Hydropneumatic rotating suspension

Abstract

The present invention provides a rotary shock absorber (1) and a pneumatic spring (3) for a vehicle, in particular a pneumatic spring (3) for a rotary shock absorber. The rotary shock absorber for a vehicle comprises a first component (6) and a second component (7), the second component (7) being rotatably arranged with respect to the first component (6). The rotary shock absorber (1) comprises a pneumatic spring (3) adapted to provide a resilient force F upon relative rotation of the second component (7) with respect to the first component (6). The second component (7) forms a pneumatic cavity (107) of the pneumatic spring (3). The second component (7) forms a hydraulic cavity 105 of the pneumatic spring (3). The hydraulic cavity (105) comprises a toroidal section (181).

Description

[Technical Field]

[0001] The present invention relates to a rotary shock absorber and a pneumatic spring for vehicles, and more particularly to a rotary shock absorber. [Background technology]

[0002] Patent Document 1 describes a vehicle suspension system comprising a flexible container functionally arranged in series with a liquid-filled reservoir, the reservoir being configured as a toroidal cylinder. Patent Document 2 describes a hydropneumatic spring suspension device having a pneumatic spring and a hydraulic damper in the form of a cylindrical siphon, both arranged within a housing. The damper cover moves along a circular path within the housing in response to loads such as shocks. Patent Document 3 describes a hydropneumatic suspension unit comprising a gas spring system comprising a rotary friction damper system and a piston connected to a piston rod. Patent Document 4 describes an in-arm suspension having a fluid strut, the fluid strut combining spring and damper functions. The fluid strut comprises a linear damper and a piston connected to a piston rod. Patent Document 5 describes a rotary piston having a damping cavity and a pneumatic cavity within a single housing. Patent Document 6 describes a hydraulic rotary shock absorber comprising a hydraulic connection where a fluid is forced by a pressure difference. The object of the present invention is to provide an improved hydropneumatic suspension system. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] UK Patent Application Publication No. 1165692 [Patent Document 2] U.S. Patent No. 4712780 [Patent Document 3] U.S. Patent No. 4537422 [Patent Document 4] U.S. Patent No. 7770902 [Patent Document 5] European Patent Application Publication No. 0098614 [Patent Document 6] European Patent No. 3333447 [Overview of the Initiative]

[0004] The present invention provides a rotary shock absorber for a vehicle, comprising a first component and a second component, the second component being rotatably arranged relative to the first component, particularly around a first axis of rotation. A hydraulic damper may be adapted to provide a damping force against the relative rotation of the second component with respect to the first component, and the hydraulic damper comprises a first hydraulic cavity formed between the first and second components. A pneumatic spring is adapted to provide an elastic force against the relative rotation of the second component with respect to the first component, and the second component forms the pneumatic cavity of the pneumatic spring. The pneumatic spring may be functionally arranged parallel to the hydraulic damper. The second component may form the hydraulic cavity of the pneumatic spring. The hydraulic cavity may comprise a toroidal section. The hydraulic cavity may comprise a linear section connected to the toroidal section by a fluid connection, particularly.

[0005] A hydraulic damper may be positioned parallel to a pneumatic spring. A hydraulic damper may be positioned within a hydraulic damper device. A hydraulic damper device may be an assembly comprising a hydraulic damper. A hydraulic damper device may be an assembly in which a hydraulic damper is positioned or mounted. A hydraulic damper may be equipped with a throttle. As an addition or alternative, a hydraulic damper may be equipped with a valve assembly. A valve assembly may be equipped with a piston and a spring for changing the cross-section or flow conditions within the passage of the valve assembly. A valve assembly may be equipped with one or more check valves. A valve assembly may provide adaptive damping depending on the fluid flow through the valve assembly. A valve assembly may be adapted to provide different damping characteristics depending on the flow direction.

[0006] In particular, heat flow from the hydraulic damper, especially from the hydraulic rotary damper, to the pneumatic spring can be reduced. By spatially separating the pneumatic spring from the hydraulic damper, the potential thermal expansion of the gaseous component of the pneumatic spring due to heat generation in the hydraulic damper can be reduced. In particular, the thermal expansion of the gaseous component of the pneumatic spring can be reduced. Therefore, hydropneumatic suspension systems, especially hydropneumatic rotary suspension systems, can have increased mechanical stability. Thermal perturbations due to heat input from the hydraulic damper to the pneumatic spring can be reduced.

[0007] The first component may include a hydraulic damper. The first component may further include a mounting base for attaching the first component to the vehicle body. Thus, the vehicle body provides a heat sink, and heat transfer from the hydraulic damper can be improved. Alternatively, the second component may include a hydraulic damper.

[0008] The first component may form a second hydraulic cavity of the hydraulic damper. The hydraulic damper, in particular a valve assembly and / or throttle, may be positioned between the first hydraulic cavity and the second hydraulic cavity. The hydraulic damper may also provide a dissipation fluid connection between the first hydraulic cavity and the second hydraulic cavity, and the dissipation fluid connection may cause damping. The hydraulic damper may be positioned within the first component, which may further comprise a mounting base so that the vehicle body can provide a nearby heat sink for heat dissipation. The hydraulic damper, in particular a throttle, may comprise a fluid channel with a width in the range of 1 mm to 4 mm, preferably 2 mm to 5 mm, preferably 2 mm to 3 mm, preferably 2 mm to 4 mm.

[0009] The first component may include a hydraulic damper. The hydraulic damper may be provided as a fluid channel within a stator rib. The stator rib may be part of the first component. The stator rib may provide a heat sink for the throttle.

[0010] The second component may include a hydraulic damper. The hydraulic damper may be disposed between the first hydraulic cavity or the second hydraulic cavity and the third hydraulic cavity. The hydraulic damper may form a fluid channel within the rotor vane. The second component may include a hydraulic damper and may provide a heat flow to the first component and then potentially to the vehicle body via the hydraulic fluid.

[0011] The hydraulic damper may be a dissipative element for the fluid flow passing through the hydraulic damper. The dissipative element may contribute to the frictional losses of the fluid flow passing through the hydraulic damper. The hydraulic damper may include a fluid channel in the form of a constriction. The geometry of the hydraulic damper in combination with the fluid and the flow of the fluid through the hydraulic damper may be characterized by a Reynolds number in the range between 3800 and 5000, preferably between 3900 and 4900, preferably between 4100 and 4700, preferably between 4200 and 4600, preferably between 4300 and 4500, preferably between 4000 and 6000, preferably between 5000 and 8000, preferably greater than 2700, preferably greater than 4000. The fluid is 10mm 2 / s to 100mm 2 / s range, especially 10mm 2 / s to 90mm 2 / s range, especially 10mm 2 / s to 80mm 2 / s range, especially 10mm 2 / s to 70mm 2 / s range, especially 10mm 2 / s to 60mm 2 / s range, especially 10mm 2 / s to 50mm2 / s range, especially 30mm 2 / s to 60mm 2 / s range, especially 40mm 2 / s to 50mm 2 / s and may have a kinematic viscosity in the range. The fluid may be an oil having a kinematic viscosity in the range of 20mm 2 / s to 40mm 2 / s range, and the kinematic viscosity is measured at a temperature range of 10°C to 30°C, preferably at 20°C.

[0012] The fluid may be an oil having a kinematic viscosity in the range of 10 mm 2 / s to 30 mm 2 / s, and the kinematic viscosity is preferably measured at 40°C in the temperature range of 30°C to 50°C.

[0013] The above-mentioned kinematic viscosity value may also be measured at 40°C, particularly in the temperature range of 30°C to 50°C, and especially in the temperature range of 20°C to 60°C.

[0014] The second component may form a hydraulic cavity of the pneumatic spring. The hydraulic cavity may be adjacent to the pneumatic cavity. The first piston may be in the form of a floating piston. The first piston may form the boundary between the hydraulic cavity of the pneumatic spring and the pneumatic cavity of the pneumatic spring. The first piston may be in the form of a floating piston, and the mechanical connection to the pneumatic spring may be reduced.

[0015] The second component may form a vane. The vane may form one side of the first hydraulic cavity. Due to the relative rotation between the first component and the second component, the volume of the first hydraulic cavity may change. When the volume of the first hydraulic cavity changes, hydraulic fluid may be pushed into the first hydraulic cavity, or hydraulic fluid may be pushed out of the first hydraulic cavity.

[0016] A second piston may be provided. The second piston may be arranged to be rotatably fixed with respect to the first component. The hydraulic cavity of the pneumatic spring may be adapted to receive the second piston. The second piston may be arranged to be fixed in the rotational direction with respect to the first component, and the wear of the second piston may be reduced. The second piston may have a toroidal shape. The second piston may be a toroidal piston.

[0017] The second piston may be adapted to displace an incompressible fluid. The incompressible fluid may be confined within the hydraulic cavity of the pneumatic spring.

[0018] The second component may comprise a guide element, particularly a shaft. The guide element may be adapted to guide the second piston radially outside with respect to the first axis of rotation.

[0019] The second piston may comprise rollers. The rollers may be adapted to engage a contact surface within the hydraulic cavity to guide the second piston radially outside with respect to the first axis of rotation.

[0020] Furthermore, this object is achieved by a pneumatic spring, particularly for a rotary shock absorber, the pneumatic spring comprising a mounting base and a pivot arm, the pivot arm being rotatably arranged within the mounting base around the axis of rotation, and a first piston forming the boundary of a pneumatic cavity within the pivot arm. The pneumatic spring is characterized in that the first piston is a floating piston. The pivot arm may comprise a protruding connection part. The protruding connection part may be radially further away from the axis of rotation than any part of the mounting base.

[0021] The protruding connection part may be adapted to receive a load wheel and / or an idler wheel of a rail vehicle, particularly a tank vehicle. The protruding connection part may be radially further away from the axis of rotation than any part of the mounting base and may be adapted to receive the load wheel at a radial distance from the mounting base.

[0022] The protruding connection part may be radially further away from the axis of rotation than any part of the mounting base, may be adapted to receive the load wheel at a radial distance from the mounting base, and spatially separates the mounting part of the load wheel from the damper function of the rotary shock absorber.

[0023] The pneumatic spring may be adapted to connect to a heavy load, which may include a weight of at least 1000 kg, preferably at least 2000 kg, preferably in the range of 2000 kg to 5000 kg, preferably in the range of 4000 kg to 7000 kg, and preferably in the range of 2000 kg to 6000 kg.

[0024] The pivot arm may have a hydraulic cavity. The floating piston may be positioned between the hydraulic cavity and the pneumatic cavity. In particular, the floating piston does not have a piston rod. The floating piston may be in the form of a plate.

[0025] The pneumatic cavity may comprise a first part and a second part. The first part and the second part may be fluidly connected to each other by a first fluid connection. The first part may be positioned parallel to the second part. The first part may be positioned at an angle to the second part. Thus, the air volume of the pneumatic cavity may be increased while keeping the design of the pneumatic cavity compact. The piston area may be reduced and the piston displacement increased. Reducing the piston size can be advantageous in maintaining the piston orientation even with a thinner piston.

[0026] The pneumatic cavity may be adapted to form a linear displacement path for a floating piston. The displacement path may be provided in a first portion of the pneumatic cavity.

[0027] The hydraulic cavity may comprise a toroidal section and a linear section connected by a second fluid connection. The toroidal section may define a displacement path for piston motion. The movement of the piston occurs along the displacement path. The toroidal section may allow for an increase in the angular displacement of the second component relative to the first component. An increase in angular displacement may increase the suspension movement of a rotary shock absorber, particularly the pneumatic spring of a rotary shock absorber. The hydraulic cavity may contain an incompressible fluid for displacing the floating piston.

[0028] The interior of the pneumatic spring may be fitted to withstand pressures up to 1100 bar, preferably up to 1500 bar, preferably in the range of 140 bar to 1000 bar. The hydraulic cavity of the pneumatic spring may be fitted to withstand pressures up to 1100 bar, preferably up to 1500 bar, preferably in the range of 140 bar to 1000 bar. The pneumatic cavity of the pneumatic spring may be fitted to withstand pressures up to 1100 bar, preferably up to 1500 bar, preferably in the range of 140 bar to 1000 bar.

[0029] The second component may include an inlet to a cylinder, which may be adapted to receive a toroidal piston, and the toroidal piston may be positioned fixed relative to the first component. The hydraulic cavity of the pneumatic spring may include a cylinder. The toroidal piston may be guided along a path, which may conform to the curvature of the cylinder. The curvature of the cylinder may increase the displacement path of the toroidal piston relative to the second component. In particular, the displacement path may be simply increased by increasing the radius of curvature. Thus, the suspension movement of the pneumatic spring may be increased.

[0030] The toroidal section may have a positionally fixed joint. The first reaction surface may be formed between the toroidal piston and the mounting base, and the second reaction surface may be formed at the interface between the toroidal piston and the hydraulic fluid in the hydraulic cavity of the pneumatic spring, and the first and second reaction surfaces may be without a movable joint. A toroidal section with a positionally fixed joint may increase the maximum reaction load. A toroidal section with a positionally fixed joint may allow for higher spring forces and maintain sealing because the positionally fixed joint is not displaced by the spring force.

[0031] A fluid conduit may be configured between the mounting base and the pivot arm of the pneumatic spring to access the hydraulic cavity of the pneumatic spring. The fluid duct may be configured as a bore. Hydraulic fluid may be introduced or extracted from the hydraulic cavity of the pneumatic spring through the fluid duct. Thus, temperature-independent ride height adjustment of the tracked vehicle may be achieved. Alternatively, active ride height adjustment may be achieved.

[0032] The bearing assembly may be positioned on the second component, and the bearing assembly may be adapted as a guide element for the toroidal piston. The bearing assembly may be adapted to guide the toroidal piston along the displacement path. A radial force R may be exerted on the toroidal piston, and the radial force R may be directed radially away from the first axis of rotation of the second component. The bearing assembly may comprise at least two bearings and a shaft, the shaft of which may be surrounded by at least two bearings. The guide element may be in the form of a shaft. The shaft may extend laterally through the second component. A recess may be provided in the central portion of the shaft for receiving the toroidal piston. The recess may have a curvature that matches the circumferential curvature of the toroidal piston, and therefore the recess may be centrally positioned to receive the toroidal piston.

[0033] The longitudinal axis of symmetry of the shaft may be displaced by a certain distance from the center of the cross-section of the toroidal piston in order to reduce the radial force acting on the toroidal piston, and this distance may be in the range of 50 mm to 80 mm, preferably in the range of 50 mm to 65 mm, and preferably in the range of 65 mm to 80 mm.

[0034] The centerline radius between the first rotation axis and the center of the cross-section of the toroidal piston may be in the range of 180 mm to 220 mm, preferably in the range of 190 mm to 210 mm, and preferably in the range of 150 mm to 210 mm.

[0035] The diameter of the toroidal piston may be in the range of 85mm to 125mm, preferably 95mm to 115mm, preferably 100mm to 110mm, and preferably 80mm to 130mm.

[0036] The second component may include an inlet to the cylinder, and the first and second seals may be positioned between the cylinder inlet and the bearing assembly. The second component may include a guide element, particularly a shaft. The guide element may be adapted to guide the second piston radially outward with respect to the first rotation axis. The second component may be rotatably positioned relative to the first component around the first rotation axis. The guide element may be rotatably mounted around an axis perpendicular to the tangential direction of the second piston. The guide element may include a recess. The recess may be adapted to correspond to a portion of the cross-section of the second piston. The guide element may be adapted to reduce the radial elastic deformation of the second piston, particularly a toroidal piston. The guide element may be adapted to maintain stable central guidance of the second piston. A sealing may be positioned between the second piston and the hydraulic cavity of the pneumatic spring. The guide element may be adapted to maintain stable central guidance of the second piston within the hydraulic cavity of the pneumatic spring, thereby minimizing the force on the seal between the second piston and the hydraulic cavity. In particular, a stable extrusion gap may be maintained between the second piston and the hydraulic cavity of the pneumatic spring. This can reduce the force on the seal, thereby reducing the rate of leakage of hydraulic fluid from the hydraulic cavity to the outside of the hydraulic cavity, and in particular, it may eliminate the rate of leakage altogether.

[0037] The hydraulic damper may spatially overlap with the pneumatic spring with respect to the first axis of rotation. In particular, the projection of the hydraulic damper onto the first axis of rotation overlaps with the projection of the pneumatic spring onto the first axis of rotation. The hydraulic damper may overlap with the pneumatic spring by at least 20 percent, particularly at least 30 percent, particularly at least 40 percent, particularly at least 50 percent, particularly at least 60 percent, particularly at least 70 percent, particularly at least 80 percent, and particularly at least 90 percent of the extension of the hydraulic damper in the direction of the first axis of rotation. Overlapping the hydraulic damper and the pneumatic spring may lead to improved heat dissipation. The heat generated by the rotation damper, particularly the heat generated in the hydraulic cavity, can be dissipated through the vehicle's hull. This overlap may also lead to a space-efficient design.

[0038] The hydraulic damper may spatially overlap the pneumatic spring by at least 10 mm, particularly at least 30 mm, particularly at least 50 mm, and particularly at least 70 mm, in the direction parallel to the first axis of rotation. The hydraulic damper may spatially overlap the pneumatic spring by up to 100 mm, particularly up to 150 mm, particularly up to 200 mm, and particularly up to 350 mm, in the direction parallel to the first axis of rotation. In certain embodiments, the hydraulic damper may spatially overlap the pneumatic spring by a value between 30 mm and 250 mm, particularly between 50 mm and 250 mm, and particularly between 80 mm and 150 mm, in the direction parallel to the first axis of rotation.

[0039] The hydraulic cavity of the hydraulic damper may have a width of 10 to 150 mm, particularly 30 to 100 mm, and particularly 50 to 80 mm. In particular, the hydraulic cavity of the hydraulic damper may have an extension of 10 to 300 mm, particularly 30 to 200 mm, and particularly 50 to 100 mm in a direction parallel to the first axis of rotation.

[0040] The first component may spatially overlap with the second component with respect to the first axis of rotation. This may mean that the projection of the first component onto the first axis of rotation coincides with the projection of the second component onto the first axis of rotation. The first component may overlap with the second component by at least 20 percent, particularly at least 30 percent, particularly at least 40 percent, particularly at least 50 percent, particularly at least 60 percent, particularly at least 70 percent, particularly at least 80 percent, and particularly at least 90 percent of the extension of the first component in the direction of the first axis of rotation. Overlapping the first and second components may lead to improved heat dissipation. This overlap may also lead to a spatially efficient design.

[0041] A second piston, particularly a toroidal piston, may be connected to the first component by a mounting assembly. The mounting assembly may be fixed to the first component, and in particular, may be fixed rotatably. During use, the pressure in the hydraulic cavity of the pneumatic spring may push the second piston against the mounting assembly, thereby fixing the second piston rotatably relative to the first component.

[0042] The mounting assembly may have a cam, and the second piston may have a notch. Alternatively, the mounting assembly may have a notch, and the second piston may have a cam.

[0043] The notch may be formed on the distal end of the second piston, particularly the distal end not facing the pneumatic cavity of the pneumatic spring. The cam may be configured to engage with the notch. The cam may be movable relative to the second piston in the direction of the first rotation axis. This may make the manufacturing process easier and more efficient.

[0044] The notch of the second piston may have a cylindrical shape, particularly a partially cylindrical shape. The shape of the cam may be negative relative to the notch so that the cam can engage with the notch. The cam may be a rounded projection. The shape of the cam may differ from the shape of the bolt.

[0045] Alternatively, the second piston may be connected to a mounting assembly through a bolt. The mounting assembly may have a hole particularly parallel to the first rotation axis. The hole in the mounting assembly may be configured to accommodate a bolt. The bolt may be understood as a cylindrical bar. The second piston may have a hole particularly parallel to the first rotation axis. The hole in the second piston may be configured to accommodate a bolt, particularly a bolt accommodated in a hole in the mounting assembly. The bolt may be positioned through the hole in the mounting assembly and the hole in the second piston so that the second piston can be connected to the mounting assembly. The mounting assembly may be fixed to the first component. The second piston may have at least one projection particularly extending parallel to the first rotation axis. The projection may be configured to fit into a hole in the mounting assembly.

[0046] The second piston may be positioned primarily in a first plane perpendicular to the first axis of rotation. The pneumatic cavity may be positioned primarily in the second plane. The pneumatic cavity may extend primarily in the direction of the first axis of rotation. The first plane may be substantially perpendicular to the second plane.

[0047] The pneumatic cavity of the pneumatic spring may be a first pneumatic cavity. A second component may form a second pneumatic cavity of the pneumatic spring. In particular, a third piston in the form of a floating piston may form the boundary between the first pneumatic cavity and the second pneumatic cavity. The third piston may be positioned between the first pneumatic cavity and the second pneumatic cavity. The initial pressure in the first pneumatic cavity may be different from the initial air pressure in the second pneumatic cavity. Initial may refer to the state when a vehicle equipped with a rotary shock absorber and / or pneumatic spring is in a parked position. Initial may refer to a state in which only static forces act on the rotary shock absorber and / or pneumatic spring, but no dynamic forces act.

[0048] The first pneumatic cavity of the pneumatic spring may be functionally positioned between the hydraulic cavity and the second pneumatic cavity of the pneumatic spring. Functional positioning may mean that excess pressure in the hydraulic cavity first affects the air pressure in the first pneumatic cavity, and in particular, can increase the air pressure in the first pneumatic cavity. Subsequently, the excess pressure in the first pneumatic cavity affects the air pressure in the second pneumatic cavity, and in particular, can increase the air pressure in the second pneumatic cavity. The initial air pressure of the first pneumatic cavity may be higher than the initial air pressure of the second pneumatic cavity. This may allow for better suspension behavior.

[0049] The hydraulic damper may be arranged concentrically with respect to the pneumatic spring. The first component may be arranged concentrically with respect to the second component.

[0050] At least one bearing, in particular two bearings, may be placed between the first and second components. At least one bearing, in particular two bearings, may be placed between the hydraulic damper and the pneumatic spring. At least one bearing may be made of ceramic. At least one bearing may include a ceramic coating. At least one bearing can prevent heat conduction between the hydraulic damper and the pneumatic spring. At least one bearing can prevent heat conduction between the first and second components. The ceramic coating can prevent heat conduction. At least one bearing may provide thermal insulation for the pneumatic spring. At least one bearing may provide thermal insulation for the second component, in particular for the pneumatic cavity or multiple pneumatic cavities within the second component. The properties of the gas in one or more pneumatic cavities, and therefore the pneumatic spring, can be highly responsive to thermal differences. Therefore, proper thermal separation may lead to a more robust system.

[0051] The hydraulic damper may include a compensating reservoir. The compensating reservoir may supply hydraulic fluid, particularly incompressible fluid, to the hydraulic damper. The compensating reservoir may regulate or maintain the pressure within the hydraulic damper. The compensating reservoir may include a first compensating reservoir cavity. The compensating reservoir may include a second compensating reservoir cavity. The first compensating reservoir cavity may contain compressible fluid. The second compensating reservoir cavity may contain incompressible fluid. The second compensating reservoir cavity may be connected to the hydraulic cavity of the hydraulic damper. A compensating reservoir piston may be movably positioned between the first and second compensating reservoir cavities. The compensating reservoir piston may be a floating piston. The compensating reservoir may be included in the first component. The compensating reservoir may be included in the second component. The compensating reservoir may extend mainly in a direction parallel to the first axis of rotation. In particular, the compensation reservoir may extend mainly along the first axis of rotation.

[0052] The length of the compensating reservoir, particularly the extension of the compensating reservoir in the direction parallel to the first axis of rotation, may be 10 mm to 350 mm, especially 50 mm to 250 mm, and especially 80 mm to 150 mm.

[0053] The assembly may include a vehicle, in particular a tracked vehicle, and the vehicle may include a rotary shock absorber according to any one of the embodiments described above, or a pneumatic spring according to any one of the embodiments described above.

[0054] The assembly may comprise a rotary shock absorber according to any one of the embodiments described above, the rotary shock absorber may comprise a pneumatic spring according to any one of the embodiments described above, and the pneumatic spring may be thermally isolated from a hydraulic damper. The thermal isolation between the pneumatic spring and the hydraulic damper may comprise a ceramic washer or ceramic disc functionally positioned between the pneumatic spring and the hydraulic damper. Preferably, the thermal isolation between the pneumatic spring and the hydraulic damper may comprise steel, and in particular, the pneumatic spring and the hydraulic damper may comprise steel. Preferably, high thermal resistance is provided between the hydraulic damper and the pneumatic spring. Preferably, low thermal resistance is provided between the hydraulic damper and the vehicle body. The thermal isolation between the pneumatic spring and the hydraulic damper, particularly high thermal resistance, may provide a stable pneumatic spring.

[0055] The use of a rotary shock absorber, particularly according to any of the aforementioned embodiments of the rotary shock absorber, and particularly according to any of the aforementioned embodiments of the pneumatic spring, the use of a rotary shock absorber that may be equipped with a pneumatic spring may include mounting the hydraulic damper of the rotary shock absorber to the body of a vehicle, particularly the body of a tracked vehicle, and mounting the protruding connection portion of the pneumatic spring of the rotary shock absorber to a wheel, particularly to a road wheel or idler wheel of a tracked vehicle, to absorb loads such as shocks in the hydraulic damper and to provide the hydraulic damper with an elastic restoring force by the pneumatic spring.

[0056] The use of a rotary shock absorber may include providing a heat flow from a hydraulic damper to the vehicle body, and the heat flow from the hydraulic damper to the vehicle body may be higher than the heat flow from the hydraulic damper to the pneumatic spring. The heat flow from the hydraulic damper to the vehicle body may be higher than the heat flow from the hydraulic damper to the pneumatic spring, and a stable pneumatic spring may be provided by reducing the expansion of the gaseous component of the pneumatic spring.

[0057] Wheel stations for vehicles, especially tracked vehicles, may be equipped with rotary shock absorbers and / or pneumatic springs. Vehicles, especially tracked vehicles, may be equipped with a plurality of wheel stations, especially 14 wheel stations, especially 7 wheel stations on each side. Each wheel station may be equipped with a rotary shock absorber. Each wheel station may be equipped with a pneumatic spring. In some of the wheel stations, especially one on each side, especially two on each side, especially three on each side, especially four on each side, the hydraulic dampers of the rotary shock absorbers may be empty, that is, they may not contain any fluid, especially oil.

[0058] The expressions "first," "second," "third," and "fourth" should be understood simply as designations of specific elements or components, and not necessarily as indicating a specific order of such components. For example, the existence of a fourth element / component does not necessarily mean the existence of a first, second, or third element / component, and vice versa.

[0059] Toroidal may mean a torus, or more specifically, a part of a torus. The toroidal section of the hydraulic cavity of a pneumatic spring may have a circular, elliptical, or rectangular cross-section. This means that the shape of the toroidal section is defined, respectively, by a circle, ellipse, or rectangle moving along a circular curve. The second piston, in particular the toroidal piston, may have a circular, elliptical, or rectangular cross-section. This means that the shape of the second piston is defined, respectively, by a circle, ellipse, or rectangle moving along a circular curve.

[0060] The present invention will be further described below based on exemplary embodiments with reference to the following drawings. [Brief explanation of the drawing]

[0061] [Figure 1]This is a perspective view of one embodiment of a hydropneumatic rotary suspension system, which comprises a hydraulic rotary damper as a first component and a pneumatic spring as a second component. [Figure 2] In particular, one embodiment of a pneumatic spring shows a gradual dependence of the spring force F on the displacement s or ds of the spring. [Figure 3] This is a schematic cross-sectional view of one embodiment of a hydraulic rotary damper device. [Figure 4] This is a schematic cross-sectional view of one embodiment of a pneumatic spring. [Figure 5] This is a schematic cross-sectional view through one embodiment of a second component of a hydropneumatic rotary suspension system, the second component may include an embodiment of a pneumatic spring. [Figure 6] Figure 5 is a schematic cross-section of a roller bearing along a plane perpendicular to the plane shown, and Figure 6 shows the guide of the toroidal piston. [Figure 7] This is a schematic cross-sectional view through one embodiment of a second component of a hydropneumatic rotary suspension system, in which a toroidal piston is provided with rollers. [Figure 8] This is a schematic cross-sectional view of a hydropneumatic rotary suspension system in the form of a rotary shock absorber. [Figure 9] This is a schematic diagram of a cross-section passing through a hydropneumatic rotary suspension system and the road wheel or idler wheel of a tracked vehicle. [Modes for carrying out the invention]

[0062] Figure 1 shows a perspective view of one embodiment of a hydropneumatic rotary suspension system in the form of a rotary shock absorber 1. The hydropneumatic rotary suspension system may be an assembly of a pneumatic spring 3 and a hydraulic damper device 5, and in particular, the hydraulic damper device 5 may be configured as a hydraulic rotary damper device 5. The hydraulic damper device 5 may be configured as a first component 6, and the pneumatic spring may be located within a second component 7 of the hydropneumatic rotary suspension system.

[0063] Referring to Figure 1, the pneumatic spring 3 may be located within the second component 7, the second component 7 may be rotatably positioned relative to the hydraulic damper device 5, and the hydraulic damper device 5 may be configured as the first component 6. The rotatable configuration between the first component 6 and the second component 7 may be provided by a bearing assembly within part 8 of the hydropneumatic rotary suspension device. At least one hydraulic damper 9 may be located inside the hydraulic damper device 5 or the first component 6.

[0064] According to one embodiment, the second component 7 may include a hydraulic damper 9. The hydraulic damper 9 may be located within a rotatable rotor vane 11, and the rotatable rotor vane 11 may be integrated with the second component 7. The rotatable rotor vane 11 may be rotatably positioned relative to the hydraulic damper device 5, and in particular relative to the first component 6, and the hydraulic damper 5, in particular the first component 6, may be fixed in position. The rotatable rotor vane 11 may be fixedly connected to the second component 7, and the rotor vane 11 may be formed integrally with the second component 7, that is, the rotatable rotor vane 11 may be non-rotatable relative to the second component 7. The rotatable rotor vane 11 can be fixedly connected to the second component 7, and the connection portion 13 between the rotor vane 11 and the second component 7 may extend through part 8 of the hydropneumatic rotary suspension device. Details of the connection portion 13 are not further shown in the embodiment of the hydropneumatic suspension device shown in Figure 1. The mechanical strength of the connection 13 must be at least large enough to withstand the torque between the first component 6 and the second component 7 when the first component 6 rotates relative to the second component 7 around the first rotation axis 15.

[0065] The second component 7 may include a pivot arm 17, and the pivot arm 17 may include a protruding connector 19. The protruding connector 19 may be adapted for connection to a road wheel 20 or idler wheel of a tracked vehicle.

[0066] The tracked vehicle may have a weight in the range of 25,000 kg to 70,000 kg and may be equipped with several load wheels 20 and several idler wheels. The hydropneumatic rotating suspension may be designed to connect to the individual load wheels 20 or to the individual idler wheels. A portion of the weight of the tracked vehicle carried by the individual load wheels 20 may be distributed to at least one individual hydropneumatic suspension. Several hydropneumatic suspension devices may be provided for connection to all load wheels 20 or for connection to all idler wheels. The protruding connection 19 may include a second rotation shaft 21 around which the rotatable load wheels 20 or rotatable idler wheels of the tracked vehicle rotate. The protruding connection 19 may further include a bearing assembly, not shown in Figure 1, to provide low-friction rotation to the load wheels 20 or idler wheels of the tracked vehicle.

[0067] According to one embodiment, the hydraulic damper device 5 may include a hydraulic damper 9. The hydraulic damper 9 may be located within the stator rib 23 of the hydraulic damper device 5. The stator rib 23 may be non-rotatable relative to the hydraulic damper device 5. The stator rib 23 may be rotatable relative to the rotor vane 11 of the second component 7.

[0068] According to one embodiment, the hydraulic damper device 5 may include at least a first hydraulic cavity 25. The first hydraulic cavity 25 may be located between the stator rib 23 and the rotor vane 11. The rotor vane 11 may include a first rotor vane portion 27 and a second rotor vane portion 29, with the first rotor vane portion 27 positioned opposite the second rotor vane portion 29, and the first rotating shaft 15 may be located between the first rotor vane portion 27 and the second rotor vane portion 29. The stator rib 23 may include a first stator rib portion 31 and a second stator rib portion 33, with the first stator rib portion 31 positioned opposite the second stator rib portion 33, and the first rotating shaft 15 may be located between the first stator rib portion 31 and the second stator rib portion 33. The hydraulic damper device 5 may include a second hydraulic cavity 39, a third hydraulic cavity 37, and a fourth hydraulic cavity 35, and the cavities 25, 35, 37, and 39 are functionally formed together with the second component 7, in particular the rotor vane 11.

[0069] In one embodiment, the hydraulic damper 9 may be located within the rotor vane 11. Preferably, the hydraulic damper 9 may provide or include a first fluid channel 41, and may provide a fluid connection between the first hydraulic cavity 25 and the fourth hydraulic cavity 35. The hydraulic damper 9, in particular the fluid channel 41, may be located within the first rotor vane section 27. Since multiple hydraulic dampers can be employed in a hydropneumatic rotary suspension system, the hydraulic damper 9 may be designated as the first hydraulic damper 9. The second hydraulic damper 43 may be located within the second rotor vane section 29. The second hydraulic damper 43 may provide or include a second fluid channel 45, and may provide a fluid connection between the third hydraulic cavity 37 and the second hydraulic cavity 39.

[0070] According to the embodiment shown in Figure 3, the hydraulic damper device 5 may include a hydraulic damper 9. Figure 3 shows a schematic cross-sectional view through one embodiment of the hydraulic damper device 5, particularly the hydraulic rotary damper device 5.

[0071] The hydraulic damper 9 may be located within the stator rib 23 of the hydraulic damper device 5. When the hydraulic damper 9 is located within the stator rib 23, the rotor vane 11 does not need to have the first fluid channel 41 and the second fluid channel 45, and furthermore, the rotor vane 11 does not need to have the first hydraulic damper 9 and the second hydraulic damper 43.

[0072] According to the embodiment shown in Figure 3, the hydraulic damper 9 may be located within the stator rib 23, in which case the hydraulic damper 9 may be a third hydraulic damper 47, and the third hydraulic damper 47 may be located within the first stator rib portion 31. The fourth hydraulic damper 49 may be located within the second stator rib portion 33. The third hydraulic damper 47 may provide or include a third fluid channel 51, and the third hydraulic damper 47 may provide a fluid connection between the first hydraulic cavity 25 and the second hydraulic cavity 39. The fourth hydraulic damper 49 may provide or include a fourth fluid channel 53, and the fourth hydraulic damper 49 may provide a fluid connection between the fourth hydraulic cavity 35 and the third hydraulic cavity 37.

[0073] In one embodiment, the hydraulic damper device 5 may include a first fixing assembly 55, which may be integrated with the hydraulic damper device 5 and, in particular, with the first component 6. The first fixing assembly 55 may include openings 57, 59, 61, each of which is adapted to receive screws, pins, bolts, or journals for attaching the hydraulic damper device 5 to the body 62 of a vehicle, particularly the body 62 of a tracked vehicle (see Figure 5, the hydraulic damper device 5 is not shown in Figure 5).

[0074] Preferably, the first fixing assembly 55, together with the openings 57, 59, and 61, may be adapted to fix the hydraulic damper device 5 to the vehicle body 62, particularly the body 62 of a tracked vehicle, so that the hydraulic damper device 5, particularly the first component 6, may be immobile relative to the vehicle body 62, particularly the body 62 of a tracked vehicle.

[0075] Preferably, the second fixing assembly 63, the third fixing assembly 65, and the fourth fixing assembly 67 may be integrated with the hydraulic damper device 5, and in particular with the first component 6.

[0076] The second fixing assembly 63 may have openings 69, 71, and 73; the third fixing assembly 65 may have openings 75, 77, and 79; and the fourth fixing assembly 67 may have openings 81, 83, and 85.

[0077] Preferably, the second fixing assembly 63, the third fixing assembly 65, and the fourth fixing assembly 67, together with the openings 69, 71, 73, 75, 77, 79, 81, 83, and 85, may be adapted to fix the hydraulic damper device 5, particularly the first component 6, to the vehicle body 62, particularly the body 62 of a tracked vehicle, so that the hydraulic damper device 5, particularly the first component 6, may be immobile relative to the vehicle body 62, particularly the body 62 of a tracked vehicle.

[0078] In one embodiment, the first hydraulic fluid 87 may be housed in the first hydraulic cavity 25. The fourth hydraulic fluid 89 may be housed in the fourth hydraulic cavity 35. The third hydraulic fluid 91 may be housed in the third hydraulic cavity 37. The second hydraulic fluid 93 may be housed in the second hydraulic cavity 39. The first hydraulic cavity 25, the fourth hydraulic cavity 35, the third hydraulic cavity 37, and the second hydraulic cavity 39 may be adapted to maintain a constant hydraulic pressure between the hydraulic cavities 25, 35, 37, and 39, which may be achieved by a central chamber and a compensating chamber as described in Patent Document 6.

[0079] The second piston 95, in particular a toroidal piston, may be fixedly connected to the vehicle body, in particular the body of the tracked vehicle, or the hydraulic damper device 5, in order to immobilize it from the vehicle body, in particular the body of the tracked vehicle, or to immobilize it from the hydraulic damper device 5, in particular the first component 6. The toroidal piston may be introduced into the first opening 97 of the second component 7, the first opening may be arranged as a cylinder 97 for the toroidal piston. A first seal 99 may be placed inside the cylinder 97 of the second component 7 to seal the interior 101 of the second component 7 from the outside of the second component 7. The hydraulic damper device 5 functions as a mounting base 103 for the second component 7.

[0080] The interior 101 of the second component 7 may house a pneumatic spring 3, which may include a hydraulic cavity 105. Furthermore, the pneumatic spring 3 may include a pneumatic cavity 107. The hydraulic cavity 105 of the pneumatic spring 3 and the pneumatic cavity 107 of the pneumatic spring 3 may be separated by a floating piston 109 between the hydraulic cavity 105 and the pneumatic cavity 107 of the pneumatic spring 3. The floating piston 109 may be movably arranged on a linear displacement path 111. The linear displacement path 111 may be functionally arranged within the pneumatic cavity 107 of the pneumatic spring 3. The pneumatic cavity 107 of the pneumatic spring 3 may include a first part 113 and a second part 115, the first part 113 may be arranged parallel to the second part 115. The first part 113 and the second part 115 may be fluidly connected to each other by the first fluid connection part 117.

[0081] The pneumatic cavity 107 of the pneumatic spring 3 may contain a compressible fluid 119. The hydraulic cavity 105 of the pneumatic spring 3 may contain an incompressible fluid 121. The incompressible fluid 121 may be adapted to displace the floating piston 109 with respect to an elastic restoring force F that may be provided by the compressible fluid 119.

[0082] In particular, when the second component 7 rotates in a first direction 120 about the first rotation axis 15 while the second component 7 is absorbing shocks from, for example, the load wheel 20 to the hydraulic damper device 5, and especially to the first component 6, the toroidal piston can push the boundary 123 formed between the incompressible fluid 121 and the surface 125 of the toroidal piston. The first direction 120 may be arranged radially with respect to the first rotation axis 15. The toroidal piston can push the boundary 123 formed between the incompressible fluid 121 and the surface 125 of the toroidal piston, which can displace the incompressible fluid 121, and consequently, the floating piston 109 may be displaced along a linear displacement path 111 with respect to the elastic restoring force F provided by the compressible fluid 119 in the pneumatic cavity 113 of the pneumatic spring 3.

[0083] In one embodiment, the pneumatic spring 3 may be adapted to provide an elastic restoring force F, particularly a progressive elastic restoring force F, with respect to rotation around the first axis of rotation 15 in the first direction 120.

[0084] In particular, the progressive elastic restoring force F can prevent the road wheel 20 attached to the protruding connection 19 from colliding with the vehicle body 62, especially the body 62 of a tracked vehicle.

[0085] In particular, the floating piston 109 may be displaced from a first position 127 to a second position 129 over a distance ds, in which case the restoring force F may be provided by a compressible fluid 119 in the pneumatic cavity 107 of the pneumatic spring 3. The elastic restoring force F can push the floating piston 109 back from the second position 129 to the first position 127. The dependence between the elastic restoring force F and the displacement path ds may follow exponential behavior as shown in Figure 2. In particular, the elastic restoring force F may increase exponentially as the floating piston is pushed from the first position 127 to the second position 129. The elastic restoring force F may have a direction along a linear displacement path 111, and the direction of the elastic restoring force F has the sense of direction shown in Figure 1 so that the floating piston 109 can be pushed back from the second position 129 to the first position 127 along the linear displacement path 111.

[0086] In particular, the floating piston 109 may be pushed back from a second position 129 to a first position 127, and the floating piston 109 may displace the incompressible fluid 121 in the hydraulic cavity 105 in a second direction 135. The incompressible fluid 121 may be displaced in a second direction 135 by the floating piston 109, and the floating piston 109 may have the effect of pushing the incompressible fluid 121 against the surface 125 of the toroidal piston. In this case, the restoring force F may not only displace the incompressible fluid 121 in a second direction 135, but may also consequently rotate the second component 7 in a third direction 137 around the first axis of rotation 15, and the third direction 137 may be arranged radially with respect to the first axis of rotation 15.

[0087] The second component 7 may rotate in the first direction 120 around the first rotation axis 15 by an elastic restoring force F and return to the third direction 137, and the hydraulic dampers 9, 43, 49, and 47 can dampen the movement of the second component 7. In particular, the hydraulic dampers 9, 43, 49, and 47 can dampen the elastic oscillation of the second component 7 around the first rotation axis 15, and if damping does not occur, the elastic oscillation may occur due to the action of the pneumatic spring 3.

[0088] In one embodiment, the hydraulic dampers 9, 43 may be located within the rotor vane 11. When the second component 7 is rotated in the first direction 120, the second component 7 and the rotor vane 11 can be formed integrally, so the rotor vane 11 may also rotate in the first direction 120.

[0089] Rotating the rotor vane 11 in the first direction 120 may decrease the volume of the first hydraulic cavity 25 and increase the volume of the fourth hydraulic cavity 35. Furthermore, rotating the rotor vane 11 in the first direction 120 may increase the volume of the second hydraulic cavity 39 and decrease the volume of the third hydraulic cavity 37.

[0090] Since the volume of the first hydraulic cavity 25 may decrease when the second component 7 rotates in the first direction 120, the first hydraulic fluid 87 may be pushed into the fourth hydraulic cavity 35 through the hydraulic damper 9, and especially through the first fluid channel 41. As a result, a mixture containing the first hydraulic fluid 87 and the fourth hydraulic fluid 89 may accumulate in the fourth hydraulic cavity 35.

[0091] Since the volume of the third hydraulic cavity 37 may decrease when the second component 7 rotates in the first direction 120, the third hydraulic fluid 91 may be pushed into the second hydraulic cavity 39 through the second hydraulic damper 43, and especially through the second fluid channel 45. As a result, a mixture containing the third hydraulic fluid 91 and the second hydraulic fluid 93 may accumulate in the second hydraulic cavity 39.

[0092] The hydraulic damper 9 and the second hydraulic damper 43 may be equipped with a throttle or a throttling mechanism. The first hydraulic fluid 87 may flow through the first fluid channel 41, and the third hydraulic fluid 91 may flow through the second fluid channel 45, and dissipation may occur in the first fluid channel 41 and the second fluid channel 45. Dissipation that may occur in the first fluid channel 41 and the second fluid channel 45 may be due to frictional losses of the first hydraulic fluid 87 at the walls of the first fluid channel 41 and due to frictional losses of the hydraulic fluid 91 at the walls of the third fluid channel 45.

[0093] The second component 7 can rotate around the first rotation axis 15 in a third direction 137 by an elastic restoring force F, and the mixture containing the first hydraulic fluid 87 and the fourth hydraulic fluid 89 in the fourth hydraulic cavity 35 may flow through the first hydraulic channel 41 into the first hydraulic cavity 25. The mixture containing the first hydraulic fluid 87 and the fourth hydraulic fluid 89 may flow through the first hydraulic channel 41, and dissipation may occur within the first fluid channel 41. Dissipation that may occur within the first fluid channel 41 may be due to frictional losses of the mixture containing the first hydraulic fluid 87 and the fourth hydraulic fluid 89 at the walls of the first fluid channel 41.

[0094] The second component 7 can rotate in a third direction 137 around the first rotation axis 15 by an elastic restoring force F, and the mixture containing the third hydraulic fluid 91 and the second hydraulic fluid 93 in the second hydraulic cavity 39 may flow through the second hydraulic channel 45 into the third hydraulic cavity 37. When the mixture containing the third hydraulic fluid 91 and the second hydraulic fluid 93 may flow through the second hydraulic channel 45, dissipation may occur within the second hydraulic channel 45. The dissipation that may occur within the second fluid channel 45 may be due to frictional losses of the mixture containing the third hydraulic fluid 91 and the second hydraulic fluid 93 at the walls of the second fluid channel 45.

[0095] According to the embodiment of the hydraulic damper device 5 shown in Figure 3, the rotor vane 11 does not have a hydraulic damper and / or hydraulic channel. Alternatively, a third hydraulic damper 47 may be placed on the first stator rib portion 31, and a fourth hydraulic damper 49 may be placed on the second stator rib portion 33. Furthermore, a third fluid channel 51 may be provided on the first stator rib portion 31 by the third hydraulic damper 47, and a fourth fluid channel 53 may be provided on the second stator rib portion 33 by the fourth hydraulic damper 49.

[0096] Rotating the second component 7 in the first direction 120 may cause the rotor vane 11 to rotate in the first direction 120.

[0097] Rotating the rotor vane 11 in the first direction 120 may decrease the volume of the first hydraulic cavity 25 and increase the volume of the fourth hydraulic cavity 35. Furthermore, rotating the rotor vane 11 in the first direction 120 may increase the volume of the second hydraulic cavity 39 and decrease the volume of the third hydraulic cavity 37.

[0098] Since the volume of the first hydraulic cavity 25 may decrease while the second component 7 rotates in the first direction 120, the first hydraulic fluid 87 may be pushed into the second hydraulic cavity 39 through the third hydraulic damper 47, and particularly through the third fluid channel 51. As a result, a mixture containing the first hydraulic fluid 87 and the second hydraulic fluid 93 may accumulate in the second hydraulic cavity 39.

[0099] As the volume of the third hydraulic cavity 37 decreases while the pneumatic spring 3 rotates in the first direction 120, the third hydraulic fluid 91 can be pushed through the fourth hydraulic damper 49, and particularly through the fourth fluid channel 53, into the fourth hydraulic cavity 35. As a result, a mixture containing the third hydraulic fluid 91 and the fourth hydraulic fluid 89 can accumulate in the fourth hydraulic cavity 35.

[0100] The third hydraulic damper 47 and the fourth hydraulic damper 49 may be equipped with throttles or throttling. The first hydraulic fluid 87 may flow through the third fluid channel 51, and the third hydraulic fluid 91 may flow through the fourth fluid channel 53, and dissipation may occur in the third fluid channel 51 and the fourth fluid channel 53. Dissipation that may occur in the third fluid channel 51 and the fourth fluid channel 53 may be due to frictional losses of the first hydraulic fluid 87 at the walls of the third fluid channel 51 and due to frictional losses of the third hydraulic fluid 91 at the walls of the fourth fluid channel 53.

[0101] The second component 7 can rotate in a third direction 137 around the first rotation axis 15 by an elastic restoring force F, and the mixture containing the first hydraulic fluid 87 and the second hydraulic fluid 93 in the second hydraulic cavity 39 may flow through the third hydraulic channel 51 into the first hydraulic cavity 25. The mixture containing the first hydraulic fluid 87 and the second hydraulic fluid 93 may flow through the third hydraulic channel 51, and dissipation may occur within the third hydraulic channel 51. Dissipation that may occur within the first fluid channel 51 may be due to frictional losses of the mixture containing the first hydraulic fluid 87 and the second hydraulic fluid 93 at the walls of the third fluid channel 51.

[0102] The second component 7 can rotate in direction 137 around the first rotation axis 15 by an elastic restoring force F, and the mixture containing the fourth hydraulic fluid 89 and the third hydraulic fluid 91 in the fourth hydraulic cavity 35 may flow through the fourth hydraulic channel 53 to the third hydraulic cavity 37. The mixture containing the fourth hydraulic fluid 89 and the third hydraulic fluid 91 may also flow through the fourth hydraulic channel 51, and dissipation may occur in the fourth fluid channel 53. Dissipation that may occur in the fourth fluid channel 53 may be due to frictional losses of the mixture containing the fourth hydraulic fluid 89 and the third hydraulic fluid 91 at the walls of the fourth fluid channel 53.

[0103] Preferably, in order to provide a particularly tight seal between the inside 101 of the second component 7 and the outside of the second component 7, a second seal may be provided in the cylinder 97 of the second component 7, in addition to the first seal 99 in the cylinder 97 of the second component 7. Figure 4 shows a schematic cross-sectional view of an embodiment of the pneumatic spring 3, in which one end of the second component 7 is connected in particular to a road wheel of a tracked vehicle.

[0104] Figure 5 shows a schematic cross-sectional view through one embodiment of a second component 7 that may include a pneumatic spring 3. Figure 6 shows a schematic cross-sectional view of a roller bearing according to one embodiment of the second component 7. As described above, the second component 7 can be rotated around the first rotation axis 15 in a first direction 120 or a third direction 137 relative to a positionally fixed hydraulic rotary damper 5, and in particular, relative to the positionally fixed first component 6. Since the second component 7 can rotate around the first rotation axis 15 and the second component 7 can be fixedly connected to the rotor vane 11, the rotor vane 11 can also rotate around the first rotation axis 15 in a direction 120 or a third direction 137. The connection between the toroidal piston and the vehicle body 62 may be provided by an indirect connection between the toroidal piston and the vehicle body 62 by a spline joint 141 between a first mounting assembly 142 and a second mounting assembly 143 of the vehicle body 62. The spline joint 141 can provide a rotationally fixed connection between a first mounting assembly 142 and a second mounting assembly 143 of the body of the vehicle 62. The first part 145 of the first mounting assembly 142 may be provided opposite a portion of a toroidal piston that may extend into the cylinder 97. The first part 145 of the first mounting assembly 142 may comprise a connecting assembly 147. The connecting assembly 147 may comprise an opening 149. The opening 149 may be adapted to receive a bolt 150, which may connect the first part 145 of the first mounting assembly 142 to the toroidal piston in a fixed manner. In particular, this allows the second part 7 to be rotated in a first direction 120 or a third direction 137 around the first pivot axis 15, but the toroidal piston may remain in a fixed position, in particular, the toroidal piston may remain in a fixed position relative to the body of the vehicle 62.

[0105] The toroidal piston may be guided along a path 151, which may conform to the curvature of the cylinder 97. In one embodiment of the second component 7, a bearing assembly 153 may be provided on the second component 7, or the bearing assembly 153 may be positioned on the second component 7. The bearing assembly 153 may be adapted to guide the toroidal piston along the path 151 despite any radial force R that may be exerted on the toroidal piston, and the radial force R may be directed radially away from the first axis of rotation 15. The bearing assembly 153 may comprise bearings 155, 159 and a guide element in the form of a shaft 163. The shaft 163 is rotatably positioned within the bearings 155, 159. The shaft 163 may extend laterally through the second component 7. A recess 167 for receiving the toroidal piston may be provided in the central portion 165 of the shaft 163. The recess 167 may have a curvature that conforms to the circumferential curvature of the toroidal piston.

[0106] The longitudinal axis of symmetry 169 of the shaft 163 may be offset by a distance 171 from the center 173 of the cross-section 174 of the toroidal piston. The distance 171 may be in the range of 50 mm to 80 mm, preferably 50 mm to 65 mm, and preferably 65 mm to 80 mm. The centerline radius 175 between the first rotation axis 15 and the center 173 of the cross-section 174 of the toroidal piston may be in the range of 180 mm to 220 mm, preferably 190 mm to 210 mm.

[0107] Preferably, the diameter 177 of the toroidal piston may be in the range of 85 mm to 125 mm, preferably 95 mm to 115 mm, and preferably 100 mm to 110 mm, as shown in Figure 1.

[0108] The second component 7 may include an inlet 179 to the cylinder 97, and the first seal 99 may be positioned between the inlet 179 to the cylinder 97 and the bearing assembly 153.

[0109] The floating piston 109 may be the first piston of the hydropneumatic suspension system, and the toroidal piston may be the second piston 95 of the hydropneumatic suspension system.

[0110] The hydraulic cavity 105 of the pneumatic spring 3 may include a toroidal section 181 and a linear section 183 connected by a second fluid connection 185.

[0111] In particular, the interior 101 of the pneumatic spring 3 may be adapted to withstand a maximum pressure of 1100 bar, preferably a maximum of 1500 bar.

[0112] In particular, the hydraulic cavity 105 of the pneumatic spring 3 may be adapted to withstand a maximum pressure of 1100 bar, preferably a maximum of 1500 bar.

[0113] Figure 7 shows a schematic cross-sectional view through an embodiment of the second component 7 of a hydropneumatic rotary suspension. A toroidal piston is shown having a roller 187 positioned at the end of the toroidal piston adjacent to a location where a second reaction surface may be formed. The roller 187 may be adapted to engage with a contact surface within the hydraulic cavity 105. This guides the toroidal piston along a path 151, which may follow the curvature of the cylinder 97. The roller 187 is in contact with the contact surface at least temporarily. Through the roller 187, which can engage with the contact surface, the toroidal piston can be guided radially outward with respect to the first axis of rotation.

[0114] Figure 8 shows a schematic cross-section of a hydropneumatic rotary suspension device in the form of a rotary shock absorber 1. The second piston 95 is a toroidal piston and is located within the cylinder 97 of the second component 7. The distal end 190 of the second piston 95, particularly the distal end 190 not facing the pneumatic cavity 107 of the pneumatic spring 3, is provided with a notch 189. The first component 6 comprises a mounting assembly 142. The mounting assembly comprises a cam 188. The second piston 95 is connected to the first component 6 by the mounting assembly 142. In particular, the cam 188 of the mounting assembly 142 engages with the notch 189 of the second piston 95.

[0115] Figure 9 shows a schematic cross-section of a hydropneumatic rotary suspension system and a wheel 20 or idler wheel of a tracked vehicle. The hydraulic damper 9 spatially overlaps with the pneumatic spring 3 with respect to the first rotation axis 15. The first bearing 191, second bearing 192, and third bearing 193 are positioned between the first component 6 and the second component. The bearings 191, 192, and 193 enable relative rotation between the first component 6 and the second component 7. The hydraulic damper device 5 includes a compensating reservoir 194 that extends mainly along the first rotation axis 15. The compensating reservoir 194 includes a first compensating reservoir cavity 195 filled with compressible fluid and a second compensating reservoir cavity 196 filled with incompressible hydraulic fluid. The compensating reservoir piston 197 is movably positioned between the first compensating reservoir cavity 195 and the second compensating reservoir cavity 196.

Claims

1. A rotary shock absorber (1) for a vehicle, The first component (6), The second component (7) and Equipped with, The second component (7) is rotatably positioned relative to the first component (6) around the first axis of rotation (15). The pneumatic spring (3) is adapted to provide an elastic force (F) with respect to the relative rotation of the second component (7) with respect to the first component (6), The second component (7) forms the pneumatic cavity (107) of the pneumatic spring (3). The second component (7) forms the hydraulic cavity (105) of the pneumatic spring (3). The hydraulic cavity (105) comprises a toroidal section (181), The hydraulic cavity (105) is adjacent to the pneumatic cavity (107), A rotational shock absorber (1) wherein a first piston (109) in the form of a floating piston forms the boundary between the hydraulic cavity (105) and the pneumatic cavity (107) of the pneumatic spring (3).

2. The rotary shock absorber according to claim 1, wherein the hydraulic cavity (105) comprises a linear section (183) connected to the toroidal section (181) by a fluid connection (185).

3. The hydraulic dampers (9, 43, 47, 49) are functionally arranged parallel to the pneumatic spring (3), The hydraulic dampers (9, 43, 47, 49) are adapted to provide damping force against the relative rotation of the second component (7) with respect to the first component (6), The rotational shock absorber according to claim 1, wherein the hydraulic damper (9, 43, 47, 49) comprises a first hydraulic cavity (25) formed between the first component (6) and the second component (7).

4. The rotational shock absorber according to claim 3, wherein the first component (6) comprises the hydraulic dampers (47, 49).

5. The rotary shock absorber according to claim 3 or 4, wherein the second component (7) forms a vane (11), the vane (11) forms one side of the first hydraulic cavity (25), and the volume of the first hydraulic cavity (25) changes due to relative rotation between the first component (6) and the second component (7).

6. The rotary shock absorber according to claim 3 or 4, wherein the first component (6) forms a second hydraulic cavity (39) of the hydraulic damper (47), and the hydraulic damper (47) is in the form of a valve assembly between the first hydraulic cavity (25) and the second hydraulic cavity (39).

7. The rotational shock absorber according to claim 3 or 4, wherein the hydraulic dampers (9, 43, 47, 49) spatially overlap with the pneumatic spring (3) to the extent of at least 30 percent of the extension of the hydraulic dampers (9, 43, 47, 49) in the direction of the first rotation axis (15) with respect to the first rotation axis (15).

8. A rotary shock absorber according to any one of claims 1 to 4, wherein a second piston (95) is rotatably fixed to the first component (6), and the hydraulic cavity (105) of the pneumatic spring (3) is adapted to receive the second piston (95).

9. The rotary shock absorber according to claim 8, wherein the second piston (95) is adapted to displace an incompressible fluid (121) confined within the hydraulic cavity (105) of the pneumatic spring (3).

10. The rotary shock absorber according to claim 8, wherein the second component (7) comprises a shaft (163) which is a guide element, and the guide element is adapted to guide the second piston (95) radially outward with respect to the first rotation axis (15).

11. The rotary shock absorber according to claim 8, wherein the second piston (95) comprises a roller (187), the roller (187) being adapted to engage with a contact surface in the hydraulic cavity (105) to guide the second piston (95) radially outward with respect to the first rotating shaft (15).

12. The second piston (95) is connected to the first component (6) by a mounting assembly (142), The mounting assembly (142) comprises either a cam (188) or a notch (189), The second piston (95) is provided with the other of the cam (188) or the notch (189) formed at the distal end (190) of the second piston (95), The rotational shock absorber according to claim 8, wherein the cam (188) is configured to engage with the notch (189).

13. The pneumatic cavity (107) of the pneumatic spring (3) is the first pneumatic cavity, and the second component (7) forms the second pneumatic cavity of the pneumatic spring (3). The third piston forms the boundary between the first pneumatic cavity and the second pneumatic cavity. The rotational shock absorber according to any one of claims 1 to 4, wherein the initial air pressure in the first air cavity of the pneumatic spring (3) is different from the initial air pressure in the second air cavity of the pneumatic spring (3).

14. The first pneumatic cavity of the pneumatic spring (3) is functionally positioned between the hydraulic cavity (105) of the pneumatic spring (3) and the second pneumatic cavity of the pneumatic spring (3). The rotational shock absorber according to claim 13, wherein the initial air pressure of the first air cavity of the air spring (3) is higher than the initial air pressure of the second air cavity of the air spring (3).

15. At least one bearing is positioned between the first component (6) and the second component (7), The rotational shock absorber according to any one of claims 1 to 4, wherein the at least one bearing is made of ceramic or includes a ceramic coating.

16. A pneumatic spring (3) for a rotary shock absorber (1) according to any one of claims 1 to 4, Mounting base (5, 103) and Pivot arm (17) and Equipped with, The pivot arm (17) is rotatably positioned within the mounting base (5, 103) around the rotation axis (15). The first piston (109) forms the boundary of the pneumatic cavity (107) within the pivot arm (17). The pivot arm (17) is equipped with a hydraulic cavity (105), The hydraulic cavity (105) comprises a toroidal section (181), The first piston (109) is a floating piston, a pneumatic spring.

17. The pneumatic spring according to claim 16, wherein the pivot arm (17) is provided with a protruding connecting portion (19), and the protruding connecting portion (19) is radially further away from the rotation axis (15) than any portion of the mounting base (5, 103).

18. The pneumatic spring according to claim 16, wherein the first piston (109) is positioned between the hydraulic cavity (105) and the pneumatic cavity (107).

19. The pneumatic spring according to claim 18, wherein the pneumatic cavity (107) comprises a first portion (113) and a second portion (115), the first portion (113) and the second portion (115) are fluidly connected to each other by a first fluid connection portion (117), the first portion (113) is arranged parallel to the second portion (115), or the first portion (113) is arranged at a certain angle to the second portion (115).

20. The pneumatic spring according to claim 19, wherein the pneumatic cavity (107) is adapted to form a linear displacement path (111) for the first piston (109), and the displacement path (111) is provided in the first portion (113) of the pneumatic cavity (3).

21. The pneumatic spring according to claim 18, wherein the hydraulic cavity (105) comprises a linear section (183) connected to the toroidal section (181) by a second fluid connection (185).

22. The pneumatic spring according to claim 18, wherein the hydraulic cavity (105) houses an incompressible fluid (121) adapted to displace the first piston (109).

23. A vehicle or tracked vehicle comprising a rotational shock absorber (1) according to any one of claims 1 to 4.

24. A vehicle or tracked vehicle comprising the pneumatic spring (3) described in claim 16.

25. A wheel station for a vehicle or a wheel station for a tracked vehicle, comprising a rotation shock absorber (1) according to any one of claims 1 to 4.

26. A wheel station for a vehicle or a wheel station for a tracked vehicle, comprising the pneumatic spring (3) described in claim 16.

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