DEVICE FOR STORING A MOTOR VEHICLE CAB

Description

[0001] The invention relates to a device for mounting a driver's cab of a motor vehicle, preferably a commercial vehicle, on a chassis of the motor vehicle.

[0002] Trucks can have cabs that are supported on a vehicle chassis by means of cab mounts that are sprung and damped. The vehicle chassis, in turn, is sprung and damped and supported on the truck's axles. The axles, in turn, are supported on the road surface by pneumatic tires. From the road surface to the cab, there is a series of compliances. This results in the cab having a low natural frequency (soft mounting).

[0003] Low accelerations due to centripetal force during steering maneuvers, braking force, or acceleration force result in a low damping force according to a simple model of velocity-proportional damping: F _ d = dv where F_d = damping force, d = damping constant [kg / s], and v = velocity. This low damping force leads to undesirable effects in all dynamic ranges. Unwanted roll and yaw (lateral dynamics, e.g., when cornering), pitch and shudder (longitudinal dynamics, e.g., when braking and shifting gears), as well as heave and dip (vertical dynamics, e.g., when driving over long undulations on highways) can occur. This results in a dynamic shift in the center of gravity of the cab relative to the supporting chassis.

[0004] One consequence of the dynamic shift in the cab's center of gravity can be a negative impact on driving safety and comfort. For example, localized or one-sided loads can occur on the chassis, axles, and wheels, originating from the cab. If, for instance, the cab rolls during cornering, the outer suspension and tires can be subjected to significant stress. When braking, the cab can pitch forward, placing a heavy load on the front axle. Furthermore, it should be noted that a slight rocking motion of the cab over an extended period can lead to driver fatigue, thereby increasing the risk of accidents.

[0005] DE 10 2008 045492 A1 discloses a vehicle vibration damping system for at least two vehicle parts, between which at least two gas springs are arranged. The gas springs are connected to at least one gas line, the gas line having at least one adjustable flow valve.

[0006] DE 33 29 327 A1 relates to a gas spring for supporting a machine element on an oscillating exciter, comprising a gas-filled storage chamber with a pressurized gas connection, a housing filled with medium-pressure pressurized gas, a movable and / or flexible boundary wall that closes the housing and is fixed to the exciter, a passage between the interior of the housing and that of the storage chamber, and an inlet valve with an adjusting device arranged in the passage. The adjusting device consists of at least one actuating piston sealed by an annular diaphragm, which, after overcoming the force of a spring, is displaceable by the differential pressure between the interior of the housing and a compensating chamber connected to the interior of the housing by a throttle opening.

[0007] Patent application US1281079A also discloses a generic device for storing a driver's cab of a motor vehicle.

[0008] FR 2 582 592 A1 discloses a compensating device for a stability correction system of a vehicle suspension, comprising a three-way leveling valve integrated with a shock absorber piston that separates two shock-absorbing fluid chambers. A bypass channel connects the two fluid chambers and is controlled by a shut-off valve, which is normally closed and whose opening is controlled by a threshold acceleration sensor as a function of lateral acceleration. Alternatively, a spring-loaded shut-off valve can be used, controlled by the inertial force of a movable mass and used in a horizontal installation position.

[0009] The invention is based on the objective of creating an alternative and / or improved device for storing a driver's cab.

[0010] The problem is solved by the features according to independent claim 1. Advantageous further developments are specified in the dependent claims and the description.

[0011] The invention provides a device for mounting the cab of a motor vehicle, preferably a commercial vehicle (e.g., a truck), on the chassis of the motor vehicle. The device comprises at least one damping device for damped support of the cab on the chassis. The at least one damping device includes at least one inertial valve (e.g., a mass-inertial valve with a predetermined inertial mass and / or expediently with a throttling function) which is arranged (functionally and / or spatially) downstream of a compression stage and / or downstream of a rebound stage of the at least one damping device and is configured to adjust itself (e.g., to open and / or close), preferably only, depending on a vertical acceleration experienced (e.g., current) by the at least one inertial valve.

[0012] The inertia valve(s) can prevent unwanted dynamic shifts in the cab's center of gravity due to steering maneuvers, acceleration, braking, or gear changes. This is achieved by the relatively low vertical accelerations associated with these driving situations being "filtered out" by the inertia valve, so that the device remains rigid in these situations. By locking the damper, damping and thus compression (or rebound in the case of a rebound damping variant) is completely prevented, or at least an increased damping force is achieved (since the damper does not lock perfectly).The device disclosed herein directly addresses the vertical acceleration acting on the vehicle (inertia valve either on the vehicle axle or chassis), thus eliminating the need for sensors or valves based on changes in longitudinal or lateral acceleration, as in the prior art according to FR 2 582 592 A1. This allows, for example, a simpler design, as it is not necessary to monitor both longitudinal and lateral acceleration. Furthermore, the device, as disclosed herein, also prevents purely vertical, unwanted lifting and lowering, i.e., rocking, of the cab, for example, during driving on highways or rural roads with long undulations. This is not achieved in the prior art according to FR 2 582 592 A1, which focuses on longitudinal and lateral accelerations.

[0013] In one embodiment, the at least one inertia valve comprises a first inertia valve located downstream of the compression stage and / or a second inertia valve located downstream of the rebound stage. Alternatively, the at least one inertia valve may comprise an inertia valve located both downstream of the compression stage and downstream of the rebound stage.

[0014] According to the invention, the at least one inertial valve is configured to open when the vertical acceleration reaches or exceeds a predetermined limit. Alternatively or additionally, the at least one inertial valve is configured to remain closed when the vertical acceleration falls below a predetermined limit. By configuring the inertial valve to predetermine the limit, it is possible to selectively influence in which driving situations the inertial valve still permits damping and in which driving situations (or in which excitatory accelerations) this is no longer desired.

[0015] In another embodiment, the limit value is greater than zero and / or the limit value is above a vertical acceleration that occurs during normal operation of the vehicle when cornering, shifting gears, starting, and / or braking. This allows the device to react rigidly in these driving situations, i.e., due to the closed damper, it dampens only minimally or not at all (and thus also springs only minimally or not at all), so that no undesired dynamic shifts in the center of gravity of the cab occur.

[0016] According to the invention, the device further comprises a suspension for the resilient support of the driver's cab on the chassis. Compression of the suspension is substantially prevented by the at least one damper device and the at least one inertia valve when the at least one inertia valve closes the compression stage (i.e., substantially prevents an outflow from the compression stage). Additionally or alternatively, extension of the suspension is substantially prevented by the at least one damper device and the at least one inertia valve when the at least one inertia valve closes the rebound stage (i.e., substantially prevents an outflow from the compression stage).

[0017] In another embodiment, the at least one inertial valve is oriented in an ascending, preferably substantially vertical, installation position. This allows the inertial functionality with respect to vertical acceleration to be implemented in a particularly simple manner.

[0018] In another embodiment, the at least one inertia valve is a normally closed valve and / or elastically preloaded in the direction of a closed position, preferably spring-preloaded.

[0019] In one embodiment, the at least one damper device is designed as an integrated spring-damper device, preferably an air spring-damper device. This allows for a compact unit that integrates a multitude of functions. Advantageously, the at least one inertial valve can also be integrated into the integrated spring-damper device.

[0020] In another embodiment, the device has at least one check valve located downstream of the compression stage and parallel to the at least one inertia valve and / or downstream of the rebound stage and parallel to the at least one inertia valve. The check valve can allow backflow into the compression / rebound stage when the device extends / compresses.

[0021] In one embodiment, the at least one inertial valve is partially or completely integrated into the at least one damper device, preferably into a cylinder-piston unit of the at least one damper device. This can increase the compactness of the device and thus reduce the required installation space. The integration can be achieved, for example, in the form of a sleeve, flap, diaphragm, etc.

[0022] In another embodiment, the at least one inertia valve is arranged as a separate valve, preferably externally from a cylinder-piston unit of the at least one damper device.

[0023] In a further embodiment, the at least one inertial valve has an inertial mass body that is preferably vertically movable depending on the experienced vertical acceleration, with which a drain opening of the inertial valve (e.g., of a valve housing of the inertial valve), the pressure stage, the tension stage, a fluid channel downstream of the pressure stage and / or a fluid channel downstream of the tension stage (e.g., directly or indirectly) can be closed or opened.

[0024] In a further development, the inertial mass body has a sleeve (e.g. outer sleeve or inner sleeve) or a slide (or is designed as such) with which the drain opening can be closed or released.

[0025] In one embodiment, the sleeve is an outer sleeve designed to close and open the corresponding inner drain opening. It is also possible for the sleeve to be an inner sleeve designed to close and open the corresponding outer drain opening.

[0026] In another embodiment, the at least one inertial valve is designed such that a vertical movement of the inertial mass body caused by a vertical acceleration is delayed relative to a vertical movement of the drain opening caused by the vertical acceleration.

[0027] In a further embodiment, the at least one inertial valve has a vertically elastic element (e.g., a spring) that is attached to or in contact with the inertial mass body (e.g., directly or indirectly). Preferably, the elastic element can also be attached to or in contact with a valve housing of the inertial valve or a cylinder of the at least one damper device (e.g., directly or indirectly).

[0028] In one embodiment, the at least one damper assembly has a rebound stage and / or the assembly has a throttle, preferably rigid, and / or a check valve, which are arranged downstream of the rebound stage and expediently parallel to each other. Advantageously, no inertia valve can be arranged downstream of the rebound stage. The arrangement of the inertia valve in the compression stage damping may be sufficient to prevent undesired dynamic shifts in the center of gravity of the cab. The assembly can thus be further simplified.

[0029] In another embodiment, the compression stage and the rebound stage are connected to each other via a fluid reservoir.

[0030] In one embodiment, the compression stage is arranged below the rebound stage in an installation position of the at least one damping device. This allows, for example, the inertia valve for the compression stage to be implemented in a particularly simple way, e.g., in the form of a sleeve.

[0031] In a further embodiment, the at least one damper assembly comprises several, preferably four, damper assemblies for providing multi-point mounting, preferably four-point mounting, for the driver's cab. Preferably, each of the several damper assemblies can have at least one inertia valve of its own, or the several damper assemblies can at least partially share at least one inertia valve.

[0032] The invention also relates to a motor vehicle, preferably a commercial vehicle, particularly preferably a truck, comprising a driver's cab, a chassis and the device as disclosed herein, wherein the at least one damping device supports the driver's cab on the chassis.

[0033] The preferred embodiments and features of the invention described above can be combined in any way desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. These show: Figure 1 is a schematic representation of a commercial vehicle according to the present disclosure; Figure 2 is a model representation of the transmission of a road excitation to a device for mounting a driver's cab; Figure 3 is a model representation of the transmission of a road excitation to a device for mounting a driver's cab according to the present disclosure; Figure 4 is a schematic representation of an exemplary damper device according to the present disclosure; Figure 5 is a schematic representation of an exemplary inertia valve according to the present disclosure; and Figure 6 is a schematic representation of another exemplary inertia valve according to the present disclosure.

[0034] The embodiments shown in the figures are at least partially identical, so that similar or identical parts are provided with the same reference numerals and, to avoid repetition, reference is also made to the description of the other embodiments or figures for their explanation.

[0035] The Figure 1Figure 10 schematically depicts a motor vehicle 10 designed as a commercial vehicle. The motor vehicle 10 can be suitably configured as a truck. The motor vehicle 10 has a chassis (a vehicle chassis / main frame) 12 and a cab 14. The cab 14 is supported on the chassis 12 by a suspension device 16. The cab 14 can, for example, be a tilting cab (not shown separately). A front axle 18 and at least one rear axle 20 can also be mounted on the chassis 12 by a suspension 22. The front axle 18 and the rear axle 20 are supported on a road surface 26 by pneumatic tires 24.

[0036] The cab 14 can, for example, be supported on the chassis 12 by the device 16 in a four-point mounting. The four-point mounting can serve to isolate the cab 14 from road vibrations and vibrations of the drivetrain. Advantageously, the four-point mounting can have a damper and a spring assembly at each mounting point on one of the four bottom-side corner areas of the cab 14. For example, the device 16 can have four spring-damper units 28 to provide the four-point mounting. The spring-damper units 28 can be integrated units in which both a spring (for example, an air spring) and a damper are integrated, for example, in the form of air spring damper assemblies with air spring bellows. It is also possible for a spring to be included separately from a damper assembly.

[0037] The following is with reference to Figure 2The model illustrates how, during operation of the motor vehicle 10, dynamic shifts in the center of gravity of the driver's cab 14 can occur at low accelerations, thus negatively impacting driving safety and comfort. The structure of the motor vehicle 10 of Figure 1 This is implemented in an exemplary model with springs and dampers connected in series. Furthermore, a purely exemplary and sketchy illustration shows how the series connection of the spring and damper can affect a vertical movement of the respective component (axes 18 and 20, chassis 12, cab 14) due to excitation by the road surface 26 caused, for example, by road irregularities (z-axis) along a travel distance (s) in coordinate systems shown next to the spring-damper model.

[0038] The unevenness of the road surface 26 (see coordinate system A) can initially be transmitted to the front axle 18 and the rear axle 20 via the pneumatic tires 24, with slight suspension. The resulting vertical movement of the axles 18 and 20 is shown in coordinate system B.

[0039] The vertical movements of axles 18 and 20 can be transmitted to the chassis 12 by means of suspension 22, which includes both springs and dampers (see coordinate system C). The dampers of suspension 22 can be equipped with a rigid throttle and a check valve connected in parallel, both downstream of their compression stages and downstream of their rebound stages, as shown. As the fluid flows through the throttles, frictional losses occur, converting kinetic energy into heat. This results in damping.

[0040] The vertical movements of the chassis 12, in turn, can be transmitted to the cab 14 by the device 16A for mounting the cab 14, which includes both springs and dampers (see coordinate system D). The dampers of the device 16A can each be equipped with a rigid throttle and a check valve connected in parallel downstream of their compression and rebound stages, as shown. As the fluid flows through the throttles, frictional losses occur, converting kinetic energy into heat. This results in damping.

[0041] According to the structure Figure 2The damping of the cab 14 makes no distinction between high accelerations, for example from road vibrations, and low accelerations, for example from centripetal force, braking force, or acceleration force. This means that even comparatively small vertical accelerations are damped. The damping, in turn, allows the springs of the device 16A to compress, which can lead, for example, to an undesired, prolonged, periodic lifting and lowering movement of the cab (see coordinate system D).

[0042] The following is with reference to Figure 3 described how the device 16 according to the present disclosure prevents or at least reduces undesired dynamic shifts in the center of gravity of the cab 14.

[0043] The system according to Figure 3 differs from the system according to Figure 2in that the device 16 for mounting the driver's cab 14 is modified. The device 16 has at least one spring 30 and at least one damper device 32. As already mentioned with reference to Figure 1 As explained, it is possible for the suspension 30 and the damper device 32 to be integrated into a single unit. The damper device 32 is designed as a cylinder-piston unit and has a compression stage 34 and a rebound stage 36. Downstream of the rebound stage 36, a rigid throttle and a check valve, connected in parallel, are arranged. A special feature of the device 16 is that an adjustable throttle is arranged downstream of the compression stage 34. The adjustable throttle allows for adjustment of the throttle cross-section. A check valve 40 is arranged in parallel with the throttle.

[0044] The adjustable throttle is designed as an inertial valve 38. The inertial valve 38 has a predetermined inertial mass. The inertial valve 38 changes its opening cross-section, preferably only, depending on the vertical acceleration experienced by the inertial valve 38. The inertial valve 38 is set such that, due to the inertia of its inertial mass, it only opens when the vertical acceleration is above the normal vertical accelerations that occur during cornering, gear changes, starting, and / or braking of the vehicle. That is, the inertial valve 38 only opens when the vertical acceleration reaches or exceeds a limit value. The inertial valve 38 remains closed when the vertical acceleration is below the limit value. The limit value is greater than zero.The limit value can be determined empirically or by simulating different vehicle types, making it vehicle-specific. The limit value is chosen so that vertical accelerations normally occurring during cornering, gear changes, starting, and braking remain below the limit value.

[0045] The inertia valve 38 has the effect that the device 16 for mounting the cab 14 provides a differentiation of the damping (and consequently of a movement of the cab 14) according to the introduced vertical acceleration.

[0046] During high accelerations (for example, due to an uneven road surface), normal damping and suspension occur, as with the system described above. Figure 2The inertial valve 38 is open. Damping fluid can flow out of the compression stage 34 and through the downstream inertial valve 38 in a throttled manner. Additionally, damping fluid can flow into the rebound stage 36 through the associated check valve. The spring 30 can compress. When the spring 30 rebounds, fluid can again flow out of the rebound stage 36 and through the downstream throttle. Furthermore, damping fluid can flow back into the compression stage 34 through the associated check valve 40.

[0047] At low accelerations (for example, when cornering, shifting gears, braking, or starting), there is no or very high damping by the damping device 32. The inertial valve 38 is closed. The acting vertical acceleration is insufficient to move the movable inertial mass of the inertial valve 38 (sufficiently) and to open the inertial valve 38. Since there is therefore no or almost no movement of the cylinder-piston unit of the damping device 32, no compression by the suspension 30 is possible. At low vertical accelerations, the cab 14 thus sits rigidly on the chassis 12. There is no dynamic shift in the center of gravity of the cab 14.

[0048] In further embodiments, the device 16 can, for example, also have a (second) inertia valve instead of the rigid throttle 48, which can be designed similarly to or identically with the inertia valve 38. This inertia valve is then arranged downstream of the rebound stage 36 and is able to prevent damping fluid from flowing out of the rebound stage 36 at low vertical accelerations. This effectively prevents the associated suspension from extending.

[0049] It is possible that all four damping devices 32 of the four-point mounting have one or two of their own inertia valves 38, or that the four damping devices 32 share at least a partial inertia valve 38.

[0050] The Figure 4 shows an exemplary damper device 32 according to the present disclosure.

[0051] The damper device 32 comprises a cylinder 42 and a piston 44 movable within the cylinder 42. The piston 44 separates the compression stage 34 from the rebound stage 36 of the damper device 32. The rebound stage 36 is located above the compression stage 34. The compression stage 34 and the rebound stage 36 are fluidly connected to each other via a reservoir 46. A rigid throttle 48 and a check valve 50 are associated with the rebound stage 36. The inertia valve 38 is associated with the compression stage 34. A check valve 56 may also be associated with the compression stage 34.

[0052] The inertial valve 38 can have a movable (outer) sleeve 54 with a predetermined mass of inertia and geometry. The inertial valve 38 can also have an elastic element 58, e.g., a spring. The inertial valve 38 is oriented in a vertical installation position. The elastic element 58 is attached at one end to the sleeve 54 and at the other end to the cylinder 42, e.g., to its underside. The elastic element 58 can surround the cylinder 42, as shown. The elastic element 58 partially decouples a vertical movement of the cylinder 42 from a vertical movement of the sleeve 54. Due to the elastic element 58 and the inertia of the sleeve 54, a vertical movement of the cylinder 42 results in a delayed vertical movement of the sleeve 54.

[0053] In the case of low vertical acceleration, cylinder 42 moves upwards first. Due to its inertia and the partial decoupling by the elastic element 58, sleeve 54 moves upwards with a slight delay. However, the resulting relative movement between cylinder 42 and sleeve 54 is insufficient to open the drain opening 52. Sleeve 54 still blocks the drain opening 52. No fluid can flow out. There is no damping or deflection. The inertia valve 38 acts, so to speak, as a kind of "high-pass filter" for introduced vertical accelerations. The threshold for vertical acceleration required to open the inertia valve 38 can be adjusted, for example, by the arrangement (e.g., height) of the drain opening 52, the size of the drain opening 52, the mass of sleeve 54, the spring rate or spring constant of spring 58, and the dimensions of sleeve 54.

[0054] In the event of sufficiently high vertical acceleration, the movement of the sleeve 54 is decelerated relative to the cylinder 42. The resulting relative movement between the cylinder 42 and the sleeve 54 is sufficient to release the drain opening 52. The sleeve 54 no longer obstructs the drain opening 52. The fluid can flow out. As the fluid flows out through the released drain opening 52, viscous friction losses occur, resulting in damping. The damping can be adjusted, for example, by the viscosity of the damping fluid (e.g., oil), the arrangement of the drain opening 52, and the size of the drain opening 52. The movement of the piston 44 also releases a compression.

[0055] The present disclosure regarding the arrangement and configuration of the inertia valve 38 is not limited to the embodiment according to Figure 4limited. For example, it is possible that the inertia valve 38 has an inner sleeve with which a drain opening of pressure stage 34 can be closed and released.

[0056] It is also possible that the inertia valve is integrated into the damper device 32 in another way, preferably in a cylinder-piston unit, e.g., as a flap, diaphragm, etc. The inertia valve 38 can be a normally closed valve and / or be elastically preloaded in one direction towards a closed position, preferably spring-loaded. The elastic preload can be realized, for example, by the elastic element 58 or 68 in combination with an end stop 72 or 74 for the sleeve 54 or 66 (see Figures 4 and 6 ).

[0057] It is also conceivable that the inertia valve 38 is arranged as a separate valve outside the cylinder-piston unit of the damper device 32, as exemplified in the Figures 5 and 6 is shown.

[0058] The Figure 5 Figure 1 shows an inertia valve 38 with a slide 60, an elastic element 62, and a valve housing 64. The slide 60 is vertically movable within the valve housing 64. The elastic element 62 biases the slide 60 towards a closed position. In the closed position, the slide 60 blocks the outlet 52. The elastic element 62, e.g., a spring, is attached to the slide 60 at one end and to the valve housing 64 at the other. The slide 60 is supported on the valve housing 64 via the elastic element 62. Only at sufficiently high vertical accelerations is the vertical movement of the slide 60 delayed relative to the vertical movement of the valve housing 64 by the inertia of the slide 60 to such an extent that the outlet 52 of the valve housing 64 is no longer blocked by the slide 60 and fluid can flow through the inertia valve 38.

[0059] The Figure 6 Figure 1 shows an inertia valve 38 with a sleeve 66, an elastic element 68, and a valve housing 70. The sleeve 66 is vertically movable on the valve housing 70. The elastic element 68 biases the sleeve 66 towards a closed position. In the closed position, the sleeve 66 blocks the drain opening 52. The elastic element 68, e.g., a spring, is attached to the sleeve 66 on one side and to the valve housing 70 on the other. The sleeve 66 is supported on the valve housing 70 by the elastic element 68. Only at sufficiently high vertical accelerations is the vertical movement of the sleeve 66 delayed relative to the vertical movement of the valve housing 70 due to the inertia of the sleeve 66, such that the drain opening 52 of the valve housing 70 is no longer blocked by the sleeve 66 and fluid can flow through the inertia valve 38.

[0060] In the exemplary embodiments of the Figures 4 to 6The inertial mass body of the inertial valve 38 is designed as an outer sleeve or slide. However, as already mentioned, it is possible for the inertial mass body to be designed and / or arranged differently, as long as a vertical acceleration-dependent relative movement between a drain opening that can be released by the inertial mass body and the inertial mass body is expediently enabled.

[0061] The invention is not limited to the preferred embodiments described above. The invention is defined exclusively by the attached claims.

[0062] In particular, the invention also claims protection for the subject matter and features of the dependent claims depending on the referenced claims. Reference symbol list

[0063] 10 Motor vehicle 12 Chassis 14 Cab 16 Cab mounting device 18 Front axle 20 Rear axle 22 Suspension 24 Pneumatic tires 26 Road surface 28 Spring-damper unit 30 Suspension 32 Damper device 34 Compression stage 36 Rebound stage 38 Inertia valve (adjustable throttle) 40 Check valve 42 Cylinder 44 Piston 46 Expansion tank 48 Throttle 50 Check valve 52 Drain opening 54 Sleeve (inertia element) 56 Check valve 58 Elastic element 60 Slide (inertia element) 62 Elastic element 64 Valve body 66 Sleeve (inertia element) 68 Elastic element 70 Valve body 72 End stop 74 End stop

Claims

1. A device (16) for mounting a driver's cab (14) of a motor vehicle (10), preferably a utility vehicle, on a chassis (12) of the motor vehicle (10), comprising: at least one damper device (32) for damped support of the cab (14) on the chassis (12), wherein the at least one damper device (32) comprises at least one inertia valve (38) which: - is arranged downstream of a compression stage (34) of the at least one damper device (32) and / or downstream of a rebound stage (36) of the at least one damper device (32), and - is configured to adjust, preferably only, depending on a vertical acceleration experienced by the at least one inertia valve (38), a suspension (30) for resiliently supporting the cab (14) on the chassis (12), wherein - a compression of the suspension (30) is substantially prevented by the at least one damper device (32) and the at least one inertia valve (38) when the at least one inertia valve (38) closes the compression stage (34); and / or - a compression of the suspension (30) is substantially prevented by the at least one damper device (32) and the at least one inertia valve when the at least one inertia valve (38) closes the rebound stage (36); characterized in that the at least one inertia valve (38) is configured to open when the vertical acceleration reaches or exceeds a predetermined limit value; and / or to remain closed when the vertical acceleration falls below a predetermined limit value.

2. The device (16) according to claim 1, wherein: the at least one inertia valve comprises a first inertia valve (38) arranged downstream of the compression stage (34) and / or a second inertia valve arranged downstream of the rebound stage (36); or the at least one inertia valve comprises an inertia valve arranged both downstream of the compression stage and downstream of the rebound stage (36).

3. The device (16) according to claim 1 or claim 2, wherein: the limit value is greater than zero and / or above a vertical acceleration that occurs during normal operation of the motor vehicle when cornering, changing gears, starting, and / or braking.

4. The device (16) according to one of the previous claims, wherein: the at least one inertia valve (38) is aligned in an ascending, preferably substantially vertical, installation position.

5. The device (16) according to one of the previous claims, wherein the at least one inertia valve (38) is a normally closed valve and / or is elastically biased, preferably spring-biased, toward a closed position; and / or the at least one damper device (32) is configured as an integrated spring-damper device, preferably an air spring-damper device.

6. The device (16) according to one of the preceding claims, further comprising: at least one check valve (40) arranged downstream of the compression stage (34) and parallel to the at least one inertia valve (38) and / or downstream of the rebound stage (36) and parallel to the at least one inertia valve (38).

7. The device (16) according to one of the previous claims, wherein: the at least one inertia valve (38) is partially or completely integrated into the at least one damper device (32), preferably into a cylinder-piston unit of the at least one damper device (32); or the at least one inertia valve (38) is arranged as a separate valve external to a cylinder-piston unit of the at least one damper device (32).

8. The device (16) according to one of the previous claims, wherein: the at least one inertia valve (38) comprises an inertial mass body that can be moved vertically dependent on the vertical acceleration experienced, with which an outlet opening (52) of the inertia valve (38), of the compression stage (34), of the rebound stage (36) or a fluid channel downstream of the compression stage (34) or a fluid channel downstream of the rebound stage (36) can be closed or opened.

9. The device (16) according to claim 8, wherein: the inertial mass body comprises a sleeve (54) or a slide (60) with which the outlet opening (52) can be closed or opened.

10. The device (16) according to claim 8 or claim 9, wherein: the at least one inertia valve (38) is configured such that a vertical movement of the inertial mass body caused by a vertical acceleration is delayed relative to a vertical movement of the outlet opening (52) caused by the vertical acceleration; and / or the at least one inertial valve (38) comprises a vertically elastic element (58, 62, 68) which is fastened to or rests against the inertial mass body on one side and preferably fastened to or rests against a valve housing (64, 70) of the inertia valve (38) or a cylinder (42) of the at least one damper device (32).

11. The device (16) according to one of the preceding claims, wherein the at least one damper device (32) comprises a rebound stage (36); and the device (16) comprises a, preferably rigid, throttle (48) and a check valve (50) which are arranged downstream of the rebound stage (36) and parallel to each other.

12. The device (16) according to one of the previous claims, wherein: the compression stage (34) and the rebound stage (36) are in fluid communication with each other via a compensation reservoir (46); and / or the compression stage (34) is arranged below the rebound stage (36) in an installation position of the at least one damper device (32).

13. The device (16) according to one of the previous claims, wherein: the at least one damper device (32) comprises a plurality of, preferably four, damper devices (32) for providing a multi-point mounting, preferably a four-point mounting, for the driver's cab (14), wherein preferably: - each of the plurality of damper devices (32) comprises at least one separate inertia valve (38); or - the plurality of damper devices (32) share at least one inertia valve (38) at least in part.

14. A motor vehicle (10), preferably a utility vehicle, particularly preferably a truck, comprising: a driver's cab (14); a chassis (12); and the device (16) according to one of the preceding claims, wherein the at least one damper device (32) supports the driver's cab (14) on the chassis (12).