Shock absorber and method for controlling damping flow in shock absorber, and use of two electrically continuous control valve assemblies for controlling damping flow in shock absorber

Abstract

A shock absorber and a method for controlling damping flow in a shock absorber, and the use of two electrically continuous control valve assemblies for controlling damping flow in a shock absorber are disclosed wherein the shock absorber comprises: a damper body having an inner tube (102) and an outer tube (101); and a piston rod (122) having a primary piston assembly (120) disposed inside the inner tube (102). The shock absorber further comprises two separate electric continuous control valves (CES1, CES2), one for the compression flow and one for the rebound flow, the shock absorber being arranged with passive valves (211, 212) coupled in series with and downstream of the electronic control valves, and with a communication chamber (200) coupling these valves to the pressurization chamber (150).

Description

[0001] This application is a divisional application of the application that entered the Chinese national phase on October 26, 2020, with application number 201980028387.2 and entitled "Shock absorber and method for controlling damping flow in shock absorber, and use of two electrically continuous control valve assemblies for controlling damping flow in shock absorber". Technical Field

[0002] This specification generally relates to the field of shock absorbers used in vehicles, and specifically discloses a pressurized shock absorber assembly. Background Technology

[0003] Shock absorbers and damping systems are used to dampen the relative movement between the wheels and chassis of vehicles such as cars, motorcycles, or bicycles. A conventional shock absorber typically includes a working cylinder filled with a damping fluid such as hydraulic oil or gas, and a piston arranged on a piston rod movably within the cylinder. The piston is usually further arranged to divide the cylinder into a first working chamber and a second working chamber, and moves within the cylinder against fluid resistance, thereby causing the damping fluid to move within the damping cylinder. Shock absorbers or dampers can be positioned between the vehicle chassis and the wheels to move telescopably as the vehicle travels, thus damping the movement of the wheels and the vehicle by causing the piston to move against fluid resistance within the cylinder.

[0004] Furthermore, to improve the damping dynamics of a shock absorber, the damping fluid can be pressurized with compressive pressure to improve damping characteristics. However, improving the damping characteristics of a shock absorber is generally necessary because it can enhance both vehicle driving safety and performance, as well as its comfort. Furthermore, to implement the solution across a wide range of vehicles, a cost-effective solution is required. Summary of the Invention

[0005] Accordingly, it is desirable to provide a shock absorber with improved damping characteristics while remaining cost-effective. This invention is based on the inventors' understanding that a cost-effective shock absorber with advantageous damping characteristics can be designed by providing a shock absorber having two separate electrically continuously controlled valves (one for the compression flow and one for the rebound flow), the shock absorber being arranged with passive valves (multiple) connected in series with and downstream of the electrically continuously controlled valves, and a communicating chamber connecting these valves to a pressurization chamber.

[0006] The aforementioned advantages are achieved by the shock absorber according to the provided independent claim, a vehicle having such a shock absorber, and / or a method for controlling such a shock absorber. Several embodiments are defined in the dependent claims.

[0007] According to a first aspect of the invention, this is achieved by a shock absorber for a vehicle, the shock absorber comprising a damper body having an outer tube and an inner tube, wherein the inner tube is at least partially disposed inside the outer tube. The shock absorber further comprises a main piston assembly disposed in the inner tube, the main piston assembly dividing the inner tube into a first volume and a second volume, and configured to regulate the flow of damping fluid between the first volume and the second volume. Further, the shock absorber comprises: a first electrically continuous control valve fluidly connected to the first volume of the inner tube and configured to control the flow of damping fluid during a compression stroke; a second electrically continuous control valve fluidly connected to the second volume of the inner tube and configured to control the flow of damping fluid during a rebound stroke; and a fluid reservoir for holding pressurized gas, including a pressurizing piston for separating the pressurized gas from the damping fluid and applying pressure to the damping fluid. Furthermore, the damper includes: a connecting member arranged to fluidly connect the pressurizing piston to the low-pressure side of each of the first and second electrically continuous control valves; and a first passive regulating valve fluidly arranged between the pressurizing piston and one of the first or second electrically continuous control valves. Finally, the fluid reservoir is arranged coaxially with respect to the damper body.

[0008] Thus, by using this connecting member and the combination of an electrically continuous control valve and at least one passive valve, a cost-effective shock absorber with advantageous damping characteristics is achieved. With this configuration of the shock absorber, the first passive regulating valve is positioned downstream of the electrically continuous control valve and upstream of the pressurizing piston, allowing the pressure of the damping fluid to be reduced in two series-connected limiting devices. The first limiting device is an active electrically continuous control valve, which can be adjusted by controlling the limiting device based on the desired damping force at a specific moment, and subsequently further reducing the pressure before the damping fluid reaches the pressurizing piston through the first passive regulating valve. Furthermore, by positioning the passive regulating valve downstream of the electrically continuous control valve, the pressure on the electrically continuous control valve is increased, which reduces the risk of air bubbles in the damping fluid. Furthermore, the passive regulating valve can be used as a check valve to ensure the damping fluid flows in an undesirable direction. Therefore, the passive regulating valve can serve two functions, thereby reducing the number of components in the valve assembly.

[0009] In the context of this application, "fluid connection" should be understood as any connection device such as a channel, pipe, hose, or other fluid connection device. Furthermore, in the context of this application, the phrase "arranged inside the inner tube [...]" includes various embodiments in which the pressure piston can be arranged directly or indirectly within the inner tube by means of arrangement within one (or more) other components located inside the inner tube.

[0010] In one embodiment, the damper further includes a second passive regulating valve disposed downstream of the other of the first or second electrically continuous control valve and upstream of the pressurizing piston. Thus, each of the first and second passive regulating valves is disposed downstream of the first and second electrically continuous control valves and upstream of the pressurizing piston, respectively. This allows control of the damping fluid during both the compression and rebound strokes via the two series-connected limiting devices described above (i.e., first the active electrically continuous control valve, then the passive regulating valve).

[0011] These passive regulating valves may be gasket valves comprising a single gasket or a plurality of gaskets stacked together. In other embodiments, these passive regulating valves may be discs preloaded by springs or gasket springs.

[0012] According to one embodiment, the damping fluid is a liquid such as damping oil, and the pressurizing fluid is a gas such as air, nitrogen, or CO2.

[0013] In another embodiment, the first and second electrically continuous control valves are arranged in an active valve housing that is radially displaced relative to the damper body.

[0014] As a result, the overall length of the shock absorber can be reduced (unlike when they are arranged in the axial extension of the shock absorber), which can be beneficial when the shock absorber is installed in a vehicle, as it will require a smaller axial length.

[0015] In another embodiment, the communication member includes a fluid communication chamber extending along a longitudinal extension of the active valve housing to fluidly connect the first electrically continuous control valve, the second electrically continuous control valve, and the pressurizing piston. This allows for the desired flow of damped fluid in a cost-effective and space-efficient manner.

[0016] In one embodiment, the fluid communication chamber is arranged on the side of the active valve housing opposite to the main damper body. This allows the heavier, electrically continuous control valve to be placed closer to the shock absorber's central axis, thereby reducing structural stress because a shorter distance is achieved between the main damper body and the active valve housing as a lever.

[0017] In another embodiment, the fluid communication chamber is disposed outside the main damper body. This facilitates the assembly of the fluid communication chamber. In one embodiment, the fluid communication chamber is made of die casting or stamped metal sheet.

[0018] According to another aspect of the invention, the above-mentioned objective is achieved by an alternative shock absorber for a vehicle, comprising a damper body having an outer tube and an inner tube, wherein the inner tube is at least partially disposed inside the outer tube. The shock absorber further comprises a main piston assembly disposed in the inner tube, the main piston assembly dividing the inner tube into a first volume and a second volume, and configured to regulate the flow of damping fluid between the first volume and the second volume. Furthermore, the shock absorber includes a first electrically continuous control valve fluidly connected to the first volume of the inner tube and configured to control the flow of damping fluid during a compression stroke, and the shock absorber further includes a second electrically continuous control valve fluidly connected to the second volume of the inner tube and configured to control the flow of damping fluid during a rebound stroke. Additionally, the shock absorber includes a fluid reservoir for holding pressurized gas, the fluid reservoir including a pressure piston for separating the pressurized gas from the damping fluid and applying pressure to the damping fluid. The damper further includes a connecting member arranged to fluidly connect the pressurizing piston to the low-pressure side of each of the first and second electrically continuous control valves. Finally, the damper includes a first passive regulating valve fluidly arranged between the pressurizing piston and one of the first or second electrically continuous control valves, wherein the fluid reservoir is radially displaced relative to the damper body.

[0019] Thus, advantages similar to those described with respect to the first described shock absorber can be achieved. That is, by using the connecting member and the combination of the electrically continuous control valve and at least one passive valve, a cost-effective shock absorber with favorable damping characteristics can be achieved. Furthermore, arranging the first passive regulating valve downstream of the electrically continuous control valve and upstream of the pressurizing piston allows for controlled reduction of the damping fluid pressurization in two series-connected limiting devices, and as discussed, this has the advantage of reducing the risk of air bubbles in the damping fluid. In addition, this embodiment also allows for a reduction in the overall length of the shock absorber because the fluid reservoir is radially displaced relative to the active valve housing, thereby allowing the reservoir to be arranged in an axially overlapping manner relative to the extension of the damper body.

[0020] In the context of this application, the phrase A “fluidly arranged between X and Y” should be read as the placement of object A between object X and object Y, in a fluid path extending between X and Y. Therefore, object A does not need to be “fluidly arranged” as if it were floating.

[0021] In one embodiment, the damper further includes a second passive regulating valve disposed downstream of the other of the first or second electrically continuous control valve and upstream of the pressurizing piston. Thus, each of the first and second passive regulating valves is disposed downstream of the first and second electrically continuous control valves and upstream of the pressurizing piston, respectively. This allows control of the damping fluid during both the compression and rebound strokes via the two series-connected limiting devices described above (i.e., first the active electrically continuous control valve, then the passive regulating valve).

[0022] In another embodiment, the first and second electrically continuous control valves are arranged in an active valve housing that is radially displaced relative to the damper body. This reduces the overall length of the shock absorber (unlike when they are arranged in the axial extension of the shock absorber), which can be advantageous when installing the shock absorber in a vehicle, as it will require a smaller axial length.

[0023] In another embodiment, the connecting member is arranged as a connecting member between the fluid reservoir and the active valve housing.

[0024] In another embodiment, the connecting member includes a hole extending along a longitudinal extension of the active valve housing to fluidly connect the first electrically continuous control valve, the second electrically continuous control valve, and the pressurizing piston.

[0025] Furthermore, any compatible embodiments / features described with respect to the first described shock absorber can be implemented in the second described shock absorber.

[0026] According to another aspect of the present invention, the above objective is achieved by a vehicle including a shock absorber according to any of the embodiments mentioned in this application, the shock absorber being used to dampen movement between the vehicle propulsion device (e.g., wheels, wheels, drive belts / tracks, etc.) and the vehicle chassis.

[0027] According to another aspect of the present invention, the above objective is achieved by a method for controlling the damping flow of a shock absorber, the method comprising the steps of: during a compression stroke, guiding a compressed flow of damping fluid from a first volume of an inner tube in the shock absorber to a first electrically continuous control valve, reducing the compressed flow pressure through the first electrically continuous control valve, further guiding the compressed flow to a first passive limiting valve arranged in series with the first electrically continuous control valve, and finally reducing the compressed flow pressure to a predetermined low pressure level through the first passive limiting valve. The method further comprises the steps of: during a compression stroke, guiding a compressed flow of damping fluid from a second volume of the inner tube in the shock absorber to a second electrically continuous control valve, reducing the compressed flow pressure through the second electrically continuous control valve, further guiding the compressed flow to a second passive limiting valve arranged in series with the second electrically continuous control valve, and reducing the compressed flow pressure to a predetermined low pressure level through the first passive limiting valve. Further, in this method, the predetermined low pressure level is controlled by a pressurizing piston in a fluid reservoir.

[0028] Therefore, an efficient method can be applied to achieve favorable damping characteristics by using the connecting member and a combination of an electrically continuous control valve and at least one passive valve. In this method, the first / second passive regulating valve is arranged downstream of the first / second electrically continuous control valve and upstream of the pressurizing piston, thereby allowing the pressure of the control damping fluid to be reduced in two series-connected limiting devices, the first of which is an active electrically continuous control valve that can be adjusted by controlling the limiting device based on the desired damping force at a specific moment, and subsequently further reducing the pressure before the damping fluid reaches the pressurizing piston through the first passive regulating valve.

[0029] According to another aspect of the present invention, the above objective is achieved by using two electrically continuous control valve assemblies to control the damping flow in the shock absorber. This application includes using a first electrically continuous control valve to reduce the compressive flow pressure from a first volume of the inner tube, and subsequently further reducing the compressive flow pressure to a predetermined low pressure level via a first passive limiting valve. Further, this application includes using a second electrically continuous control valve to reduce the rebound flow pressure from a second volume of the inner tube, and further reducing the rebound flow pressure to the predetermined low pressure level via a second passive limiting valve. Furthermore, the use of the first or second electrically controlled valve in conjunction with the first or second passive limiting valve allows the predetermined low pressure level to be between 0.1 and 2 MPa (MN / m²). 2 This refers to the range of 100,000 Pa to 2,000,000 Pa. Therefore, as described above, a cost-effective shock absorber with favorable damping characteristics can be provided.

[0030] Further objects, features, and advantages of the invention will become clear upon studying the following detailed disclosure, drawings, and appended claims. Those skilled in the art will recognize that different features of the invention can be combined to create embodiments other than those described below. Attached Figure Description

[0031] The invention will be understood through the following illustrative and non-limiting detailed description of preferred embodiments, with reference to the accompanying drawings.

[0032] Figure 1 The shock absorber is shown in a cross-sectional view.

[0033] Figure 2 It shows Figure 1 A close-up of a cross-sectional view, where the compressed flow is indicated by dashed lines.

[0034] Figure 3 It shows the relationship with Figure 2 The same close-up in the image, but the rebound flow is indicated by dashed lines.

[0035] Figure 4 An alternative embodiment of the shock absorber is shown in a cross-sectional view.

[0036] Figure 5 It shows Figure 4 A close-up of a cross-sectional view, where the compressed flow is indicated by dashed lines.

[0037] Figure 6 It shows the relationship with Figure 5 The same close-up in the image, but the rebound flow is indicated by dashed lines.

[0038] Figure 7 A schematic diagram of a method for controlling the damping flow in a shock absorber is shown. Detailed Implementation

[0039] All accompanying drawings are schematic, not necessarily drawn to scale, and generally only show components necessary to illustrate the invention, where other components may be omitted or are merely suggested. Throughout the drawings, the same reference numerals refer to the same or substantially the same features.

[0040] Figure 1 The shock absorber 100 is shown in cross-sectional view. This figure is a schematic diagram, and more details will follow regarding its design. Figure 1 close-up Figure 2 and Figure 3Let's discuss this. The shock absorber 100 includes a damper body having an outer tube 101 and an inner tube 102. The inner tube 102 is arranged coaxially with the outer tube 101. Inside the inner tube 102, a main piston assembly 120 is movably arranged, which divides the inner tube into two volumes: a first volume 103 shown below the piston assembly and a second volume 104 shown above the piston assembly. As discussed further below, each of the volumes is fluidly connected to an intermediate valve to regulate the flow between the first and second volumes.

[0041] The main piston assembly 120 is connected to the end portion of the piston rod 122. The piston rod can be attached to the chassis of the vehicle, allowing a shock absorber to be used to absorb movement of the vehicle chassis relative to the propulsion system (e.g., wheels, drive belts, or pulleys). Further, the figure shows an active valve housing 200, which includes a first continuous control valve CES1 and a second continuous control valve CES2, a first passive regulating valve 211 and a second passive regulating valve 212, and a connecting member 201 that fluidly connects the pressurized piston to the low-pressure side of each of the first and second electric continuous control valves. This will be about... Figure 2 and Figure 3 We will discuss this further using close-up shots.

[0042] In addition, Figure 1 In the figure, there is a fluid reservoir 150, which is configured to hold pressurized gas. Furthermore, a pressurizing piston 130 is arranged to separate the pressurized gas from the damping fluid and also to apply pressure to the damping fluid. The pressurizing piston is configured to pressurize the damping fluid, thereby including an axially first end portion facing the main piston assembly 120 (upward in the figure) and further including an axially opposite second end portion facing the fluid reservoir 150.

[0043] The turn indicates Figure 1 Close-up of the cross-sectional view in Figure 2 and Figure 3 The compressed flow is in Figure 2 The dotted line indicates the rebound flow. Figure 3 The middle part is indicated by a dashed line.

[0044] exist Figure 2 The image illustrates the compression stroke, in which piston rod 122 moves downward toward the fluid reservoir. During the compression stroke, damping fluid flows from the first volume 103 toward the second volume 104. The first compression flow path portion Q... CA The flow proceeds from the first volume 103 to the first electrically continuous control valve CES1, which reduces the pressure of the flow. Subsequently, the second compression flow path portion Q... CBThe flow from the first electrically continuous control valve to the first passive regulating valve 212 further reduces the flow pressure. Finally, the third and last compression flow path section Q... CC The fluid flows forward from the first passive regulating valve, through the connecting member 201, and through the space between the inner tube 102 and the outer tube 101 to the second volume 104 of the inner tube.

[0045] Furthermore, such as Figure 3 As shown, the rebound flow flows in the opposite direction and partially along the same path, but instead of flowing via the first electrically continuous control valve CES1 and the first passive regulating valve 112, the rebound flow is regulated by the second electrically continuous control valve CES2 and the second passive regulating valve 211. Therefore, during the rebound stroke, the damping fluid flows from the second volume 104 towards the first volume 103. The first rebound flow path portion Q... RA The flow from the second volume 104 to the second electrically continuous control valve CES2 reduces the flow pressure. Subsequently, the second rebound flow path portion Q... RB The flow from the second electrically continuous control valve CES2 to the second passive regulating valve 211 further reduces the flow pressure. Finally, the third and last springback flow path section Q... RC The fluid flows from the second passive regulating valve through the connecting member 201 into the first volume 103 of the inner tube.

[0046] exist Figures 1 to 3 In this configuration, the fluid reservoir 150 is arranged coaxially with respect to the damper body. Furthermore, the pressurizing piston 130 faces the damping fluid at one end (upward in the figure) and the pressurized gas in the fluid reservoir 150 at the other end. Therefore, the pressurizing piston can move along an axial extension of the damper body in response to the pressure relationship between the fluid reservoir and the low pressure of the damping fluid, which has been reduced by an electrically continuous control valve and a passive regulating valve, as explained above.

[0047] An electrically continuous control valve can be continuously controlled in response to an electrical signal from a control actuator (such as a solenoid or stepper motor) that controls the flow of fluid through the valve.

[0048] exist Figures 4 to 6 In one embodiment, the fluid reservoir is radially displaced relative to the active valve housing. Figure 4 A schematic diagram was shown, which revealed the connection with Figure 1 The features are basically the same, which is why we don't discuss all the features in detail again. Instead, Figure 1 The features described in [the document] also apply to [other applications]. Figure 4The difference lies in that the fluid reservoir is radially displaced relative to the damper body, rather than being arranged coaxially with the damper body. Therefore, the damper 100 also includes a damper body having an outer tube 101 and an inner tube 102 arranged coaxially. A similar main piston assembly 120 divides the inner tube into two identical volumes: a first volume 103 below the piston assembly and a second volume 104 above the piston assembly. The main piston assembly 120 may be solid, or at least closed, to prevent any fluid from passing between the two volumes 103, 104. In another embodiment, the main piston assembly may include one or more valves, described in more detail below, that enable bypass fluid flow during compression and / or rebound flow.

[0049] further, Figures 4 to 6 An active valve housing 200 is shown, which includes a first continuous control valve CES1 and a second continuous control valve CES2, a first passive regulating valve 211 and a second passive regulating valve 212, and a connecting member 201 that fluidly connects a pressurized piston to the low-pressure side of each of the first and second electric continuous control valves. Furthermore, Figure 4 The shock absorber also includes a fluid reservoir 150, which is configured to hold pressurized gas. However, as mentioned above, the fluid reservoir is now arranged to be radially displaced relative to the damper body. This means that the length of the shock absorber can be reduced.

[0050] The turn indicates Figure 4 Close-up of the cross-sectional view in Figure 5 and Figure 6 The compressed flow is in Figure 5 The dotted line indicates the rebound flow. Figure 6 The middle part is indicated by a dashed line.

[0051] exist Figure 5 In the middle, it shows the relationship with Figure 2 The compression stroke is similar to the compression stroke in the diagram. The damped fluid in the illustrated compression flow still flows from the first volume 103 towards the second volume 104. Furthermore, the flow still comprises three flow path sections. The first compression flow path section Q... CA The flow proceeds from the first volume 103 to the first electrically continuous control valve CES1, which reduces the pressure of the flow. Subsequently, the second compression flow path portion Q... CB The flow moves from the first electrically continuous control valve to the first passive regulating valve, further reducing the flow pressure. Finally, the third and last compression flow path section Q... CC The flow originates from the first passive regulating valve, passes through the connecting member 201, and flows forward through the space between the inner tube 102 and the outer tube 101 to the second volume 104 of the inner tube. Furthermore, the final flow path Q... CCThe flow in the middle is connected to the pressurized piston 130.

[0052] Furthermore, such as Figure 6 As shown, the rebound flow flows in the opposite direction and partially along the same path, but instead of flowing via the first electrically continuous control valve CES1 and the first passive regulating valve 112, the rebound flow is regulated by the second electrically continuous control valve CES2 and the second passive regulating valve 211. Therefore, during the rebound stroke, the damping fluid flows from the second volume 104 towards the first volume 103. The first rebound flow path portion Q... RA The flow from the second volume 104 to the second electrically continuous control valve CES2 reduces the flow pressure. Subsequently, the second rebound flow path portion Q... RB The flow from the second electrically continuous control valve CES1 to the second passive regulating valve 211 further reduces the flow pressure. Finally, the third and last springback flow path section Q... RC The fluid flows from the second passive regulating valve, through the connecting member 201, to the pressurizing piston 130 and the first volume 103 of the inner tube 102.

[0053] at last, Figure 7 An embodiment of a method for controlling the damping flow in a shock absorber is illustrated. The four steps on the left are steps performed during the compression stroke (SC1 to SC4), and the steps on the right are steps performed during the rebound stroke (SR1 to SR4). Further, between the compression and rebound strokes, a fifth step S5 is performed as described below. The method includes steps as substantially described above regarding the flow. These steps are: during the rebound stroke, firstly, the rebound flow of the damping fluid is guided (SR1) from the second volume 104 of the inner tube 102 in the shock absorber to the second electrically continuous control valve CES2. Secondly, the rebound flow pressure is reduced (SR2) by the second electrically continuous control valve CES2. Subsequently, the rebound flow is further guided (SR3) to the second passively restrictive valve 211, which is arranged in series with and downstream of the second electrically continuous control valve CES2. The fourth step during the rebound stroke is to reduce the rebound flow pressure (SR4) to a predetermined low pressure level by using the second passively restrictive valve 211. Furthermore, this predetermined low pressure level is controlled by a pressurizing piston in the fluid reservoir 150 (S5), which can be adjusted by regulating the pressure in the fluid reservoir 150. The predetermined low pressure level can be between 0.1 and 2 MPa (MN / m²). 2 The range is from 100,000 Pa to 2,000,000 Pa. The pressure can be in the range of 0.2 to 1.5 MPa, or even in the range of 0.4 to 1 MPa.

[0054] Furthermore, such as Figure 7The demonstrated method includes, during the compression stroke, step SC1: directing a compressed flow of damping fluid from the first volume 103 of the inner tube 102 in the shock absorber to a first electrically continuous control valve CES1. Next, step SC2 is performed: reducing the compressed flow pressure via the first electrically continuous control valve CES1. Third, the method includes step SC3: further directing the compressed flow to a first passive restraint valve 212 arranged in series with and downstream of the first electrically continuous control valve CES1. Finally, the method includes step SC4: reducing the compressed flow pressure to a predetermined low-pressure level via the first passive restraint valve 212.

[0055] While the invention has been described and illustrated in detail with reference to the accompanying drawings and the foregoing description, such description is to be considered illustrative or exemplary rather than restrictive; the invention is not limited to the disclosed embodiments. Those skilled in the art will understand that many modifications, variations, and alterations will be conceived within the scope defined by the appended claims.

[0056] Furthermore, by studying the accompanying drawings, the disclosures, and the appended claims, those skilled in the art can understand and implement changes to the disclosed embodiments when practicing the claimed invention.

[0057] In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. The mere fact that certain measures are referenced in mutually different dependent claims does not indicate that a combination of these measures cannot be used to gain an advantage. Any reference numerals in the claims should not be construed as limiting the scope of the claims.

Claims

1. A shock absorber (100) for a vehicle, comprising: - A damper body having an outer tube (101) and an inner tube (102), wherein the inner tube is at least partially disposed inside the outer tube. - A main piston assembly (120) disposed in the inner tube (102) divides the inner tube into a first volume (103) and a second volume (104) and is configured to regulate the damped fluid flow between the first volume and the second volume. - A first electrically continuous control valve (CES1), which is fluidly connected to a first volume of the inner tube and configured to control the flow of the damping fluid during the compression stroke. - A second electro-continuous control valve (CES2), which is fluidly connected to the second volume of the inner tube and configured to control the damping fluid flow during the springback stroke. - A fluid reservoir (150) for holding pressurized gas, the fluid reservoir including a pressure piston (130) for separating the pressurized gas from the damping fluid and applying pressure to the damping fluid. The shock absorber further includes - A connecting member (201) arranged to fluidly connect the pressurized piston to the low-pressure side of each of the first and second electrically continuous control valves (CES1; CES2). - A first passive regulating valve, fluidly disposed between the pressurizing piston (130) and one of the first or second electric continuous control valves (CES1; CES2), and - wherein the fluid reservoir (150) is arranged coaxially with respect to the damper body.

2. The shock absorber according to claim 1, further comprising: - A second passive control valve is arranged downstream of the other of the first or second electronic continuous control valve (CES1; CES2) and upstream of the pressurizing piston (130).

3. The shock absorber according to claim 1 or 2, wherein, The first electrically continuous control valve (CES1) and the second electrically continuous control valve (CES2) are arranged in an active valve housing (200) that is radially displaced relative to the damper body.

4. The shock absorber according to claim 3, wherein, The communication member includes a fluid communication chamber extending along a longitudinal extension of the active valve housing to fluidly connect the first electrically continuous control valve (CES1), the second electrically continuous control valve (CES2), and the pressurizing piston (130).

5. The shock absorber according to claim 4, wherein, The fluid communication chamber is located on the side of the active valve housing opposite to the main damper body.

6. The shock absorber according to any one of claims 4 to 5, wherein, The fluid communication chamber is located outside the main damper body.

7. The shock absorber according to claim 6, wherein, The fluid communication chamber is made of die-cast or stamped metal sheet.

8. A shock absorber for a vehicle, the shock absorber comprising: - A damper body having an outer tube (101) and an inner tube (102), wherein the inner tube is at least partially disposed inside the outer tube. - A main piston assembly (120) disposed in the inner tube (102) divides the inner tube into a first volume (103) and a second volume (104) and is configured to regulate the damped fluid flow between the first volume and the second volume. - A first electrically continuous control valve (CES1), which is fluidly connected to a first volume (103) of the inner tube and is configured to control the flow of the damping fluid during the compression stroke. - A second electrically continuous control valve (CES2), which is fluidly connected to the second volume (104) of the inner tube, and is configured to control the damping fluid flow during the springback stroke. - A fluid reservoir (150) for holding pressurized gas, the fluid reservoir including a pressure piston (130) for separating the pressurized gas from the damping fluid and applying pressure to the damping fluid. The shock absorber further includes - A connecting member (201) arranged to fluidly connect the pressurized piston to the low-pressure side of each of the first and second electrically continuous control valves (CES1; CES2), and - A first passive regulating valve, which is fluidly disposed between the pressurizing piston (130) and one of the first or second electric continuous control valves (CES1; CES2), and wherein - The fluid reservoir (150) is radially displaced relative to the damper body.

9. The shock absorber according to claim 8, further comprising: - A second passive control valve is arranged downstream of the other of the first or second electric continuous control valve (CES1; CES2) and upstream of the pressurizing piston (130).

10. The shock absorber according to claim 8 or 9, wherein, The first electrically continuous control valve (CES1) and the second electrically continuous control valve (CES2) are arranged in an active valve housing that is radially displaced relative to the damper body.

11. The shock absorber according to any one of claims 8 to 10, wherein, The connecting member (201) is arranged as a connecting member between the fluid reservoir (150) and the active valve housing.

12. The shock absorber according to any one of claims 8 to 11, wherein the connecting member includes a hole extending along a longitudinal extension of the active valve housing for fluidly connecting the first electrically continuous control valve (CES1), the second electrically continuous control valve (CES2), and the pressurizing piston (130).

13. A vehicle comprising a shock absorber according to any one of claims 1 to 12, the shock absorber being used to dampen movement between the vehicle wheels and the chassis of the vehicle.

14. A method for controlling the damping flow of a shock absorber, the method comprising the following steps: During the compression stroke - The compressed flow of damping fluid is guided (SR1) from the first volume (103) of the inner tube (102) in the shock absorber to the first electric continuous control valve (CES1). - The compressed flow pressure is reduced (SR2) by the first electrically continuous control valve (CES1). - The compressed flow is further directed (SR3) to a first passive limiting valve (212) arranged in series with the first electrically continuous control valve (CES1). - The compressed flow pressure (SR4) is reduced to a predetermined low pressure level by means of the first passive limiting valve (212). And during the rebound stroke - The rebound flow of the damping fluid is guided (SC1) from the second volume (104) of the inner tube (102) in the shock absorber to the second electric continuous control valve (CES2). - The rebound flow pressure of (SC2) is reduced by the second electric continuous control valve (CES2). - The rebound flow is further guided (SC3) to a second passive limiting valve (211) arranged in series with the second electric continuous control valve (CES2). - The rebound flow pressure (SC4) is reduced to a predetermined low pressure level by means of the first passive limiting valve (211). The predetermined low pressure level is controlled (S5) by a pressurizing piston in the fluid reservoir (150).

15. The purpose of two electrically continuously controlled valve assemblies (CES1, CES2) for controlling the damping flow in a shock absorber, the purpose of which therefore includes: - The first electrically continuous control valve (CES1) is used to reduce the compressive flow pressure from the first volume (103) of the inner tube (102). - The compressed flow pressure is further reduced to a predetermined low pressure level by means of the first passive limiting valve (212). as well as - The second electric continuous control valve (CES2) is used to reduce the rebound flow pressure from the second volume (104) of the inner tube (102). - The rebound flow pressure is further reduced to the predetermined low pressure level by means of a second passive limiting valve (211). The use of the first or second electronically controlled valve (CES1; CES2) together with the first or second passively restrictive valve (212; 211) allows the predetermined low pressure level to be between 0.1 and 2 MPa (MN / m²). 2 Within the range of ).

Images