Patent GB-794354-A (GB)
Title: Improvements in or relating to shock absorbers for aircraft
Inventor: ORLOFF GEORGE
IPC: F16F9/56
Filed: 1955-06-14
Abstract: 794,354. Hydro-pneumatic shock-absorbers. BRITISH MESSIER, Ltd. June 13, 1956 [June 14, 1955], No. 17154/55. Class 108(3) The invention relates to hydro-pneumatic shock absorbers and liquid springs of the kind comprising a ram 42 (Fig. 3) slidable in a closed-ended cylinder 40 and having a hollow ram rod 43, valve means controlling flow through a passage in the ram which connects the interior of the rod 43 with the cylinder chamber 83 on the other side of the ram 42. According to the invention, under normal static loading, the valve means is biased into the closed position to maintain a condition of hydraulic lock, and means are provided which automatically effect release of the lock when the acceleration of the shock absorber as a whole in the axial direction, exceeds a predetermined value. In Fig. 3, the valve means comprises a stepped diameter piston 69 slidable in a bore 51 extending from a blimd end at 52 near the lower face of the ram, to open into the chamber 43a within the ram rod 43 at the upper face of the ram. The valve 69 is formed with a conical valveface which co-operates with a seating formed in an annular enlargement 57 of the bore 51. The valve 69 is slidable on the stem 63 of an inertia mass 62 slidable within the bore 51 and suspended therein by springs 65, and 71. The stem 63 has a bore 76 which is connected by transverse ports 78 with the bore 51 below the valve 69, and further transverse ports 77 leading from the bore 76, register with a stepped portion 61 at the top of the bore 51. Diagonally extending ports 88, 89, extending from the bore 51 above the valve 69 to the chamber 43a are closed by a non-return valve 90. In operation, when forming part of the undercarriage of an aircraft which is resting on the deck of an aircraft carrier, the degree of rolling of which is not excessive, the shock absorber is hydraulically locked due to the piston valve 69 being held on to its seating by the differential pressure of the liquid acting on the valve (this pressure being due to the weight of the aircraft acting on the shock absorber) and the force exerted by the springs 65 and 71. When the degree of rolling of the aircraft carrier becomes excessive, and on increased upward acceleration of the aircraft, the mass 62 moves downwardly in the ram 42 due to its inertia, and thus opens the ports 77 to the bore 51. Pressure built-up beneath the valve 69 is thus released and liquid is able to flow from the chamber 83 through a restricted orifice 84 in a passage 82 which leads to the annular enlargement 57 and thence through the now open valve 69 and the passages 88 and 89 to lift the non-return valve 90. On recoil, liquid is able to return through a restricted orifice 86 and passage 85 through the ram, to lift a non-return valve 87. Should the mass 62 become jammed, or the valve 69 fail to open for any other reason, excess pressure is relieved by means of a safety valve 96. In the construction shown in Fig. 5, the inertia member 62 is pivotally mounted on the ram 42 and is connected by a rod 109 to a pilot valve 132 having a conical face spring urged into contact with a seating formed in a shoulder of a bore 139 extending through the ram 42 between the chambers 83 and 43a. A main valve member 140, disposed in an enlarged section 139a of the bore 139, is spring urged into engagement with a valve seat 145. In this position the valve 140 thus closes from communication with the cylinder 83, a passage 149 which leads through the ram via a restricted orifice 150 to the chamber 43a. Restricted communication through the length of the bore 139 is provided by a passage 138 in the pilot valve 132, a passage 151 in the seat 137, and a passage 148 in the main valve 140. In operation, when the shock absorber is not subjected to upward acceleration, liquid and spring pressures act on the pilot valve 132 and main valve 140 to maintain them seated, and thus a condition of hydraulic lock is maintained. On the occurrence of upward acceleration, the inertia mass 62 moves clockwise about its pivot 105 and lifts open the pilot valve 132. This releases pressure above the main valve 140 which accordingly opens and permits flow through the passage 149, the required degree of shock absorber damping being provided by the restriction 150. On rebound, flow takes place through the passage 85 as before. A safety valve (not shown) is provided as in the Fig. 3 construction. In a similar modification (Fig. 4, not shown) the pilot valve 132 is omitted and the main valve 140 is controlled directly by the inertia mass 62. In another modification (Fig. 6, not shown), the pilot valve 132 is connected by the rod 109 to an inertia mass of the reciprocating type shown in Fig. 3. The pilot valve 132 and main valve 140 are disposed sideby-side in the ram. In each of Figs. 3 to 6, the resilience of the shock absorber is provided by air disposed above the liquid in the chamber 43a. The invention may be applied to the construction of helicopter undercarriage described in Specifications 745,915 and 768,698.