WO2013137775A1 - Amortisseur pour véhicule de transport - Google Patents

Amortisseur pour véhicule de transport Download PDF

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Publication number
WO2013137775A1
WO2013137775A1 PCT/RU2013/000136 RU2013000136W WO2013137775A1 WO 2013137775 A1 WO2013137775 A1 WO 2013137775A1 RU 2013000136 W RU2013000136 W RU 2013000136W WO 2013137775 A1 WO2013137775 A1 WO 2013137775A1
Authority
WO
WIPO (PCT)
Prior art keywords
rod
sleeve
piston
section
cover
Prior art date
Application number
PCT/RU2013/000136
Other languages
English (en)
Russian (ru)
Inventor
Олег Олегович ТИХОНЕНКО
Original Assignee
Tikhonenko Oleg Olegovich
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tikhonenko Oleg Olegovich filed Critical Tikhonenko Oleg Olegovich
Publication of WO2013137775A1 publication Critical patent/WO2013137775A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3235—Constructional features of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3235—Constructional features of cylinders
    • F16F9/3242—Constructional features of cylinders of cylinder ends, e.g. caps

Definitions

  • the invention relates to mechanical engineering, namely, to the field
  • shock absorbers of vehicles and can be used for
  • shock absorbers can have a 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.
  • shock absorbers can have
  • a piston divides the cylinder into cavities.
  • 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.
  • a bore or valve may also be provided in the piston.
  • 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).
  • 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
  • shock absorber can reach maximum values.
  • the disadvantage of the analogue is a small increase in strength
  • the prototype of the invention is a vehicle shock absorber containing a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod (Abstract of the patent for utility model of the Russian Federation 74602 from 07/10/2008). These symptoms are similar to
  • 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.
  • the inner cavity of the sleeve by the piston is divided into two cavities.
  • the application describes a single-rod shock absorber.
  • the liner working area is the area in which the liner inner surface is in contact with the seal or piston seals during operation of the shock absorber.
  • the working area is indicated by the position 13. This area may be simplistically called: the working inner surface of the sleeve, the working area of the inner surface of the sleeve or simply the working area.
  • the working area of the sleeve is a space that includes (enclosing) the inner surface of the sleeve, the inner cavity of the sleeve, the body of the sleeve, the outer surface of the sleeve. And, at the same time, in the working area of the liner inner the surface of the sleeve is in contact with the seal or with the piston seals during operation of the shock absorber.
  • region refers to space (The Big Explanatory Dictionary of the Russian language. / Comp. And Gl.red.S.A. Kuznetsov. -SPb .: “Noring", 2000.-1536 p).
  • the work area is divided into three areas:
  • 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.
  • shock absorber covers Let us define shock absorber covers.
  • a rod cap is a shock absorber cap rigidly connected to a cylinder.
  • the stem passes through the stem cap and it (the stem cap) is closest to the piston connected to the stem.
  • 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 a rod guide, or a guide seal, or a guide ring. There are other names for stem seals.
  • 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.
  • 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.
  • 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 area of the sleeve
  • 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
  • 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 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 area closest to the piston cap is the area
  • the area closest to the rod cover is the area farthest from the piston cover.
  • the sleeve has a longitudinal axis.
  • the longitudinal axis coincides with the longitudinal axis of the rod located in the sleeve. 1, the longitudinal axis
  • the length of the sleeve region is laid in the direction of the longitudinal axis.
  • the origin lies at the intersection of the longitudinal axis with the piston cover.
  • the longitudinal axis of the sleeve with a piston cover and the direction of the longitudinal axis of the sleeve is from the piston cover to the rod cover.
  • 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 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.
  • 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.
  • Rod Seal - A seal located on the rod cover of the shock absorber. The stem contacts the stem seal.
  • the seal for the rod is indicated by 78.
  • the seal for the rod may be called “stem seal”, “rod seal located on the rod cover”, “rod guide”. The tasks that the seal for the rod solves: it prevents the ingress of solid particles, liquids, etc. into the internal cavity of the shock absorber, directs the rod movement in the axial direction, transfers loads from the rod to the rod cover.
  • 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 is oil. However, in some cases, water, alcohol, hydrocarbons, etc. can be used as a working substance.
  • the objective of the invention 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 damp the vibrations of the vehicle as a whole by absorbing the 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
  • the shock absorber’s task is to keep the vehicle’s wheel in constant contact with the road, that is, the wheel should round 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.
  • arrows 1 14 and 1 15 show the directions of joint rotation of the rod with the piston in the sleeve relative to
  • the rod with the piston can be made in the form of a single part, or connected by a 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.
  • Moment shock absorber described in the source
  • 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 significant increase in friction when the piston seal is in the region or regions of the liner adjacent to the shock absorber covers, and also due to a significant increase in the friction forces of the seal for the rod when it is in the region of the stem adjacent to the piston and / or in the region of the rod adjacent to the piston-free end of the rod.
  • the problem is solved due to the fact that the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and differs from the prototype in that
  • the aforementioned sleeve is designed in such a way that in the area of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the area of the sleeve contains 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
  • the minimum inner diameter of the sleeve 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 inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cap, and in the region of the liner adjacent to the piston cap, the inner cavity of the liner along the length of the liner region additionally contains three sections (the section is closest s piston to cover the outermost portion of the piston cover and the middle portion) and on each of the portions in a direction away from the piston rod end cap to cover the inner diameter of the sleeve portion along the length of
  • the minimum internal diameter of the sleeve decreases to the minimum internal 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 internal diameter of the sleeve is larger than the minimum internal diameter of the sleeve in the area closest to the piston cover and less than the minimum internal the sleeve diameter of the portion farthest from the piston cap;
  • the rod is designed so that in the region of the rod adjacent to
  • the stem surface along the length of the stem region contains three sections (the stem portion closest to the piston, the stem portion farthest from the piston and the middle portion of the rod) and on each of the sections in the direction from the piston to the piston-free end of the stem 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 and in the middle section the maximum outer diameter the stem meter is larger in magnitude than the maximum outer diameter of the piston rod of the portion closest to the piston and smaller than the maximum external diameter of the piston rod of the portion farthest from the piston; or the aforementioned sleeve is made in such a way that in the area 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 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
  • the inner cavity of the sleeve along the length of the region of the sleeve additionally contains 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 in the direction from the piston cover to 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 internal diameter of the sleeve in this section and 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 less than the minimum inner diameter of the sleeve of the section farthest from the rod cover; and the rod is designed so that in the piston region of the rod
  • the rod surface along the length of the rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and the outer diameter of the rod increases along the section length in each direction from the piston to the piston-free end of the rod to the value of the maximum outer diameter of the rod in this section, and then decreases to the value of the minimum external diameter of the rod in this section and in the middle section, the maximum outer diameter of the rod in its magnitude Chez maximum outer diameter portion of the rod closest to the piston and greater than the maximum outer diameter portion of the rod farthest from the piston; or the sleeve is 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 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 internal the diameter of the liner in this section, and then
  • the inner cavity of the sleeve along the length of the region of the sleeve 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 in the direction from the piston cover to rod cover inner diameter of the sleeve along the length of the plot
  • the minimum internal diameter of the sleeve decreases to the minimum internal 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 internal diameter of the sleeve is larger than the minimum internal diameter of the sleeve in the area closest to the piston cover and less than the minimum internal the sleeve diameter of the portion farthest from the piston cap;
  • the rod is designed so that in the region of the rod adjacent to
  • the stem surface along the length of the stem region contains three sections (the stem portion closest to the piston, the stem portion farthest from the piston and the middle portion of the rod) and on each of the sections in the direction from the piston to the piston-free end of the stem 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 and in the middle section the maximum outer diameter the stem meter is larger in magnitude than the maximum outer diameter of the piston rod of the portion closest to the piston and smaller than the maximum external diameter of the piston rod of the portion farthest from the piston;
  • the inner cavity of the sleeve along the length of the region of the sleeve contains 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 rod cover, the minimum
  • the inner diameter of the sleeve is smaller than the minimum
  • 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 on each of the sections in the direction from the piston cap to the rod cap the inner diameter of the sleeve along the length of the plot
  • 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 less than the minimum internal diameter of the sleeve of the section farthest from the rod cover; and the rod is designed so that in the piston region of the rod
  • the rod surface along the length of the rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and on each section in the direction from the piston to the piston-free end of the rod, the outer diameter of the rod increases along the section length 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 section, the maximum outer diameter of the rod Chez maximum outer diameter portion of the rod closest to the piston and greater than the maximum outer
  • the first invention is a first invention.
  • the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and differs from the prototype in that the aforementioned sleeve is designed in such a way that in the area of the sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the area of the sleeve contains 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
  • the minimum inner diameter of the sleeve 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 inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the section farthest from the piston cap, and in the region of the liner adjacent to the piston cap, the inner cavity of the liner along the length of the liner region additionally contains three sections (the section is closest s piston to cover the outermost portion of the piston cover and the middle portion) and on each of the portions in a direction away from the piston rod end cap to cover the inner diameter of the sleeve portion along the length of
  • the minimum internal diameter of the sleeve decreases to the minimum internal 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 internal diameter of the sleeve is larger than the minimum internal diameter of the sleeve in the area closest to the piston cover and less than the minimum internal the sleeve diameter of the portion farthest from the piston cap;
  • the rod is designed so that in the region of the rod adjacent to
  • the stem surface along the length of the stem region contains three sections (the stem portion closest to the piston, the stem portion farthest from the piston and the middle portion of the rod) and on each of the sections, the outer end of the stem from the piston to the piston-free end 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 and in the middle section the maximum outer diameter
  • the rod meter is larger in magnitude than the maximum outer diameter of the rod stem of the section closest to the piston and smaller than the maximum outer diameter of the rod stem of the section farthest from the piston.
  • the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and differs from the prototype in that
  • the aforementioned 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 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 internal the diameter of the sleeve in this section, and then increases to the value of the maximum internal diameter of the sleeve in this section and in the section closest to the rod cover, the minimum internal diameter the meter of the sleeve is smaller than the minimum inner diameter of the sleeve of the portion farthest from the rod cover,
  • the inner cavity of the sleeve along the length of the region of the sleeve additionally contains 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 in the direction from the piston cover to 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 internal diameter of the sleeve in this section and 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 less than the minimum inner diameter of the sleeve of the section farthest from the rod cover; and the rod is designed so that in the piston region of the rod
  • the rod surface along the length of the rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and the outer diameter of the rod increases along the section length in each direction from the piston to the piston-free end of the rod to the value of the maximum outer diameter of the rod in this section, and then decreases to the value of the minimum external diameter of the rod in this section and in the middle section, the maximum outer diameter of the rod in its magnitude Chez maximum outer diameter portion of the rod closest to the piston and greater than the maximum outer diameter portion of the rod farthest from the piston.
  • the third invention is the third invention.
  • the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, while the rod cover contains a seal for the rod, and differs from the prototype in that
  • 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 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 internal 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 piston cover, the minimum inner diameter of the sleeve its value smaller than the minimum inner diameter portion of the sleeve, furthest from the piston cover,
  • the inner cavity of the sleeve along the length of the region of the sleeve 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 in the direction from the piston cover to rod cover inner diameter of the sleeve along the length of the plot
  • the minimum internal diameter of the sleeve decreases to the minimum internal 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 internal diameter of the sleeve is larger than the minimum internal diameter of the sleeve in the area closest to the piston cover and less than the minimum internal the sleeve diameter of the portion farthest from the piston cap;
  • the rod is designed so that in the region of the rod adjacent to
  • the stem surface along the length of the stem region contains three sections (the stem portion closest to the piston, the stem portion farthest from the piston and the middle portion of the rod) and on each of the sections in the direction from the piston to the piston-free end of the stem 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 and in the middle section the maximum outer diameter the stem meter is larger than the maximum outside the diameter of the rod of the section closest to the piston and less than the maximum outer diameter of the rod of the section farthest from the piston;
  • the aforementioned sleeve is designed so that in the area of the sleeve adjacent to the rod cover, the inner cavity of the sleeve along the length of the sleeve area contains two sections and in each of the sections in the direction from
  • 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 inner diameter of the sleeve less than the minimum inner diameter of the sleeve of the portion farthest from the rod cover,
  • the inner cavity of the sleeve along the length of the region of the sleeve additionally contains 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 in the direction from the piston cover to rod cover, the inner diameter of the sleeve along the length of the section decreases to the minimum internal diameter of the sleeve in this section, and then increases to the maximum internal diameter
  • 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 less than the minimum internal diameter of the sleeve of the section farthest from the rod cover; and the rod is designed so that in the piston region of the rod
  • the rod surface along the length of the rod region contains three sections (the rod section closest to the piston, the rod section farthest from the piston and the middle section of the rod) and the outer diameter of the rod increases along the section length in each direction from the piston to the piston-free end of the rod to the value of the maximum outer diameter of the rod in this section, and then decreases to the value of the minimum external diameter of the rod in this section and in the middle section, the maximum outer diameter of the rod in its magnitude Chez maximum outer diameter portion of the rod closest to the piston and greater than the maximum outer diameter portion of the rod farthest from the piston.
  • the shock absorber of the vehicle can be designed so that the aforementioned areas in the region of the sleeve adjacent to the piston cover are adjacent.
  • the shock absorber of the vehicle can be made in such a way that the aforementioned sections in the area of the sleeve adjacent to the rod cover are adjacent.
  • the shock absorber of the vehicle can be made in such a way that the aforementioned sections in the region of the rod adjacent to the piston-free end of the rod are adjacent.
  • the shock absorber of the vehicle can be made in such a way that the aforementioned sections in the piston region of the stem are adjacent.
  • shock absorber and will avoid self-oscillating and resonant modes of operation of the shock absorber when the vehicle is moving.
  • the following 23 variants of the invention can be implemented in conjunction with a variant of the invention specified in the claims. Also each of the following 23 variants of the invention can be implemented with the variant of the invention specified in the claims and with any of the remaining 22 variants of the invention or with a group of variants of the inventions.
  • option 1 i can be implemented with the option stated in the formula
  • option 1 i can be implemented with the option stated in the formula and option 2i
  • option li can be implemented with the option stated in the formula and
  • 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.
  • 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
  • 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.
  • the shock absorber of the vehicle can be designed so 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 further comprises two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum inner 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.
  • the shock absorber of the vehicle can be made in such a way that in the area of the sleeve adjacent to the piston cover, the internal cavity of the sleeve along the length of the area of the sleeve further comprises two sections and
  • the minimum inner diameter of the sleeve is smaller than the minimum internal diameter of the sleeve of the portion farthest from the piston cover and the length of each plot is from 10 to 20% of the length of the area.
  • the shock absorber of the vehicle may be configured such that the aforementioned sections are adjacent.
  • the shock absorber of the vehicle 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 two sections and
  • 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.
  • the shock absorber of the vehicle 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 two sections and
  • 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.
  • the shock absorber of the vehicle can be made in such a way that in the area of the sleeve adjacent to the piston cover, the internal cavity of the sleeve along the length of the area of the sleeve further comprises two sections and
  • 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.
  • the shock absorber of the vehicle can be made in such a way that in the area of the sleeve adjacent to the piston cover, the internal cavity of the sleeve along the length of the area of the sleeve further comprises two sections and
  • 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.
  • the shock absorber of the vehicle 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 two sections and
  • 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.
  • the shock absorber of the vehicle 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 two sections and
  • 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.
  • shock absorber when driving a vehicle.
  • the shock absorber of the vehicle can be made as follows
  • the inner cavity of the sleeve along the length of the region of the sleeve further comprises three sections
  • the minimum inner diameter of the liner is smaller than the minimum inner diameter of the liner in the region closest to the piston cap and less minimum inner 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 middle portion adjacent to the portion closest to
  • 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 further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • 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 shock absorber of the vehicle may be configured such that the aforementioned middle portion adjacent to the portion closest to
  • the vehicle shock absorber can be made in such a way that in the middle region of the liner the inner cavity of the liner 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
  • 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 shock absorber of the vehicle 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.
  • 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 region of the sleeve further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • 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 in magnitude than the minimum inner diameter of the liner in the region closest to the piston cap and larger
  • 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.
  • 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 further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • 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.
  • 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. 14i.
  • 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
  • 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.
  • the shock absorber of the vehicle may be configured such that the aforementioned middle portion adjacent to the portion closest to
  • 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 region of the sleeve further comprises three sections (the section closest to the piston cover, the section farthest from the piston cover and the middle section) and
  • 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.
  • the shock absorber of the vehicle may be configured such that the aforementioned middle portion adjacent to the portion closest to
  • 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 inner cavity of the sleeve along the length of the area of the sleeve additionally contains three sections (the section closest to the stem cap, the portion farthest from the stem cap and the middle portion) and
  • 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.
  • 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
  • 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.
  • 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.
  • 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 region of the sleeve 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 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.
  • the shock absorber of the vehicle may be configured such that the aforementioned middle portion adjacent to the portion closest to
  • 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 further comprises three sections (the section closest to the rod cover, the section farthest from the rod cover and the middle section) and
  • 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.
  • 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.
  • 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
  • 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 sleeve in its less than the minimum inner diameter of the liner in the area farthest from the piston cover and larger than the minimum internal diameter of the liner of the section closest to the piston 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.
  • the shock absorber of the vehicle can be made so 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
  • the minimum inner diameter of the liner is smaller than the minimum
  • the inner diameter of the sleeve of the section farthest from the piston cap and the difference in diameter is from 3 to 10 ohmkm.
  • shock absorber of the vehicle can be designed so that in the region of the liner adjacent to the rod cover, the inner cavity of the liner along the length of the region of the liner further comprises two sections and
  • the inner diameter of the sleeve is smaller than the minimum
  • the inner diameter of the sleeve of the section farthest from the rod cover 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 sleeve adjacent to the piston cover, the inner cavity of the sleeve along the length of the region of the sleeve additionally contains two sections and, in the section closest to the piston cover, the minimum inner diameter (D p ) of the sleeve in size less than 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
  • 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;
  • k is a value taking values from 5 to 50 ⁇ m.
  • each variant individually 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) into the shock absorber structure (to the rod structure) and avoids self-oscillating and resonant modes of operation of the shock absorber when driving a vehicle.
  • each of the following 8 variants of the invention can be implemented with a variant of the invention indicated in the claims, and with any or a group of variants from the remaining 7 variants of the invention.
  • each or a group of 8 additional variants of the invention can be implemented in conjunction with one or a group of variants of the invention indicated under the numbers P-23i.
  • 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 indicates the piston region of the stem (region
  • Position 34 indicates the region of the rod adjacent to the piston-free end of the rod (free end of the rod). The extent of this area is indicated at 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 is equal in length.
  • 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.
  • 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
  • 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 and the length of each section is from 10 to 20% of the length of the region.
  • the stem may be configured such that the aforementioned portions are adjacent.
  • 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 of the section that is farthest from the piston end of the rod and the length of each section is from 10 to 20% of the length of the region.
  • the stem may be configured such that the aforementioned portions are adjacent.
  • 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 operating 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;
  • the maximum outer diameter of the stem is larger 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 and the length of each section is from 10 to 20% of the length of the region.
  • the rod can be made so that the above three sections are adjacent.
  • 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;
  • 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 and the length of each section is from 10 to 20% of the length of the region.
  • the rod can be made so that the above three sections are adjacent.
  • the vehicle shock absorber can be made in such a way that, in the middle 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 section of the rod), and from 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 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.
  • 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.
  • the vehicle shock absorber can be made in such a way that in the area 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 working region of the rod 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.
  • Figure 1 shows a longitudinal section of a shock absorber of a vehicle.
  • Figure 2 presents the remote element I.
  • dotted lines indicate the boundaries of two sections belonging to the region of the sleeve adjacent to the piston cover.
  • a remote element 1 1 is shown.
  • 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.
  • dashed lines indicate the boundaries of three sections belonging to the middle region of the sleeve.
  • FIG. 5 presents the elements of the longitudinal section of the sleeve. On elements, dotted lines indicate the boundaries of the plots.
  • 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.
  • 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 1 1 1 of the seal 48 of the piston (see Fig.12).
  • 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.
  • 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.
  • 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.
  • Fig-24 presents a step-by-step diagram of the interaction of the piston seal with two constrictions on the inner surface of the liner in the piston area.
  • the diagram illustrates (when considering figures 16 to 24) the movement of the piston with a seal from right to left in the direction of the piston cover.
  • the diagram also illustrates (when consideration of figures 24 to 16) the movement of the piston with the seal on the left - to the right in the direction from the piston cap to the stem cap.
  • Fig-33 presents a step-by-step diagram of the interaction of the piston seal with the constrictions on the inner surface of the liner in the rod region.
  • the diagram illustrates (when considering figures 25 to 33) the movement of the piston with a seal from left to right in the direction of the rod cover.
  • the diagram also illustrates (when considering figures 33 through 25) the movement of the piston with a seal from right to left in the direction from the rod cover to the piston cover.
  • FIG. 34 - 42 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two extensions on the surface of the rod in the piston region of the rod.
  • the diagram illustrates (when considering figures 34 to 42) the movement of the rod with the piston in the direction of the rod cover.
  • the diagram also illustrates (when considering figures 42 to 34) the movement of the rod with the piston in the direction of the piston cover.
  • FIG. 43 - 51 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two rod bulges located in the region of the rod adjacent to the piston-free end of the rod.
  • the diagram illustrates (when considering figures 43 to 51) the movement of the rod with the piston in the direction of the piston cover. Also circuit
  • FIG. 2 is a drawing of a vehicle shock absorber with liner constrictions and bulges on the stock.
  • 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.
  • arrows 1 14 and 1 15 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.
  • the first invention is a first invention.
  • the vehicle shock absorber comprises a sleeve, a piston cover, a rod cover, a rod, a piston with a seal, and a sleeve made in such a way that in the region adjacent to the piston cover of the shock absorber, the inner cavity of the sleeve contains five constrictions and the rod in the region adjacent to the end free from the piston stock contains three extensions.
  • the narrowing of the sleeve and the expansion of the rod is made as shown in Fig. 52.
  • the second invention is a first invention.
  • the shock absorber of the vehicle contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal and a sleeve made in such a way that in the region adjacent to the rod cover of the shock absorber, the inner cavity of the sleeve contains five constrictions and the rod in the piston region contains three
  • the third invention is a.
  • the vehicle shock absorber contains a sleeve, a piston cover, a rod cover, a rod, a piston with a seal and a sleeve made in such a way that in the region adjacent to the piston cover of the shock absorber, the inner cavity of the sleeve contains five constrictions and the rod in the region adjacent to the end free from the piston stock contains three extensions;
  • the sleeve is designed so that in the area adjacent to the rod cover of the shock absorber, the inner cavity of the sleeve contains five constrictions and the rod in the piston area contains three extensions.
  • the narrowing of the sleeve and the expansion of the rod is made as shown in Fig. 52.
  • shock absorber elements and possible options for their implementation. We also describe particular embodiments of the invention.
  • 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 (narrowing of the sleeve shown at 14 in this section), and then increases from a diameter of 82 to a maximum inner diameter of 83 liners in this section.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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 designed so that in the region 8 of the sleeve adjacent to the rod cover 5, the inner cavity of the sleeve along the length of the region of the sleeve contains two sections. The first section between points 89 and 90, the second section between points 90 and 91 (see FIG. 3).
  • the minimum inner diameter of the 95 liners is smaller in size than the minimum inner diameter 93 of the liner that is farthest from the rod cover 5.
  • the difference in the magnitude of the diameters is doubled indicated in FIG. 3 at 19.
  • 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 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).
  • the inner diameter of the sleeve along the length of the section decreases from a diameter of 101 to the minimum inner diameter 102 of the sleeve in this section, and then increases from the diameter of 102 to the maximum
  • 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
  • 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.
  • 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 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 5):
  • the first section closest to the rod cover contains a narrowing of the inner cavity of the sleeve 25 (see figure 5);
  • the second middle section contains a narrowing of the inner cavity of the sleeve 24;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 23.
  • 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 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 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.
  • 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 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 second middle section contains a narrowing of the inner cavity of the sleeve 27;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 26.
  • 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 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 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.
  • 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 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 explain this design also with the help of 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 second middle section contains a narrowing of the inner cavity of the sleeve 30;
  • the third section farthest from the rod cover contains a narrowing of the inner cavity of the sleeve 29.
  • 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 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 ⁇ m (from a range of 3 to 10 ⁇ m).
  • 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 ⁇ m 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”).
  • accuracy class “N” The classification of machines is made in accordance with the Russian standard GOST8-82. Metal-cutting machines. General requirements for
  • 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. 3) and the minimum inner diameter of the sleeve in the region closest to the rod cover its size is less than the minimum inner diameter of the sleeve of the plot, the farthest from the rod cap and the difference in diameters is 50 ⁇ m (from a range of 3 to 10 ⁇ m).
  • 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 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,
  • the inner cavity of the sleeve along the length of the sleeve region contains two sections and
  • 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.
  • I Dp - D ch I I 22.700 - 22.705
  • 5 ⁇ m.
  • the difference in diameters from 5 to Jmkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).
  • the difference in diameters from 10 to 50 ⁇ m can be realized on a high precision lathe with numerical control (with accuracy class “B”).
  • 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 area is indicated at 35.
  • 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 stem portion closest to the piston is the stem portion
  • the rod portion closest to the piston-free end of the rod is the rod portion farthest from the piston.
  • the piston-free end of the rod is also called the free end of the rod.
  • the working area of the stem is the space that includes (enclosing) the outer surface of the stem, the stem, the inner surface of the stem (if the stem has a channel), the internal cavity of the stem (if the stem has a channel). And, at the same time, in the working area of the stem, the outer surface of the stem is in contact (can contact) with the stem seal (or stem seals) located on the stem cover during operation of the shock absorber.
  • 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
  • the second section farthest from the piston contains an extension
  • 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 second section farthest from the piston end of the rod contains an extension of the outer diameter of the rod 41 (see Fig. 10).
  • the shock absorber of the vehicle can be designed so that in the middle region of the stem the surface of the stem along the length of the working region of the stem
  • the rod section 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.
  • 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 figure 1 1).
  • 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 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 the outer diameter of the stem portion farthest from the piston; and the difference in diameters is from 3 to 10 ohmkm.
  • 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 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 difference in diameters from 3 to 1 Ohmkm can be realized on a particularly precise lathe with numerical control (with accuracy class “C”).
  • the difference in diameters from 10 to 50 ⁇ m 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”).
  • accuracy class “N” The classification of machines is made in accordance with the Russian standard GOST8-82. Metal-cutting machines. General requirements for
  • the claimed shock absorber works as follows.
  • Shock absorber is a double-acting mechanism. It dampens the vehicle’s suspension vibrations both when the rod with the piston is inserted into the internal cavity of the cylinder (forward stroke or compression), and when the rod with the piston is removed from the internal 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.
  • the resistance that a liquid 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.
  • 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 vibrations.
  • the piston moves in the sleeve, for example, from the middle region of the sleeve towards 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.
  • 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 lateral 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 82, 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.
  • the claimed invention enables the use of two side surfaces of the seal located on the piston, 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 restriction 18 has a diameter of 93, and the restriction 17 has a diameter of 95.
  • the diameter of 93 is larger than the diameter of 95, so the restriction of 18 counteracts the movement of the piston to a lesser extent than the restriction of 17. Which leads to a mitigation of shock and overload when the piston moves through the constrictions of 18 and 17 in direction to the stem cap.
  • 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.
  • a piston with a seal 9 is located to the right of the areas with constrictions.
  • the piston with the seal moves to the left to the piston cover 4.
  • the seal overcomes the counteraction of the first and second constrictions and is located between the constrictions and the piston cover.
  • Fig-33 presents a step-by-step diagram of the interaction of the piston seal with the constrictions on the inner surface of the liner in the rod region.
  • the seal has overcome the counteraction of the first and second constrictions and is located between the constrictions and the stem cap.
  • shock mitigation and reduction of overload when the piston moves through the constriction towards the rod cover (in the inner region of the sleeve adjacent to the rod cover) is achieved.
  • FIG. 34 - 42 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two extensions on the surface of the rod in the piston region of the rod.
  • the diagram illustrates (when considering figures 34 to 42) the movement of the rod with the piston in the direction of the rod cover.
  • the extensions located on the rod when interacting with the seal for the rod, inhibit the movement of the rod in the sleeve.
  • EFFECT mitigation of impact and reduction of overload when the rod moves in the sleeve. In this case, the right side surface of the seal for the rod is activated.
  • the diagram also illustrates (when considering figures 42 to 34) the movement of the rod with the piston in the direction of the piston cover.
  • FIG. 43 - 51 shows a step-by-step diagram of the interaction of the seal for the rod (located on the rod cover) with two rod bulges located in the region of the rod adjacent to the piston-free end of the rod.
  • the diagram illustrates (when considering figures 43 to 51) the movement
  • EFFECT mitigation of impact and reduction of overload when the rod moves in the sleeve. In this case, the left side surface of the seal for the rod is activated.
  • the diagram also illustrates (when considering figures 51 to 43) the movement of the rod with the piston in the direction of the rod 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.
  • 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.
  • 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 the lateral surface of the seal 109 interacts with the constrictions 21, 20 and 22.
  • 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.
  • 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.
  • 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.
  • 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.
  • shock absorber when driving a vehicle.
  • shock absorbers N ° l, N ° 5, N ° 10 and N ° 45 or N ° .10, N ° 15, N ° 7 and N ° 35 on a car. In this case, avoiding the maximum
  • 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 ⁇ m and the decrease in radius 54 was 50 ⁇ m.
  • the piston used a TPS / T piston composite seal.
  • the prototype also conducted experimental studies on the narrowing sections of the liner.
  • 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.
  • 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.
  • 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.
  • the constrictions are made in the form of semicircles.
  • the distance between the constrictions 56 was 50 ⁇ m.
  • FIG. 13 shows a sleeve 57.
  • the piston in FIG. 13 is not a nip cauldron.
  • 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.
  • reaction force P has become equal to 5H (see position 61 in FIG. 13).
  • reaction force P 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 piston will do the same job when moving in front of the side surface of the software.
  • the constrictions are made in the form of trapezoid elements.
  • the width of each narrowing (the positions 64, 65 and 66 add up) amounted to 150 ⁇ m.
  • the distance between the constrictions 67 was 50 ⁇ m.
  • FIG. 14 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.
  • reaction force P has become equal to 5H (see position 70 in FIG. 14).
  • the constrictions are made in the form of a rectangle element.
  • the width of the narrowing (position 74) was 50 ⁇ m.
  • FIG. 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.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

L'invention concerne le génie mécanique et peut s'utiliser dans la production et l'utilisation d'amortisseurs. Le but de l'invention est d'améliorer les capacités d'amortissement de l'amortisseur, ledit amortisseur pour véhicule de transport comprenant une douille, un couvercle de piston, un couvercle de tige, une tige, le piston et la douille sont réalisés de manière à ce que dans la région adjacente au couvercle de piston de l'amortisseur la cavité interne de la douille comprenne cinq rétrécissements, et la tige dans la région adjacente à l'extrémité de la tige libre du piston comprenne trois rétrécissements ; la douille est réalisée de sorte que dans la région adjacente au couvercle de la tige de l'amortisseur la cavité interne de la tige comprenne cinq rétrécissements et la tige dans la partie piston comprenne deux parties élargies. Les résultats techniques sont les suivants: augmentation sensible de la force qui s'oppose au mouvement du piston dans la douille dans les régions adjacentes aux couvercles de l'amortisseur; utilisation des deux surfaces latérales de la garniture lors du mouvement du piston dans ces régions et utilisation des deux surfaces latérales de la garniture pour la tige.
PCT/RU2013/000136 2012-03-14 2013-02-20 Amortisseur pour véhicule de transport WO2013137775A1 (fr)

Applications Claiming Priority (2)

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EA201200304 2012-03-14
EA201200304A EA201200304A1 (ru) 2012-03-14 2012-03-14 Амортизатор транспортного средства

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4004714A1 (de) * 1990-02-15 1991-08-22 Stabilus Gmbh Gasfeder mit hubabhaengig wirkendem zwischenstopp
US5376135A (en) * 1993-02-25 1994-12-27 Aulie; Alan L. Adjustable hydraulic damper
DE19823878C1 (de) * 1998-05-28 1999-12-23 Mannesmann Sachs Ag Zweirohr-Schwingungsdämpfer mit einem Ausgleichselement
RU69948U1 (ru) * 2006-03-31 2008-01-10 Открытое акционерное общество специального машиностроения и металлургии "Мотовилихинские заводы" Гидравлический амортизатор
RU74602U1 (ru) * 2006-12-27 2008-07-10 Олег Олегович Тихоненко Амортизатор транспортного средства
EA016137B1 (ru) * 2011-02-28 2012-02-28 Троя Кэпитал Групп Корп. Амортизатор транспортного средства

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4004714A1 (de) * 1990-02-15 1991-08-22 Stabilus Gmbh Gasfeder mit hubabhaengig wirkendem zwischenstopp
US5376135A (en) * 1993-02-25 1994-12-27 Aulie; Alan L. Adjustable hydraulic damper
DE19823878C1 (de) * 1998-05-28 1999-12-23 Mannesmann Sachs Ag Zweirohr-Schwingungsdämpfer mit einem Ausgleichselement
RU69948U1 (ru) * 2006-03-31 2008-01-10 Открытое акционерное общество специального машиностроения и металлургии "Мотовилихинские заводы" Гидравлический амортизатор
RU74602U1 (ru) * 2006-12-27 2008-07-10 Олег Олегович Тихоненко Амортизатор транспортного средства
EA016137B1 (ru) * 2011-02-28 2012-02-28 Троя Кэпитал Групп Корп. Амортизатор транспортного средства

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