WO2016093733A1 - Dispositif d'amortissement à deux niveaux - Google Patents

Dispositif d'amortissement à deux niveaux Download PDF

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Publication number
WO2016093733A1
WO2016093733A1 PCT/RU2015/000512 RU2015000512W WO2016093733A1 WO 2016093733 A1 WO2016093733 A1 WO 2016093733A1 RU 2015000512 W RU2015000512 W RU 2015000512W WO 2016093733 A1 WO2016093733 A1 WO 2016093733A1
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WO
WIPO (PCT)
Prior art keywords
damper
spring
elastic deformation
load
stage shock
Prior art date
Application number
PCT/RU2015/000512
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English (en)
Russian (ru)
Inventor
Владимир Викторович РОМАНОВ
Софья Владимировна РОМАНОВА
Елена Анатольевна РОМАНОВА
Валерий Викторович РОМАНОВ
Сергей Викторович БАЗЮК
Original Assignee
Владимир Викторович РОМАНОВ
Софья Владимировна РОМАНОВА
Елена Анатольевна РОМАНОВА
Валерий Викторович РОМАНОВ
Сергей Викторович БАЗЮК
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 Владимир Викторович РОМАНОВ, Софья Владимировна РОМАНОВА, Елена Анатольевна РОМАНОВА, Валерий Викторович РОМАНОВ, Сергей Викторович БАЗЮК filed Critical Владимир Викторович РОМАНОВ
Publication of WO2016093733A1 publication Critical patent/WO2016093733A1/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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type

Definitions

  • the invention relates to the field of transport engineering, namely, suspension devices of vehicles (hereinafter TS), can also be used as vibration isolation of machines and seismic isolation of buildings and structures.
  • TS suspension devices of vehicles
  • the vehicle suspension system is mainly provided for isolating the main structure, i.e. the vehicle body from road roughness.
  • the suspension also plays an important role in reducing the amount of energy expended when the vehicle encounters bumps in its path.
  • the vehicle rests on the road with a wheel (ski, tracked roller), which is connected to the vehicle body by a corresponding swivel joint.
  • Different swivel joints provide a different trajectory of the free movement of the wheel relative to the vehicle body, but this trajectory is usually close to the vertical axis.
  • a spring which is an energy storage device, that is, it is compressed (bent, stretched, twisted) under the influence of the vehicle body weight to the equilibrium position.
  • the wheels, hubs, wheel axle, brake device are generally called the unsprung mass, and the vehicle body, including the driver’s cab and passenger compartment, is called the sprung mass.
  • the device of the most widely used types of car suspensions is described in detail in the book “Car Chassis” by Raimpel J. Mechanical Engineering, 1983.
  • Springs are known for sheet, screw (spiral), torsion, pneumatic, hydropneumatic, electromagnetic, using the elasticity of materials, working on compression, tension, bending, twisting.
  • Fv is the part of the vehicle body weight force attributable to this spring
  • m is the part of the sprung mass attributable to this spring
  • G is the acceleration of gravity.
  • the vehicle body weight force and the spring reaction force are equal, therefore, the acceleration along the vertical axis is also zero.
  • the spring When the wheel rises above a point when hitting an obstacle equilibrium, the spring is compressed, the reaction force increases and becomes greater than the weight force attributable to this spring. The difference between these forces is positive and the acceleration is directed upwards.
  • the spring reaction force decreases, and the Fr – Fv difference becomes negative. The acceleration in this case is directed downward.
  • the change in the reaction force of the spring when the wheel moves along the vertical axis is the smaller, the better the compression characteristic of the spring. That spring is an effective filter from any perturbations of the wheel along the vertical axis.
  • a node is a spring, the elastic deformation of which is damped by a damping device, called springs, a no-damper system.
  • the damping device is installed parallel to the spring, except for the hydropneumatic suspension.
  • the damper which is a valve with a calibrated bore, is installed in series with a hydropneumatic spring.
  • Dampers are known hydraulic, gas, friction, electromagnetic, dynamic, working on internal friction. Dampers in their action are divided into two groups - these are single-acting dampers and double-acting dampers. In a single-acting damper, when its elements move relative to each other or the working fluid moves relative to its body in one direction, significant resistance is created, and in the other, insignificant resistance.
  • the double-acting damper provides resistance in both forward and reverse travel. It should be noted that it is impossible to completely get rid of resistance with the free-wheeling of a one-way damper without additional efforts from the outside, so there is no exact border between the dampers of unilateral and bilateral action.
  • a vehicle suspension having one spring-damper system with one single-acting damper with a single-acting damper, which slows down the suspension stroke works as follows: When hitting a threshold-like protrusion (Fig. 1), the wheel moves around the vertical axis around the obstacle . The spring is compressed, absorbing the main part of the vertical impulse of the wheel. The vehicle body, having a large mass, moves slightly along the vertical axis, taking an insignificant part of the impulse of the wheel. The damper in this phase does not interfere with spring compression and does not transmit a significant impulse to the vehicle body.
  • the force with which the damper holds the spring in direct proportion to the vertical component of the wheel speed, that is, the speed of the spring unclenching and in its maximum value reaches the spring reaction force.
  • the acceleration of the vehicle body along the vertical axis in this phase is determined by the formula:
  • Fd is the resistance force of the damper during expansion.
  • the vehicle body receives acceleration down the vertical axis, which can reach the value of the gravitational acceleration.
  • passengers and the driver experience congestion failures.
  • the pressure of the wheel on the road surface decreases, up to the separation of the wheel from the road surface, which inevitably leads to poor handling and even loss of control for some time.
  • the impulse that the vehicle body received during the exit from the bumps absorbs the spring.
  • the damper in this phase does not interfere with compression and does not create braking forces.
  • the acceleration of the vehicle body, directed upwards is determined by the formula:
  • dampers In modern vehicles, this problem is solved by the use of double-acting dampers. Typically, these dampers have different compressive and tensile strengths. Compression less resistance, greater tensile. In view of this, the vertical impulse of the wheel is transmitted to the vehicle body through the damper both during forward and reverse travel.
  • a double-acting damper installed parallel to the spring to absorb unwanted vibrations increases the stiffness of the suspension.
  • Suspension using double-acting dampers has a number of significant disadvantages:
  • Such a suspension can only cope with small and smooth bumps
  • the damper has to calm the vibrations that he himself excites.
  • a two-stage shock absorber installed between the sprung (5) and unsprung mass (6) consists of two spring-damper systems (7.8) with single-acting dampers, moreover, in one spring-damper system, a direct-acting damper (1), in the other reverse (2), spring-damper systems can be installed sequentially, one above the other (FIG. 3) or in parallel (FIG. 4, FIG. 5). In this case, the use of a balancing lever (9) is necessary.
  • Fig. B two hydropneumatic spring-damper systems with single-acting dampers are installed. In one damper direct action, in the other reverse.
  • a two-stage shock absorber operates as follows:
  • the wheel When the vehicle meets irregularities in its path, the wheel, repeating the relief of the road surface, moves along the vertical axis.
  • the spring-damper system (7) with a direct-acting damper (Fig. 3, Fig. 4, Fig. 5, Fig. B) does not compress, and the spring-damper system (8) with a reverse damper is compressed, since its damper (2) does not interfere with compression and does not transmit the momentum of the wheel to the sprung mass (5).
  • the reverse damper (2) slows down the compression of the corresponding spring-damper system (8), but the spring-damper system (7) with the direct damper prevents the sprung mass from falling through, since the direct damper (1) does not resist unclenching.
  • the acceleration of the sprung mass along the vertical axis when the wheel moves up is determined by the formula:
  • Frb is the reaction force of the spring (3) of the spring-damper system (7) with a direct-acting damper (1).
  • the weight of the vehicle body is held by the reaction force of the springs (3.4), and the impact on the wheel
  • the spring can not transmit the chassis of the vehicle.
  • the force with which the damper inhibits elastic deformation does not exceed the difference in the reaction forces of the springs of one two-stage shock-absorbing device.
  • the self-oscillations in such a damper device are extinguished quite effectively.
  • reaction force of a two-stage shock-absorbing device during suspension operation varies slightly, which reduces the acceleration of the sprung mass along the vertical axis, and hence overloads that cause discomfort, to insignificant values.
  • a suspension with a two-stage shock-absorbing device presses the wheel to the road surface while driving continuously with little changing effort, even on rough roads, which is necessary for good handling.
  • Figure 1 shows the suspension with a single-acting damper of a vehicle overcoming a threshold-like obstacle. Between the sprung mass (5) and the unsprung mass (6), a spring (4) is installed and a reverse damper (2) parallel to it.
  • Figure 2 shows the suspension with a single-acting damper of a vehicle overcoming an obstacle of the form of a bump, that is, protruding above the surface of the road.
  • Fig. 3 shows a diagram of a two-stage shock-absorbing device with spring-damper systems (7.8) connected in series, with the damper (1) of the spring-damper system (7) of direct action, and the damper (2) of the spring-damper system (8) of the reverse actions.
  • Figure 4 shows a diagram of a two-stage shock-absorbing device with parallel connected spring-damper systems. In a parallel circuit, a balancing lever (9) is required.
  • Figure 5 shows a diagram of a two-stage shock absorbing device for tandem wheels.
  • Fig. B shows a diagram of a two-stage shock absorbing device for hydropneumatic suspension.
  • the spring-damper systems are connected in parallel with each other, however, the damper and the elastic element are connected in series.
  • Figure 7 shows one of the options for a two-stage shock-absorbing device, combined in one suspension strut.
  • Fig depicts one of the options for a two-stage shock absorber arranged in a rack for use in the suspension "MacPherson".
  • Figure 9 shows one of the options for a two-stage shock absorbing device for tandem wheels using a leaf spring
  • Figure 10 shows one of the options for a two-stage shock absorbing device for suspension with a longitudinal leaf spring.
  • Figure 11 shows a variant of a two-stage shock-absorbing device in which a spring-damper system is added to the MacPherson strut with a reverse damper (2), supported by a lever (10) on top of the pillar support bearing (11).
  • the elastic element (13) is torsion. Damper (12) reverse action, but inhibits elastic deformation corresponding to an increase in load.
  • a two-stage shock-absorbing device does not require major changes in the suspension design of the vehicle.
  • the suspension can be literally refitted, that is, the standard elastic element and damper are replaced by a two-stage shock absorber arranged in one rack (Fig. 7).
  • the strut experiences a bending force, the magnitude of which is greater than the bottom of the strut, where the wheel axle is attached to it, so it’s best to place the retractable strut elements in its upper part.
  • Fig. 8 One of the options for such a layout is shown in Fig. 8.
  • the parameters of the elastic elements in the two-stage shock-absorbing device are selected so that in the equilibrium position the elastic element (3), working together with the direct-acting damper (1), is in the most compressed position or close to the maximum compressed position, and the elastic element (4), working together with the reverse action damper (2), it is in the maximum open position or close to the maximum open position.
  • a spring-damper system with a direct-acting damper never compresses closer to the equilibrium point
  • a spring-damper system with a direct-action damper never expands beyond the equilibrium point.
  • conversion to a two-stage scheme is carried out by replacing a standard elastic element with two elastic elements with damping devices corresponding to a two-stage scheme.

Abstract

Afin d'isoler un châssis de véhicule contre les charges dynamiques s'exerçant sur le véhicule pendant son déplacement sur une surface non régulière, on utilise des systèmes d'amortisseur à ressort qui comprennent un élément élastique et amortisseur disposé en parallèle à celui-ci. Il convient de remarquer que l'isolateur est uniquement l'élément élastique. L'amortisseur, dont la fonction est d'atténuer les oscillations automatiques, dégrade les propriétés d'isolation du système d'amortisseur à ressort du fait que, comme il est installé entre des masses non soumise à ressort et soumise à ressort, il transmet verticalement l'impulsion depuis la roue du châssis du véhicule et qu'il doit atténuer les oscillations qu'il provoque lui-même. Dans le dispositif d'amortissement à deux niveaux (Fig. 3) comprenant deux systèmes d'amortisseurs à ressort (7, 8) avec des amortisseurs à action unilatérale, l'amortisseur d'un niveau (1) freine uniquement la compression et l'amortisseur de l'autre niveau (2) freine uniquement l'extension. Dans un tel dispositif, la transmission d'impulsion verticale de la roue (6) vers le châssis du véhicule (5) est entièrement supprimée via les amortisseurs. Les auto-oscillations sont atténuées de manière suffisamment efficace.
PCT/RU2015/000512 2014-12-11 2015-08-14 Dispositif d'amortissement à deux niveaux WO2016093733A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2014150237 2014-12-11
RU2014150237/11A RU2597061C2 (ru) 2014-12-11 2014-12-11 Двухступенчатое амортизирующее устройство

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WO2016093733A1 true WO2016093733A1 (fr) 2016-06-16

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WO (1) WO2016093733A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108909400A (zh) * 2018-07-03 2018-11-30 太原科技大学 一种油腔互联的双级隔振平衡悬架
CN109798323A (zh) * 2019-03-22 2019-05-24 中国核电工程有限公司 一种支撑装置及贮存系统
CN113335488A (zh) * 2021-06-25 2021-09-03 中国舰船研究设计中心 一种双级纵向隔振的轴系
CN115435039A (zh) * 2022-08-31 2022-12-06 高洪涛 一种减震器总成

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2917303A (en) * 1955-12-22 1959-12-15 Robert L Vierling Snubbed spring suspensions for vehicle wheels
RU2465495C1 (ru) * 2011-04-25 2012-10-27 Государственное образовательное учреждение высшего профессионального образования Балтийский государственный технический университет "ВОЕНМЕХ" им. Д.Ф. Устинова (БГТУ "ВОЕНМЕХ") Амортизатор для систем ударозащиты
CN103909799A (zh) * 2014-04-29 2014-07-09 史庆平 双缸悬挂装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2917303A (en) * 1955-12-22 1959-12-15 Robert L Vierling Snubbed spring suspensions for vehicle wheels
RU2465495C1 (ru) * 2011-04-25 2012-10-27 Государственное образовательное учреждение высшего профессионального образования Балтийский государственный технический университет "ВОЕНМЕХ" им. Д.Ф. Устинова (БГТУ "ВОЕНМЕХ") Амортизатор для систем ударозащиты
CN103909799A (zh) * 2014-04-29 2014-07-09 史庆平 双缸悬挂装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108909400A (zh) * 2018-07-03 2018-11-30 太原科技大学 一种油腔互联的双级隔振平衡悬架
CN108909400B (zh) * 2018-07-03 2023-09-01 太原科技大学 一种油腔互联的双级隔振平衡悬架
CN109798323A (zh) * 2019-03-22 2019-05-24 中国核电工程有限公司 一种支撑装置及贮存系统
CN113335488A (zh) * 2021-06-25 2021-09-03 中国舰船研究设计中心 一种双级纵向隔振的轴系
CN115435039A (zh) * 2022-08-31 2022-12-06 高洪涛 一种减震器总成

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RU2014150237A (ru) 2016-07-10
RU2597061C2 (ru) 2016-09-10

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