variability of cubic contents by means of a filling plug 104 inserted through a bore inthe side of the cylinder to communicate with the interior of the reservoir 79 and mounting a spring pressed ball valve 105 at its outer end. This plug, in construction, corresponds to the well known ball-valved lubricant insertion nipple or fitting used upon bearings of motor vehicles and its ball valve will pulsate in response to suction and pressure creating variations in the cubic contents in the bores 7779 permitting air to be drawn in and forced out in compensation therefor and seating and retaining within the reservoir, the relatively heavy oil of which there will be practically no leakage. The fitting may be also used in connection with the well known lubricant filled pressure pump or gun for forcing oil into the cylinder reservoirin initially supplying oil thereto.

I It will be realized that shock absorbing equipment such as described is initially adjusted for average load and road conditions when installed upon a motor vehicle. To secure the maximum benefits of the equipment for varying conditions of roadway, variation in adjustment is required. This change in adjustment as ordinarily efl ected at a service station is impractical in travelling over the road. which is readily operated b the driver as from the dash, by means of W ich the restriction of a fluid passage and the damping or shock absorbing action resulting therefrom may be varied almost instantly to suit road conditions as encountered and convenientl be combined with the adjusting means. liquid reservoir and filling system for maintaining the cylinders filled with. fluid and therefore fully effective at all times, is conveniently mounted upon the vehicle, as

shown. The dash 106 (Figure 1) mounts a combined valve adjusting and cylinderfilling'box 107 shown in detail in Figures 17 and 18. This box is preferably provided with a removable cover 108 and with a posi- I have provided means, however. i

tionilig partitionplate 109 fixedly secured to its interior and spaced from its bottom. This plate, the cover of the box, and its bottom are provided with a seriesof longitudinallyextending vertically alined holes through which extend a series of vertical filling and valve adjusting tubes 110, the upper ends of which are formed for manual turning adjustment and project above the top of the cover. Above the partition 109, the tubes have a series .of oil openings 111 therein and are supported in determinate vertical position within the box by means of cotter pins 112 inserted therethrough above the top of the partition 109. The openings in the bottom of the reservoir box 107 are made of greater diameter than the tubes 110 toreceive the ends of flexible tubes 113 which extend into the box 107 and are flanged to seat thereover. These tubes depend from the box 107 through the floor of the vehicle body and extend through the top cover plate 15. of the shock absorber cylinder blocks 7.

They are used to convey the fluid from the reservoir 107 into the fluid receiving chamber at the top of the cylinder block, previously described, and also to house motion transmitting chains or cables 114, secured to the lower end of the adjusting tubes 110 which extend down within the upper ends of the flexible tubes113. These adjusting chains, as shown in detail inFigure 15, extend to the lower ends of the tubes 113 and are coupled to the upper ends of tubular shafts 115 whose shanks are journaled in the lower ends of the flexible tubes 113 and whose lower .ends are provided with beveled gears 116 meshing with the beveled gears 62 on the countershafts 51. The oil or other fluid from'the combined valve adjusting and cylinder filling box-107 will flow by gravity through the tubes 113 into the fluid receiving. chamber of the cylinder blocks and through the fluid well in the rotor bore to the cylinder to maintain a full supply of fluid thereinat all times.

.Since the pair of valve stems 56 in cylinder block 7 controlling the relative vertical movement of the axle and frame are independently adjustable, two tubes 113 and two chains 114 are used for each cylinder unit. Adjustment of a .dash control tube 113 will, through the chain 114, pairs of beveled gears 62 and worms and worm gears 59, 60, rotate the stems of the needle valves 56 at one or the spring. Conveniently, the by-pass 103 in the cylinder is tapped to receive a flexible tubular conduit 117 extending therefrom and inserted at its other end into the liquid receiving space 14 at the top of the cylinder block 7 beneath its cover plate 15 The liquid fed thereto through the flexible conduits 113 will therefore flow from the space 14 through the conduit 117 to the by-pass 103 of the spring end damping cylinder and maintain this cylinder also filled with damping fluid.

The operation of the shock absorbing equipment described therein is believed to have been clearly stated in the foregoing and need not be recapitulated here in detail. It might be stated that the tubular valve members 68, best seen in Figure 10, require no means for forcing themagainst the cams 67 other than the pressure of the fluid forced by the pistons 42 43 through passages 55 in represents a preferable form, illustrative of the invention but not intended as restrictive thereof. This form is subject to modification and adaptation to suit varying conditions of manufacture and application within the spirit of the invention and the scope of the appended claims.

I claim ,1. A shock absorber comprising a cylinder block mounted upon one of two relatively movable parts, a piston mounted in said cylinder block for reciprocation, a fluid assage communicating with the cylinder b ock at opposite ends of the travel of said piston, means for reciprocating the piston including arotor housed in the cylinder block and operatively connected with the piston, a crank arm exteriorly of the cylinder block connected with said rotor and a lever connecting said crank arm with the other of said relatively movable. parts, and means for restricting said fluid passage including a seat, a valving element loose and freely movable in said passage toward and from said seat, and an actuator therefor movable through and proportionately to relative movement of said parts to engage and position said element relatively to said seat progressively and increasingly to restrict and reversely to en large said fluid passage in proportion to the amplitude of relative movement of said parts, said element being maintained in positioned contact with said actuator through skin friction offluid thereagainst.

2. A shock absorber comprising a cylinder block mounted upon one of two relatively movable parts, a piston mounted in said at opposite ends of the travel of said piston,

means for reciprocating the piston including a rotor housed in the cylinder block and 0 eratively connected with the piston, a crank arm exteriorly of the cylinder block connected with said rotor and a lever connectsaid crank arm with the-other of said re atively movable parts, an d'means for restricting said fluid passagc'includingavalve seat member adjustably mounted insaid passage and a coo rating valve member loose and freely mova 1e in said passage, with means operated through said rotor and effective to engage and automaticall to move said valve member toward and rom said seat member coincidently with and propor tionately' to relative movement ofsaid parts variably to restrict said passage in proportion to theamplitude of said relative movement, said valve member being-positioned in said passage in advance of said engaging means and being held thereagainst for controlled positioning thereby through the skin. friction of pressure fluid passinglthereover'.

3. A shock absorber comprising a cylinder block mounted upon one of two relatively movable parts, a piston mounted in said cylinder block for reciprocation, a fluid passage communicating with the cylinder block at opposite ends of the travel of said piston, means for reciprocating the piston including a rotor housed in the cylinder block and operatively connected with the piston, a crank arm exteriorly of the cylinder block connected with said rotor and a lever connecting said crank arm with the other of said relatively movable parts, and means for restricting said fluid passage including Iavpredeteradjusted member initially restrictpassage and supplemental and sub-isequent passage restrictingtmeans including; Ian element automatically movable b'y'and minatel ing said coincidently with relative movement of said parts and effective progressively and in creasingly to restrict said fluid" passage in proportion to the amplitude of relative movement of said parts.

4. A shock absorber comprising a cylinder block mounted upon one of two relatively movable parts, a piston mounted in the cylinder block thereof for reciprocation, means for reciprocating the piston including a rotor housed in the cylinder block, a crank arm exteriorly of the cylinder block connected to the rotor and a lever connecting the crank arm and'the other of said two relatively movable parts, a fluid by-pass in said block communicating with the cylinderbore at opposite ends of the piston travel therein, a primary passage-restricting valve member having a shank portion extended to the exterior of the block for adjustment and having its inner end positioned by predetererating therewith, and means Ban- minately to restrict the initial portion of said passage from one end of the cylinder, and supplemental passage restricting means comprising a movable tubular member seating in said by-pass and an axially alined predeterminately adjusted fixed needle valve coopmovement of said rotor through relative movement of said two connected move said tubular member toward its fixed needle valve progressively and increasingly passage proportionately to restrict the fluid to the amplitude of movement of said two relatively movable parts.

5. A shock absorber comprising a cylinder operated by arts to' block mounted upon one of two relatively movable parts and having a bore therein substantially centrally of and extending at sub stantially right angles to the axis of the cylinder bore and housin a rotor member providing therewith a uid well, duplex vpistons having oppositely opening check valves therein mounted in said cylinder bore in spaced connected relation for joint reciprocation and spaced to provide a returnfluid reservoir therebetween communicating with the fluid well of said rotor bore, fluid passages extendin through the cylinder block connecting t e opposite ends of the cylinder bore with the central fluid well, a primary passage restricting valve member extending into the'initial portion of each passage and having means extending through the block to: its exterior for external adjustment to predeterminately' 'fix the passagerestrictingposition of the valve member, supplemental restricting-means for each fluid vpassage comprising anadjustably fixed valve stem fand agcooperating 1 relatively movable tubul arva said passage, a conne'c on n 'nlthe' rotor'andsaid pistons; mg "crank for the rotor member, a

lever'connectin said crank with the other of the:two relativelyfmovable parts, to which the shock absorber appliedand through which rotary movement-' sgimparted tosaid rotor member by relative movement ofsaid parts in P op t t he-a 'i'i litu. 'f x e tive movementpand mean's ope'rated by such movement of the rotor progressively to'move said tubular valve member toward its fixed valve stem with and in proportion to the amplitude" of such relativeo movement, thereby pro ressively-and, increasingly to restrict its uid passage such relative movement andhin proportionto the shock received and the resultant amplitude of relative movement. 6. In a fluid controlled damping device, a fluid passage having a valve restrictable portion, fluid pressure creating means operative to 'force fluid through said passage under pressure in one d1rect1on, a' valve member activator at the side of said valve memberfluid passage having a restricted portion, a

loose freely movable valve member in said passage adjacent to and cooperating with its restricted portion and movable variably to restrict the flow of fluid therethrough, a valve positioning activator engaging said valvemember and movable in synchronism with the operation of pressure creating means progressively to vary the restriction of said passage and the resistance to fluid flow therethrough, and fluid pressure creating means operative to force fluid under pressurethrough said passage in the direction tending by friction thereagainst to move said valve member bodily toward said activator to maintain said valve member in operative positioning contact therewith.

8. In a fluid controlled damping device, a fluid reservoir, a fluid passage connecting opposite sides vof said reservoir having a restricted portion, a loose freely movable valve member in said passage adjacent to and cooperating with said restricted portion and movable variably to restrict the flow of pressure fluid through said passage, a valve engaging cam member operative synchronously with and through the operation of pressure creating means to move said valve member progressively to increase and decrease the restriction of said passage and the resistance to fluid flow therethrough, and fluid pressure creating means operative to force fluid under pressure through said passage in the direction tending by friction thereagainst to move said valve member bodily toward said cam vmember to maintain said valve member in operative positioning contact therewith.

9. A fluid controlled damping device having a fluid passage provided with a restricted portion, a loose freely movable valve in said passage adjacent to and cooperating with said restricted portion and movable variably to restrict the passage of fluid therethrough, a valve engaging member movable to position said valve member progressively to increase and decrease the fluid flow through said restricted portion in proportion tothe amplitude of movement of said valve-engaging member, and fluid pressure creating means operative to force fluid under pressure through said passage in the direction tending by friction thereagainst bodily to move and hold said valve member in operative positioning contact with said valveengaging member.

10. A fluid controlled damping device for damping relative movement between parts having a fluid passage, aloose freely movable valve in said passage opposing the flow of fluid therethrough and cooperating with said passage to increase and decrease theresistance to the flow of fluid therethrough, a cam activator for said valve member movable in synchronism with the operation of pressure creating means and effective to move said vahe member progressively to increase and decrease the resistance to flow of fluid through said passage in synchronism with movable valve opposing the flow of fluid therethrough and to increase or decrease the resistance to the flow of fluid therethrough,

an activator for said valve movable in syn ehronfsm with the operation of pressure creating means and eflective to move sald valve progressively to lncrease or decrease the resistance to flow of fluid through said passage Y in synchronism with and proportion to the amplitude of movement of the activator, and pressure creating means operative by relative movement between the first-mew tioned movable parts to force fluid under pressure through said passage in a direction tending by pressure thereagainst bodily to move said valve member toward and maintain it in operative relation with the activator. r

12. A fluid controlled damping device having a fluid passage provided with a restricted portion, a loose, freely movable valve cooperating with said restricted portion and movable variably to restrict the passage of fluid therethrough, a valve operating mem ber movable to position said valve progressively to increase or'decrease the fluid flow through said restricted portion in proportion to the amplitude of movement of said valve operating member, and fluld pressure creating means operative to force fluid under pressure through said passage in a direction tending by friction thereagainst bodily to move and hold said valve in operative relation with said valve operating member.

13. In a fluid controlled damping device, a fluid reservoir, a fluid passage connecting different sides and having a restricted portion, a loose, freely movable valve cooperating with said restricted portion and 1novable variably to restrict the, flow of fluid through said passage, a valve operating cam member operative synchronously with the operation of pressure creating means to move said valve progressively to increase or de creasethe' resistance to fluid'flow through the passage, and fluid pressure creating means operative to force fluid under pressure through said passage in a direction tending by pressure thereagainst to move said valve bodily toward said cam member to maintain said valve in operative relation therewith.

14. In a fluid controlled damping device, a fluid passage having a restricted portion, a loose, freely movable valve cooperating with the restricted portion to restrict the flow of fluid therethrough, an activator for said valve to cause a varying of the resistance to fluid flow through said passage, means for adjusting the restricted portion relatlve to I the fluid passage and fluid pressure creating means operative to .force fluid under pressure through said passage in a direction tending by pressure against the valve to maintain an operative relation between-the valve and the activator.

15. In a fluid controlled damping device, a fluid passage having a valve restrictive portion, fluid pressure creating means operative to force fluid under pressure through said passage, a loose and freely movable valve adjacent said restrictive portion, and an activator operative to move the valve toward the restrictive portion to vary the fluid flow through the passage.

16. In a fluid controlled damping device,

a fluid passage having a valve restrictive por-' a fluid passage, fluid pressure creating means operative to force fluid under pressure through said passage, a loose, freely movable valve in said passage to offer increasing resistance to the flow of fluid through the pas sage, and means for adjusting the extent of movement of the valve relative to the passage.

18. In a fluid controlled damping device, a fluid'passage, a compression chamber communicating with the fluid passage, a piston movable in the compression chamber and forcing fluid through the passage, a loose, freely movable valve arranged for movement longitudinally of the passage to offer proportionately increasing resistance to the flow of fluid through the passage upon progressive outward movement of the piston in the risin a fluid ressure c compression cha'inber, and means for adjusting the .extent of longitfidinalmoven'ient of the valve relative to the passage.

19. A shock absorber comprising a cylinder block for retaining fluid and having a cylinder therein, a piston movably mounted in the cylinder and forming by horizontal movement pressure chambers at both ends of the cylinder, a fluid passage from at least one of said pressure chambers forming an exit of fluid under pressure, a floating unattached valve member in said exit passage for restricting fluid passage and governing pressure in the chamber, and a seat in the passage for the exit of fluid and seating the floating valve.

20. A shock absorbing mechanism having opposed alternating pressure chambers with restricted exit passageways for fluid from such chambers, said passageways having a valve seat therein, a floating valve member in the exit passage seating upon the valve seat for governing pressure in the chambers, and means exterior of said passageways for regulating the closeness of seating of the floating valve member and thereby metering the volumetric exit of fluid and governing the pressure of the chambers.

21. A shock absorbin mechanism comflamber, an exit fluid passage leading therefrom, said passage having a valve seat therein, a floating unattached valve member cooperating with the valve seat and thrust in the direction of fluid escape by skin friction only and metering the volumetric escape of fluid by its relation to the valve seat and governing shock absorbing pressures thereby, and means for varying the position of the seatrelative to the valve member.

22. A shock absorber comprising a pressure chamber, an exit fluid passage leading therefrom and having a valve seat therein, an unattached valve member adapted to cooperate with the seat for metering of volumetric escape of fluid from the chamber, said valve member being positioned and held by the skin friction upon it ofthe escaping fluid, and means for varying the position of the seat relative to the valve member.

23. In a fluid controlled damping device having a fluid passage provided with a valve seat therein and a compression chamber com municating with the fluid passage, a piston operatively mounted in the compression chamber and forcing fluid through the pas sage, a loose, freely movable valve member arranged for movement longitudinally of the passage and controlling fluid flow therethrough, and means for adjusting the seat relative to the valve member.

24. In a fluid controlled damping device having a fluid passage and a compression M chamber communicating with the fluid passage, a piston operatively mounted in the for adjusting the seat relative to. the passage-t compression chamber and forcing fluid,-

through the passage, a loose freely movable valve member arranged for movement-10ngitudinally of the passage and controlling fluid flow therethrou'gh, a seat for said valve v arranged to cooperate therewith, and means way.

25. In a'fluid controlled damping device having a fluid passage and a compression chamber commun'icatingwith the fluid pas r sage, a piston operatively mounted in the compression chamber and forcing fluid I through the passage; a loose freely movable valve member arranged for movement lonitudinally. of the'passage and controlling Fluid flow therethrough, a seat for said valve arranged to cooperate therewith, 'meansfor adjusting the seat relative to the passageway and thereby varying the extent of movement of the valve member longitudinally of the passage. p p t In testimony whereof, I hereunto aifix my signature.

' JOHN W. GRAY.

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