US1160976A - Shock-absorber. - Google Patents

Description

E. V. MYERS.

SHOCK ABSORBER,

APPLICATION HLED NOV. 11. 1905.

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Patented Nov. 16, 1915.

4 SHEETS-SHEET l- ENVENTQR E. V. MYERS.

SHOCK ABSORBER. APPLICATIQN FILED NOV-11, 1906 1 160 76, Patented Nov. 16, 1915.

v 4 SHEETS-SHEET 2- I E. V. MYERS. SHOQK ABSORBER. APPLICATION men nov. n. 1906.

4 SHEETS-SHEET 3.

0 N m ow INVENTOR 3 TNESSES:

EUGENE VrMY EBS, OF EAST ()RANGE, NEW JERSEY.

SHOCK-ABSORBER.

Specification of Letters Patent Patented Nov. to, 1915.

' Application filed November 17. 1906. Serial No. 343,831.

To all whom it may concern:

Be it known that I, EUGENE V. MYERS, a citizen of the United States, residing at East Orange, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Shock-' Absorbers, of which the following is a specification.

This invention relates to so-called shock absorbers for automobiles and other vehicles and aims to provide certain lmprovements therein.

In motor cars or other vehicles having springs the latter are normally at a considerable tension due to the Weight of the body of the vehicle and the occupants. When a bump or temporary elevation is encountered the first effect is to compress the spring still further, as the car body tends to man tain the position in a horizontal plane in which it is moving, this being particularly true when the car is in rapid motion. The secondary effect which closely follows the compression of the spring is that the car body is thrown violently upward due to the reaction of the spring; When a depression in the road-bed is encountered a reverse movement takes place. The car body tends as before to maintain its horizontal plane, and the running gear tends to drop away from the body, this action taking place because the spring is relieved temporarily from the weight of the body. The latter being temporarily unsupported gravity overcomes its inertia and it moves downward violently compressing the springs beyond its normal condition. It has been the practice heretofore to provide an absorber adapted to check such violent reactions of the spring, but such absorbers have been so constructed that they act at all times during both the action and reaction of the spring. Obviously,'any drag which is placed upon thespring during what may be called its action, that is to say during its yielding movement when the wheels pass over an elevation or depression, partially destroy the action of the spring. Theoretically the spring should be as yielding as possible during such action and should not be stifi'ened by the interposition of any retarding device during such time.

According to my invention in its preferred form I provide a shock absorber which is adapted to permit the spring to yield freely without any retarding effectin either direction from its normal condition. When, however, the running gear and body seek to resume their normal relative positions a retarding effect is produced which permits them to resume such ositions gradually so that a secondary vio ent movement of the car body is avoided. By my invention, however, a lesser degree of retardation may be imposed upon the spring during its primary movements and a greater degree during the secondary movements, if desired. So also the absorber may be constructed in such manner that no retarding efi'ect is placed upon the spring during those slight movements which occur from minor variations in the road-bed, the retarding effect being introduced only in the major movements of the spring and'body and such retarding effect may be produced as just stated, or may be imposed during both the primary and secondary movements. My invention also renders it possible to graduate the degree of retardation so that it is less during the minor movements of the parts and greater during the major movements thereof. In its preferred form my invention provides an absorber which permits the use of a very flexible spring with the minimum danger of breakage of the latter and at the same time one in which the minimum jarring effect is transmitted to the car body. All danger of crystallization of the axle is avoided and wear upon the tire and shock to the running gear and driving mechanism is reduced. I

In the drawings, wherein I have shown several embodiments of my invention, Fig- I ure 1 is a diagrammatic view illustrating the movements of the running gear upon encountering an elevation and a depression Fig. 2 is a central vertical section of my invention as applied to an absorber acting hydraulically. Fig. 3 is a central section of my invention as applied to a frictional retarder. Fig. 4 is a section on the line 44 in Fig. 3. Fig. -5 is an elevation of another form of frictional retarder. Fig. 6 is a section on the line 6 -6 in Fig. 5. Fig. 7 is an elevation of one of the disks of Fig. 5, and Fig. 8 is an elevation of another of thedisks, showing its inner side. Fig. 9 is a section of Fig. 5-taken upon the line 9-9 in Fig. 7. Fig. 10 is a section of a modified rear view of a motor car illustrating a method of applying absorbers in accordance with my invention.

Referring first to Fig. 1 of the drawings,

let A. indicate a vehicle body, B one'of the axles of the running gear, and C one of the wheels. During normal running the spring D is compressed by the weight of the body and the load to a certain extent, the axle bem in a osition relative to the car body indicated y the line XX. When an elevation or bump is reached the first effect is to throw the wheel and axle upwardly, the car body tending to maintain its normal horizontal plane by inertia. The spring momentarily yields and flattens as shown in dotted lines, until the axlereaches its u permost position indicatedby the line -Y. Immediately following the compression of the springs the inertia of the body is over- I --'c'ome and 'thespring tends to throw the body upwardly. Such upward movement of the body is not illustrated. Theparts then. as-' sume their normal position with a violent motion which carries the body firstbeyond the normal position and by a series of vibratory movements the normal position is then reached. During the ascent of the axle to the plane Y--Y preferably no retarding effect is imposed upon it. During the first movement of the body toward the axle however, its movement is retarded, preferably to such extent that it does not tend to move hethus permitting'the spring to act freely uponyond its normal position. Upon av depression being encountered upon the road the normally compressed spring permits the wheel to drop into the depression while the body maintains substantially its normal position, the axle assuming a position indicated by the lines ZZ. Immediately after this movement the body tends to drop violently toward and past its normal position. This movement of the body is not illustrated. The parts finally assume the relative positions in which they normally rest, after more or less violent movements of the body. During the descent of the axle the spring is permitted to act freely, but during the first movement of the body downwardly it is retarded, preferably to such an extent that it does not move past its normal position. By

deaden the spring during the time when the springactioni's most needed viz. during its primary movements. a

My invention is capable of embodiment either in a hydraulic device or 1n one whlch acts frictionally. I will first refer to Fig. 2,

site ends and connected at its middle to the cylinder by a passage 9. Each of the passages @'f is provided with a valve kor i which is normally held closed by a spring j. v The piston F is shown in its middle position which corresponds to the normal position of the spring during the running of the car. When the running gear is thrown upwardly by meeting an elevation the piston moves to the left, forcing the oil or other fluid with which the cylinder'is filled out through the passage 6, lifting the valve hand flowing freely around through the passage 9 into the cylinder at the rear of the piston. As the car body and axle commence to assume I their normal positions the piston starts to move to the right and the valve it seats itself immediately. The piston is thus pre- .vented from returning to its normal position any faster than the oil leaking around it will permit, thus producing a retarding effect upon its movement. An adjustable plug valve is may beprovided in the cylinder to regulate the movement of the piston, and in the case the piston may make a tight fit with the cylinder. When a depres sion is reached in the road bed the piston F moves toward the right as the axle recedes from the car body. As the .parts tend to assume their normal positions the piston moves to the left toward its normal position and an action takes place similar to that just described, the piston moving freely to the right and with a retarded movement to the -left. The passages 01 e and valves 72, i should be of sufficient capacity to permit the free movement of the piston in the appropriate direction. If it is desired, however, to produce a slight retarding effect upon the primary action of the spring this can be done by pr'oportioning the passages so that they are not capable of passing the oil as fast at? the latter is normally forced through them. The same effect may also be accomplished in various other ways. An important feature of the present construction is the provision of the passage 9 by means of which the oil is permitted to reenter the cylinder at the rear of the piston after passing through either of the valves. The length of this passage longitudinally of thecylinder maybe approximately the width of the piston. By increasretarded in both directions the valves h i may be omitted andthe passages d 0 restricted to the desired extent. Under these circumstances a limited amount of free play is permitted, while the major movements of the springand: body are retarded. Means may be provided in this or in any other construction for graduating the retarding effect.

- As one instance of such means I have illustralted a groove or grooves Z which are shown as tapered from the ends of the cylinder toward the middle. This has the effect of permitting more or less oil to leak past the piston on the retarding stroke or strokes,

thus graduating the retarding movement. In constructions wherein it is desired to retard the piston in both directions the grooves may be similarly arranged, or may be reversely arranged so that an increased retarding effect is obtained as the piston approaches its normal position.

The invention is capable of embodiment in many other constructions of hydraulically acting devices than that illustrated. For instance instead of the cylinder a barrel may be employed, and instead of the reciprocating piston a rotary piston may be used. In' this case the piston and barrel may be provided with arms pivotd to the axle and car body. The valves instead of being arranged in the cylinder may be placed in the piston; in this case the piston may be formed with two heads, each carrying a valve and spaced apart sufliciently to permit the oil to flow between them, thus closing one valve and opening the other.

My invention is capable of embodiment in friction devices of various kinds, two of which I have illustrated in Figs. 3-9.

Referring first to Fig. 3 let G indicate a cylindrical or other piston having its bore enlarged at n. In the cylinder Gr work two expansible pistons or friction devices H and I. J is a rod adapted to be pivoted to the car body and connected to the pistons H by toggles 0, 0 which are pivoted to the semi-' cylindrical sections 19, q of the pistons. The two sections of each piston are pivoted to a cross bar 1' through which the rod J works. Each section is provided with an arm .9 or 2., one of which, as s is screw threaded to receive a sleeve it which engages a head formed on the opposite arm 17. By screwing the sleeve upwardly or downwardly the limit of motion of the sections 7? q is-adjusted. The device illustrated in Fig. 3 works similarly to the device illustrated in Fig. 2. Each piston may move freely to-' ward its end of the cylinder and is expanded on the return stroke toward normal position. When one piston is moved toward the end of the cylinder the opposite piston plays idly in the expanded bore 21., notwithstanding that its toggle is being moved to press the sections apart. Nuts 'rv are provided for limiting the contractile movementof the sections, although the same effect may be obtained by the edges of the sections coming together.

In Figs. 5-9 I have illustrated a device of similar form to a well-known frictional absorber; In these figures 2 indicates an arm which is adapted to be pivoted to the vehicle body and 3 indicates a similar arm adapted to be pivoted to the axle. The arm 2 has formed at its end a disk 4 and the arm 3 a disk 5. At theleft of the disk 4 is a disk of leather 6, and at th left of this .disk is a metal disk 7. The parts are held together by a bolt 8 which has a nonrotative connection with the disk 7 and disk 5, and a rotative connection with the disks l and 6. Preferably the bolt is squared at its points of connection with the disks 5 and 7. A star spring 9 is pressed against the disk 5 by nuts 10 and'll and serves to place a variable compression upon the parts.

Referring to Figs. 7-9 the disk 4 is provided with recesses 12 and 13 on its inner faceand the disk 5 is provided With a series of spring-pressed friction dogs 14, 15, 16 and 17 which play in recesses 19, 20, 21 and 22. Two of these recesses 19 and 20 are illustrated in Fig. 9. They are tapered in such manner that the dogs 11 and 15 can move in one direction from the position shown in Fig. 8 without exerting any substantial friction upon the parts, while in the opposite direction the dogs are pressed toward the sinall'ends of the recesses and are moved outwardly against the disk 4 moving the disk 5 to the right. This action forces the bolts 8 to the right pressing the disk 7 against the leatherdisk 6, and as the parts move toward their normal position the bolt 8 is rotated carrying with it the disk 7 and pi'oducino a retarding movement. The dogs are preferably held in position by pins 25 passing through slots formed in the dogs. The working faces of the dogs of the disk 4 or both may be roughened to insure a certain engagement sufficient to actuate the (logs, if. desired. When one of the dogs is moving out of the recess 12 the other one is playing idly in the recess. The same action takes place with the dogs 16 and 17. The dogs instead of being the shape shown in Fig. 9 may be circular in form, and pivoted eccentrically, or any other shape of dog may be provided.

In Fig. 10 I have showna modified form of hydraulic device. In this figure the cylinder 28 is formed with an enlargement 29,

and the piston 30 is formed with two perforated heads 31 and 32. The piston is not directly connected with the piston rod 33, but the latter carries two disks 34, 35 which a readapted to contact with the heads 31 and 32 and form in effect valves for the latter.

As the piston rod moves to the right the disk 35 is brought into contact with the head 32 and moves the piston to the right. The oil flows around the disk 34, through the head 31 and around the head 32. through the passage 29 to the rear of the head 32. On the return stroke the disk 31 contacts with the head 31 and closes it partially and then moves the piston 30 to the left. During this movement the opening through the piston being restricted the piston is retarded. The disks may Wholly close the piston if desired, and the oil may leak around the heads 31, 32 or through small openings 37 in the disks.

In the frictional devices illustrated a desired amount of free play of the parts can be obtained by lengthening the recesses n in Fig. 3, and 12 and 13 in Figs? and 9. The retarding effect may be graduated in both these constructions by tapering the walls leading to the recesses.

It is obvious that many other forms of device may be constructed to perform the functions necessary to my invention, and I therefore do not wish to be limited in any way to the formsshown.

It is a part of my invention to provide means having different degrees of retarding effect, or combinations of free movement and retarding effect, in a single complete movement of the axle and body from one extreme to the other. The precise movements or parts of movements in which such effects are applied is immaterial, since I believe myself to be the first to adapt a re tarding or absorbing device to a normal position of the parts, and to produce different retarding or absorbing effects, or combinations of such effects and free play of the parts, on movements toward or from such positions. I also believe myself to be the first to "ary the retarding or absorbing effects during either a complete movement of the parts or during a partial movement thereof. I v

My invention also provides a construction in which the absorber acts to retard sidewise movements of the body relatively to the running gear. One such construction is shown in Fig. 11, wherein the absorbers 40,41 are arranged obliquely transversely of the car, instead of longitudinally thereof. Prefer ably the same absorbers are adapted to retard both the Vertical and sidewise movements, one set effecting both results. Other 1 body and axle.

other way which will effect the desired re sult.

By my invention 1 provide a means by which aretarding effect may be obtained during any desired part of the relative movement of the vehicleand axle, and such effect does not drop off so rapidly as to give practically no retarding action beyond that which is theoretically possible for a very slight portion of the movement of the vehicle and axle from their extreme positions. In the claims I have used the term substantially constant to indicate the action of my device. This does not mean that the degree of retarding effect may not be varied, as by the supplemental graduating grooves shown in Fig. 2, but such variation should not be carried to the extent of producing no substantial retarding effect upon the vehicle during most of the return movements of the means which are capable of retarding such movements whether of maximum or moderate amplitude. For instance in Fig. 2 there is a retarding effect upon the piston from any point it may assume, although such effect may be varied at will by any desired tapering of the groove.

I do not herein claim specifically the construction shown in Figs. 3 to 9 and 11, since such" constructions form the subject-matter of a divisional application filed by me October 16th, 1915, Serial No. 56218.

What I claim is:

1. The combination with a vehicle of a retarding device connected with the body and axle thereof, and adapted to permit a relative movement of the body and axle in either direction from a normal intermediate posi- .tion, said device having means whereby a Myinvention also includes direction toward such position and a lesser or no retarding effect upon the initial movements away from such normal position, and means for adjustin the degree of the first named retarding effect.

3. The combination with a vehicle of a retarding device connected with the body and axle'thereof, and adapted to permit a relative movement of the body and axle in either direction from a normal intermediate position, said device producing a retarding effect upon the return movements in either direction toward such position and a lesser or no retardlng effect upon the initial movements away from such normal position, and

said device having means for adjusting the degree of said first named retarding efi'ect, extending to the exterior of the device.

4. The combination with a vehicle, of a.

retarding device having means whereby a substantially constant retarding effect may be produced upon relative movements of the vehicle body and axle in both directions toward a normal intermediate position which retarding effect is greater than upon relative movements in opposite directions away from such position, andmsaid device having supplemental means for graduating such retarding effect.

6. The combination with a vehicle of a retarding device arranged between the running gear and body, said retarding device adapted to act freely from a normal intermediate position in one direction and having means whereby a substantially constant retarding effect may be produced in the opposite direction toward such normal position, but not past the latter.

7. The combination with a vehicle of a retarding device arranged between the body and axle thereof, and comprising a member connected to the running gear, a member connected to the vehicle body, means for permitting a substantially free relative movement of said members in both directions away from a normal position, and means for retarding their return movements toward such position, such means being adapted to produce a substantially constant effect.

8. The. combination with a vehicle of a retarding device arranged between the body and axle thereof, and comprising a hydraulic chamber, a piston adapted to normally occupy a central position therein, means for permitting the liquid to 'pass substantially freely from one side of the piston to the other as the piston'moves away from such central position in either direction, said means tending to oppose movements of the piston in either direction toward such central position, and leak passages through which the liquid passes on such movements,

the effective areas of said passages being unaffected by the movements of the piston.

9. The combination with a vehicle, of a retarding device arranged between the body and axle thereof, and comprising a hydraulic chamber, a piston adapted to normally occupy a central position therein,

means for permitting the liquid to pass sub-' stantially freely from one side of the piston to the other as the-piston moves away from such central position in either direction, said means tending to oppose movements of the piston in either direction toward such central position, and leak passages through which the liquid passes on such movements, said passages being unaffected by the move ments of the piston, and a supplemental passage, the effective area of which is gradually varied by the movements of the piston.

10. The combination with a vehicle, of a retarding device arranged between the body and axle thereof, and comprising a hydraulic chamber, a piston adapted to nor mally occupy a central position therein, valves adapted to open "when the piston moves away from such position in either direction, and to close when it moves toward .such position in either direction, and passages adapted to permit a substantially uni form flow as the piston moves toward such position. 11. The combination with a vehicle, of

retarding device arranged between the body and axle thereof, and comprising a hydraulic chamber, a piston adapted to normally occupy a central position therein, valves adapted to open when the piston moves away from such position in either direction, and to close when it moves toward such position, passages adapted to permit a substantially uniform flow as the piston moves toward such position, and means for adjusting such passages.

12. The combination with a vehicle, of a retarding device arranged between the body and axle thereof, and comprising for vehicles a. hydraulic device adapted to permit the axle and body to move substantially freely away from a normal position to points beyond such position in both directions, and having means adapted to provide a substantially constant retarding effect from such points toward such position.

13. The combination with a vehicle, of retarding device arranged between the body and axle thereof, and comprising for vehi cles, a hydraulic cylinder, and a piston for moving therein, and means for permitting said piston to move in either direction from a central position with a less retarding effect than toward such position, such means being adapted to provide a substantially constant retarding efl'ect on movementstoward such central position.

14:. The combination of a vehicle, the axle and body of which occupy an approximately normal position, and means interposed between said axle and body and acting to retard the movements of the axle and body in either direction toward such position, said. m namein the presence of two subscribing means being adapted to g'ovide a substanwitnesses. I

tially constant retardin e ect in such movements, and to provide 5 lesser or no retard- EUGENE MYERS ing effect by movements of said axle and WItHBSSeSZ' body away from such position. i W. D. MYERS,

In witness whereof I haye hereunto signed J osm C; Jonnsron.

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