Inertia shock absorber system for motor vehicles

Abstract

The invention relates to a shock absorber system (26) for a motor vehicle (10). The shock absorber system (26) comprises a first shock absorber (22) and a second shock absorber (24), each comprising a first chamber (30), a second chamber (32), a piston (34), and an actuating rod (36). The shock absorber system further comprises a first conduit (38) connecting the first chamber of the first shock absorber to the second chamber of the second shock absorber, a second conduit (40) connecting the second chamber of the first shock absorber to the first chamber of the second shock absorber, and a third conduit (42) connecting the first and second shock absorbers.The third conduit (42) includes a hydraulic inertia module (44), filled with damping fluid, which generates an inertial reaction to the flow of damping fluid through the third conduit in order to reduce the difference in actuation between the first and second shock absorbers. Figure to be published with the abbreviation: Figure 2.

Description

Title of the invention: Inertia shock absorber system for a motor vehicle

[0001] The invention relates to the phenomena of rolling and pitching of a motor vehicle. The invention relates to the field of shock absorbers for motor vehicle suspension. The invention relates to an inertia shock absorber system for a motor vehicle suspension assembly. The invention also relates to a motor vehicle equipped with suspensions associated with a shock absorber system.

[0002] A motor vehicle comprises several ground connections, each connected to the structure. Each ground connection comprises a wheel and a suspension system. A suspension system commonly comprises a swing arm, a spring and a shock absorber capable of filtering the oscillations of the swing arm transmitted by the wheel according to the roughness of the road. A suspension system then makes it possible to optimize driving comfort and road holding; and therefore safety.

[0003] When cornering, a motor vehicle is subject to the phenomenon of rolling. One or more torsion bars; also called anti-roll bars; can deal with this phenomenon. However, such parts remain as bulky as they are heavy. They offer few adjustment solutions. Therefore, it is known to connect the chambers of different shock absorbers, each associated with separate wheels. This offers an alternative that is part of a comfort logic.

[0004] Document US5794966A presents a motor vehicle in which two shock absorbers are hydraulically coupled in a crossed manner. Each of the shock absorbers consists of a housing and a piston defining an expansion chamber and a compression chamber. The housing has an upper orifice and a lower orifice. The lower orifice of the shock absorber is connected to the upper orifice of the shock absorber via a fluid line. Similarly, the lower orifice of the shock absorber is connected to the upper orifice of the shock absorber via a second fluid line. An additional valve connects the compression chambers of the shock absorbers and can occupy two positions: open or closed.

[0005] However, such a shock absorber system offers only limited comfort in response to rolling and pitching. For suspension oscillations of the order of 1Hz to 5Hz, the motor vehicle makes oscillations perceptible to users: this is detrimental to their comfort. The perceived quality remains limited.

[0006] The invention aims to address at least one of the problems or drawbacks encountered in the prior art. In particular, the invention aims to improve the comfort of a motor vehicle equipped with a shock absorber system. connected in a cross-connected manner. The invention also aims to optimize the comfort, safety, mass, cost, and precision of a motor vehicle shock absorber system.

[0007] According to a first aspect, the invention proposes a shock absorber system for a motor vehicle; the shock absorber system comprising two shock absorbers including a first shock absorber and a second shock absorber, each comprising a first chamber, a second chamber, a piston between the first chamber and the second chamber, an actuating rod connected to the piston through the second chamber; the shock absorber system further comprising a first pipe communicating with the first chamber of the first shock absorber and the second chamber of the second shock absorber, a second pipe communicating with the second chamber of the first shock absorber and the first chamber of the second shock absorber, a third pipe between the first shock absorber and the second shock absorber, the third pipe being intended to be traversed by a shock absorber liquid in the event of a difference in actuation of the first shock absorber relative to the second shock absorber;remarkable in that the third conduit comprises a hydraulic inertia module which is capable of generating an inertia reaction to a flow of shock absorber fluid through the third conduit in order to reduce the difference in actuation of the first shock absorber relative to the second shock absorber.;

[0008] The presence of a hydraulic inertia module in the third line makes it possible to deal with cases of vehicle tilting, such as rolling. This horizontal correction is handled independently of the pumping, which improves comfort.

[0009] Document US20130037362A1 presents a shock absorber with integrated inertia increase. However, this document does not consider or provide a solution suitable for two shock absorbers associated with separate wheels.

[0010] Preferably, the hydraulic inertia module is a third hydraulic inertia module; the first pipe comprises a first hydraulic inertia module capable of generating an inertia reaction to a flow through said first pipe; the second pipe comprises a second hydraulic inertia module capable of generating an inertia reaction to a flow through said second pipe.

[0011] Preferably, the third hydraulic inertia module is connected between the first hydraulic inertia module and the second hydraulic inertia module.

[0012] Preferably, the third pipe connects the first hydraulic inertia module to the second hydraulic inertia module.

[0013] Preferably, the first pipe comprises a first section between the second chamber of the second shock absorber and the first hydraulic inertia module; the second pipe comprises a second section between the second chamber of the first shock absorber and the second hydraulic inertia module, the third pipe being connected to the first section and the second section.

[0014] Preferably, the third hydraulic inertia module comprises a third developed length greater than or equal to a first developed length of the first hydraulic inertia module and / or greater than or equal to a second developed length of the second hydraulic inertia module.

[0015] Preferably, the third pipe is connected to the second chamber of the first shock absorber and to the second chamber of the second shock absorber.

[0016] Preferably, the third pipe comprises a first branch connected to the first pipe, and a second branch connected to the second pipe.

[0017] Preferably, each first chamber is a compression chamber and each second chamber is an expansion chamber.

[0018] Preferably, the first shock absorber and the second shock absorber each comprise a body delimiting the first chamber and the associated second chamber, the hydraulic inertia module being at a distance from the body of the first shock absorber and the body of the second shock absorber.

[0019] Preferably, the hydraulic inertia module comprises a hydraulic pipe describing a spiral, a helicoid or a serpentine.

[0020] Preferably, each shock absorber, in particular each actuating rod, is intended to be associated with a separate wheel of the motor vehicle.

[0021] Preferably, the third pipe is capable of being crossed by a shock absorber fluid in the event of a difference in actuation of the actuation rod of the first shock absorber relative to the actuation rod of the second shock absorber.

[0022] Preferably, the hydraulic inertia device forms inertia increasing means.

[0023] Preferably, each body houses the associated piston.

[0024] Preferably, each piston separates the first chamber from the associated second chamber.

[0025] Preferably, each actuating rod comprises one end fixed to the piston; or in the first chamber.

[0026] Preferably, the third pipe connects the first hydraulic inertia module to the second hydraulic inertia module.

[0027] Preferably, the first pipe and the second pipe each comprise an end opposite the first end and the second end respectively, each opposite end being connected to the third pipe.

[0028] Preferably, the hydraulic inertia module is capable of generating a resistive force in the event of displacement of the piston of the first shock absorber relative to the piston of the second shock absorber.

[0029] Preferably, the hydraulic inertia module is capable of generating a resistive force in the event of fluid flow through the third pipe.

[0030] Preferably, the hydraulic inertia module is capable of generating a resistive force in the event of a flow differential between the first chamber and the second chamber of the first damper relative to the second damper.

[0031] Preferably, the third hydraulic inertia module comprises a third inertia greater than or equal to a first inertia of the first hydraulic inertia module and / or greater than or equal to a second inertia of the second hydraulic inertia module.

[0032] Preferably, the hydraulic inertia module is capable of generating an inertia reaction in response to the start of flow of shock absorber liquid and / or an acceleration of the shock absorber liquid.

[0033] According to another aspect, the invention proposes a shock absorber system for motor vehicle suspension; the system comprising a first shock absorber and a second shock absorber, each comprising a compression chamber, an expansion chamber, a piston between the compression chamber and the expansion chamber, an actuating rod connected to the piston, each actuating rod being intended to be associated with a separate wheel of the motor vehicle; the shock absorber system further comprising a first pipe connecting the compression chamber of the first shock absorber to the expansion chamber of the second shock absorber, a second pipe connecting the expansion chamber of the first shock absorber to the compression chamber of the second shock absorber, a third pipe connecting the first shock absorber and the second shock absorber;remarkable in that the third pipe comprises a hydraulic inertia module capable of generating a resistive force in the event of a difference in travel of the actuating rod of the first shock absorber relative to the actuating rod of the second shock absorber.;

[0034] According to another aspect, the invention proposes a motor vehicle comprising a shock absorber system; remarkable in that the shock absorber system is in accordance with the invention, preferably, the motor vehicle comprises an axle with a left wheel and a right wheel, the first shock absorber being associated with the left wheel, and the second shock absorber being associated with the right wheel.

[0035] Preferably, the shock absorber liquid comprises a density of between 0.80 g / cm3 and 1.90 g / cm3.

[0036] Preferably, the shock absorber liquid comprises a density greater than or equal to 0.90 g / cm3.

[0037] Preferably, the shock absorber liquid comprises a density greater than or equal to 1.05 g / cm3.

[0038] Each characteristic introduced by the expression “preferably” given in relation to one of the aspects of the invention applies to all the other aspects of the invention.

[0039] The invention will be well understood and other aspects and advantages will appear clearly on reading the description which follows, given with reference to the figures appended and listed below.

[0040] [Fig.l] is a front view of a motor vehicle according to the invention.

[0041] [Fig.2] shows from the front a motor vehicle shock absorber system according to a first embodiment of the invention.

[0042] [Fig. 3] shows from the front a motor vehicle shock absorber system according to a second embodiment of the invention.

[0043] [Fig.4] shows from the front a motor vehicle shock absorber system according to a third embodiment of the invention.

[0044] [Fig. 5] shows from the front a motor vehicle shock absorber system according to a fourth embodiment of the invention.

[0045] In the following description, the term "comprise" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the motor vehicle or shock absorber system to which it relates. It is understood that the term "comprise" includes the terms "consist of". The terms "external" and "internal" will designate respectively that which is oriented towards the outside of the vehicle and towards the inside of the vehicle.

[0046] In the present description, the term “longitudinal”, the term “longitudinally”, the term “transverse”, and the term “transversely” are used according to the reference frame of the vehicle, in the mounting configuration. The term “longitudinal” corresponds to the main direction of movement of the vehicle. The term “transverse” corresponds to a direction perpendicular to the main direction of movement of the vehicle. The term “front” refers to the main direction of movement of the vehicle. The term “rear” designates the opposite of the front of the vehicle.

[0047] The X axis represents the longitudinal direction, the Y axis represents the transverse direction, and the Z axis represents the vertical direction of the motor vehicle. These three axes define a direct trihedron whose orientation is preserved throughout the figures.

[0048] In this description, the technical characteristics are defined in the mounting configuration of the shock absorber system, unless explicitly mentioned otherwise.

[0049] In the present description, the term "pumping" corresponds to an identical actuation of the dampers of the damper system.

[0050] Throughout the description, the different figures use the same signs of reference to designate identical or similar entities.

[0051] [Fig.l] represents a motor vehicle 10 according to the invention. The motor vehicle 10 comprises energy storage means and at least one motor (not shown) adapted to drive said motor vehicle 10.

[0052] The motor vehicle 10 comprises a structure 12. The structure 12 forms an outer body, or even a main frame of the motor vehicle. The structure 12 delimits different compartments of the motor vehicle 10, including the passenger compartment, the loading trunk, the front compartment (not shown).

[0053] The structure 12 supports various components of the motor vehicle including the engine; a steering system; suspension systems 14. With the wheels 16 of the front axle and the rear axle (not shown), the suspension systems 14 form ground connections. The suspension systems 14 comprise movable arms 18 such as suspension triangles. The wheels 16 are thus connected to the structure 12 in a movable manner; allowing a variation in ground clearance and horizontality. The suspension systems 14 cause rolling and pitching phenomena.

[0054] At least one or each suspension system 14 comprises a shock absorber 20, also called a shock absorber. A shock absorber 20 opposes the movements of the movable arms 18 by dissipating energy. It converts mechanical energy into thermal energy. Each shock absorber 20 opposes the vertical movements of the wheels 16 in compression and expansion when the motor vehicle 10 encounters roughness in the road. The resistance is advantageously a function of the extension speed of the shock absorber 20. The resistance also includes a component that is a function of the extension acceleration of the shock absorber 20. The left and right shock absorbers 20 are identical.

[0055] In this case, the suspension systems 14 comprise a first shock absorber 22 and a second shock absorber 24 forming a shock absorber system 26 associated with one of the axles. In this case, the first shock absorber 22 and the second shock absorber 24 are respectively a left shock absorber and a right shock absorber.

[0056] Suspension springs 27 elastically connect the movable arms 18 to the structure 12. The suspension springs 27 may surround the shock absorbers 20, or be offset. The suspension springs 27, like the shock absorbers 20, comprise one end connected to the structure 12, and another end on the wheel side; in particular a lower end. They may be fixed to the movable arms 18, or to steering knuckles (not shown) themselves connected to the movable arms 18. In the event of loading of the motor vehicle, the suspension springs 27 compress, and the shock absorbers retract.

[0057] The motor vehicle may, for example, be a private motor vehicle or a utility motor vehicle.

[0058] [Fig. 2] shows a shock absorber system 26 for suspension of a motor vehicle 10 according to a first embodiment of the invention. The motor vehicle 10 corresponds to that presented in relation to [Fig. 1]. It undergoes a rolling movement, or lateral tilting. In this case, the rolling movement is caused by taking a turn to the left. The shock absorber system 26 is shown outside the motor vehicle 10 for the sake of clarity.

[0059] The shock absorber system 26 is provided with two shock absorbers 20, including a first shock absorber 22 and a second shock absorber 24. Each of these shock absorbers 20 comprises a body 28, a first chamber 30, a second chamber 32, a piston 34 between the first chamber 30 and the second chamber 32. The first chamber 30 and the second chamber 32 are formed in the body 28; and separated by the piston 34 which oscillates between them by modifying the internal volumes. They are respectively a compression chamber or upper chamber, and an expansion chamber or lower chamber. At rest, each shock absorber 20 is in the deployed configuration, for example thanks to the action of the suspension springs (not shown). The piston 34 preferably comprises calibrated orifices with valves. By moving in translation, it contributes to transferring the shock absorber liquid between the chambers.

[0060] Each shock absorber 20 comprises an actuating rod 36 connected to the piston 34 through the second chamber 32. The actuating rod 36 is connected to a dedicated wheel of the motor vehicle 10, while the body 28 is connected to the structure. The volume of the actuating rod 36 influences the variation in volume of the second chamber 32 in the event of actuation.

[0061] The damper system 26 further comprises a first conduit 38 communicating with the first chamber 30 of the first damper 22 and the second chamber 32 of the second damper 24, a second conduit 40 communicating with the second chamber 32 of the first damper 22 and the first chamber 30 of the second damper 24. The damper system 26 further has a third conduit 42 between the first damper 22 and the second damper 24. It connects them at the level of the second chambers 32. The third conduit 42 forms a bypass, or a deviation, between the first conduit 38 and the second conduit 40. The third conduit 42, and more generally the damper system 26, is filled with damper liquid. The third line 42 is crossed by the shock absorber liquid in the event of a difference in actuation of the first shock absorber 22 relative to the second shock absorber 24.The difference in actuation is a difference in length variation.

[0062] Generally, each shock absorber 20 and the conduits are filled with a fluid. The fluid is a shock absorber liquid. The shock absorber liquid is incompressible. It may be a synthetic oil, in order to retain its viscosity properties at high temperature. High temperature means temperatures greater than or equal to 60°C, preferably 100°C. The shock absorber fluid may include glycol. The shock absorber fluid has a density between 0.80 g / cm3 and 1.90 g / cm3. The density is preferably greater than or equal to 0.90 g / cm3, more preferably greater than or equal to 1.05 g / cm3. These densities improve the inertial effect provided by the fluid.

[0063] The third pipe 42 comprises a hydraulic inertia module 44. The hydraulic inertia module 44 is capable of generating an inertia reaction in the face of a flow of shock absorber liquid through the third pipe 42 in order to reduce, to oppose, the difference in actuation of the first shock absorber 22 relative to the second shock absorber 24. The hydraulic inertia module 44 generates an inertia reaction during the start, the starting, the flow through the third pipe 42. Thus, the invention reduces the rolling phenomenon. This aspect takes care of comfort, for example for oscillations of the shock absorbers 20 between 1 Hz and 5 Hz. For each axle, the effectiveness of the hydraulic inertia module 44 is equivalent to the addition of a fictitious mass to the motor vehicle 10 of the order of 100 kg. Such a fictitious mass represents of the order of 5% to 10% of the real mass of the motor vehicle 10.

[0064] The third conduit 42 is connected to the second chamber 32 of the first shock absorber 22 and to the second chamber 32 of the second shock absorber 24. It extends from the body 28 of each of these shock absorbers 20.

[0065] The first pipe 38, the second pipe 40 and the third pipe 42 form a hydraulic circuit 46 between the dampers 20. The hydraulic circuit 46 provides a crossover of the connections and a bypass of the crossover. The pipes, and therefore the hydraulic circuit 46, allow an exchange of hydraulic fluid between the dampers 20.

[0066] The third pipe 42 comprises a first branch 48 connected to the first pipe 38, and a second branch 50 connected to the second pipe 40. These branches make it possible to share the pipes, and therefore to reduce the cost of the shock absorber system 26.

[0067] The hydraulic inertia module 44 is at a distance from the bodies 28 of the first shock absorber 22 and the second shock absorber 24. Thus, the hydraulic inertia module 44 is thermally insulated from the bodies 28. This preserves the characteristics of the shock absorber liquid which passes between the shock absorbers 20. It contributes to cooling.

[0068] In the present embodiment, the hydraulic inertia module 44 comprises a hydraulic pipe describing a helicoid. A helicoid makes it possible to locally lengthen the third pipe 42 in a reduced space, which increases the inertia effect opposed by the shock absorber liquid. The helicoid increases the mass of liquid driven and accelerated when the shock absorbers are actuated. The helicoid also optimizes compactness and pressure losses. Alternatively, the hydraulic inertia module 44 comprises a spiral or a serpentine.

[0069] The hydraulic inertia module 44 is designated as a third hydraulic inertia module. The first pipe 38 comprises a first hydraulic inertia module 52 capable of generating an inertia reaction when flow begins through said first pipe 38. The second pipe 40 comprises a second hydraulic inertia module 54 capable of generating an inertia reaction when flow begins through said second pipe 40. In the event of a surge phenomenon of the motor vehicle 10, the first hydraulic inertia module 52 and the second hydraulic inertia module 54 act symmetrically. They allow reciprocal transfers. However, in the event of rolling, the dampers 20 are actuated asymmetrically, and the difference in the flow of damper liquid passes through the third hydraulic inertia module.Thus, the invention allows a different behavior between the pumping phenomenon and the rolling phenomenon. Comfort increases.

[0070] The third hydraulic inertia module is connected between the first hydraulic inertia module 52 and the second hydraulic inertia module 54. The third pipe 42 connects the first hydraulic inertia module 52 to the second hydraulic inertia module 54 in order to direct a flow of shock absorber liquid there. This aspect joins the pipes, and makes it possible to couple the hydraulic inertia modules two by two in the event of the motor vehicle 10 rolling.

[0071] The first pipe 38 comprises a first section 56 between the second chamber 32 of the second damper 24 and the first hydraulic inertia module 52. Symmetrically, the second pipe 40 comprises a second section 58 between the second chamber 32 of the first damper 22 and the second hydraulic inertia module 54. The third pipe 42 is connected to the first section 56 and to the second section 58. The first section 56 is between the first hydraulic inertia module 52 and the third hydraulic inertia module. The second section 58 is between the second hydraulic inertia module 54 and the third hydraulic inertia module.

[0072] The third hydraulic inertia module comprises a third developed length greater than or equal to a first developed length of the first hydraulic inertia module 52 and / or greater than or equal to a second developed length of the second hydraulic inertia module 54. This aspect makes it possible to increase the inertia effect provided by the third hydraulic inertia module. The roll stability is thus greater than the pumping stability, which makes it possible to increase comfort.

[0073] For example, when the second shock absorber 24 is compressed without modification of the elongation of the first shock absorber 22; the shock absorber liquid is transferred from the first chamber 30 to the second chamber 32 by passing through both the second hydraulic inertia module 54 and then the third hydraulic inertia module. It is then understood that the inertia resistance effect is shared; and results in a gain in comfort.

[0074] [Fig. 3] illustrates a shock absorber system 26 of a motor vehicle 10 according to a second embodiment of the invention. The motor vehicle 10 corresponds to that presented in relation to [Fig. 1]. The motor vehicle 10 is subject to a rolling phenomenon which is limited by the shock absorber system 26.

[0075] The shock absorber system 26 is provided with two shock absorbers 20, including a first shock absorber 22 and a second shock absorber 24. Each of these shock absorbers 20 comprises a body 28, a first chamber 30, a second chamber 32, a piston 34 between the first chamber 30 and the second chamber 32. The first chamber 30 and the second chamber 32 are formed in the body 28; and separated by the piston 34 which oscillates between them thanks to an actuating rod 36.

[0076] The shock absorber system 26 further comprises a first conduit 38 connecting the first chamber 30 of the first shock absorber 22 to the second chamber 32 of the second shock absorber 24, a second conduit 40 connecting the second chamber 32 of the first shock absorber 22 to the first chamber 30 of the second shock absorber 24. The shock absorber system 26 further has a third conduit 42 between the first shock absorber 22 and the second shock absorber 24.

[0077] The third pipe 42 comprises a hydraulic inertia module 44. The hydraulic inertia module 44 is capable of generating an inertia reaction opposing a start of flow of shock absorber liquid through the third pipe 42 in order to counter the difference in actuation of the first shock absorber 22 relative to the second shock absorber 24.

[0078] The present embodiment is similar to the first embodiment; it differs however in that the third conduit 42 connects the dampers 20 at the level of the first chambers 30, in this case the compression chambers.

[0079] According to an option of the second embodiment, the third pipe 42 is connected to the bodies 28 of the dampers 20 in an isolated manner. It is connected separately. This option also applies to the other embodiments.

[0080] The first conduit 38 comprises a first end 60 connected to the first chamber 30 of the first damper 22, and the second conduit 40 comprises a second end 62 connected to the first chamber 30 of the second damper 22. The first conduit 38 and the second conduit 40 each comprise an end opposite the first end 60 and the second end 62 respectively. tively, each opposite end being connected to the third pipe 42. Thus, these pipes are directly connected to the bodies 28 of the dampers 20, and this independently of the third pipe 42. This aspect limits the pressure losses, and improves the control of the resistance of the flows.

[0081] [Fig. 4] sketches a shock absorber system 26 of a motor vehicle 10 according to a third embodiment of the invention. The motor vehicle 10 corresponds to that presented in relation to [Fig. 1].

[0082] The shock absorber system 26 is provided with two shock absorbers 20, including a first shock absorber 22 and a second shock absorber 24. Each of these shock absorbers 20 comprises a body 28, a first chamber 30, a second chamber 32, a piston 34 between the first chamber 30 and the second chamber 32. The first chamber 30 and the second chamber 32 are formed in the body 28; and separated by the piston 34 which oscillates between them thanks to an actuating rod 36.

[0083] The shock absorber system 26 further comprises a first pipe 38 connecting the first chamber 30 of the first shock absorber 22 to the second chamber 32 of the second shock absorber 24, a second pipe 40 connecting the second chamber 32 of the first shock absorber 22 to the first chamber 30 of the second shock absorber 24. The shock absorber system 26 further has a third pipe 42 between the first shock absorber 22 and the second shock absorber 24. It connects them at the second chambers 32. The third pipe 42 comprises a hydraulic inertia module 44. The hydraulic inertia module 44 is capable of generating an inertia reaction in the face of a flow of shock absorber liquid through the third pipe 42.

[0084] In the event of a pumping phenomenon of the motor vehicle 10, the shock absorber liquid passes through the first pipe 38 and the second pipe 40 without using the hydraulic inertia module 44. On the other hand, in the event of rolling, the shock absorber liquid uses the hydraulic inertia module 44; generating in passing the mechanical counter-force reaction linked to the increased inertia of the shock absorber liquid.

[0085] The shock absorber system 26 is similar to the first embodiment. It differs, however, in that the first pipe 38 and the second pipe 40 are free of a hydraulic inertia device.

[0086] The present embodiment provides a compromise between simplicity of the shock absorber system and comfort in response to the tilting movements of the motor vehicle.

[0087] According to one option, the first pipe 38 and the second pipe 40 comprise pressure drop means, for example adjustable. This makes it possible to promote flow in the third pipe 42 for flow speeds within a predetermined range. This option also applies to the other embodiments of the invention.

[0088] [Fig. 5] represents a shock absorber system 26 of a motor vehicle 10 according to a fourth embodiment of the invention. The motor vehicle 10 corresponds to that presented in relation to [Fig. 1].

[0089] The damper system 26 is similar to the first embodiment. It differs therefrom, however, in that the first line 38 and the second line 40 are free of a hydraulic inertia device; and in that the damper system 26 further has a fourth line 64 with a fourth hydraulic inertia module 66. In a way, the hydraulic inertia module is split.

[0090] The shock absorber system 26 is provided with two shock absorbers 20, including a first shock absorber 22 and a second shock absorber 24. Each of these shock absorbers 20 comprises a body 28, a first chamber 30, a second chamber 32, a piston 34 between the first chamber 30 and the second chamber 32. The first chamber 30 and the second chamber 32 are arranged in the body 28; and separated by the piston 34 which oscillates between them thanks to an actuating rod 36.

[0091] The shock absorber system 26 further comprises a first conduit 38 connecting the first chamber 30 of the first shock absorber 22 to the second chamber 32 of the second shock absorber 24, a second conduit 40 connecting the second chamber 32 of the first shock absorber 22 to the first chamber 30 of the second shock absorber 24. The shock absorber system 26 further has a third conduit 42 between the first shock absorber 22 and the second shock absorber 24; the fourth conduit 64 also being between them.

[0092] The third pipe 42 comprises a hydraulic inertia module 44, called the third hydraulic inertia module. The hydraulic inertia module 44 is capable of generating an inertia reaction to a flow of shock absorber liquid through the third pipe 42 in order to reduce the difference in actuation of the first shock absorber 22 relative to the second shock absorber 24.

[0093] The fourth pipe 64 comprises a fourth hydraulic inertia module 66. The third hydraulic inertia module is at a distance from the fourth hydraulic inertia module 66. They are identical, they act in parallel. The fourth hydraulic inertia module 66 is capable of generating an inertia reaction in the face of a flow of shock absorber liquid through the fourth pipe 64 in order to reduce the difference in actuation of the first shock absorber 22 relative to the second shock absorber 24.

[0094] Each module is brought closer to one of the dampers 20, which makes it possible to control the load losses and the precision of control of the inertia phenomena.

[0095] According to an alternative of the invention, the shock absorber system is associated with wheels on the same side of the motor vehicle. Therefore, the first shock absorber is a front shock absorber and the second shock absorber is a rear shock absorber; both at left or right of the motor vehicle. Such a shock absorber system increases inertia in the face of pitching movements. This improves comfort.

[0096] The invention comprises the combination of all the embodiments shown by all the figures.

Claims

Claims

1. A shock absorber system (26) for a motor vehicle (10); the shock absorber system (26) comprising two shock absorbers (20) including a first shock absorber (22) and a second shock absorber (24), each comprising a first chamber (30), a second chamber (32), a piston (34) between the first chamber (30) and the second chamber (32), an actuating rod (36) connected to the piston (34) through the second chamber (32);the shock absorber system (26) further comprising a first conduit (38) communicating with the first chamber (30) of the first shock absorber (22) and the second chamber (32) of the second shock absorber (24), a second conduit (40) communicating with the second chamber (32) of the first shock absorber (22) and the first chamber (30) of the second shock absorber (24), a third conduit (42) between the first shock absorber and the second shock absorber (24), the third conduit (42) being intended to be crossed by a shock absorber liquid in the event of a difference in actuation of the first shock absorber (22) relative to the second shock absorber (24); characterized in that the third conduit (42) comprises a hydraulic inertia module (44) which is capable of generating an inertia reaction to a flow of damper liquid through the third conduit (42) in order to reduce the difference in actuation of the first damper (22) relative to the second damper (24).;

2. Shock absorber system (26) according to claim 1, characterized in that the first shock absorber (22) and the second shock absorber (24) each comprise a body (28) delimiting the first chamber (30) and the associated second chamber (32), the hydraulic inertia module (44) being at a distance from the body (28) of the first shock absorber (22) and from the body (28) of the second shock absorber (24).

3. Shock absorber system (26) according to one of claims 1 to 2, characterized in that the hydraulic inertia module (44) comprises a hydraulic pipe describing a spiral, a helicoid or a serpentine.

4. Shock absorber system (26) according to one of claims 1 to 3, characterized in that the hydraulic inertia module (44) is a third hydraulic inertia module; the first conduit (38) comprises a first hydraulic inertia module (52) capable of generating an inertia reaction in the face of a flow through said first conduit (38); the second pipe (40) comprises a second hydraulic inertia module (54) capable of generating an inertia reaction to a flow through said second pipe (40).

5. Shock absorber system (26) according to claim 4, characterized in that the third hydraulic inertia module is connected between the first hydraulic inertia module (52) and the second hydraulic inertia module (54); preferably, the third pipe (42) connects the first hydraulic inertia module (52) to the second hydraulic inertia module (54).

6. Shock absorber system (26) according to one of claims 4 to 5, characterized in that the first pipe (38) comprises a first section (56) between the second chamber (32) of the second shock absorber (24) and the first hydraulic inertia module (52); the second pipe (40) comprises a second section (58) between the second chamber (32) of the first shock absorber (22) and the second hydraulic inertia module (54), the third pipe (42) being connected to the first section (56) and to the second section (58).

7. Shock absorber system (26) according to one of claims 4 to 6, characterized in that the third hydraulic inertia module comprises a third developed length greater than or equal to a first developed length of the first hydraulic inertia module (52) and / or greater than or equal to a second developed length of the second hydraulic inertia module (54).

8. Shock absorber system (26) according to one of claims 1 to 7, characterized in that the third line (42) is connected to the second chamber (32) of the first shock absorber (22) and to the second chamber (32) of the second shock absorber (24).

9. Shock absorber system (26) according to one of claims 1 to 8, characterized in that the third conduit (42) comprises a first bifurcation (48) connected to the first conduit (38), and a second bifurcation (50) connected to the second conduit (40); preferably each first chamber (30) is a compression chamber and each second chamber (32) is an expansion chamber.

10. Motor vehicle (10) comprising a shock absorber system (26); characterized in that the shock absorber system (26) is in accordance with one of claims 1 to 9, preferably, the motor vehicle (10) comprises an axle with a left wheel and a right wheel, the first shock absorber (22) being associated with the left wheel, and the second shock absorber (24) being associated with the right wheel.

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