WO2012116705A1

WO2012116705A1 - Vehicle shock absorber

Info

Publication number: WO2012116705A1
Application number: PCT/EA2012/000005
Authority: WO
Inventors: Олег Олегович ТИХОНЕНКО
Original assignee: Троя Кэпитал Групп Корп.
Priority date: 2011-02-28
Filing date: 2012-02-28
Publication date: 2012-09-07
Also published as: EA201100283A1; EA016051B1

Abstract

The invention relates to mechanical engineering and can be used in the production and use of shock absorbers. The problem addressed by the invention consists in improving the damping properties of the shock absorber, wherein the vehicle shock absorber comprises a casing, a piston-end cap, a rod-end cap, a piston rod and a piston, which are capable of rotating jointly in the casing relative to the longitudinal axis of the casing, and the casing is designed in such a way that, in the area or areas adjacent to the caps of the shock absorber, the inner cavity of the casing comprises, along the length of the casing area, at least two sections and, in each of the sections, the inside diameter of the casing along the length of the section (in the direction from the piston-end cap towards the rod-end cap) decreases to the size of a minimum inside diameter of the casing in this section, and then increases to the size of a maximum inside diameter of the casing in this section. Technical results: significant increase in the force counteracting the movement of the piston in the casing in the areas adjacent to the caps of the shock absorber; the provision of two lateral sealing surfaces during movement of the piston in these areas.

Description

VEHICLE SHOCK ABSORBER

DESCRIPTION The technical field to which the invention relates.

The invention relates to mechanical engineering, namely, to the field of shock absorbers of vehicles, and can be used in the manufacture and operation of hydraulic, pneumohydraulic, pneumatic shock absorbers, as well as shock absorber struts of vehicles.

The prior art.

Most modern shock absorbers, despite a wide variety of types, have elements common to all, this is a sleeve (cylinder) with oil, a rod with a piston. The piston rod is movable in the cylinder. In addition to the cylinder, the shock absorbers can have additional external cylinders and a housing. A piston divides the cylinder into cavities. As a rule, precisely calibrated holes are located in the piston for oil to flow from the sub-piston space to the over-piston space and vice versa (see patent for utility model RF 74602). Calibrated holes can also be made in the cylinder for oil to flow from the cylinder cavity into the cavity, for example, between the cylinder and the housing.

At present, one-pipe gas-oil shock absorbers with a high-pressure gas cavity and two-pipe oil shock absorbers with a low-pressure gas backpressure are widely used.

An analogue of the invention can be a shock absorber containing an elastic element (spring), a cylinder, a piston and a rod (US 3857307 from 12.31.1974). Such a shock absorber is used to improve the operation of the suspension system, when the load on the suspension varies widely, and the amplitude of the oscillations of the piston relative to the midpoint on the longitudinal axis of the shock absorber can reach maximum values.

A disadvantage of the analogue is a small increase in the force that counteracts the movement of the piston in the cylinder liner in the region or regions adjacent to the shock absorber caps.

The prototype of the invention is a vehicle shock absorber containing a sleeve, a piston cover, a rod cover, a rod, a piston, while the rod and piston are capable of joint longitudinal movement in the sleeve (Abstract of the patent for utility model RF 74602 dated 10.07.2008). These features are similar to those of the invention.

The disadvantages of the prototype are:

- a small increase in the force opposing the movement of the piston in the cylinder liner in the region or regions adjacent to the shock absorber caps;

- not the use of two side surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover;

- not the use of two lateral surfaces of the seal in the forward stroke and rebound when the piston is in the region of the sleeve adjacent to the rod cover. Disclosure of the invention.

Terms and definitions used in the application materials.

The terms used in the application are published on the Internet (http://newtechnolog.narod.ru/articles/35article.html).

The vehicle shock absorber is designed to damp the vibrations of the vehicle as a whole by absorbing vibration energy.

The shock absorber contains a sleeve 1 (see figure 1), the rod 3 with the piston 2, made with the possibility of movement in the inner cavity of the sleeve. Actually the inner cavity of the sleeve by the piston is divided into two cavities.

When the piston moves, the volume of the cavities changes.

The application describes a single-rod shock absorber.

The working area of the sleeve (the working inner surface of the sleeve, the working area of the inner surface of the sleeve, or simply the working area) is the area in which the inner surface of the sleeve contacts the seal or piston seals during operation of the shock absorber. 1, the work area is indicated by 13.

The work area, in turn, is divided into three areas:

- region 6 of the liner adjacent to the piston cover. The area (the extent of the area) is indicated by 10 (see figure 1);

- the middle region 7 of the sleeve. The length of the region is indicated by 11 (see figure 1);

- region 8 of the sleeve adjacent to the rod 5 cover. The area (the extent of the area) is indicated by 12 (see figure 1).

The lengths of 10, 1 1 and 12 areas are the same. The work area, as well as the three other above areas, can be divided into sections.

Thus, in order to determine the characteristics of the above three areas, it is necessary to determine:

- the working area of the inner surface of the liner, its location, length;

- identify the piston cover 4;

- identify the stem cap 5.

Let us define shock absorber covers.

The rod cover is a shock absorber cover rigidly connected to the cylinder, the rod passes through the rod cover and is closest to the piston connected to the rod. The stem cap has a hole for the stem. Between the rod cover and the piston cover is the working area of the sleeve. The stem cap contains a stem seal. This seal is also called the rod guide.

There can be several caps on the shock absorber through which the rod passes, but in accordance with the definition, the rod cap is one and it is indicated by 5 (see Fig. 1). It is she who is closest to the piston, it is through her that the rod connected to the piston passes.

The stock cover is also called the stock cover of the sleeve, the stock cover of the sleeve of the shock absorber, the stock cover of the shock absorber.

A piston cap is a shock absorber cap that is rigidly connected to the cylinder and is closest to the piston, on the opposite side of the rod cap. The piston cap does not have a hole for the stem and the stem does not pass through it. Between the piston cap and the stem cap is the working area of the sleeve. There are several caps on the shock absorber through which the rod does not pass, but in accordance with the definition, the piston cap is one and it is indicated by 4 (see Fig. 1).

The piston cover is also called the piston sleeve cover, the piston cover of the shock absorber sleeve or the piston cover of the shock absorber.

A sleeve is a device in which a piston connected to a rod moves. The seal (or seals), which are located on the piston, contacts (interacts) with the inner surface of the sleeve.

The inner diameter of the sleeve (in a specific area) is the upper bound of the distances between all kinds of pairs of points of the inner boundary of the cross section of the sleeve in a specific area.

The sleeve (it is also called a cylinder, pipe) contains areas.

Let us define the areas of the liner:

- the area of the sleeve adjacent to the rod cover;

- the middle region of the sleeve;

- the area of the sleeve adjacent to the piston cover.

The area of the sleeve, which belongs to the working area and is located at the smallest distance to the rod cover, is called the region of the sleeve adjacent to the rod cover.

The area of the sleeve, which belongs to the working area and is located at the smallest distance to the piston cover, is called the area of the sleeve adjacent to the piston cover.

Between the region of the sleeve adjacent to the rod cover and the region of the sleeve adjacent to the piston cover is the middle region of the sleeve.

The working area of the sleeve can be called the working area of the cylinder, the cylinder of the shock absorber, the sleeve of the shock absorber, shock absorber.

Regions, in turn, may contain parcels.

A section adjacent to the piston cover is a section whose boundary is in contact with the boundary of the working area of the liner at the piston cover. The area closest to the piston cover is the area that is closest to the rest of the areas in question located to the piston cover. A section adjacent to the rod cover is a section whose boundary is in contact with the boundary of the working area of the sleeve at the rod cover.

The section closest to the stock cover is the section that is closest to the rest of the considered sections to the stock cover.

The sleeve has a longitudinal axis. The longitudinal axis, as a rule, coincides with the longitudinal axis of the rod located in the sleeve. 1, the longitudinal axis is indicated by a dot-dash line. The length of the sleeve region is laid in the direction of the longitudinal axis.

If the coordinate axis is laid along the longitudinal axis, then the origin lies at the intersection of the longitudinal axis with the piston cover.

If they say: “along the length of the sleeve region”, then this means that in the direction of the longitudinal axis of the sleeve from the piston cover to the rod cover.

The application accepted that the origin of the coordinate axis is at the intersection of the longitudinal axis of the sleeve with the piston cover and the direction of the longitudinal axis of the sleeve is from the piston cover to the rod cover.

Minimum - this means the smallest.

Maximum - this means the greatest.

Adjacent - directly adjacent to the border of another. Adjacent site - a site whose border is adjacent to the border of another site.

The working surface of the seal is the surface that, during operation of the shock absorber, is in contact with the inner cylindrical surface of the sleeve.

The lateral surface of the seal is the surface that does not come into contact with the inner cylindrical surface of the sleeve. The lateral surface may be in contact, for example, with the conical inner surface of the sleeve (see the conical surface between sections 35 and 38 in figure 4 of the utility model of the Russian Federation 74602).

The working area of the rod is that area whose surface is in contact (may come in contact) with the seal or seals located on the rod cover when the rod moves in the cylinder.

The working area of the rod contains the middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod.

The middle region of the rod, the piston region of the rod and the region of the rod adjacent to the piston-free end of the rod are equal in length.

Figure 1 shows the longitudinal axis 112 of the sleeve and the rod. The origin of the coordinate axis for the rod is at the intersection of the longitudinal axis of the rod with the piston.

Midpoint on the longitudinal axis of the shock absorber - a point on the longitudinal axis of the shock absorber or on the longitudinal axis of the cylinder liner of the shock absorber. As a rule, the middle point on the longitudinal axis of the shock absorber passes (located) in the middle region of the sleeve of the shock absorber, namely in the center of the middle region of the sleeve on the longitudinal axis of the sleeve.

Shock absorber is a double-acting mechanism. It dampens the suspension vibrations both when the rod with the piston is inserted into the internal cavity of the cylinder (direct stroke or compression), and when the rod with the piston is removed from the internal cavity of the cylinder (recoil). This is achieved mainly due to the compression resistance of the gas; the resistance that the liquid encounters, flowing from one cavity of the cylinder to another; due to the friction of the piston seal against the surface of the cylinder liner, and also due to the friction of the rod in the stem seal.

The working substance of the hydraulic cylinder, as a rule, is oil. However, in some cases, water, alcohol, hydrocarbons, etc. can be used as a working substance.

The objective of the invention.

The vehicle shock absorber is designed to dampen vehicle vibrations due to the overall absorption of vibration energy of the vehicle suspension.

The weight of the vehicle, in particular the vehicle, is taken up by the spring springs or torsion bars, and the shock absorbers of the vehicle are designed to dampen the vehicle's vertical vibrations and actively affect its adhesion to the road during maneuvering, acceleration and braking. When hitting an obstacle, the wheel jumps, and the shock absorber is reduced to prevent its further oscillation. The task of the shock absorber is to keep the vehicle’s wheel in constant contact with the road, that is, the wheel should go around the obstacle as softly and as clearly as possible and return to the road as clearly and quickly as possible, that is, provide as much traction as possible.

The claimed shock absorber is not designed to transmit torque from the rod through the piston to the sleeve. In FIG. 1 arrows 1 14 and 1 15 show directions of joint rotation of the rod with the piston in the sleeve relative to the longitudinal axis of the sleeve 1 12.

The piston rod can be connected by threaded connection, welding, or in another way. The connection provides joint rotation of the rod and piston in the sleeve.

Shock absorbers can be classified as momentary and non-momentary shock absorbers. The moment shock absorber is described in the source http://newtechnolog.narod.ru/articles/45article.html.

The claimed shock absorber relates to shock absorbers in which the rod and piston are capable of joint rotation in the sleeve relative to the longitudinal axis of the sleeve. That is, the invention does not apply to momentary shock absorbers.

The objective of the invention is to improve the damping properties of the shock absorber due to a substantial increase in the friction forces in the region or regions of the liner adjacent to the shock absorber covers.

The problem is solved due to the fact that the shock absorber of the vehicle, comprising a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod and piston are made to rotate together in the sleeve relative to the longitudinal axis of the sleeve, and the rod cover contains a seal for stock

characterized in that the aforementioned sleeve

made in such a way that in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section and in the section closest to the piston cover, the minimum internal diameter liner in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap;

or the sleeve is designed so that in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and in each of the sections from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section and in the section closest to the rod cover, the minimum internal the th diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover;

or the sleeve is designed so that in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section and in the section closest to the piston cover, the minimum internal the smaller diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the piston cover; and in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and on each of the sections in the direction from the piston cover to the rod cover _diameter sleeve at section length decreases to the minimum inner diameter of the sleeve in this region and then increases to the maximum internal diameter of the sleeve in this region and in the area closest to the rod cover, the minimum inner diameter of the sleeve in magnitude less than the minimum inner diameter sleeves of the section farthest from the rod cover.

The technical results of the invention are:

- a significant increase in the force opposing the movement of the piston in the cylinder liner in the region or regions adjacent to the shock absorber caps;

- the use of two side surfaces of the seal with a forward stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover;

- the use of two lateral surfaces of the seal in the forward stroke and rebound when the piston is in the region of the sleeve adjacent to the rod cover.

Some of the features in the formula are written in the form of alternatives, which allows us to formulate three particular variants of the invention.

The first embodiment of the invention.

A vehicle shock absorber for damping vehicle vibrations, comprising a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, the rod and piston being able to move longitudinally together in the sleeve, and the rod cover contains a seal for the rod and

the sleeve is designed so that in the area of the sleeve adjacent to the piston cover the inner cavity of the sleeve along the length of the sleeve contains at least two sections, and in each of the sections the inner diameter of the sleeve along the length of the section (in the direction from the piston cover to the rod cover ) decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section and in the section closest to the piston cover, the minimum internal core diameter in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cover.

The second variant of the invention.

the sleeve is made so that in the region of the sleeve adjacent to the rod cover the inner cavity of the sleeve along the length of the sleeve region contains at least two sections, and in each of the sections the inner diameter of the sleeve along the length of the section (in the direction from the piston cover to the rod cover ) decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section and in the section closest to the rod cover, the minimum internal d The diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the rod cover.

Third Embodiment A vehicle shock absorber for damping vehicle vibrations, comprising a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, the rod and piston being able to move longitudinally together in the sleeve, and the rod cover contains a seal for the rod and

the sleeve is designed so that in the area of the sleeve adjacent to the piston cover the inner cavity of the sleeve along the length of the sleeve contains at least two sections, and in each of the sections the inner diameter of the sleeve along the length of the section (in the direction from the piston cover to the rod cover ) decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section and in the section closest to the piston cover, the minimum internal core diameter in magnitude less than the minimum inner diameter portion of the sleeve, furthest from the piston cap; and in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections, and in each of the sections the inner diameter of the sleeve along the length of the section (in the direction from the piston cover to the rod cover) is reduced to a minimum the inner diameter of the liner in this section, and then increases to the value of the maximum inner diameter of the liner in this section and in the section closest to the rod cover, the minimum inner diameter of the liner is less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

The vehicle shock absorber may be configured such that, in embodiments of the invention, the aforementioned sections are adjacent.

Below are other particular features that develop and clarify the invention. In the following 23 variants of the invention (the variants are numbered from li to 23i.), An additional technical result is that the implementation of each separately variant or the implementation of a combination of variants introduces non-symmetry (relative to the midpoint on the longitudinal axis of the shock absorber) into the design of the shock absorber ) and will avoid self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.

Self-oscillations are undamped oscillations that are supported by an external energy source. The type and properties of these oscillations (frequency, amplitude, shape) are determined by the design of the shock absorber itself. You can prevent fluctuations by introducing heterogeneity, non-symmetry, etc. into the shock absorber design. A characteristic feature of self-oscillations is the absence of an external periodic effect.

Resonance is a phenomenon of a sharp increase in the amplitude of forced oscillations, which occurs when the frequency of external influence approaches some values (resonant frequencies) determined by the properties of the system (shock absorber - vehicle). The increase in amplitude is only a consequence of resonance, and the reason is the coincidence of the external (exciting) frequency with the internal (natural) frequency of the oscillatory system.

P. The shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises two sections and

in the area closest to the piston cap, the minimum inner diameter of the sleeve is smaller than the minimum internal diameter sleeves of the section farthest from the piston cap and the length of each section is from 10 to 20% of the length of the region.

The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

2i. The shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and

in the area adjacent to the piston cover, the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cover and the length of each section is from 10 to 20% of the length of the region. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

3i. The shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and

in the section closest to the rod cover, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the length of each section is from 10 to 20% of the length of the region. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

4i. The shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and

in the area adjacent to the rod cover, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the length of each section is from 10 to 20% of the length of the region.

5i. The shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and

in the area closest to the piston cover, the minimum inner diameter of the sleeve is larger than the minimum internal diameter of the sleeve of the portion farthest from the piston cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

6i. The shock absorber of the vehicle can be made in such a way that, in the region of the liner adjacent to the piston cover, the inner liner cavity along the length of the liner region further comprises two sections and

in the area adjacent to the piston cover, the minimum inner diameter of the sleeve is larger than the minimum internal diameter of the sleeve of the portion farthest from the piston cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

This also introduces non-symmetry into the design of the shock absorber and avoids the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.

7L The vehicle shock absorber may be configured such that, in the region of the liner adjacent to the rod cover, the inner liner cavity along the length of the liner region further comprises two sections and in the area closest to the rod cover, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover. The shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.

8i. The shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve region further comprises two sections and

in the area adjacent to the rod cover, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.

9L The vehicle shock absorber may be configured such that, in the region of the liner adjacent to the piston cap, the inner cavity of the liner further comprises three sections along the length of the region of the liner (the portion closest to the piston cap, the portion farthest from the piston cap and the middle portion) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion closest to the piston cap and smaller than the minimum inner diameter of the liner of the portion farthest from the piston cap.

The vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover.

10i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

The vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to a portion closest to the piston cover and a middle portion adjacent to the portion farthest from the piston cover. Hi. The vehicle shock absorber can be made in such a way that, in the middle region of the liner, the inner liner cavity along the length of the liner region further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover and the middle section) and

12i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the portion closest to the piston cap and larger than the minimum inner diameter of the liner of the portion farthest from the piston cap.

13i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and larger than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

14i. The shock absorber of the vehicle can be designed in such a way that in the middle region of the liner, the inner cavity of the liner is along the length of the liner region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

15i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion closest to the piston cap and larger than the minimum inner diameter of the liner of the portion farthest from the piston cap.

16i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

The vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to the portion closest to the rod cover and the middle portion adjacent to the portion farthest from the rod cover.

17i. The vehicle shock absorber can be made in such a way that, in the middle region of the liner, the inner liner cavity along the length of the liner region further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover and the middle section) and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the portion farthest from the piston cap and less than the minimum inner diameter of the liner of the closest to the piston cap.

18i. The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region additionally contains three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the region closest to the piston cap and smaller than the minimum inner diameter of the liner of the portion farthest from the piston cap.

191. The vehicle shock absorber may be configured in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this section; and in the middle portion, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the portion closest to the rod cover and larger than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

20i. The vehicle shock absorber can be made in such a way that, in the middle region of the liner, the inner liner cavity along the length of the liner region further comprises three sections (the section closest to the piston cover, the section furthest from the piston cover and the middle section) and

in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum internal diameter of the sleeve in this plot; and in the middle portion, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the portion farthest from the piston cap and larger than the minimum inner diameter of the liner closest to the piston cap.

The vehicle shock absorber may be configured such that the aforementioned middle portion adjacent to the portion. closest to the piston cap and the middle portion adjacent to the portion farthest from the piston cap.

2 P. Mechanical studies of seals used on the pistons of domestic and foreign hydraulic cylinders and shock absorbers showed that the magnitude of the elastic deformation of the piston seal can be up to 10 ohm. In this regard, the shock absorber of the vehicle can be made in such a way that in the region of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the region of the liner contains two sections and

in the area closest to the piston cover, the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cover and the difference in diameter is from 3 to 10 ohm. These values are recommended by experimental results.

22i. In addition, the shock absorber of the vehicle can be made in such a way that, in the area of the sleeve adjacent to the rod cover, the internal cavity of the sleeve along the length of the sleeve contains two sections and

in the area closest to the rod cover, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve of the section farthest from the rod cover and the difference in diameter is from 3 to 10 ohm. These values are recommended by experimental results.

23i. The vehicle shock absorber can be made in such a way that in the region of the liner adjacent to the piston cover the inner cavity of the liner contains two sections along the length of the region of the liner and the minimum inner diameter (D _p ) of the liner is smaller in magnitude in the region closest to the piston cap the minimum inner diameter of the sleeve of the portion farthest from the piston cap and, in addition,

in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve region contains two sections and

in the area closest to the rod cover, the minimum inner diameter (D _Ch ) of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the rod cover; and

ID _p - D _ch I = k,

where k is a value taking values from 5 to 50 μm.

The following are particulars regarding the design of the shock absorber rod. These features also develop the invention. In the following 8 variants of the invention (the variants are numbered from lj to 8j.), An additional technical result is that the implementation of each separately variant or the implementation of a combination of variants introduces non-symmetry (relative to the central point on the longitudinal axis of the middle region of the rod) in the shock absorber design ( to the stem design) and will avoid self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving. On Fig depicts a rod with a piston. Valves and holes in the piston are not shown in the figure. Position 38 indicates the working area of the stem. The working area of the stem is that region of the stem whose surface is in contact (may come in contact) with the seal (located in the stem cover) when the stem moves in the sleeve. 33 denotes the middle region of the stem (the extent of the region is indicated by 36). 32 denotes the piston region of the rod (the region adjacent to the piston). The length of the region is indicated by 35. Position 34 indicates the region of the rod adjacent to the piston-free end of the rod (free end of the rod). The length of this region is indicated by 37. The middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod are equal in length.

lj. The vehicle shock absorber can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod (along the length of the piston region of the rod) contains at least two sections and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section; and in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod (along the length of the region of the rod adjacent to the piston-free end of the rod) contains at least two sections on each of the sections the outer diameter of the rod along the length section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section.

The stem may be configured such that the aforementioned portions are adjacent.

2j. The shock absorber of the vehicle can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod further comprises two sections

and in the section closest to the piston, the maximum outer diameter of the rod is larger in magnitude than the maximum outer diameter of the rod of the section farthest from the piston.

The stem may be configured such that the aforementioned portions are adjacent.

3j. The shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, at the section closest to the piston-free end of the rod, the maximum outer diameter of the rod its value is greater than the maximum outer diameter of the rod portion that is farthest from the piston-free end of the rod.

The stem may be configured such that the aforementioned portions are adjacent.

4j. The vehicle shock absorber can be made in such a way that, in the piston region of the rod, the rod surface along the length of the rod working region additionally contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle rod section), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section; and in the middle portion, the maximum outer diameter of the stem is larger in magnitude than the maximum outer diameter of the stem of the portion closest to the piston and larger than the maximum outer diameter of the stem of the portion farthest from the piston.

The rod can be made so that the above three sections are adjacent.

5j. The shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod further comprises three sections (the section of the rod closest to the piston, the section of the rod farthest from the piston and the middle section of the rod ), and in each of the sections, the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter and the stem in this region;

and in the middle portion, the maximum outer diameter of the stem is larger in magnitude than the maximum outer diameter of the stem of the portion closest to the piston and larger than the maximum outer diameter of the stem of the portion farthest from the piston.

The rod can be made so that the above three sections are adjacent.

6j. The vehicle shock absorber can be made in such a way that in the middle region of the stem the surface of the stem along the length of the working region of the stem further comprises three sections (the portion of the stem closest to the piston, the portion of the stem farthest from the piston and the middle portion of the stem), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section;

The rod can be made so that the above three sections are adjacent.

7i. Mechanical studies of the seals used on the rod caps 78 (see Fig. 1) of domestic and foreign hydraulic cylinders and hydraulic shock absorbers showed that the amount of elastic deformation of the seal located on the rod cap can be up to 10 ohm.

In this regard, the shock absorber of the vehicle can be made in such a way that, in the piston region of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, in the section closest to the piston, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod the section farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm. These values are recommended by experimental results.

8j. The vehicle shock absorber can be made in such a way that, in the region of the rod adjacent to the piston-free end of the rod (to the free end of the rod), the surface of the rod along the length of the rod’s working area additionally contains two sections and, at the section closest to the piston, the maximum outer diameter the rod is smaller than the maximum outer diameter of the rod of the portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm. These values are recommended by experimental results.

A brief description of the drawings.

Figure 1 shows a longitudinal section of a shock absorber of a vehicle.

Figure 2 presents the remote element I. On the element, dotted lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the piston cover.

In Fig. 3, an extension element I is shown. On the element, dashed lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the rod cover.

Figure 4 presents the remote element 1 1 1. On the element, dashed lines indicate the boundaries of three sections belonging to the middle region of the sleeve.

Figure 5, 6 and 7 presents the elements of the longitudinal section of the sleeve. On elements, dotted lines indicate the boundaries of the plots.

On Fig presents a longitudinal section of the rod with the piston of the shock absorber of the vehicle. Areas are indicated on the stock and lengths of areas are given.

In Fig.9, 10 and 1 1 presents remote elements IV, V and VI of the longitudinal section of the rod. On elements, dotted lines indicate the boundaries of the plots.

On Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 111 of the seal 48 of the piston (see Fig.12). Sleeve 46 - prototype sleeve.

On Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal. On the sleeve made two sections with reduced inner diameters. The shape of the longitudinal section of each section contains an element in the form of a semicircle.

On Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal. On the sleeve made two sections with reduced inner diameters. The shape of the longitudinal section of each section contains an element in the form of a part of the trapezoid.

On Fig presents a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface of the piston seal. A portion with a reduced inner diameter is made on the sleeve. The shape of the boundary of the longitudinal section of the plot contains an element in the form of a part of a rectangle.

The implementation of the invention.

The shock absorber of the vehicle is designed to damp the vibrations of the entire vehicle by absorbing vibration energy.

The claimed shock absorber of the vehicle contains a sleeve 1, a piston cover 4, a rod cover 5, a rod 3, a piston 2, while the rod 3 and the piston 2 are made with the possibility of joint longitudinal (in the direction of the axis 1 12) movement in the sleeve 1. The rod cover 5 contains the seal 78 for the rod 3. The piston 2 contains a seal 9. In FIG. 1 arrows 1 14 and 115 show the directions of joint rotation of the rod with the piston in the sleeve. The piston rod can be connected by threaded connection, welding, or in another way. The connection provides the joint rotation of the rod and piston in the sleeve relative to the longitudinal axis of the sleeve 1 12.

In the region 6 of the sleeve adjacent to the piston cover 4 (the length of the region is indicated by 10, see Fig. 1), the inner cavity of the sleeve along the length of the region of the sleeve contains two sections (the first section between points 86 and 87, the second section between points 87 and 88, see figure 2). And in the first of the sections, the inner diameter of the sleeve along the length of the section decreases from the value of the inner diameter 81 to the minimum inner diameter 82 of the sleeve in this section (the narrowing of the sleeve is shown at 14 in this section), and then increases from the diameter 82 to the maximum inner diameter 83 sleeves on this site.

And in the second of the sections, the inner diameter of the sleeve along the length of the section decreases from the value of the inner diameter 83 to the minimum inner diameter 84 of the sleeve in this section (the narrowing of the sleeve is shown at 15 in this section), and then increases from the diameter 84 to the maximum inner diameter of 85 sleeves on this site. The boundaries of the plots in figure 2 are indicated by dashed lines.

In the region of the sleeve 8 adjacent to the rod cover 5 (the length of this region is indicated by 12, see FIG. 1), the inner cavity of the sleeve along the length of the sleeve region contains two sections (the first section between points 89 and 90, the second section between points 90 and 91 see fig.Z). And in the first of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter of 92 to the minimum inner diameter 93 of the sleeve in this section, and then increases from the diameter 93 to the maximum internal diameter of the sleeve 94 in this section. The narrowing of the sleeve is shown at 18 in this section.

And in the second of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter of 94 to the minimum inner diameter of the 95 sleeve in this section, and then increases from the diameter of 95 to the maximum inner diameter of the sleeve 96 in this section. The narrowing of the sleeve is shown at 17 in this section.

The boundaries of the plots in FIG. 3 are indicated by dashed lines.

Figure 1 also indicates the middle region of the sleeve 7, which at the border 79 borders on region 6, and on the border 80 borders on region 8.

The shock absorber of the vehicle is designed in such a way that in the area of the sleeve 6 adjacent to the piston cover 4, the internal cavity of the sleeve along the length of the area of the sleeve contains two sections. The first section between points 86 and 87, the second section between points 87 and 88 (see figure 2).

At the same time, in the section (between points 86 and 87) closest to the piston cover 4, the minimum inner diameter 82 of the sleeve is smaller than the minimum internal diameter 84 of the sleeve of the section farthest from the piston cover (between points 87 and 88). The difference in the magnitude of the diameters is equal to twice the value indicated in FIG. 2 at 16. The above sections are contiguous.

The shock absorber of the vehicle is made in such a way that in the region 8 of the sleeve adjacent to the rod cover 5, the inner cavity of the sleeve along the length The liner area contains two sections. The first section between points 89 and 90, the second section between points 90 and 91 (see FIG. 3).

At the same time, at the section (between points 90 and 91) closest to the rod cover 5, the minimum inner diameter of the 95 liner is smaller than the minimum internal diameter 93 of the sleeve of the section farthest from the rod cover 5. The difference in the magnitude of the diameters is doubled, indicated in FIG. 3 at 19. The above sections are contiguous.

The shock absorber of the vehicle is designed in such a way that in the middle region 7 of the liner, the inner cavity of the liner along the length of the liner region further comprises three sections:

- the first section closest to the piston cover (between points 97 and 98 contains a narrowing of the inner cavity of the sleeve 21);

- the second middle section (between points 98 and 99 contains a narrowing of the inner cavity of the sleeve 20);

- the third section is the most remote from the piston cover (between points 99 and 100 contains a narrowing of the inner cavity of the sleeve 22).

In the first of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter of 101 to the minimum inner diameter 102 of the sleeve in this section, and then increases from the diameter 102 to the maximum inner diameter 103 of the sleeve in this section.

In the second of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter 103 to the minimum inner diameter 104 of the sleeve in this section, and then increases from the diameter 104 to the maximum internal diameter 105 of the sleeve in this section.

In the third of the sections, the inner diameter of the sleeve along the length of the section decreases from the diameter of 105 to the minimum inner diameter of the 106 sleeves in this section, and then increases from the diameter of 106 to the maximum inner diameter 107 of the sleeves in this section.

In the middle section (between points 98 and 99), the minimum inner diameter of the liner 104 is smaller than the minimum inner diameter of the 106 liner in the section closest to the rod cover and smaller than the minimum inner diameter 102 of the liner of the section farthest from the rod cover.

The shock absorber of the vehicle is made in such a way that in the region 6 of the liner adjacent to the piston cover, the inner cavity of the liner along the length of the liner region further comprises three sections:

- the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 23 (see figure 5);

- the second middle section contains a narrowing of the inner cavity of the sleeve 24;

- the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 25.

In the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the section closest to the piston cover and larger than the minimum inner diameter of the liner of the section farthest from the piston cover.

The boundaries between the sections are indicated by dashed lines.

The shock absorber of the vehicle is made in such a way that in the region 8 of the sleeve adjacent to the rod cover the inner cavity of the sleeve along the length of the region sleeves additionally contains three sections (we will explain this design also with the help of figure 5):

- the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 25 (see figure 5);

- the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 23.

In the middle section, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the section closest to the rod cover and larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.

The boundaries between the sections are indicated by dashed lines.

- the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 26 (see Fig.6);

- the second middle section contains a narrowing of the inner cavity of the sleeve 27;

- the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 28.

In the middle section, the minimum inner diameter of the liner is larger than the minimum inner diameter of the liner in the section closest to the piston cover and smaller than the minimum inner diameter of the liner of the section farthest from the piston cover.

The boundaries between the sections are indicated by dashed lines.

The shock absorber of the vehicle is made in such a way that in the region 8 of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains three sections (we will explain this design also with the help of figure 6):

- the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 28 (see Fig.6);

- the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 26.

In the middle section, the minimum inner diameter of the sleeve is smaller than the minimum inner diameter of the sleeve in the section closest to the rod cover and larger than the minimum inner diameter of the sleeve of the section farthest from the rod cover.

The boundaries between the sections are indicated by dashed lines.

- the first section closest to the piston cover contains a narrowing of the inner cavity of the sleeve 29 (see Fig.7);

- the second middle section contains a narrowing of the inner cavity of the sleeve 30;

- the third section farthest from the piston cover contains a narrowing of the inner cavity of the sleeve 31. In the middle section, the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the section closest to the piston cover and larger than the minimum inner diameter of the liner of the section farthest from the piston cover.

The boundaries between the sections are indicated by dashed lines.

The shock absorber of the vehicle is designed in such a way that in the region 8 of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains three sections (we will also explain this design using figure 7):

- the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 31 (see Fig.7);

- the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 29.

In the middle portion, the minimum inner diameter of the sleeve is larger than the minimum inner diameter of the sleeve in the portion closest to the rod cover and smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.

The boundaries between the sections are indicated by dashed lines.

The vehicle shock absorber can be made in such a way that in the area of the sleeve adjacent to the piston cover (see FIG. 2) the inner cavity of the sleeve along the length of the region of the sleeve contains two sections and, at the section closest to the piston cover, the minimum inner diameter of the sleeve according to its value is less than the minimum inner diameter of the sleeve of the portion farthest from the piston cap and the difference in diameters is 50 μm (from a range of 3 to 10 μm).

The difference in diameters from 3 to Ymkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).

The difference in diameters from 10 to 50 μm can be realized on a high precision lathe with numerical control (with accuracy class “B”).

The difference in diameters from 50 to 10Okm can be realized on a lathe of normal accuracy with numerical control (with accuracy class “N”). The classification of machines is made in accordance with the Russian standard GOST8-82. Metal-cutting machines. General requirements for accuracy tests.

The vehicle shock absorber can be made in such a way that, in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains two sections (see Fig. C) and the minimum inner diameter of the sleeve in the region closest to the rod cover its value is less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover and the difference in diameters is 50 μm (from a range of 3 to 10 μm).

The difference in diameters can be realized on the aforementioned lathes.

The vehicle shock absorber can be made in such a way that in the region of the liner adjacent to the piston cover the inner cavity of the liner contains two sections along the length of the region of the liner and the minimum inner diameter (D _p ) of the liner is largest in size in the region closest to the piston cap less than the minimum inner diameter of the sleeve of the portion farthest from the piston cap and, in addition,

in the area closest to the rod cover, the minimum inner diameter (D _Ch ) of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the rod cover.

We give an example.

D _p = 22.950mm.

D _ch = 22.900mm.

I Dp - D _ch I = I 22.950 - 22.900 | = 50 μm.

We give another example.

D _p = 22.700mm.

D _Ch = 22.705mm.

| D _P - D _ch I = I 22.700 - 22.705 | = 5 μm.

The difference in diameters from 5 to Jmkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).

On Fig depicts a rod with a piston. Valves and holes in the piston are not shown in the figure. Position 38 indicates the working area of the stem. The working area is the area whose surface is in contact (may come in contact) with the seal when the stem moves in the sleeve. 33 denotes the middle region of the stem (the extent of the region is indicated by 36). 32 denotes the piston region of the rod (the region adjacent to the piston). The length of the region is indicated by 35. Position 34 indicates the region of the rod adjacent to the piston-free end of the rod (to the free end of the rod). The length of the region is indicated by 37. The middle region of the rod, the piston region of the rod (the region adjacent to the piston) and the region of the rod adjacent to the piston-free end of the rod are equal in length.

The shock absorber of the vehicle can be made in such a way that in the piston region of the rod the surface of the rod along the length of the working region of the rod (along the length of the piston region of the rod) contains two sections and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod by this section, and then decreases to the minimum outer diameter of the rod in this section.

The first section closest to the piston contains an extension of the outer diameter of the rod 40 (see Fig. 9).

The second section farthest from the piston contains an extension of the outer diameter of the rod 39 (see Fig. 9).

The shock absorber of the vehicle can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the working region of the rod (along the length of the region of the rod adjacent to the piston-free end of the rod) contains two sections on each of the sections the diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section. The first portion closest to the piston-free end of the rod (farthest from the piston) contains an extension of the outer diameter of the rod 42 (see FIG. 10).

The second section farthest from the piston end of the rod (closest to the piston) contains an extension of the outer diameter of the rod 41 (see Fig. 10).

The vehicle shock absorber can be made in such a way that in the middle region of the stem the surface of the stem along the length of the working region of the stem further comprises three sections (the portion of the stem closest to the piston, the portion of the stem farthest from the piston and the middle portion of the stem), and in each of the sections the outer diameter of the rod along the length of the section increases to the maximum outer diameter of the rod in this section, and then decreases to the minimum outer diameter of the rod in this section.

The first section closest to the piston contains an extension of the outer diameter of the rod 43 (see figure 1 1).

The second - the middle section contains an extension of the outer diameter of the rod 44 (see figure 1 1).

The third section farthest from the piston contains an extension of the outer diameter of the rod 45 (see Fig. 11).

And in the middle section, the maximum outer diameter of the rod is larger in magnitude than the maximum outer diameter of the rod of the section closest to the piston and larger than the maximum outer diameter of the rod of the section farthest from the piston. The above three sections are adjacent.

The vehicle shock absorber can be made in such a way that, in the piston region of the rod, the surface of the rod along the length of the working region of the rod additionally contains two sections and, in the section closest to the piston, the maximum outer diameter of the rod is larger than the maximum outer diameter of the rod of the section farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.

The vehicle shock absorber can be made in such a way that in the region of the rod adjacent to the piston-free end of the rod, the surface of the rod along the length of the rod’s working area additionally contains two sections and, in the section closest to the piston, the maximum outer diameter of the rod is smaller than the maximum the outer diameter of the stem portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.

The claimed shock absorber works as follows.

Shock absorber is a double-acting mechanism. It dampens the suspension of the vehicle as when introducing the piston rod into the inner the cavity of the cylinder (direct stroke or compression), and when removing the rod with the piston from the inner cavity of the cylinder (recoil or rebound). The damping of fluctuations in traditional shock absorbers is achieved mainly due to gas compression resistance; due to the resistance that the liquid encounters, flowing from one cavity of the cylinder to another; due to the friction of the piston seal against the inner surface of the cylinder liner, and also due to the friction of the rod in the stem seal.

For analogues, the resistance that a fluid encounters, flowing from one cylinder cavity to another, prevails over the friction resistance of the piston seal against the inner surface of the cylinder liner.

For the claimed invention, the friction resistance of the piston seal on the inner surface of the cylinder liner in the areas adjacent to the caps increases significantly.

The shock absorber is mounted on the vehicle and dampens the vibrations of the vehicle while driving. Under the action of external forces, the piston moves in the sleeve, for example, from the middle region of the sleeve towards the piston cover. Moreover, in the sleeve region adjacent to the piston cover, the inner cavity of the sleeve along the length of the sleeve region contains two or more sections, and in each of the sections, the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the liner in this section. Alternating narrowing and expansion of the liner impede the movement of the piston in the liner, significantly increasing the force opposing the movement of the piston in the liner.

The piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke. The side surface of the seal 108 interacts with the restriction 15, then interacts with the restriction 14. The restriction 15 has a diameter of 84 and the restriction 14 has a diameter of 82. The diameter 84 is larger than the diameter 84, so the restriction 15 is less opposed to the movement of the piston than the restriction 14. What leads to a mitigation of shock and overload when the piston moves through the constrictions 15 and 14 in the direction of the piston cover.

This leads not only to a significant increase in the force opposing the movement of the piston in the cylinder liner in the region adjacent to the shock absorber cover, but also to its more gradual increase.

When rebound, the piston 2 moves (see FIG. 1) from left to right in region 6 towards the rod cover 5. The lateral surface of the seal 109 interacts with the restriction 14, then interacts with the restriction 15. Since the restriction 14 has a smaller diameter than the restriction 15 , then when the rebound on the restriction 14, the piston is slowed to a greater extent than on the restriction 15. This leads to a slowdown of the piston during rebound. In this case, it is said that the piston freezes and then continues to move, but at a lower speed.

In contrast to the prototype, the claimed invention enables the use of two lateral surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the piston cover.

Then the piston 2 continues to move (see figure 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (reverse). Now, already the side surface of the seal 109 interacts with the narrowing 18, then interacts with the narrowing 17.

The constriction 18 has a diameter of 93, and the constriction 17 has a diameter of 95. The diameter of 93 is larger than the diameter of 95, so the narrowing of 18 counteracts to a lesser extent the movement of the piston than the narrowing 17. Which leads to the mitigation of shock and overload when the piston moves through the narrowing 18 and 17 in the direction of the rod cover.

Then, in a direct stroke, the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4. The lateral surface of the seal 108 interacts with the restriction 17, then interacts with the restriction 18. As will be shown below alternating narrowing and expansion of the liner can have a significant effect on the movement of the piston.

Since the restriction 17 has a smaller diameter than the restriction 18, then on the restriction 17 the piston is slowed down to a greater extent than on the restriction 18. This leads to a slowdown of the piston during forward stroke. In this case, it is said that the piston freezes and then continues to move, but at a lower speed.

In contrast to the prototype, the claimed invention enables the use of two lateral surfaces of the seal with a forward stroke and rebound when the piston is in the region of the sleeve adjacent to the cover.

The stem with the piston are made with the possibility of joint rotation in the sleeve relative to the longitudinal axis of the sleeve. This significantly unloads the shock absorber during operation, reduces (reduces to zero) the torque load on the shock absorber. Allows the piston to overcome narrowing during joint axial and rotational movements, making a helical movement in the sleeve. This can extend the life of the seal located on the piston.

We give another example of the operation of the claimed shock absorber.

In region b and region 8, constrictions are made in the form, as shown in Fig. 4.

The piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke. The side surface of the seal 108 sequentially interacts with the narrowing 22, 20 and 21.

When rebound, the piston 2 moves (see Fig. 1) from left to right in region 6 in the direction of the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 21, 20 and 22.

Then the piston 2 continues to move (see figure 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (reverse). Now the lateral surface of the seal 109 interacts with the constrictions 21, 20 and 22.

Further, in a direct stroke, the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4. The lateral surface of the seal 108 interacts with the constrictions 22, 20 and 21.

In contrast to the prototype, the claimed invention enables the use of two lateral surfaces of the seal with a direct stroke and rebound when the piston is in the region of the sleeve adjacent to the rod cover.

We give another example of the operation of the claimed shock absorber.

In region 6, constrictions are made in the form, as shown in FIG. 7, and in region 8, constrictions are made, as shown in FIG. 7. The piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke. The side surface of the seal 108 sequentially interacts with the narrowing 31, 30 and 29.

When the rebound, the piston 2 moves (see figure 1) from left to right in the region 6 in the direction of the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 29, 30 and 31.

Then the piston 2 continues to move (see figure 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (reverse). Now, the lateral surface of the seal 109 interacts with the constrictions 29, 30 and 31.

Then, in a direct stroke, the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4. The lateral surface of the seal 108 interacts with the constrictions 31, 30 and 29.

The implementation of the described embodiment of the invention introduces non-symmetry (relative to the central point 113 on the longitudinal axis 1 12 of the middle region of the liner) in the design of the shock absorber and will avoid self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.

We give another example of the operation of the claimed shock absorber.

In region 6, constrictions are made in the form, as shown in FIG. 5, and in region 8, constrictions are made, as shown in FIG. 6.

The piston 2 moves (see FIG. 1) from right to left in area 6 in the direction of the piston cover 4. Performs a direct stroke. The side surface of the seal 108 sequentially interacts with the narrowing 25, 24 and 23.

When rebound, the piston 2 moves (see FIG. 1) from left to right in region 6 towards the rod cover 5. The lateral surface of the seal 109 sequentially interacts with the narrowing 23, 24 and 25.

Then the piston 2 continues to move (see figure 1) from left to right in the direction of the rod cover 5 and falls into region 8. In this case, the rod makes a rebound (reverse). Now the side surface of the seal 109 interacts with the constrictions 26, 27 and 28.

Further, in a direct stroke, the piston 2 moves (see FIG. 1) from right to left in region 8 in the direction from the rod cover 5 to the piston cover 4. The lateral surface of the seal 108 interacts with the constrictions 28, 27 and 26.

The implementation of the described embodiment of the invention introduces non-symmetry (relative to the central point 1 13 on the longitudinal axis 112 of the middle region of the sleeve) in the design of the shock absorber and avoids the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.

The description above shows twenty (li - 20i) additional features (attributes) of the manufacture of the sleeve and six (lj - 6j) additional features (attributes) of the manufacture of the rod. Depending on the conditions for the use of shock absorbers, several dozen options for manufacturing shock absorbers are possible. These options are listed below in table 1, 2 and 3. Table 1

+ - the signs used in a particular variant of the shock absorber are marked with a plus.

table 2

Option N ° Additional features (10i - 18i) used in the shock absorber design

10i Hi 12i 13i 14i 15i 16i 17i 18i

16 +++

17 +++

18 +++

19 +++

20 +++

21 +++

22 +++

23 +++

24 +++

25 + + + +

26 + + + +

27 + + + +

28 + + + +

29 + + + +

30 + + + + Table 3 Particular options for the shock absorber with additional p

The more additional features are used in the design of the shock absorber, the more the additional technical result is realized: avoiding the self-oscillating and resonant modes of the shock absorber when the vehicle is moving.

It may be advisable to use different types of shock absorbers on the same vehicle. For example, is it possible to use Nsl, N ° 5, JVblO and JSTs shock absorbers in a car? 45 or N ° .10, N ° 15, JM ° 7 and N ?. 35. In this case, avoiding the self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving will be realized to the maximum extent.

When developing an application for an invention, experimental studies were conducted.

Four different shock absorber liners were manufactured. The first sleeve is made according to the prototype. On the inner surface of the sleeve narrowing is performed (see Fig. 12). The constriction is made in the form of a circle element 47. The length 53 of the transition section was 50 μm and the decrease in radius 54 was 50 μm. The piston used a TPS / T piston composite seal.

Recall that the prototype also conducted experimental studies on the narrowing sections of the liner. In the prototype, the transition from a larger diameter to a smaller diameter was carried out at a significantly greater length (several millimeters) than the above sleeve. Therefore, in the experiments described, the narrowing of the liner did not exceed 10Okm.

On Fig shows the sleeve 46, the piston with the seal 48. The piston moves in the direction of the arrow 49, the side surface of the seal 1 1 1 forward.

On Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 11 1 of the piston seal (look at the piston with seal 48 in Fig.12). When moving around a site with a large diameter, the force P was 5N (see position 50 in FIG. 12). During the overcoming by the seal 48 of the narrowing 54, a jump 51 of the force P was observed, which was equal to 345N. The work done by the piston to overcome the action of the force P over a length 53 equal to 50 μm is 8500 N * μm. After the lateral surface 1 1 1 of the seal 48 overcame the narrowing, the reaction force became equal to 20H (see position 52 in FIG. 12).

In the experiment, the internal borders of the sleeve cross-sections were measured throughout the entire working area of the sleeve or in the area of interest using an UPMC coordinate measuring machine - 850 ° 85164.

The measurements were carried out in such a way that the nearest sections were at a distance of 1 mm from each other. In each section, the value of the inner diameter (the diameter of the inner boundary of the cross section of the sleeve) was determined.

Second experiment.

On the inner surface of the sleeve made two restrictions (see Fig.13). The constrictions are made in the form of semicircles. The width of each narrowing 55 amounted to 10 The distance between the constrictions 56 was 50 μm.

The difference in radii 58 was 50 μm.

On Fig shows the sleeve 57. The piston with a seal 48. The piston moves the lateral surface of the seal 11 1 forward, overcoming the narrowing. The piston in FIG. 13 is not shown.

On Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 11 1 of the seal.

When moving around a site with a large diameter, the force P was 5N (see position 59 in FIG. 13). During the compression overcoming of each narrowing, a jump in the force P was observed (see positions 60 and 62). Each race was 345N. The work done by the piston to overcome the action of the force P at each jump is 8500N * μm. Let us explain (345N - 5N) * 50 μm / 2 = 8500N * μm.

After the lateral surface 1 1 1 of the seal 48 has overcome the first narrowing, the reaction force P has become equal to 5H (see position 61 in FIG. 13).

After the lateral surface 1 1 1 of the seal 48 overcame the second narrowing, the reaction force P also became equal to 5H (see position 61 in FIG. 13). The force P (see position 61) after each jump was 5N, and in the prototype, after narrowing, the force P (see position 52) was 20N.

The work that the prototype piston did on a length of 200 μm (this is the distance between two power surges P 60 and 62) was 3000 N * μm. Let us explain (20H - 5H) * 200μm = 3000N * μm.

The work that the piston performed on a length of 200 μm only overcoming two constrictions amounted to 17000N * μm. Let us explain 8500N * μm + 8500N * μm = 17000N * μm, which is about 5 times more than the work that the piston performed on the prototype (3000N * μm).

The piston will do the same job when moving in front of the side surface 1 10.

The third experiment.

On the inner surface of the sleeve made two narrowing (see Fig.14). The constrictions are made in the form of trapezoid elements. The width of each constriction (positions 64, 65, and 66 add up) amounted to 150 μm. The distance between the constrictions 67 was 50 μm. The difference in radii, as in the previous experiment, was 50 μm.

On Fig shows the sleeve 63. The piston with the seal 48. The piston moves the lateral surface of the seal 111 forward, overcoming narrowing. The piston in FIG. 14 is not shown.

On Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 111 of the seal.

When moving around a site with a large diameter, the force P was 5N (see position 68 in FIG. 14). During the compaction overcoming of each narrowing, a jump in the force P was observed (see positions 69 and 71). Each race was 515N. The work done by the piston to overcome the action of the force P at each jump is 12750N * μm.

Let us explain (515N - 5N) * 50 μm / 2 = 12750N * μm.

After the lateral surface 1 1 1 of the seal 48 has overcome the first narrowing, the reaction force P has become equal to 5H (see position 70 in FIG. 14).

After the lateral surface 1 1 1 of the seal 48 overcame the second constriction, the counteraction force P also became equal to 5H (see position 72 in FIG. 14). The force P (see positions 70 and 72) after each jump was 5N. With a single narrowing at a length of 64 (as in the prototype), the force P amounted to ZON.

The work that the prototype piston did on a length of 200 μm (this is the distance between two power surges P 69 and 71) was 5000 N * μm. Let us explain (ZON - 5H) * 200 μm = 5000N * μm.

The work that the piston performed on a length of 200 μm only overcoming two constrictions amounted to 25500N * μm. Let’s explain 12750N * μm + 12750N * μm = 25500N * μm, which is about 5 times more than the work that the piston performed on the prototype (5000N * μm).

The fourth experiment.

On the inner surface of the sleeve made one narrowing (see Fig.15). The constrictions are made in the form of a rectangle element. The width of the narrowing (position 74) was 50 μm.

The difference in radii, as in the previous experiment, was 50 μm.

15 shows a sleeve 73. A piston with a seal 48. The piston moves forward on the side surface of the seal 1 1 1, overcoming the narrowing. The piston in FIG. 15 is not shown.

On Fig under the figure shows a graph of the magnitude of the force opposing the movement of the piston in the sleeve "P" from the coordinate "1" of the right side surface 1 1 1 of the seal.

When moving around a site with a large diameter, the force P was 5N (see position 75 in FIG. 15). During the overcoming of constriction by compaction, a jump in force P was observed (see position 76). The magnitude of the jump was equal to 1555N. The work done by the piston to overcome the action of the force P at the jump is 38750N * μm. After the lateral surface 1 1 1 of the seal 48 has overcome the narrowing, the reaction force P has become equal to 5H (see position 77 in FIG. 15).

Experiments have confirmed the high efficiency of the claimed shock absorber. The total work of the force P depends on the number of contractions and expansions that the piston seal overcomes; from the magnitude of the narrowing (it is recommended that the narrowing does not exceed 10 ohmkm); from the form of narrowing. The steeper the constriction (as in FIGS. 13, 14 and 15), the more jumps in the force P, the more effective the shock absorber. It is especially important that the constrictions and expansion of the liner are performed in the area or areas adjacent to the shock absorber covers. This will allow you to effectively brake the piston at the shock absorber cover and prevent shock loads on the shock absorber.

Thus, a significant increase in the force opposing the movement of the piston in the cylinder liner in the region or regions adjacent to the shock absorber caps is confirmed.

The design of the shock absorber will ensure that the two side surfaces of the seal are engaged in the forward stroke and rebound when the piston is in the region of the liner adjacent to the piston cover and / or that the two lateral surfaces of the seal are engaged in the forward stroke and rebound when the piston is in the region of the liner adjacent to the rod cover.

Claims

CLAIM

The shock absorber of the vehicle, comprising a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, the rod and piston are made to rotate together in the sleeve relative to the longitudinal axis of the sleeve, and the rod cover contains a seal for the rod,

characterized in that the aforementioned sleeve

or the sleeve is designed so that in the region of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and in each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section decreases to the minimum inner diameter of the sleeve in this section, and then increases to the maximum inner diameter of the sleeve in this section and in the section closest to the piston cover, the minimum internal the smaller diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the piston cover; and in the region of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the region of the sleeve contains at least two sections and on each of the sections in the direction from the piston cover to the rod cover the inner diameter of the sleeve along the length of the section is reduced to the minimum inner diameter the liner in this section, and then increases to the maximum inner diameter of the liner in this section and in the section closest to the rod cover, the minimum inner diameter of the liner in its magnitude is earlier than the minimum inner diameter of the sleeve of the portion farthest from the rod cover.