U.S. patent application number 09/880354 was filed with the patent office on 2001-12-20 for shock absorber with cup-shaped stop cap.
Invention is credited to Schmidt, Armin.
Application Number | 20010052441 09/880354 |
Document ID | / |
Family ID | 7645239 |
Filed Date | 2001-12-20 |
United States Patent
Application |
20010052441 |
Kind Code |
A1 |
Schmidt, Armin |
December 20, 2001 |
Shock absorber with cup-shaped stop cap
Abstract
A shock absorber includes a housing, a piston slidable in the
housing, a piston rod extending outwardly from the piston, a
cup-shaped stop cap secured to the free end of the piston rod, and
an adjusting ring which protrudes from the end of the housing and
can be rotated to adjust the damping coefficient by adjusting the
open cross-section of throttle openings through which a hydraulic
fluid is displaced by the piston. When a load pushes against the
stop cap, the maximum travel is limited by the stop cap bearing
directly against a rigid end ring of the housing. The load forces
are introduced directly from the stop cap into the housing, without
applying any loads onto the adjusting ring or other components. The
adjusting ring and a return spring coaxially on the piston rod are
accommodated within the stop cap in the fully retracted
position.
Inventors: |
Schmidt, Armin; (Stolberg,
DE) |
Correspondence
Address: |
FASSE PATENT ATTORNEYS, P.A.
P.O. BOX 726
HAMPDEN
ME
04444-0726
US
|
Family ID: |
7645239 |
Appl. No.: |
09/880354 |
Filed: |
June 13, 2001 |
Current U.S.
Class: |
188/280 ;
267/216 |
Current CPC
Class: |
F16F 9/58 20130101; F16F
9/3242 20130101 |
Class at
Publication: |
188/280 ;
267/216 |
International
Class: |
F16F 009/49 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 14, 2000 |
DE |
100 28 586.4 |
Claims
What is claimed is:
1. A shock absorber for decelerating a moving load, comprising: a
hollow housing having a hollow chamber therein and terminating at
respective opposite first and second housing ends; a piston axially
slidably arranged in said hollow chamber in said housing; a piston
rod having a first rod end that protrudes out of said first housing
end and a second rod end that is opposite said first rod end and
that is connected to said piston; a hydraulic fluid in said hollow
chamber in said housing; an adjustable hydraulic throttle
arrangement having a variable hydraulic throttle passage, arranged
in said housing; an adjusting ring that protrudes out from said
first housing end and that is connected to said adjustable
hydraulic throttle arrangement so as to be adapted to adjust said
variable hydraulic throttle passage so as to adjust a damping
characteristic of said shock absorber; and a stop element
comprising a cup-shaped stop cap that is connected to said first
rod end, that defines a hollow cup space therein, and that includes
a contact surface adapted to have the moving load bear
thereagainst; wherein said cup-shaped stop cap, said piston rod and
said piston are movable together from an extended position to a
retracted position relative to said housing due to a force applied
to said stop cap by the moving load, while said piston displaces at
least some of said hydraulic fluid through said variable hydraulic
throttle passage; wherein said housing includes a rigid support
element as a part of said housing, and said stop element bears
against said support element in said retracted position so as to
limit a stroke of said stop element, said piston rod and said
piston; and wherein said adjusting ring is received and
accommodated in said hollow cup space of said stop cap in said
retracted position.
2. The shock absorber according to claim 1, wherein said rigid
support element comprises a ring-shaped end surface of said
housing, and said stop cap includes a ring-shaped rim surface that
bears against said ring-shaped end surface when said stop cap is in
said retracted position.
3. The shock absorber according to claim 2, wherein said
ring-shaped rim surface has an inner diameter larger than an outer
diameter of said adjusting ring.
4. The shock absorber according to claim 2, wherein said housing
includes a main housing body and an end ring protruding therefrom
and forming said rigid support element and terminating in said
ring-shaped end surface, and said end ring has an outer diameter
corresponding to an outer diameter of said stop cap.
5. The shock absorber according to claim 2, wherein said hollow
chamber in said housing includes an accumulator chamber adjacent to
said first housing end, and said housing has an inner diameter in
said accumulator chamber that corresponds to an inner diameter of
said stop cap in said hollow cup space.
6. The shock absorber according to claim 1, wherein said adjusting
ring protrudes axially outwardly beyond said support element.
7. The shock absorber according to claim 1, further comprising a
return spring arranged and braced between said stop cap and said
first housing end, wherein said return spring exerts a biasing
force between said stop cap and said first housing end that urges
said stop cap, said piston rod and said piston together from said
retracted position to said extended position.
8. The shock absorber according to claim 7, wherein said stop cap
is connected to said first rod end by a screw connection.
9. The shock absorber according to claim 7, wherein said return
spring is arranged coaxially around said piston rod, a first end of
said return spring is received in said hollow cup space and bears
against said stop cap, and a second end of said return spring is
received radially inwardly of said adjusting ring where said second
end of said return spring bears against said first housing end.
10. The shock absorber according to claim 9, wherein said return
spring is entirely accommodated and enclosed within said hollow cup
space when said stop cap is in said retracted position.
11. The shock absorber according to claim 1, wherein said
adjustable hydraulic throttle arrangement comprises a pressure pipe
that has at least one throttle opening as a component of said
variable hydraulic throttle passage and that is arranged in said
hollow chamber in said housing, wherein said piston is slidably
arranged in said pressure pipe, and further comprising a bearing
sleeve through which said piston rod is slidably supported and
which connects said adjusting ring to said pressure pipe in a
rotation-transmitting manner so that rotation of said adjusting
ring correspondingly rotates said pressure pipe and thereby varies
an open flow cross-section of said at least one throttle
opening.
12. The shock absorber according to claim 11, wherein said variable
hydraulic throttle passage of said adjustable hydraulic throttle
arrangement further includes a spiral groove on an inner
cylindrical wall of said housing bounding said hollow chamber, and
at least one linearly axially extending flat planar area on an
outer peripheral surface of said pressure pipe facing said inner
cylindrical wall of said housing.
13. The shock absorber according to claim 11, further comprising a
rotatable end closure that is rotatably received in and penetrates
through said second housing end and that is fixedly connected to
said pressure pipe.
14. A shock absorber for decelerating a moving load, comprising: a
hollow housing having a hollow chamber therein and terminating at
respective opposite first and second housing ends; a piston axially
slidably arranged in said hollow chamber in said housing; a piston
rod having a first rod end that protrudes out of said first housing
end and a second rod end that is opposite said first rod end and
that is connected to said piston; a hydraulic fluid in said hollow
chamber in said housing; a stop element comprising a cup-shaped
stop cap that is connected to said first rod end, that defines a
hollow cup space therein, and that includes a contact surface
adapted to have the moving load bear thereagainst; and a return
spring arranged and braced between said stop cap and said first
housing end; wherein said cup-shaped stop cap, said piston rod and
said piston are movable together from an extended position to a
retracted position relative to said housing due to a force applied
to said stop cap by the moving load, while said piston displaces at
least some of said hydraulic fluid through said variable hydraulic
throttle passage; wherein said housing includes a rigid support
element as a part of said housing, and said stop element bears
against said support element in said retracted position so as to
limit a stroke of said stop element, said piston rod and said
piston; wherein said return spring is arranged coaxially around
said piston rod, a first end of said return spring is received in
said hollow cup space and bears against said stop cap, and a second
end of said return spring is received radially inwardly of said
adjusting ring where said second end of said return spring bears
against said first housing end; and wherein said return spring
exerts a biasing force between said stop cap and said first housing
end that urges said stop cap, said piston rod and said piston
together from said retracted position to said extended
position.
15. The shock absorber according to claim 14, wherein said return
spring is entirely accommodated and enclosed within said hollow cup
space when said stop cap is in said retracted position.
Description
PRIORITY CLAIM
[0001] This application is based on and claims the priority under
35 U.S.C. .sctn.119 of German Patent Application 100 28 586.4,
filed on Jun. 14, 2000, the entire disclosure of which is
incorporated herein by reference.
FIELD OF THE INVENTION
[0002] The invention relates to a shock absorber for taking up the
impact shock of a moving component, and then slowing down and
stopping the component. The shock absorber includes a housing, a
piston axially slidably arranged in the housing, a piston rod
connected to the piston and extending outwardly through a seal at
an end of the housing, and a contact or stop element connected to
the end of the piston rod opposite the piston. A moving load
component, which is to be slowed down and stopped, strikes against
the stop element, whereupon the piston is slidingly moved while
displacing a hydraulic fluid through a throttling arrangement to
dissipate the kinetic energy. A mechanical support element limits
the maximum stroke of the piston.
BACKGROUND INFORMATION
[0003] The above described general type of shock absorber is
conventionally known for slowing down and stopping various moving
load components, such as moving machine parts, items being
transported on a conveyor belt or the like, and any other component
that must be slowed down and stopped in a gentle damping
manner.
[0004] A conventionally known shock absorber of this type may
further include an adjusting mechanism including an adjusting ring
protruding from an end of the shock absorber. This mechanism allows
the damping constant or coefficient of the shock absorber to be
adjusted by rotating the adjusting ring. For this purpose, the
adjusting ring is securely fixed in a torque transmitting manner to
a rotatable adjusting sleeve. A so-called pressure sleeve is
located within the adjusting sleeve, and in turn, the piston is
axially slidably arranged in the inner space within the pressure
sleeve. The pressure sleeve has throttle holes therein, and the
effective open cross-sectional area of these throttle holes is
variable by rotating the adjusting sleeve while the pressure sleeve
remains stationary i.e. does not rotate. The rotation of the
adjusting sleeve is achieved by rotating the adjusting ring
provided at an end of the housing.
[0005] In the conventionally known shock absorber, the adjusting
ring that protrudes out of an end of the housing directly serves as
a mechanical support element that limits the maximum travel or
stroke of the piston. Namely, the stop element and/or the load to
be slowed down and stopped will strike against and be positively
stopped by the adjusting ring, after the stop element and the
connected piston have traveled through the maximum allowable
stroke.
[0006] A disadvantage of such a conventional arrangement is that
very great forces will be introduced into the support element, i.e.
the adjusting ring in the conventional shock absorber, when a large
load has contacted and pushed against the stop element and thereby
pushed the piston through its maximum allowable stroke. As a
result, the adjusting ring is very heavily loaded, for example even
to the extent that plastic deformations arise in the adjusting ring
or in various force transmitting or bearing components within the
shock absorber housing. As a result, the adjustability of the shock
absorber is negatively influenced or even made impossible.
SUMMARY OF THE INVENTION
[0007] In view of the above it is an object of the invention to
provide a shock absorber having an adjusting ring arranged at an
end of the shock absorber housing, which is further developed and
improved in such a manner so that the moving load component or the
stop element will not bear directly against and apply a damaging
load to the adjusting ring when the piston has been moved to the
extent of the maximum allowable piston stroke. It is a further
object of the invention to provide a compact shock absorber
construction which fully protects the adjusting ring by preventing
any stop loads from being applied to the adjusting ring. The
invention further aims to avoid or overcome the disadvantages of
the prior art, and to achieve additional advantages, as apparent
from the present specification.
[0008] The above objects have been achieved according to the
invention in a shock absorber including a housing, a piston axially
slidably arranged in the housing, a piston rod connected to the
piston and extending through a seal at one end of the housing, and
a contact or stop element that is arranged on an end of the piston
rod opposite the piston and that is adapted to be contacted by a
moving load component that is to be slowed down and stopped. The
moving load component bearing against the contact or stop element
causes the piston to be axially moved in the housing and thereby to
displace a hydraulic fluid through a throttling arrangement, so as
to dissipate the kinetic energy of the moving load component.
[0009] Further according to the invention, an adjusting ring, with
which the damping coefficient of the shock absorber can be
adjusted, is arranged surrounding the piston rod at the first end
of the shock absorber housing through which the piston rod
protrudes. Moreover, a support element is provided by a rigid part
of the housing itself, preferably at the first end of the housing
through which the piston rod protrudes. The support element is
arranged and adapted to cooperate with the contact or stop element,
so that the stop element will bear directly against the support
element without bearing against the adjusting ring, when the piston
has traveled to the end of the maximum allowable piston stroke.
Preferably, the stop element comprises a pot-shaped or cup-shaped
stop cap with a hollow cup space therein, which accommodates the
adjusting ring therein when the protruding rim of the cup-shaped
stop cap bears against the support element in the end position at
the maximum allowable travel of the piston.
[0010] With the inventive arrangement of a shock absorber, in the
case of a large moving load bearing against the stop element, the
arising forces will be transmitted directly from the stop element
into the support element which is a rigid part of the shock
absorber housing itself, once the piston and parts connected
thereto have reached the end limit of the maximum allowable travel.
In this manner, there is no danger of applying a load from the stop
element onto the adjusting ring, which might otherwise damage the
rotatable adjusting ring. The rigid positive stop and contact of
the stop element against the rigid support element of the housing
itself enables an especially large force transmission and force
introduction directly from the stop element into the robust housing
of the shock absorber, without causing any possible damage of the
components of the shock absorber or any interference or
interruption of the proper functioning thereof.
[0011] Even though the adjusting ring protrudes axially from the
first end of the shock absorber housing, and is thus the furthest
outwardly protruding part of the shock absorber, the adjusting ring
is completely protected and will not have any forces introduced
thereto when the stop cap bears against the support surface at this
end of the housing. Thus, the invention provides the advantages of
a very simple adjustability of the damping characteristic of the
shock absorber by simply turning the adjusting ring (when it is
exposed, i.e. uncovered by the stop cap being moved to a position
away from the end limit position in which the stop cap encloses the
adjusting ring). In combination therewith, the invention provides
the advantages of a positive mechanical stop to limit the travel of
the piston and of the stop element connected thereto, with a
positive mechanical load introduction from the stop cap directly
into the robust housing of the shock absorber.
[0012] Preferably, the cup-shaped stop cap includes an outer
cylindrical sleeve terminating at an annular or ring-shaped end
face of the cap, which contacts against a corresponding annular or
ring-shaped end face of the housing part forming the stop element.
This arrangement is provided radially outwardly and
circumferentially around the adjusting ring. In this manner, the
adjusting ring is completely protected against any loads being
applied thereto, and instead the force introduction is carried out
through a rather large surface area distributed about the
circumference of the cylindrical shock absorber housing. Thereby,
the surface pressure or loading at any given area is maintained
uniformly at a correspondingly low level. Preferably in this
context, the outer diameter of the stop cap corresponds to the
outer diameter of the cylindrical housing in the area of an end
ring of the housing that faces toward and contacts the rim of the
stop cap. This provides a flush exterior transition between the
stop cap and the shock absorber housing when the piston has been
depressed inwardly to the end limit of its maximum travel.
[0013] According to a further embodiment detail of the invention, a
pressure reservoir chamber or accumulator chamber is formed or
defined in an annular chamber on the backside of the piston between
the inner circumferential surface of the housing and an outer
circumferential surface of a bearing sleeve or guide sleeve that
guides and seals the piston rod extending through a central bore
thereof. On the other hand, the outer cylindrical surface of the
guide sleeve is sealingly supported on the inner circumferential
surface of the housing. Thereby, simultaneously, the pressure
reservoir or accumulator chamber is bounded at an end face facing
toward the exterior of the shock absorber. In this context, the
inner diameter of the stop cap preferably corresponds to the inner
diameter of the housing in the area of the accumulator chamber.
[0014] A further detail of the invention provides that the stop cap
is preferably screwed or bolted onto the free end of the piston
rod, and that a return spring is arranged coaxially around the
piston rod, to be braced between the interior of the stop cap and
an end surface of the housing, for example coaxially radially
inwardly relative to the adjusting ring. This return spring bears
against the stop cap to press the stop cap outwardly away from the
shock absorber housing, and thereby to return the piston rod and
the piston from the end limit stop position (or retracted position)
to the initial load receiving and damping position (or extended
position). In this context, the compressed return spring is
preferably fully accommodated and enclosed within the hollow inner
cup space of the stop cap in the end limit stop position.
[0015] Preferably, the outer diameter of the spiral or helical
return spring is smaller than the inner diameter of the adjusting
ring, so as to fit radially within the adjusting ring as mentioned
above.
[0016] Further according to the invention, the adjusting ring is
secured to a bearing sleeve in a rotation-fixed manner, i.e. so
that the adjusting ring cannot rotate relative to the bearing
sleeve, but rather the adjusting ring and the bearing sleeve will
turn or rotate in common with each other. A turning or rotation of
the bearing sleeve by correspondingly turning the adjusting ring
serves to selectively cover or uncover the effective
cross-sectional flow passage area of at least one throttle opening
provided in a pressure pipe, so as to adjust the damping
coefficient of the shock absorber.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order that the invention may be clearly understood, it
will now be described in connection with example embodiments, with
reference to the accompanying drawings, wherein:
[0018] FIG. 1 is a partially sectioned or broken-open perspective
view of a shock absorber according to the invention, in an extended
position of the piston rod;
[0019] FIG. 2 is a side view of the partially sectioned shock
absorber according to FIG. 1;
[0020] FIG. 3 is a partially sectioned perspective view similar to
that of FIG. 1, but showing the shock absorber in the completely
retracted position of the piston rod; and
[0021] FIG. 4 is a side view of the shock absorber partially in
section, similar to the view of FIG. 2, but showing the completely
retracted position of the piston rod according to FIG. 3.
DETAILED DESCRIPTION OF PREFERRED EXAMPLE EMBODIMENTS AND OF THE
BEST MODE OF THE INVENTION
[0022] The shock absorber 1 shown in FIGS. 1 to 4 comprises a
cylindrical pipe-shaped housing 2, of which the outer cylindrical
surface 3 is preferably entirely and continuously provided with an
external threading which allows the shock absorber 1 to be mounted
and secured in any suitable mounting bracket or machine component
or the like. Other means for mounting the shock absorber may be
provided instead of or in addition to the external threading. The
shock absorber 1 further comprises a pressure pipe 5 arranged in
the housing 2 coaxially relative to the lengthwise axis 4 thereof.
The pressure pipe 5 in this embodiment is generally a hollow
cylindrical sleeve open at both ends thereof, but alternatively it
could be closed at one end thereof. In the latter embodiment, the
closed end of the pressure pipe 5 can simultaneously form the
closed end of the housing 2.
[0023] A spiral groove 7 is formed in an inner cylindrical surface
6 of the housing 2, whereby this groove 7 extends over an axial
range 8 defining a grooved portion 8 of the housing 2. The
cross-section of the groove 7 is preferably rectangular or slightly
trapezoidal. The spiral arrangement of the groove 7 forms
respective webs 9 of the inner wall or cylindrical surface 6 of the
housing 2 respectively remaining between two adjacent turns of the
spiral groove 7. The inner diameter of the housing 2, defined as
the diameter of the inner space bounded by the inwardly facing
surfaces of these webs 9, i.e. the inner diameter of the housing 2
before forming the spiral grooves 7 therein, corresponds to the
outer diameter of the pressure pipe 5.
[0024] Thus, the pressure pipe 5 is arranged with a very tight
clearance fit within the housing 2, which essentially completely
prevents the passage of hydraulic fluid through the interface
between the pressure pipe 5 and the inner cylindrical surface 6 of
the housing 2. In other words, no significant amount of hydraulic
fluid will leak between the webs 9 and the pressure pipe 5 from one
turn of the spiral groove 7 to a neighboring turn of the spiral
groove 7, but instead, the hydraulic fluid is forced to flow along
the spiral groove 7. Additionally, from the spiral groove 7, the
hydraulic fluid may flow axially along flow paths formed by
flattened areas on the outer surface 19 of the pressure pipe 5, as
will be described below.
[0025] The shock absorber 1 further includes a piston 10 which is
arranged and supported with a tight sealing fit while still being
axially slidable within the pressure pipe 5. A piston mount 11
connects the piston 10 to a piston rod 12, which extends outwardly
out of a first end 45 of the housing 2 in a sealed manner. Namely,
the piston rod 12 extends through a lip seal 31 as will be
described further below. A stop cap 13 is secured to the outwardly
protruding free end of the piston rod 12, i.e. opposite from the
piston 10. This stop cap 13 serves to limit the maximum compressive
or retractive travel of the piston 10 and the piston rod 12 when a
moving load component bears against the outer end surface 33A of
the end wall 33 of the stop cap 13. This is achieved by the stop
cap 13 bearing against a rigid part of the housing 2 as will be
described further below.
[0026] Thereby, the limiting function of the stop cap 13 prevents
the piston rod 12 or other components of the shock absorber 1 from
being overloaded and resultantly upset, compressed, or buckled when
an excessive load contacts and bears against the stop cap 13 of the
shock absorber 1 and exceeds the damping effect of the maximum
stroke of the piston 10. The function of this stop cap 13 will be
described in further detail below.
[0027] A spiral return spring 14 is arranged coaxially around the
piston rod 12 and is thus supported radially by the piston rod 12.
Moreover, the return spring 14 is supported and braced axially
between the stop cap 13 and the end face of the housing 2 facing
toward the stop cap 13. This return spring 14 serves to
automatically extend the piston rod 12 back out of the housing 2,
after a load that has compressed or retracted the shock absorber 1
has again been removed.
[0028] The housing 2 is closed at its second end 46 by a floor part
or end closure B. A pressure chamber 15 is formed between the
piston 10 and the end closure B. On the opposite side of the piston
10 there is formed an annular receiver chamber 16 surrounding the
piston rod 12, and a further annular pressure reservoir or
accumulator chamber 17 which adjoins the receiver chamber 16 in a
direction toward the stop cap 13. The accumulator chamber 17 is
closed and sealed at the end face at the first end 45 of the
housing 2, but is open for fluid flow communication with the
receiver chamber 16. The accumulator chamber 17 is at least
partially filled with a closed-cell synthetic foam material, which
is compressible without allowing permeation and saturation thereof
by the hydraulic fluid provided in the pressure chamber 15, the
receiver chamber 16, and the accumulator chamber 17.
[0029] The present illustrated embodiment has an adjustable
throttle arrangement including the pressure pipe 5, which has nine
throttle openings 18 arranged linearly and spaced apart
equidistantly from one another in an axial row. These throttle
openings 18 penetrate through the wall of the pressure pipe 5. The
pressure pipe 5 further has two flattened areas that extend
linearly in the axial direction along the entire axial length of
the pressure pipe 5, and that are spaced circumferentially by
180.degree. from each other. These flattened areas are provided on
the outer cylindrical surface 19 of the pressure pipe 5 so as to
form a gap channel between the pressure pipe 5 and the inner
cylindrical surface 6 of the shock absorber housing 2. These two
gaps formed by the flattened areas provide substantially
unrestricted return flow paths for the hydraulic fluid to flow in
an axial direction therealong. Throughout this specification, the
terms "axial", "axially" and the like, are with reference to a
central longitudinal axis of the cylindrical shock absorber housing
2.
[0030] The pressure pipe 5 further includes or is provided with two
follower pins 22 that are located 180.degree. circumferentially
apart from one another and protrude axially from an end face 21 of
the pressure pipe 5. These follower pins 22 are offset
circumferentially from the flattened areas on the outer cylindrical
surface 19 of the pressure pipe 5, respectively by about
90.degree.. These follower pins 22 respectively reach into and
engage mating recesses or openings in an end of a bearing sleeve 25
which is rotatably supported in the housing 2 axially adjacent to
the pressure pipe 5.
[0031] The above mentioned end closure B is further screwed into
the opposite end 23 of the pressure pipe 5, i.e. the end opposite
the bearing sleeve 25. The end closure B is secured in a
rotation-fixed manner to the pressure pipe 5, so that the pressure
pipe 5 will rotate together with the end closure B. In this manner,
it becomes additionally possible to adjust the damping
characteristic of the shock absorber 1 also from this second end 46
of the housing 2, for example by means of an internal hex socket or
allen head, or a screwdriver slot or the like in which an
appropriate tool may be engaged so as to turn the end closure B and
thereby adjust the rotational position of the pressure pipe 5 from
the outside. For this purpose, the end closure B is retained in the
end 46 of the housing 2 while being allowed to rotate relative
thereto, and is provided with a hydraulic seal therebetween.
[0032] An inner cylindrical bearing surface 26 of the bearing
sleeve 25 receives and slidingly guides the piston rod coaxially
therein.
[0033] The outer cylindrical surface 27 of the bearing sleeve 25 is
rotatably supported and sealed against the inner cylindrical
surface 6 of the housing 2 in the respective associated axial
portion thereof that is not provided with the spiral groove 7, i.e.
a portion other than the grooved portion 8. The bearing sleeve 25
is sealed by a seal ring 30 relative to the inner cylindrical
surface of the housing 2, and is sealed by means of a lip seal 31
relative to the outer cylindrical surface of the piston rod 12. An
adjusting collar 28 of the bearing sleeve 25 extends and protrudes
in the axial direction out of the housing 2 of the shock absorber 1
at the first end 45 thereof, and is secured or integrally provided
in a rotation-fixed manner with the adjusting ring 29. Thus, a
turning or rotation of the adjusting ring 29 (e.g. by hand or by a
wrench or the like engaging flat surfaces 29A of the ring 29)
correspondingly causes a turning or rotation of the bearing sleeve
25 in its entirety, and then via the follower pins 22, this
achieves a corresponding turning or rotation of the pressure pipe 5
relative to the inner cylindrical surface 6 of the housing 2.
[0034] Such rotation of the pressure pipe 5 changes the respective
alignment of the throttle openings 18 relative to the spiral groove
7 and the spiral web 9 respectively between adjacent turns of the
groove 7. This in turn adjusts the open flow cross-section of the
throttle openings 18 so as to adjust the damping coefficient of the
shock absorber 1. In other words, as the extent of overlapping
registration of the openings 18 with the spiral groove 7 is
reduced, the throttling constriction is increased, and the shock
absorber has a "harder" damping character.
[0035] In order to slow down and stop a moving load such as a
machine component or the like, this load is contacted against the
end surface 33A of the stop cap 13, when the shock absorber 1 is
initially in the extended position or damping condition shown in
FIGS. 1 and 2. This moving load accordingly presses against the
stop cap 13 and pushes the stop cap 13, and therewith the piston
rod 12 further into the housing 2, so that the piston 10 is moved
further toward the right in FIGS. 1 and 2. This causes the pressure
chamber 15 to be reduced in volume, which in turn causes the
hydraulic fluid to be displaced from the pressure chamber 15 out
through the throttle openings 18 of the pressure pipe 5. From
there, the hydraulic fluid, under the throttling action of the
throttling openings 18, flows into the spiral groove 7, and from
there into the linear axially extending flow passages formed by the
linear axial flattened areas on the outer cylindrical surface of
the pressure pipe 5, i.e. between the pressure pipe 5 and the
housing 2.
[0036] From those flow passages, the hydraulic fluid flows to the
opposite or backside of the piston 10, where the fluid flows into
the receiver chamber 16 and from there into the accumulator chamber
17. Thereby, the closed cell foam material in the accumulator
chamber 17 is correspondingly compressed and pressurized due to the
volume and pressure of the inflowing fluid as caused by the piston
10 moving toward the right while reducing the volume of the
pressure chamber 15 and thereby displacing the hydraulic fluid.
Although the receiver chamber 16 increases in volume while the
pressure chamber 15 is being reduced in volume, there is a volume
differential between the respective increasing and decreasing
volumes of these two chambers due to the volume of the piston rod
12 being pushed into the housing 2 and taking up space in the
receiver chamber 16. The accumulator chamber 17 serves to
compensate for this volume difference between the diminishing
volume of the pressure chamber 15 and the increasing volume of the
receiver chamber 16.
[0037] As the piston 10 progresses further toward the right, i.e.
toward the second end 46 of the housing 2, the diminishing size of
the pressure chamber 15 means that fewer of the throttle openings
18 will be available for allowing the fluid to flow out of the
chamber 15 into the spiral groove 7. Thus, as the piston 10, the
piston rod 12 and the stop cap 13 approach the retracted position,
the damping characteristic of the shock absorber becomes
progressively "harder". This also helps to avoid a sudden large
impact force being applied when the stop cap 13 reaches the end of
its travel.
[0038] The stop cap 13 has a generally cup-shaped configuration
with a hollow cup space therein. In this regard, the stop cap 13
comprises a thick-walled floor part or end wall 33 of which the
outer surface forms the end surface 33A for receiving an external
load, as well as an annular collar 34 extending from the end wall
33 toward the shock absorber housing 2. The open cup space is thus
oriented toward the shock absorber housing 2. The end wall 33 has a
stepped central bore or hole therein, into which an allen head
screw or internal hex bolt 35 is inserted, so as to secure the stop
cap 13 rigidly onto the free end of the piston rod 12.
[0039] An end of the return spring 14 extends into the hollow cup
space of the stop cap 13, and bears against an internal annular
surface 36 of the end wall 33 of the stop cap 13. The inner
diameter of the collar part 34 is slightly larger than the outer
diameter of the adjusting ring 29, so as to provide a minimum
radial passage clearance therebetween. The inner diameter of the
collar part 34 essentially corresponds to the inner diameter of the
housing 2 in the area of the accumulator chamber 17. The outer
diameter of the collar part 34 corresponds to the outer diameter of
an end ring 37 of the housing 2. This end ring 37 is preferably not
provided with an external threading.
[0040] When the mass and/or the velocity, i.e. in general the total
kinetic energy, of the moving load that contacts and presses
against the stop cap 13 exceeds the maximum energy dissipating
capacity of the damping function of the shock absorber 1, then the
piston rod 12 and piston 10 will be slidingly moved to the maximum
allowable extent toward the right in FIGS. 1 and 2, i.e. to the
maximum allowable retracted condition of the shock absorber 1 as
shown in FIGS. 3 and 4. At this point, the collar part 34 of the
stop cap 13 will move over the adjusting ring 29, and then the
annular or ring-shaped end face 38 of the collar part 34 of the
stop cap 13 will contact and stop against a corresponding annular
or ring-shaped end face 39 of the end ring 37 of the housing 2.
This direct mechanical contact of the stop cap 13 against the end
surface 39 of the end ring 37 of the housing 2 positively stops and
limits the maximum stroke of the piston 10, and provides a direct
force introduction of the impact force and the remaining kinetic
energy directly from the stop cap 13 into the shock absorber
housing 2. In this manner, a force introduction into the adjusting
ring 29 and the bearing sleeve 25 is avoided.
[0041] The fully compressed and retracted condition of the shock
absorber 1, i.e. when the load has driven the stop cap 13 against
the housing of the piston 10 is shown in FIGS. 3 and 4. Once the
load has been stopped as described above, and has then been removed
from the stop cap 13 in any manner, such that the load is no longer
effective on the piston 10, the return force applied by the return
spring 14 will once again extend the piston rod 12 out of the
housing 2 and thereby move the piston 10 back to its initial
damping position as shown in FIGS. 1 and 2.
[0042] When the return spring 14 moves the piston rod 12 and piston
10 back to the initial starting condition, it is desirable to
achieve as rapid a return travel as possible. In this regard it is
advantageous if the hydraulic oil does not need to flow exactly in
the opposite direction along the damping flow path that is followed
during the damping operation as described above, i.e. particularly
with the hydraulic oil flowing through the throttling openings 18.
To avoid this, a separate return flow path is provided, for example
by means of a non-return valve 32 in the piston 10. Such a
non-return valve 32, or any conventionally known return flow
passage arrangement, allows the hydraulic fluid to flow
therethrough in a substantially unthrottled and unhindered manner
from the receiver chamber 16 and the accumulator chamber 17 back
into the pressure chamber 15 as the piston 10 is again extended or
moved toward the left in the drawing FIGS. 1 to 4. Note that the
valve body of this non-return or one-way valve 32 is not shown in
detail, but rather only the valve opening of the valve 32 is
schematically illustrated in FIG. 1.
[0043] As mentioned above, the damping characteristic of the shock
absorber 1 can be adjusted by relatively rotating the pressure pipe
5 with respect to the spiral groove 7 in the housing 2. Due to the
spiral configuration of the groove 7, the throttle openings 18 will
overlap and communicate to a greater or lesser extent with the
opening cross-section of the groove 7, depending on the rotational
position of the pressure pipe 5 relative to the housing 2. In this
regard, the center spacing of the throttle openings 18 axially from
each other corresponds to the pitch or axial spacing of the
successive turns of the groove 7.
[0044] When it is desired to achieve the highest damping
coefficient with a small travel velocity of the piston 10, the
pressure pipe 5 is rotated so that the throttle openings 18 become
aligned substantially with the spiral web 9 respectively between
neighboring turns of the groove 7. In this context, the diameter of
each throttle opening 18 is preferably slightly smaller than the
width of the web 9, to ensure that the throttle openings 18 can be
substantially entirely closed so as to achieve a sufficiently high
damping even for very small travel velocities.
[0045] On the other hand, if a high travel velocity of the load and
thus of the piston 10 is required, then the pressure pipe 5 should
be rotated so that the throttle openings 18 are substantially
completely aligned with and providing free open communication into
the opening cross-section of the spiral groove 7, in order to
achieve a sufficiently rapid through-flow of the hydraulic fluid.
The adjustment of the shock absorber 1 in this manner can be
achieved by rotating the adjusting ring 29 so as to correspondingly
rotate the bearing sleeve 25, or by rotating the floor part or end
closure B as discussed above.
[0046] Although the invention has been described with reference to
specific example embodiments, it will be appreciated that it is
intended to cover all modifications and equivalents within the
scope of the appended claims. It should also be understood that the
present disclosure includes all possible combinations of any
individual features recited in any of the appended claims.
* * * * *