Motor vehicle having active damping adjustment device

Abstract

The invention relates to a motor vehicle having an active damping adjustment device, comprising at least one damper having a damping piston which can be moved back and forth in a main pipe having a hydraulic medium in the axial direction relative to the main pipe, the main pipe being arranged in a container pipe, wherein the intermediate pipe is arranged between the main pipe and the container pipe, the main pipe, the intermediate pipe and the container pipe are coaxially arranged in a three-pipe damping structure, and a damping piston is attached to the end of a piston rod.

Description

Technical Field

[0001] The invention relates to a motor vehicle with an active damping adjustment device, the motor vehicle comprising at least one shock absorber with a damping piston, the damping piston being movable back and forth in an axial direction relative to the main pipe in a main pipe with a hydraulic medium, wherein the main pipe is arranged in a container pipe, wherein an intermediate pipe is arranged between the main pipe and the container pipe, wherein the main pipe, the intermediate pipe and the container pipe are coaxially arranged in a three-tube damping structure, wherein the damping piston is attached to the end of a piston rod. Background Art

[0002] German patent publication DE 10 2021 202 237 A1 discloses a motor vehicle shock absorber having a separate hydraulic connection fixed to a valve block by means of a fastener and comprising an internal shut-off valve. German patent publication DE 10 2017 220 081 A1 discloses a motor vehicle shock absorber having a separate annular connection block. German patent publication DE 10 2016 213 957 A1 discloses a hydropneumatic actuator having two separate fluid filling ports, each of which comprises a shut-off valve. European patent text EP 1 634 733 B1 discloses a hydraulic suspension for a front axle of an agricultural tractor, wherein a connection for a feeder is arranged on the valve block. Summary of the invention

[0003] The object of the invention is to improve a motor vehicle according to the preamble of claim 1 with regard to function and / or production technology.

[0004] The object is achieved in a motor vehicle with an active damping adjustment device, the motor vehicle comprising at least one shock absorber with a damping piston, which can be moved back and forth in an axial direction relative to the main pipe with a hydraulic medium, the main pipe being arranged in a reservoir pipe, an intermediate pipe being arranged between the main pipe and the reservoir pipe, the main pipe, the intermediate pipe and the reservoir pipe being arranged coaxially in a three-tube shock-absorbing arrangement, the damping piston being attached to the end of a piston rod, the three-tube shock-absorbing arrangement being equipped with a hydraulic end position damping element and having a central valve block at its end facing away from the piston rod, the central valve block having two shock absorber valve devices and having a connecting valve block, the connecting valve block being constructed as a separate component and comprising at least two hydraulic connections, the connecting valve block with the hydraulic connections being arranged and oriented independently of the two shock absorber valve blocks on the base block in a packaging-dependent manner, so that when the shock absorber is mounted on a motor vehicle together with further components, the connection of the hydraulic lines and the proper functioning of the shock absorber are ensured, wherein the three-tube shock-absorbing arrangement has a gas compensation volume at its piston rod end, which is arranged in the annular space between the intermediate pipe and the reservoir pipe. It is particularly advantageous that the shock absorber also comprises an air spring in addition to the three-tube shock absorber structure with hydraulic end position damping elements. In one aspect, this provides a shock absorber or a vibration damper which enables a motor vehicle equipped with the shock absorber or a vibration damper to run very comfortably both at high and low frequencies. This provides an ingenious solution to the installation space conflicts caused by the combination of a gas compensation volume and an air spring on the three-tube shock absorber structure. At the piston end of the three-tube shock absorber structure, the annular space between the intermediate tube and the container tube is effectively used to accommodate the gas compensation volume. The gas compensation volume is advantageously shown as having an air bag for accommodating a gas such as air. The air bag is formed of a gastight flexible material. The air bag is located between the intermediate tube and the container tube and is connected to a bayonet valve. During operation of the shock absorber, the air bag provides separation of oil and gas. In addition, the air bag prevents foaming of the oil. At the end of the three-tube shock absorber structure facing away from the piston rod, a sufficiently large air volume can be provided for the air spring in a particularly advantageous manner by partially surrounding the central valve block with an air spring. The resulting disadvantages in the connection of the hydraulic line to the central valve block are acceptable after consideration. The two shock absorber valve devices advantageously each include a non-return valve. One of the shock absorber valve devices also includes a rebound valve. In addition to the non-return valve, the other shock absorber valve device advantageously also includes a pressure step valve.

[0005] A preferred exemplary embodiment of a motor vehicle is characterized in that the shutoff screws for the shutoff valves of the hydraulic connection are integrated into the connecting valve block. This offers the advantage, in particular, that the shock absorber designed as a three-tube shock absorber can be manufactured, filled and tested in one piece. Furthermore, the replacement of shock absorber components, for example for repair purposes, is simplified. The three-tube shock absorber is advantageously prefilled with concentrated hydraulic medium.

[0006] Another preferred exemplary embodiment of the motor vehicle is characterized in that the stop screws are oriented parallel to one another. This further simplifies the assembly of the shock absorber.

[0007] Another preferred exemplary embodiment of the motor vehicle is characterized in that the hydraulic connections are oriented parallel to one another. This simplifies the design of the motor vehicle with active damping control.

[0008] Another preferred exemplary embodiment of the motor vehicle is characterized in that the shock absorber valve block and the connecting valve block are arranged on a base block extending in the extension of the reservoir tube, and the two shock absorber valve blocks extend coaxially from the base block in opposite directions radially outwards. Thus, the existing installation space in the motor vehicle can be easily utilized by the active damping adjustment device without affecting the function of the shock absorber.

[0009] Another preferred exemplary embodiment of a motor vehicle is characterized in that the connecting valve block is screwed onto the base block. This offers the advantage, among other things, that different connecting valve blocks can be designed independently of one another for vehicle variants or vehicle derivatives. The different connecting valve blocks can then be combined with a base block which is configured identically for all motor vehicle variants or motor vehicle derivatives.

[0010] Another preferred exemplary embodiment of the motor vehicle is characterized in that the base block is surrounded by an air spring housing. Thus, the air spring, advantageously in combination with a shock absorber, can advantageously be equipped with a larger air spring volume.

[0011] Another preferred exemplary embodiment of the motor vehicle is characterized in that the air spring housing extends to the connecting valve block. The air spring housing is advantageously designed and arranged relative to the connecting valve block in such a way that the required accessibility of the hydraulic connection and, if necessary, the shut-off screw is ensured.

[0012] Another preferred exemplary embodiment of the motor vehicle is characterized in that the air spring housing extends to the shock absorber valve block. Thus, the existing installation space of the air spring housing can be utilized without affecting the connection of hydraulic lines or the operation of the shock absorber in the installed state.

[0013] The invention also relates to a central valve block for the aforementioned motor vehicle, in particular a connecting valve block, a base block and / or a shock absorber valve block and / or an air spring housing. The above-mentioned parts can be purchased separately. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Further advantages, features and details of the invention emerge from the following description, in which various exemplary embodiments of the invention are described in detail with reference to the attached drawings. The drawings show:

[0015] Figure 1 A perspective view of a buffer strut having a three-tube shock absorbing structure is shown;

[0016] Figure 2 A schematic cross section is shown Figure 1 Three-tube shock-absorbing structure;

[0017] Figure 3 The longitudinal section view shows Figure 1 A three-tube shock absorbing structure, wherein the container tube of the three-tube shock absorbing structure is not shown in cross section;

[0018] Figure 4 shows a perspective view of a shock absorber having a three-tube shock absorber structure surrounded by an air spring at one end facing the front axle;

[0019] Figure 5 A shock absorber having a triple-tube shock-absorbing structure associated with a rear axle of a motor vehicle is shown. DETAILED DESCRIPTION

[0020] Figures 1 to 3 A damper strut 10 with a spring fork 11 is shown in different views. The damper strut 10 comprises a shock absorber 1 , also called a vibration absorber. The shock absorber 1 is designed as a three-tube shock-absorbing structure 2 with a main tube 3 , a middle tube 4 and a reservoir tube 5 .

[0021] The shock absorber strut 10 with the shock absorber 1 designed as a three-tube shock absorber arrangement 2 is part of a hydraulic system which is used in a motor vehicle as an active shock absorber adjustment device during operation of the motor vehicle. The motor vehicle preferably comprises four wheels, each of which is associated with a shock absorber 1 designed as a three-tube shock absorber arrangement 2. The three-tube shock absorber arrangement or shock absorber is also referred to as a damper for short. Hydraulic dampers represent shock absorbers in the active chassis of a motor vehicle.

[0022] The three-tube shock absorber arrangement 2 is operated with a hydraulic medium. The hydraulic medium is preferably a hydraulic fluid, which is also called hydraulic oil or simply “oil”. In addition to the hydraulic shock absorber volume, the hydraulic shock absorber comprises a gas compensation volume 21 .

[0023] The active damping adjustment device comprises a hydraulic actuator device which is hydraulically connected to the shock absorber via a hydraulic line. The hydraulic actuator device in the active chassis of the motor vehicle serves to activate or drive the hydraulic shock absorber in a targeted manner. To this end, the hydraulic actuator device advantageously comprises an independent hydraulic pump for each damper. Two hydraulic pumps can be combined together in each axle of the motor vehicle to form an electric pump unit. The hydraulic pumps associated with the respective axle are advantageously individually controllable via a common control unit.

[0024] In the main pipe 3 of the three-tube shock absorbing structure 2, Figure 2 The damping piston 6 in the damping device can move up and down. The piston rod 7 extends from the damping piston 6. Figure 2 In the embodiment, the damping piston extends upwardly out of the three-tube damping structure 2 through the sealing guide unit 32. The upper end of the piston rod 7 ( Figure 2 ) connected to a supporting structure of a motor vehicle.

[0025] The main pipe 3, the intermediate pipe 4 and the container pipe 5 are arranged coaxially and are provided with a gap in the radial direction. The annular space between the main pipe 3 and the intermediate pipe 4 allows the hydraulic medium to pass downwards, in particular the return line of the hydraulic medium, without the need for an additional hydraulic line. The annular space between the intermediate pipe 4 and the container pipe 5 is advantageously used to accommodate the gas compensation volume 21.

[0026] The gas compensation volume 21 is shown with a gas bag 22 which is received at the end of the piston rod of the three-tube shock absorbing structure 2, namely at Figure 2 , between the intermediate tube 4 and the container tube 5. Radially, within the gas compensation volume 21, the piston rod 7 in the main tube 3 is surrounded by a hydraulic end position damping element 19 with a hydraulic pull stop 39.

[0027] exist Figure 2 In the embodiment, the three-tube shock absorbing structure 2 is equipped with a central valve block 12 at its lower end. Two shock absorber valve devices 8 and 9 are integrated in the central valve block 12. The shock absorber valve devices 8 and 9 each include a check valve.

[0028] Furthermore, the shock absorber valve device 8 comprises a rebound valve which is hydraulically connected to the annular space between the main pipe 3 and the intermediate pipe 4 via the annular gap 71. Figure 2 In the embodiment, the main pipe 3 is connected via a relatively large central through hole 72 to a pressure step valve in the shock absorber valve device 9 at the bottom.

[0029] The central valve block 12 includes a base block 13, which is constructed as a complete tube, for example. The outside of the base block 13 has the shape of a right cylindrical shell, for example. For example, the base block 13 is constructed as a milled part and attached to the lower end of the three-tube shock absorbing structure 2.

[0030] The central valve block 12 also includes two shock absorber valve blocks 16, 17, which are essentially of right cylindrical design. The two shock absorber valve blocks 16, 17 can be connected integrally to the base block 13. The shock absorber valve blocks 16, 17 are used to receive and / or form the shock absorber valve devices 8 and 9. The two shock absorber valve blocks 16, 17 are arranged coaxially to each other and transversely to the longitudinal axis of the three-tube shock absorbing structure 2.

[0031] The central valve block 12 further includes a connecting valve block 18. The connecting valve block 18 is constructed as a separate component and is attached to the base block 13. For example, two screws 73, 74 are used to attach the connecting valve block 18 to the base block 13 of the central valve block 12.

[0032] Designing the connecting valve block 18 as a separate component has the advantage, in particular, that a packaging-related design of the shock absorber can be achieved with relatively little design effort, in particular when installed in different motor vehicle variants or motor vehicle retrofits. In addition, the separate connecting valve block 18 can be designed and arranged on the base block 13 so that the specific crash requirements of the motor vehicle equipped with the shock absorber 1 can be perfectly met.

[0033] With regard to the packaging-related design of the connecting valve block 18, the positioning of the hydraulic connections 23, 24 is particularly important. The hydraulic connections 23, 24 at the connecting valve block 18 are used to connect hydraulic lines 27, 28, especially as Figure 4 and Figure 5 It can be seen that the three-tube shock absorbing structure 2 can be actively hydraulically controlled via hydraulic lines 27 and 28. To this end, the hydraulic lines 27 and 28 are hydraulically connected to the Figure 4 In the active damping adjustment device 29 which is only represented by a rectangle.

[0034] Figure 4 and Figure 5 It is shown in perspective how a three-tube shock-absorbing structure 2 with a central valve block 12 at its lower end can be designed to fit into an installation space, in particular when installed in a motor vehicle 30 with an active chassis 31 .

[0035] exist Figure 4 and Figure 5 Only with the help of Figure 4 The various components 43 to 46 and Figure 5 The individual components 47 to 49, 53 to 56 in the motor vehicle 30 are shown, which places high demands on the designer, especially because the hoses and lines, especially the hydraulic lines 27, 28, need to be sufficiently spaced from the surrounding components during the operation of the motor vehicle 30 and throughout the entire spring and steering stroke. In addition, the bending radii and stretching lengths that occur must be observed.

[0036] For example, Figure 3It can be seen that the shock absorber 1 configured as a three-tube shock absorbing structure 2 combined with the air spring 20 leads to additional design work. The air spring 20 is advantageously configured and arranged so that the air spring 20 surrounds the central valve block 12 from the lower end of the three-tube shock absorbing structure 2. In one aspect, this maximizes the air spring space that can be represented by the air spring 20. Due to the larger volume, the air spring 20 can be advantageously designed to be softer. In addition, the design and arrangement of the air spring 20 on and around the central valve block 12 creates packaging advantages.

[0037] The air spring 20 comprises an air spring housing 50 having a housing top 51 and a housing bottom 52. The air spring housing 50 comprises a single relatively large air volume. The air spring housing 50 extends around the lower end of the three-tube damping structure 2 having the central valve block 12. In the axial direction, the air spring housing 50 is arranged between the bellows 58 and the central valve block 12, which is partially surrounded by the housing bottom 52.

[0038] The air spring housing 50 with its housing lower part 52 is supported by an axial support ring 15, which is attached to the lower end of the three-tube shock absorbing structure 2. The axial support ring 15 is combined with an adapter body 14, which allows the air spring housing 50 to be attached to the container tube 5 of the three-tube shock absorbing structure 2 on the outside. The air spring housing 50 is attached to the adapter body 14, for example, by a snap connection or a latch connection.

[0039] Figure 4 It is shown how the air spring housing 50 of the air spring 20 surrounds the central valve block 12, so that the connecting valve block 18 remains free. Figure 4 In the embodiment, the three-tube shock-absorbing structure 2 is associated with the front axle of the motor vehicle 30. Component 43 is the brake air supply. Component 44 is the lower transverse link. Component 45 is the tie rod. Component 46 is the cardan shaft.

[0040] Figure 4 It is shown how the air spring volume of the air spring 20 extends around the connecting valve block 18. Therefore, the maximum air spring volume can be represented by the air spring housing 50. In addition, Figure 4 The connecting valve block 18 is shown to be designed so that, on the one hand, the connection of the hydraulic lines 27, 28 to the central valve block 12 is simplified. Furthermore, even when the air spring 20 is installed, the shutoff screws 41, 42 of the shutoff valves 25, 26 integrated in the connecting valve block 18 remain accessible.

[0041] exist Figure 5 In the embodiment of the invention, the three-tube shock-absorbing structure 2 is associated with the rear axle of a motor vehicle 30. Component 47 is another hydraulic line. Component 48 is a brake caliper. Component 49 is a lower transverse link. Component 53 is a transverse link cover. Component 54 is a bracket with brake lines. Component 55 is an upper transverse link. Component 56 is a wheel carrier.

[0042] from Figure 5 As can be seen in the figure, the connecting valve block 18 is designed in a targeted manner so that there is a sufficient spacing from the wheel carrier 56 throughout the entire spring and steering stroke. In addition, the connecting valve block 18 and the hydraulic lines 27, 28 and the further hydraulic line 47 are designed so that there is a sufficient spacing from the brake periphery throughout the entire spring and steering stroke.

Claims

1. A motor vehicle (30) with an active damping adjustment device (29), the motor vehicle comprising at least one shock absorber (1) with a damping piston (6), the damping piston being movable back and forth in an axial direction relative to a main pipe (3) containing a hydraulic medium, wherein: The main pipe (3) is arranged in a container pipe (5), wherein an intermediate pipe (4) is arranged between the main pipe (3) and the container pipe (5), wherein the main pipe (3), the intermediate pipe (4) and the container pipe (5) are coaxially arranged in a three-tube shock-absorbing structure (2), wherein the shock-absorbing piston (6) is attached to the end of a piston rod (7), characterized in that the three-tube shock-absorbing structure (2) is equipped with a hydraulic end position damping element (19) and has a central valve block (12) at its end facing away from the piston rod (7), the central valve block having two shock-absorbing valve devices (8, 9) and having a connecting valve block (18), the connecting valve block being constructed as a separate component and comprising up to At least two hydraulic connections (23, 24), wherein a connecting valve block (18) with the hydraulic connections (23, 24) is arranged and oriented independently of two shock absorber valve blocks (16, 17) on a base block (13) in a packaging-dependent manner, so that when the shock absorber (1) is installed on the motor vehicle (30) together with further components (43-46; 47-49; 53-56), the connection of the hydraulic lines (27, 28) and the proper functioning of the shock absorber (1) are ensured, wherein the three-tube shock absorber structure (2) has a gas compensation volume (21) at the end of its piston rod, which is arranged in the annular space between the intermediate tube (4) and the container tube (5).

2. The motor vehicle according to claim 1, characterized in that Shutoff screws (41, 42) for shutoff valves (25, 26) of hydraulic connections (23, 24) are integrated into the connecting valve block (18).

3. The motor vehicle according to claim 2, characterized in that The stop screws (41, 42) are oriented parallel to one another.

4. A motor vehicle according to any one of the preceding claims, characterised in that The hydraulic connections (23, 24) are oriented parallel to one another.

5. A motor vehicle according to any one of the preceding claims, characterised in that The shock absorber valve block (16, 17) and the connecting valve block (18) are arranged on a base block (13) extending along the extension of the container tube (5), and the two shock absorber valve blocks (16, 17) extend coaxially with each other from the base block in opposite directions radially outward.

6. A motor vehicle according to any one of the preceding claims, characterised in that The connecting valve block (18) is screwed onto the base block (13).

7. The motor vehicle according to claim 6, characterized in that The base block (13) is surrounded by an air spring housing (50).

8. The motor vehicle according to claim 7, characterized in that The air spring housing (50) extends to the connecting valve block (18).

9. A motor vehicle according to claim 7 or 8, characterised in that The air spring housing (50) extends to the shock absorber valve block (16, 17).

10. A central valve block (12) for a motor vehicle (30) according to any one of the preceding claims, in particular connecting a valve block (18), a base block (13) and / or a shock absorber valve block (16, 17) and / or an air spring housing (50).

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