• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Hydraulic damper with load regulation as a function of frequency by means of inertia composed of a cylinder, comprising an inner chamber, a rod, a main piston and an inertia piston, immersed in a hydraulic fluid, so that the inner chamber It is divided into 3 sub-chambers, the main piston comprises a conduit controlled by valves to allow bidirectional flow of fluid between the sub-chambers and the inertia piston comprises a conduit called the inertia channel configured to allow fluid flow between sub-cameras (Machine-translation by Google Translate, not legally binding)
    公开号:ES2742448A1
    申请号:ES201800189
    申请日:2018-08-14
    公开日:2020-02-14
    发明作者:Garcia Jasiel Najera
    申请人:Garcia Jasiel Najera；
    IPC主号:
    专利说明:

    [0001]
    [0002] Shock absorber with load regulation depending on the frequency by hydraulic inertia.
    [0003]
    [0004] Technical sector
    [0005]
    [0006] The sector of the technique where the invention is included is that of the industry dedicated to the manufacture of components for the control of vibrations in machines. A specific use of this invention is the case of shock absorbers for vehicle suspensions.
    [0007]
    [0008] Background of the invention
    [0009]
    [0010] The function of hydraulic dampers is to attenuate the vibrations of the moving components of the machines in which they are implemented. In the case of vehicle suspensions, these shock absorbers fulfill a double function: 1) guarantee the stability of the vehicle due to the acceleration, braking and steering maneuvers of the vehicle, as well as the vertical stresses coming from the road; 2) filter or attenuate the forces transmitted through the wheels and suspension to the body and therefore to the occupants of the vehicle.
    [0011] To optimize both criteria and achieve the minimum movement of the mass of the vehicle it is necessary to use high levels of damping, while in order to minimize the transmission of stresses from the wheel to the bodywork, low levels of damping are required. In order to improve the behavior of the suspension under both criteria, systems have been developed that adapt the level of damping according to the dynamic and / or terrain conditions.
    [0012]
    [0013] The vast majority of industrially used shock absorbers consist of a rod attached to a piston that travels in a hydraulic fluid contained in a cylinder. The piston divides the volume of hydraulic fluid in the cylinder into two sub-chambers. Through calibrated holes the fluid can pass from one chamber to another through the piston. The outer end of the rod is generally connected to the body of the vehicle and the cylinder is connected to the wheel.
    [0014]
    [0015] Due to the relative movement of the mass of the vehicle and the wheel, the rod also moves relative to the cylinder, producing a hydraulic flow from one sub-chamber to the other. Because the fluid is incompressible, the flow through the piston is proportional to the relative speed between the ends of the shock absorber. The pressure difference generated by the passage of fluid through the calibrated holes is proportional to the flow through them. This pressure difference generates the damping force at the ends of the damper.
    [0016] Because the damping force is proportional to the relative speed between the ends of the shock absorber, high-velocity and high-amplitude stresses generate high speeds between the ends of the shock absorber, generating high forces between them; which means that the irregularities of the land are transmitted from the pavement to the body.
    [0017]
    [0018] In order to filter the irregularities of the road and maintain good body control, electronically adjustable hydraulic systems have been developed that are computer controlled. Thus, by means of sensors and algorithms, it is possible to adjust the calibrated hydraulic holes in order to provide an optimum damping level for each situation. These systems are expensive and in some cases their behavior is not optimal in terms of adaptability to road situations.
    [0019] Other systems developed to improve vehicle comfort while reducing body movement are the shock absorbers with selective frequency response. These shock absorbers generate high levels of damping force when subjected to low frequency movements providing stability to the vehicle; and generate low levels of damping against high frequency movements, filtering the bumpy transmission and irregularities of the road to the body. An example of such a system is that described in ES2261747 T3.
    [0020]
    [0021] One of the problems generated by such a solution is that, by reducing the damping at high frequencies, the damping of the wheel around its resonant frequency is lower, producing a phenomenon called "wheel vibration" or "wheel-shake". This phenomenon can cause loss of wheel grip capacity, as well as reduced passenger comfort due to the transmission of said vibration in the body. It would therefore be desirable to have a device whose design criteria allow: 1) to control the mass of the vehicle at low frequencies by providing high levels of viscous damping 2) to provide low levels of viscous damping at high frequencies 3) to provide remarkable damping of the mass of the vehicle wheel despite the decrease of viscous damping at high frequencies.
    [0022]
    [0023] The benefits of using dynamic mass dampers tuned in vibration control of structures are known. These shock absorbers are composed of a mass system connected to a spring and a shock absorber in parallel. The added mass is less than the mass to be cushioned. The resonance frequency of the added mass is slightly lower than that of the system to be damped.
    [0024]
    [0025] Around the resonant frequency, the mass to be dampened and the damping mass oscillate in contraphase, thus producing the desired attenuating effect on the main mass. This type of damping is dynamic and is more efficient than viscous damping.
    [0026]
    [0027] One way of integrating this dynamic damping concept is presented, for example, in the hydraulic supports used in order to fix the motors to the bodywork or in the “hydrobushings.” These elements are formed by hydraulic chambers separated by a channel of inertia. movement generated at the ends of the support, the fluid is forced to move through a channel of inertia of reduced diameter.The flow generated by the ends of the support in the latter's chambers is accelerated when passing through this channel, generating an effect of hydraulic inertial amplification The inertial effect generated by this channel replaces the inertia due to the mass in a tuned mass system, with the benefit that the total mass of the hydraulic support fluid is considerably less than the equivalent mass that would generate a dynamic effect Similary.
    [0028]
    [0029] In order to improve the behavior of the suspensions in the designs mentioned above, the following documents are known:
    [0030]
    [0031] In document DE102004015448B3 a shock absorber is presented whose level of damping is dependent on the amplitude of the movement at its ends and therefore provides a solution to the design criteria 1) and 2) mentioned above. The operating mechanism is based on the fact that, when the sliding piston moves, the springs are compressed and when connected to the hydraulic control valves they generate a greater pressure difference through the sliding piston.
    [0032]
    [0033] Document US20150167773A1 presents a damper in which use of inertia ducts integrated in the damper is made with the particularity that the pressure difference through the inertia channel is equal to the pressure difference across the piston main conventional p of a shock absorber. It is therefore understood that it is a serial configuration of both load losses.
    [0034]
    [0035] In document FR2892973A1 a suspension topology is presented where a mass-tuned mass system is used connecting the mass of the wheel and the body mass. This invention also presents the use of a piston system connected by an inertial channel in order to optimize the mass of the inertial system.
    [0036]
    [0037] In EP2789872A2 a suspension topology is presented with a tuned mass system like the one in Fig. 2. As a constructive form, the tuned mass system is combined using inertial channel with conventional damper elements.
    [0038]
    [0039] The invention US9080634B2 introduces a shock absorber design with frequency dependent response by a hydraulic passage parallel to that of the main piston. This hydraulic passage is opened by the hydraulic flow itself that crosses it. At high frequencies of movement of the ends of the shock absorber this parallel passage opens and the damping force is therefore less. This gives a frequency dependent response.
    [0040]
    [0041] Explanation of the invention.
    [0042]
    [0043] In order to achieve the design objectives mentioned above, the invention proposes a hydraulic shock absorber whose level of viscous damping is a function of frequency; It also generates dynamic damping through the use of an inertia channel elastically connected to one of the ends of the damper.
    [0044]
    [0045] The present invention is comprised of a rod attached to a main piston that travels in a hydraulic fluid contained in a cylinder. In the shock absorber, the main piston divides the volume of hydraulic fluid in the cylinder into two chambers. Through calibrated holes the fluid can pass from one chamber to another through the main piston. The outer end of the rod is generally connected to the body of the vehicle and the cylinder is connected to the wheel.
    [0046]
    [0047] According to the invention presented in this application there is an additional piston that we will call inertia and which divides one of the chambers into two sub-chambers. In this way the fluid contained in the shock absorber is divided into three chambers. The inertia piston is connected by at least one spring to the rod. The chambers divided by the inertia piston are joined by a channel of inertia.
    [0048]
    [0049] The pressure difference at both ends of the inertia channel is proportional to the length of the channel and the mass flow through the inertia channel, inversely proportional to the cross-sectional area of the inertia channel. Because the total volume of both sub-chambers is constant and considering that the fluid is incompressible, the mass flow through the inertia piston is proportional to the movement of the inertia piston inside the chamber.
    [0050]
    [0051] The movement of the inertia piston is equal to the movement of the rod plus the relative movement of the inertia piston with respect to the rod. In this way the frequency response of the inertia piston is similar to the frequency response of a dynamic tuned mass damper. By appropriately choosing the parameters of the spring and the dimensions of the inertia channel it is possible to adjust the resonance frequency of the inertia piston and thus provide a dynamic damping of the wheel mass.
    [0052]
    [0053] In an advanced design of the idea presented here, a parallel fluid passage is opened between the chambers separated by the main piston and a third piston is introduced, which we will call tertiary, parallel hydraulically to the main piston. This additional step is opened or closed by the inertia piston. The inertia piston moves at high frequencies of movement of the main piston, so an additional passage is opened only at high frequencies by decreasing the pressure difference on both sides of the inertia piston and thus decreasing the viscous damping force.
    [0054]
    [0055] In a more advanced design, high frequency flow through the tertiary piston can be controlled so that the pressure difference at high frequencies can be controlled more precisely.
    [0056]
    [0057] Brief description of the drawings
    [0058]
    [0059] In Figure 1. - Schematically shows a conventional shock absorber design.
    [0060]
    [0061] In figure 2. - It shows schematically the design of dynamic shock absorber of tuned oscillating mass.
    [0062]
    [0063] In Figure 3. - It shows a perspective view of the dynamic oscillating mass damper.
    [0064]
    [0065] Preferred Embodiment of the Invention
    [0066]
    [0067] From the design of a conventional shock absorber (20), in which a rod (3) is attached to a main piston (4) that travels in a hydraulic fluid (8) contained in a cylinder (2), about calibrated holes (6) in the main piston (4) that allow fluid (8) to pass from one chamber (9) to another (10) or vice versa. The outer end of the rod (3), in the case of vehicles, is generally connected to the body of the vehicle and the cylinder (2) is connected to the wheel.
    [0068]
    [0069] There is an additional piston (5) that we will call inertia and that divides the chamber (10) into two sub-chambers (10) and (10a). In this way the fluid (8) contained in the shock absorber is divided into three chambers (9), (10) and (10a). The inertia piston (5) is connected by at least one spring (11) to the rod (3). The chambers (10) and (10a) divided by the inertia piston (5) are joined by an inertia channel (12).
    [0070]
    [0071] The pressure difference at both ends of the inertia channel (12) is proportional to the length of the channel (12) and the mass flow through the inertia channel (12), inversely proportional to the cross-sectional area of the inertia channel (12 ). Because the total volume of both chambers (10) and (10a) is constant and considering that the fluid (8) is incompressible, the mass flow through the inertia piston (5) is proportional to the movement of the inertia piston (5) within the secondary chambers (10) and (10a).
    [0072]
    [0073] The movement of the inertia piston (5) is equal to the movement of the rod (3) plus the relative movement of the inertia piston (5) with respect to the rod (3). In this way the frequency response of the inertia piston (3) is similar to the frequency response of a dynamic tuned mass damper. By appropriately choosing the parameters of the spring (11) and the dimensions of the inertia channel (12) it is possible to adjust the resonant frequency of the inertia piston (5) and thus provide a dynamic damping of the wheel mass.
    [0074]
    [0075] In an advanced design of the idea presented here, a parallel fluid passage (14) is opened between the chambers (9) and (10) or (10a) separated by the main piston (4). This flow, hydraulically parallel to the main piston (4) is opened or closed by the inertia piston (5) or by a sliding valve (15) rigidly or elastically connected to the piston (5). The piston of inertia (5) moves at high frequencies of movement of the main piston (4), whereby the inertia piston (5) or the sliding valve (15) opens an additional passage (14) only at high frequencies reducing the difference in pressure on both sides of the main piston (4) and therefore decreasing the viscous damping force.
    [0076]
    [0077] In a more advanced design, high frequency flow can be controlled through a load regulating valve (16) so that the pressure difference at high frequencies can be controlled more precisely.
    权利要求:
    Claims (6)
    [1]
    1. Shock absorber (1) with load regulation as a function of frequency by hydraulic inertia comprising a cylinder (2) with an inner chamber (7), a rod (3), a main piston (4) and an inertia piston (5); The main piston (4) is attached to the rod and the inertia piston (5) is connected through at least one spring (11) to the rod (3), so that both pistons move longitudinally in the cylinder. The main (4) and inertia (5) pistons are immersed in a hydraulic fluid (8), so that the inner chamber (7) is divided into 3 sub-chambers (9) (10) (10a), being ( 10) and (10a) the chambers on both sides of the inertia piston (5). The main piston (4) comprises at least one conduit (6) configured to allow the bidirectional flow of the hydraulic fluid (8) between the chamber (9) and the chamber (10a) controlled by valves (13) that allow to regulate the passage of fluid (8) between chambers. The inertia piston (5) comprises at least one conduit called the inertia channel (12) configured to allow the flow of hydraulic fluid (8) between the chamber (10) and the chamber (10a).
    [2]
    2. Shock absorber according to claim 1 comprising a conduit (14) inside the rod (3) connecting the chambers (9) and (10) to allow the flow of hydraulic fluid (8) between the chambers (9) and (10) ), this flow being controlled by the movement of a sliding valve (15) connected to the inertia piston (5) directly.
    [3]
    3. Shock absorber according to claim 1 comprising a conduit (14) inside the rod (3) connecting the chambers (9) and (10a) to allow the flow of hydraulic fluid (8) between the chambers (9) and (10) ), this flow being controlled by the movement of a sliding valve (15) connected to the inertia piston (5) directly.
    [4]
    4. Shock absorber according to claim 1 comprising a conduit (14) inside the rod (3) connecting the chambers (9) and (10) to allow the flow of hydraulic fluid (8) between the chambers (9) and (10) ), this flow being controlled by the movement of a sliding valve (15) connected to the inertia piston (5) through the spring (17).
    [5]
    5. Shock absorber according to claim 1 comprising a conduit (14) inside the rod (3) connecting the chambers (9) and (10a) to allow the flow of hydraulic fluid (8) between the chambers (9) and (10) ), this flow being controlled by the movement of a sliding valve (15) connected to the inertia piston (5) through the spring (17).
    [6]
    6. A damper according to claims 2, 3, 4 and 5 comprising at least one valve (16) which allows to regulate the flow through the conduit (14) in at least one direction.
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    同族专利:
    公开号 | 公开日
    GB2591892A|2021-08-11|
    US20210188032A1|2021-06-24|
    GB202103382D0|2021-04-28|
    BR112021002509A2|2021-07-27|
    CN113490800A|2021-10-08|
    WO2020035628A1|2020-02-20|
    EP3839286A1|2021-06-23|
    ES2742448B2|2021-11-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2139942B1|1971-08-10|1972-11-09|Fichtel & Sachs Ag, 8720 Schweinfurt|Vibration dampers, in particular for motor vehicles, with an additional damping valve that can be switched on as a function of the frequency|
    US4236607A|1979-02-26|1980-12-02|Textron, Inc.|Vibration suppression system|
    DE19915635A1|1999-04-07|2000-10-12|Volkswagen Ag|Vehicle axis vibration damping system, with absorber system acting with wheel bearer to damp wheel-specific vibrations|
    US20020027051A1|2000-08-23|2002-03-07|Mannesmann Sachs Ag|Vibration damper|
    US20150167773A1|2010-02-05|2015-06-18|Bill J. Gartner|Damping and inertial hydraulic device|
    WO2011130816A1|2010-04-20|2011-10-27|Magneti Marelli Cofap Companhia Fabricadora De Peças|Inertial flow control valve for a hydraulic damper|
    EP2789872A2|2013-04-03|2014-10-15|Industrial Science GmbH powered by IAV|Damper device for a vibrating structure|
    NL1019313C2|2001-11-06|2003-05-12|Koni Bv|Shock absorber with frequency dependent damping.|
    FR2892973B1|2005-11-09|2008-02-15|Peugeot Citroen Automobiles Sa|REMOVABLE WHEEL SUSPENSION WITH SELECTIVE DAMAGE OF A MOTOR VEHICLE|
    US9080634B2|2013-07-25|2015-07-14|Tenneco Automotive Operating Company Inc.|Shock absorber with frequency dependent passive valve|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201800189A|ES2742448B2|2018-08-14|2018-08-14|Shock absorber with load regulation depending on the frequency by means of hydraulic inertia|ES201800189A| ES2742448B2|2018-08-14|2018-08-14|Shock absorber with load regulation depending on the frequency by means of hydraulic inertia|
    BR112021002509-0A| BR112021002509A2|2018-08-14|2019-08-07|shock absorber with frequency-dependent load regulation by means of hydraulic inertia.|
    CN201980054210.XA| CN113490800A|2018-08-14|2019-08-07|Shock absorber with frequency dependent load by means of hydraulic inertia|
    US17/267,828| US20210188032A1|2018-08-14|2019-08-07|Shock absorber with frequency-dependent load regulation by hydraulic inertia|
    PCT/ES2019/070556| WO2020035628A1|2018-08-14|2019-08-07|Shock absorber with frequency-dependent load regulation by hydraulic inertia|
    GB2103382.4A| GB2591892A|2018-08-14|2019-08-07|Shock absorber with frequency-dependent load regulation by hydraulic inertia|
    EP19849961.8A| EP3839286A1|2018-08-14|2019-08-07|Shock absorber with frequency-dependent load regulation by hydraulic inertia|
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