Active shock absorber device for motor vehicle with integrated control unit

Abstract

To improve the safety and / or configuration of electrical connections or components by focusing on dimensions in a simple and reliable way.SOLUTION: A shock absorber device (6) for a motor vehicle (1) includes a spring support (7), a spring (8), a damping device (9) configured to exert a damping force, a control unit, an electric motor electrically connected to the control unit such that the electric motor provides a torque or force corresponding to a power supply signal, and conversion means configured to control the damping device to convert it into a further force corresponding to the torque or force outputted and exerted by the damping device. The control unit is configured to receive a first control signal indicative of a target value for the further force and to provide the power supply signal as a function of the first control signal such that the power supply signal corresponds to the target value for the further force. The control unit is coupled to the spring support in a fixed position relative to the spring support.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] [Cross - reference to Related Applications] This patent application claims the priority of Italian Patent Application No. 102022000008252 filed on April 27, 2022, the entire disclosure of which is incorporated herein by reference.

[0002] The present invention relates to an active shock absorber device for automobiles, particularly for sports cars.

Background Art

[0003] As is well known, the body of an automobile is usually suspended with respect to the wheels via a suspension device.

[0004] Each suspension device usually includes a spring and a damper, for example a coil spring, and a shock absorber device including a damper or shock absorber, for example a gas one, more precisely a double - cylinder (bi - tube) type or a single - cylinder (single - tube) type, or a remote hydraulic valve and a gas tank.

[0005] The hydraulic damper has an outer casing and a shaft having a piston axially movable with respect to the outer casing. The axial ends of the shaft and the outer casing are respectively fixed to the body and an element of the suspension device, for example a suspension arm. In this way, the movement of the shaft with respect to the outer casing corresponds to the movement of the body with respect to the suspension arm.

[0006] The suspension arm is not necessarily rigid but follows the movement of the wheel to which it is connected. Therefore, the movement of the wheel due to contact with the road surface is transmitted to the suspension arm by the relative movement of the shaft with respect to the outer casing fixed to the suspension arm.

[0007] During the relative motion of the shaft, the piston works in cooperation with the fluid, and the piston is immersed inside the outer casing, thus dampening the motion of the shaft itself.

[0008] Similarly, the helical spring has two axial ends fixed to the body and the suspension arm, respectively. In this way, the movement of the body relative to the suspension arm corresponds to the extension or elastic compression of the spring.

[0009] For example, the spring may be coaxial with the shaft.

[0010] In some cases, the shock absorber device may be active, that is, it may include a control device, more precisely, a device for generating forces configured to actively control the movement of the body relative to the suspension arm, in particular a device for generating and controlling forces applied to the body independently of the movement applied to the wheels by the road surface and transmitted to the body via the suspension device.

[0011] The control devices can be of various types. For example, some control devices associated with shock absorber devices, so-called adaptive ones, control the damping provided by the shock absorber device and adjust the hydrodynamic cooperation between the piston and the fluid in the external casing. Other purely active control devices associated with shock absorber devices directly impose controlled movements on the vehicle body on the suspension arms via servo actuators, such as electric, hydraulic, pneumatic, or electro-hydraulic types.

[0012] An example of an adaptive shock absorber device may be one in which the piston is equipped with a continuously adjustable spool valve for regulating the flow of fluid through the piston during the movement of the shaft. The spool valve is driven electrically, i.e., by an electric motor, such as an electric stepping motor. Obviously, regulating the obstruction of the flow through the spool valve directly affects the damping of the shaft's motion, but does not generate the shaft's motion itself.

[0013] An example of a purely active shock absorber device may include a hydraulic actuator for moving a shaft or body relative to a suspension arm, and the internal pressure is regulated via a hydraulic machine, such as a pump, driven by an electric motor.

[0014] One preferred example of a purely active shock absorber device may be one in which an electric motor directly drives a shaft, particularly via a transmission having a series of gears, chains, or belts, or in which an electric motor moves a body relative to a suspension arm.

[0015] Of course, the shock absorber device may also optionally include a combination of the technologies described above, for example, a piston with a hydraulic actuator and a spool valve, or a piston with a spool valve and an electric motor driving the shaft via a transmission.

[0016] In either case, the active shock absorber device, whether adaptive or purely active, comprises at least one motor for delivering torque or force based on the type of motor, and a control device configured to use the torque or force delivered by the motor to adjust the force applied to the shaft, or more generally the force applied by the shock absorber device, i.e., to adjust the movement of the shaft, or at least to influence the movement of the shaft.

[0017] The applied or exerted force may be a damping force, i.e., a force that opposes the movement of the shaft, or an acting force, i.e., a force that synchronizes with the movement of the shaft.

[0018] The torque or force delivered by the motor, on which the damping force or applied actuation force depends, is detected, for example, by a transducer and controlled via electrical signals arriving from the vehicle's control unit as a function of a quantity indicating the vehicle's pace.

[0019] In some cases, the motor may be electrical, and more particularly, may be controlled or supplied via an electrical signal having a high voltage, i.e., a voltage of 36 volts or more, more preferably 48 volts or more.

Summary of the Invention

Problems to be Solved by the Invention

[0020] In these cases, it is necessary to improve the safety and / or configuration of the electrical connection or component, particularly focusing on dimensions.

[0021] One object of the present invention is to meet the above-mentioned requirements, preferably in a simple and reliable manner.

Means for Solving the Problems

[0022] This object is achieved by the shock absorber device according to claim 1.

[0023] The dependent claims define specific embodiments of the present invention.

Brief Description of the Drawings

[0024] Hereinafter, as non-limiting examples, embodiments of the present invention will be described in order to better understand the present invention by referring to the accompanying drawings. [Figure 1] It is a schematic perspective view of a part of an automobile equipped with a shock absorber device according to the present invention [Figure 2] It is an enlarged perspective view of the shock absorber device of FIG. 1. [Figure 3] It is an additional perspective view of the shock absorber device having its wiring. [Figure 4] It is an even more enlarged exploded view of the control unit of the shock absorber device.

Modes for Carrying Out the Invention

[0025] In Figure 1, reference numeral 1 is used to indicate the automobile as a whole.

[0026] Like all automobiles, the automobile 1 has a body 2, i.e., a structural assembly including a frame and a body, and at least one wheel 3 attached to the body 2.

[0027] The main body 2 defines or surrounds the passenger compartment of the automobile 1.

[0028] The automobile 1 also includes a suspension 4, through which the wheels 3 are connected to the body 2.

[0029] As is well known, the suspension 4 comprises a plurality of suspension elements coupled to the wheel 3, including the suspension arm 5 shown in Figure 1.

[0030] Wheel 3 defines the unsuspended mass of automobile 1, i.e., the body positioned in direct contact with the road. Therefore, while automobile 1 is in motion, wheel 3 moves as a function of the characteristics of the road it is in contact with.

[0031] Since the suspension elements are connected to wheel 3, the movement of wheel 3 is transmitted to the suspension elements. In other words, the suspension elements move as a function of the movement of wheel 3.

[0032] In detail, arm 5 rotates about axis H, and as a result, the movement of wheel 3 can cause a corresponding rotation of arm 5. Therefore, generally, suspension elements may have movement relative to wheel 3, but this is generally not necessary.

[0033] Automobile 1 also includes a shock absorber device or shock absorber assembly 6 which is part of the suspension 4. The shock absorber device 6 is configured to suspend its body 2 to one of the suspension elements, in particular to an arm 5.

[0034] Therefore, the main body 2 defines the mass suspended by the shock absorber device 6 relative to the unsuspended mass.

[0035] Thanks to the shock absorber device 6, the main body 2 can have movement relative to the wheel 3 while it is coupled to the wheel 3 via the same shock absorber device 6 and arm 5.

[0036] The shock absorber device 6 reacts to the relative motion between the body 2 and the wheel 3 by exerting a force that counteracts the force acting on the wheel 3 due to contact between the wheel 3 and the road. As a result, the other two forces mentioned above superimpose, and, conveniently, a force with a lower modulus of elasticity compared to the force acting on the wheel 3 is actually transmitted to the body 2. The force applied by the shock absorber device 6 is preferably such that it brakes the relative motion of the body 2 compared to the wheel 3, dissipating energy, for example, as a result of impacts between the wheel 3 and the road, or as a result of the transmission of load on the vehicle 1, for example, when the vehicle 1 turns a curve, or during acceleration or braking of the vehicle 1. In this way, the movement of the wheel 3 is not transmitted to the body 2 by medium or high frequencies.

[0037] In other words, the movement of wheel 3 is transmitted to the main body 2 only partially or attenuated.

[0038] The shock absorber device 6 comprises a spring support 7, a spring 8, and a shock absorber or damping device 9.

[0039] The spring 8 suspends the main body 2 to one of the suspension elements, specifically to the arm 5. The damper 9 performs the function of dissipating energy.

[0040] The spring 8 may be, for example, a metal spring, especially a helical spring, or, without loss of generality, a fluid spring.

[0041] The spring 8 has an axis K, that is, it extends axially along the axis K. The spring 8 extends axially between two ends 8a and 8b, which are fixed to the spring support 7 and the main body 2, respectively. In particular, end 8a is fixed directly to the spring support 7. End 8b may be fixed indirectly to the main body 2, as shown in Figure 1 and described in detail below.

[0042] The damping device 9 is configured to at least dampen the movement of the wheel 3, or more precisely, its movement relative to the main body 2, and exerts a damping force in response to the movement of the wheel 3.

[0043] Clearly, the damping force corresponds to the relative force exerted on the body 2 or wheel 3, particularly according to classical mechanics, or more specifically, Eulerian mechanics.

[0044] As will become clearer from the following, the damping device 9 may also be used to apply an actuation force, i.e., to amplify or increase the movement of the wheel 3 relative to the body 2, for example by separating the body 2 from the wheel 3, or to generate or force the movement of the wheel 3 relative to the body 2.

[0045] In other words, the damping device 9 may be part of a purely active shock absorber device.

[0046] Of course, even the operating force corresponds to the relative force exerted on the body 2 or wheel 3, particularly according to classical mechanics, or more specifically, Eulerian mechanics.

[0047] The damping device 9 comprises an external casing 10 that extends axially between two ends 11 and 12, the end 12 of which is particularly directly fixed to one of the suspension elements, specifically to the arm 5.

[0048] More specifically, the casing 10 is cylindrical.

[0049] More specifically, the casing 10 extends around axis K, i.e., along axis K.

[0050] Therefore, spring 8 is coaxial with casing 10 or damping device 9. More precisely, spring 8 is positioned around casing 10 or damping device 9.

[0051] Inside the casing 10, the damping device 9 comprises an internal cylinder, which is not shown in detail, and is completely filled with a fluid, particularly a liquid, more specifically oil.

[0052] Furthermore, the damping device 9 comprises a shaft 13 and a piston (not shown) fixed to the shaft 13 in one intermediate portion of the shaft 13. The shaft 13 is positioned along the axis K and can slide along the axis relative to the casing 10 inside the axis K.

[0053] The piston is configured to cooperate with the fluid in the internal cylinder. Therefore, the axial movement of shaft 13 corresponds to the interaction between the piston and the fluid. This interaction generates a damping force that counteracts the axial movement of shaft 13.

[0054] The damping device 9 also includes a mounting element 14 fixed to one end of the shaft 13. The mounting element 14 has a portion positioned between the shaft 13 and the main body 2 and is fixed to the main body 2 using a threaded element (not shown).

[0055] Since the mounting element 14 is fixed to the shaft 13, axial movement of the shaft 13 corresponds to axial movement of the mounting element 14, and therefore to axial movement of the main body 2. The shaft 13 moves axially relative to the casing 10, and therefore to the suspension element or arm 5. Therefore, the main body 2 moves axially relative to the suspension element or arm 5 in response to the axial movement of the shaft 13.

[0056] The end 8b of the spring 8 is fixed in particular directly to the mounting element 14. The spring 8 extends along the axis K between the spring support 7 and the mounting element 14. Therefore, the end 8b is indirectly fixed to the main body 2 via the mounting element 14.

[0057] The axial movement of the mounting element 14, corresponding to the axial movement of the shaft 13, results in the extension or compression of the elastically responsive spring 8.

[0058] The spring support 7 is fixed to the casing 10. More precisely, the spring support 7 is fixed to the casing 10 in one of the intermediate portions of the casing 10 between the ends 11 and 12.

[0059] In detail, the spring support 7 has a through hole along the axis K. The casing 10 completely traverses the spring support 7 through the through hole along the axis K. In other words, the casing 10 extends along the axis K through the through hole.

[0060] As the automobile 1 moves, the movement of the wheels 3 is transmitted to the arm 5. The movement of the arm 5 causes relative axial movement between the shaft 13 and the casing 10. This relative movement, as described above, causes the generation of a damping force. The body 2 moves firmly with the shaft 13, particularly via the mounting elements 14 that indirectly fix the body 2 to the shaft 13. Therefore, the damping force corresponds to the relative movement between the arm 5 and the body 2, which are coupled via the shock absorber device 6.

[0061] The shock absorber device 6 also includes an electric motor 16, in particular an AC electric motor, such as an asynchronous motor. More precisely, the alternating current supplied to the electric motor 16 is a three-phase current, and in particular the nominal supply voltage is between 36 volts and 52 volts, more specifically equal to 48 volts.

[0062] As is well known, the electric motor 16 can also function as a generator.

[0063] The electric motor 16 is configured to output torque or force, for example, when operating as a motor, that is, when current is supplied.

[0064] The electric motor 16 has at least one stator section 17 fixed to the casing 10.

[0065] The shock absorber device 6 includes a conversion or adjustment or drive assembly 18 configured to drive the damping device 9 to use torque or force provided by the electric motor 16 to convert it into a force applied by or through the damping device 9, that is, in other words, to drive the damping device 9 to generate a force related to or corresponding to the torque or force provided by the motor.

[0066] The force applied via the damping device 9 is, in particular, an axial force, that is, a force directed along axis K.

[0067] The force applied via the damping device 9 may be a damping force or an acting force.

[0068] The damping force or operating force corresponds to the force applied to the main body 2 or the wheel 3 via the damping device 9.

[0069] The conversion assembly 18 generates a damping force or driving force as a function of, or in response to, the torque or force provided by the electric motor 16. In practice, the conversion assembly 18 uses the torque or force provided by the electric motor 16 to control the damping device 9, and as a result, the damping or acting force is exerted in accordance with the torque or force provided.

[0070] In other words, the conversion assembly 18 establishes a specific relationship in this case between the supplied torque or force and the force applied by the damping device 9.

[0071] In particular, the conversion assembly 18 converts the torque or force provided by the electric motor 16 into a force applied to the shaft 13, and more specifically, directed along the axis K. The latter force on the shaft 13 may be a damped force, i.e., a force directed in opposition to the movement of the shaft 13, or an actuating force, i.e., a force directed in conjunction with the movement of the shaft 13.

[0072] In practice, the conversion assembly 18 applies or transmits torque or force provided by the electric motor 16 to the shaft 13.

[0073] The conversion assembly 18 can actually be manufactured in many ways, although some of these methods are already known.

[0074] According to the first example, the conversion assembly 18 includes a transmission configured to mechanically transmit torque or force provided by an electric motor 16 to a shaft 13, so that the shaft 13 moves axially in response to the torque or force provided by the electric motor 16. For example, the transmission includes at least one mechanism for converting the rotational motion output by the electric motor 16 into translational motion, such as a screw nut mechanism or a mechanism having a coupling between a worm screw and a helical wheel. The transmission imparts translational motion to the shaft 13, so that the shaft 13 translates along axis K.

[0075] In another example, the conversion assembly 18 comprises one or more servo valves and hydraulic machinery, such as a pump, driven using an electric motor 16, possibly by a suitable transmission. The pump is configured to supply fluid to the servo valve using at least a portion of the torque or force provided by the electric motor 16. The servo valve is controlled via the electric motor 16 and is configured to distribute the fluid supplied by the pump upstream and / or downstream of the piston in the casing 10. Thus, the servo valve and pump define a system configured to change the pressure of the fluid in the casing 10 upstream and / or downstream of the piston, and as a result, the force acting on the piston along axis K changes. In this way, by adjusting the pressure upstream and / or downstream of the piston, the conversion assembly 18 adds a damping or acting force that matches the force acting on the piston and consequently on the shaft 13.

[0076] According to a third example, the conversion assembly 18 comprises one or more servo valves coupled to a piston and configured to allow a liquid in the casing 10 to traverse the piston according to an adjustable flow via the servo valves. The servo valves can be adjusted using an electric motor 16. In particular, the servo valves have a plurality of openings and a movable shutter for adjusting the blocking of the openings. The electric motor 16 is provided by the electric motor 16 and configured to move the movable shutter via torque or force transmitted to the movable shutter via a suitable mechanical transmission device, thereby adjusting the degree to which the openings are blocked. The blocking of the openings determines the flow of liquid through the piston. The flow of liquid determines the damping force acting on the piston and therefore on the shaft 13 as a result.

[0077] According to the fourth example, the conversion assembly 18 includes a mechanical transmission device configured to directly transmit torque or force provided by the electric motor 16 to the body 2. In other words, the mechanical transmission supplied with torque or force provided by the electric motor 16 moves the body 2 relative to the suspension element or arm 5, causing the body 2 to move relative to the suspension element or arm 5. In this case, the conversion assembly 18 indirectly controls the damping device 9, because the damping device responds to the relative motion of the body 2 relative to the suspension element or arm 5 with a damping force as a function of the torque or force provided by the electric motor 16.

[0078] Similarly, according to a fifth example similar to the fourth example, the mechanical transmission device of the fourth example may be configured to move the spring support 7, and consequently the casing 10, relative to the body 2. When the spring support 7 is moved, the arm 5 also moves toward the body 2.

[0079] Clearly, those skilled in the art can derive additional examples of the transformation assembly 18, for example, by combining all or some of the examples described above. The combination may also be done simply by superimposing the features of each of the examples described above.

[0080] Generally, as can be understood from the above explanation, the damping force or actuation force is a direct result of the torque or force provided by the electric motor 16, and therefore depends on the torque or force provided.

[0081] The acting force or damping force is directed in this case along axis K.

[0082] To control the electric motor 16, the shock absorber device 6 includes a control unit 20 that is electrically connected to the electric motor 16, in particular via a plurality of wires 21, 22, 23, and 26.

[0083] The control unit 20 is integrated with the shock absorber device 6.

[0084] Wires 21, 22, and 23, in detail, represent three phases of current suitable for supplying to the electric motor 16.

[0085] Wire 26 may represent a wire that transmits a feedback signal, independently of the other wires 21, 22, and 23, to control the output speed from the electric motor 16 in a closed loop in response to the current supplied to the electric motor 16.

[0086] In particular, the feedback signal is detected and corresponds to a quantity indicating the output speed from the electric motor 16.

[0087] The electric motor 16 can be controlled by the control unit 20 via a power signal generated by the control unit 20.

[0088] More specifically, the power signal is the current supplied to the electric motor 16, that is, the current directed to the electric motor 16 via wires 21, 22, and 23 by the control unit 20.

[0089] The torque or force provided by the electric motor 16 is a direct result of the power supply signal received by the electric motor 16. In other words, the delivered torque or force corresponds to or is a function of the power supply signal.

[0090] The control unit 20 is configured to emit a power signal as a function of a control signal that comes from another control unit, for example, which is part of the automobile 1, and indicates a target value for damping force or actuation force.

[0091] The target value may be, for example, an individual value associated with the current moment, or it may change over time, i.e., a temporal continuum of target values.

[0092] The control unit 20 is configured to receive control signals, for example, via wire 27, which is more specifically part of a CAN 12V network.

[0093] In detail, wire 27 connects one control unit 20 of the automobile 1 to the other control unit.

[0094] Furthermore, the control unit 20 is electrically connected to the vehicle 1 via supply wires 24 and 25. Supply wire 24 comes specifically from a power source or is attached to a power source, such as a battery or a volt generator 48. Wire 25 is a grounded wire.

[0095] In other words, the control unit 20 includes an electrical connection for receiving power supply current. The power supply current, in particular DC, may have a voltage of 36 to 52 volts, preferably 48 volts.

[0096] The target value of the damping force or actuation force is preferably obtained via a transducer and determined by another control unit as a function of a signal indicating a parameter characterizing the movement of the vehicle 1 in use. The actual method by which the target value is determined is irrelevant to the purpose of this invention and, in addition, may be considered publicly known. Therefore, these methods are not described in detail.

[0097] The control unit 20 uses internal logic to process the control signal, determine the power signal corresponding to the target value described by the control signal, and then emits it.

[0098] Therefore, in other words, the control unit 20 is configured to provide a power supply signal as a function of the control signal, and as a result, the provided power supply signal corresponds to a target value of the required damping force or actuation force.

[0099] Therefore, the above-described control chain, particularly the open loop, is defined and consequently used by the control unit 20 to determine and emit power signals so that the control signals indicating the target value are used by the electric motor 16 to provide torque or force which is converted by the conversion assembly 18 into damping force or actuation force corresponding to the target value.

[0100] In other words, the control unit 20 emits a power signal calibrated so that the torque or force provided by the electric motor 16 causes a damping or acting force equal to a target value via the conversion assembly 18, and so the damping or acting force actually exerted by the shock absorber device 6 via the control chain tends toward the target value. Under ideal conditions, the damping or acting force is actually equal to the target value. On the other hand, considering the non-ideal behavior of the electric motor 16 and the conversion assembly 18, the damping or acting force will have a deviation from the target value, which is not necessarily the case, and is preferably negligible.

[0101] Alternatively, the control unit 20 may have control logic in a closed loop to determine the power supply signal. In other words, the control unit 20 outputs a power supply signal as a function of the difference between a target value and the actual damping force or acting force, which is measured using, for example, a specific sensor, or observed starting from one or more quantities measured using a sensor. For example, the power supply signal can be proportional to the difference or calculated according to a PID control law.

[0102] Even in the case of closed-loop control logic, the control unit 20 emits a power supply signal as a function of the control signal such that the power supply signal corresponds to or is related to a target value. In this case, the relationship to the target value includes a dependence on the actual attenuation or actuation force that contributes to forming a difference or error.

[0103] For example, the shock absorber device 6 includes a transducer, in particular a position transducer, more specifically an encoder, configured to detect a quantity indicating the position of the shaft 13 relative to the casing 10 and generate a corresponding electrical signal.

[0104] The position transducer is electrically connected to the control unit 20, for example, via wire 26. Therefore, the detected quantity specifically indicates the output speed from the electric motor 16. Thus, the control unit 20 is configured to receive an electrical signal related to the detected quantity.

[0105] For example, damping or acting forces can potentially be observed by the control unit 20, starting from the received electrical signal, by, for example, utilizing a stored mathematical model. The mathematical model relates the damping force to the dynamics that change the position of the shaft 13. The mathematical model can be based on theoretical models, experimental data, or both.

[0106] In Figure 3, the wire identified by reference numeral 28 is an additional precautionary grounding wire, which is useful, for example, in case of insulation loss in the electric motor 16.

[0107] The control unit 20 preferably includes a static power converter, in particular an inverter configured to convert DC or DC signals into AC or AC signals and supply them to the electric motor 16.

[0108] For example, the control unit 20 may include a logic block configured to determine an additional control signal as a function of a control signal indicating a target value. The additional signal is determined by the control unit 20, taking into account that it is converted to a power signal via a converter.

[0109] Therefore, the additional control signal is calibrated such that the power supply signal from the converter causes the power generated by the electric motor 16 to produce a damping force or actuation force equal to a target value via the converter 18.

[0110] The additional control signals can even coincide with the control signals indicating the target value, without losing generality.

[0111] In detail, the control unit 20 adjusts the frequency of the power supply signal via a converter as a function of a control signal indicating a target value.

[0112] In other words, the control unit 20 includes a mapping that maps target values ​​to the frequency of the power supply signal. Therefore, the frequency of the power supply signal is adjusted by the control unit 20 based on this mapping.

[0113] The mapping may be experimentally calibrated, for example, by associating the actual damping force or operating force applied by the shock absorber device 6 or damper 9 with the frequency of the power supply signal.

[0114] The control unit 20 is coupled to the spring support 7 in a fixed position relative to the spring support 7.

[0115] In particular, the connection between the control unit 20 and the spring support 7 is made using fastening elements, such as multiple screws.

[0116] Preferably, the control unit 20 is directly fixed to the spring support 7, that is, it is in direct contact with the spring support 7.

[0117] Specifically, the spring support 7 is positioned between the spring 8 and the control unit 20 along the axis K.

[0118] Furthermore, as can be seen more clearly in Figure 4, the control unit 20 includes a printed circuit board 31 (known by the acronym PCB) that specifically defines the logic of the control unit 20.

[0119] The printed circuit board 31 preferably comprises at least three substantially rigid portions 32, 33, and 34.

[0120] Each of the portions 32, 33, and 34 extends either laterally or perpendicularly to the corresponding axis perpendicular to axis K.

[0121] Furthermore, conveniently, the printed circuit board 31 includes two flexible sections 35 that connect sections 32 and 33 to section 34, respectively.

[0122] More specifically, portion 34 has two opposing ends 34a, 34b perpendicular to a linear direction A, particularly the transverse direction, more specifically to axis K. Portion 34 has two other opposing ends 34c, 34d, corresponding to an additional linear direction B perpendicular to direction A and parallel to axis K.

[0123] Sections 32 and 33 are joined or connected to section 34 at their ends 34a and 34b, respectively, via flexible sections 35.

[0124] Although parts 32, 33, 34, and 35 differ according to their different flexibility, the printed circuit board 31 preferably consists of a single component. Thus, the printed circuit board 31 is a single body without interruption between parts 32, 33, 34, and 35.

[0125] The portions 32 and 33 are positioned laterally relative to portion 32 such that they form an empty volume between portions 34 and 33 according to direction A.

[0126] More precisely, portions 32 and 33 are perpendicular to portion 34. Thus, the printed circuit board 31 has a C-shaped or U-shaped configuration. This particular configuration allows the control unit 20 to remain inscribed within the spring support 7, more precisely within the diameter of the spring support 7, and advantageously has dimensions that fit into the space of the suspension.

[0127] In other words, parts 32 and 33 are arranged parallel to or opposite each other along direction A.

[0128] The casing 10 preferably traverses the empty space between portions 32 and 33. That is, the printed circuit board 31 encloses the casing 10.

[0129] The control unit 20 also includes a casing 40 that houses the printed circuit board 31.

[0130] The casing 40 has a shape that corresponds to the printed circuit board 31.

[0131] More specifically, the casing 40 includes a coating portion 41 that defines a seat portion shaped to accept the printed circuit board 31 by insertion only along the axis K. In other words, the printed circuit board 31 cannot be inserted into the seat portion along a direction transverse to the axis K.

[0132] Furthermore, the casing 40 includes a mask 42, such as a cover, configured to be fixed to the coating portion 41 using fastening elements, for example, screws, and closes the printed circuit board 31 inside the seat portion. In other words, when the mask 42 is fixed to the coating portion 41, the printed circuit board 31 cannot be pulled out from the seat portion.

[0133] The mask 42 comprises a plate that is lateral and, more precisely, perpendicular to axis K.

[0134] The coated portion 41 is positioned between the mask 42 and the spring support 7, depending on the axis K.

[0135] The mask 42 has a plurality of through holes 43 having corresponding axes parallel to axis K. Each hole 43 is traversed by wires 21, 22, 23, 24, 25, 26, 27, and 28.

[0136] Wires 23, 24, 25, 26, 27, and 28 are terminated, in particular, by connectors that connect to the printed circuit board 31.

[0137] More specifically, at least one, some or all, of the connection points are terminals directly fixed to the printed circuit board 31.

[0138] Inside the casing 40, the printed circuit board 31 is preferably immersed in or embedded in the resin contained within the casing 40. For example, the resin is polymeric. More precisely, the resin is epoxy resin.

[0139] The resin completely surrounds the printed circuit board 31. In other words, the resin is present on both sides of the printed circuit board 31 in a direction perpendicular to axis K.

[0140] The control unit 20 also preferably includes a voltage limiting element configured to limit the voltage of the current directed toward the vehicle 1, more precisely toward other control units of the vehicle 1, by the electric motor 16.

[0141] The control unit 20 is configured to activate the voltage limiting element so that it performs its function of limiting the voltage when the same control unit 20 does not receive a power supply current in particular via wire 24, or a control signal indicating a target value for the damping force in particular via wire 27.

[0142] In other words, the control unit 20 is configured to limit the voltage of the input current coming from the electric motor 16 when it does not receive any control signal indicating a target value for the supply current, damping force, or operating force. For example, this occurs when the movement of the suspension 4 generates relative motion between the casing 10 and the shaft 13, and thus generates the transmitted rotation of the electric motor 16, in which case it functions as a generator.

[0143] From the above, the advantages of the shock absorber device 6 according to the present invention are clear.

[0144] The shock absorber device 6 is very compact and, as a result, safe. The position of the control unit 20 near the spring support 7 allows the wires 21, 22, and 23 to be very short compared to the corresponding wires for connecting the electric motor 16 to other control units of the automobile 1. This allows for electrical isolation of the wires 21, 22, and 23, reducing the risk of short circuits or malfunctions.

[0145] This aspect is particularly important because wires 21, 22, and 23 are designed to carry the power signal for the electric motor 16, which is supplied with a relatively high voltage.

[0146] The printed circuit board 31 has an optimal shape. In particular, the configuration having three parts 32, 33, and 34 and a flexible part 35 makes it possible to keep the printed circuit board 31 compact despite the relatively large number of components.

[0147] Furthermore, the C-shaped or U-shaped configuration of the printed circuit board 31 facilitates heat exchange between the casing 40 and the surrounding air, particularly by convection, and heat dissipation by conduction between the casing 40 and the other casing 10, both of which are preferably made of aluminum.

[0148] The resin in which the printed circuit board 31 is embedded protects the printed circuit board 31 from large vibrations experienced by the shock absorber device 6. Furthermore, the resin forms an effective barrier against the intrusion of water and dust into the casing 40.

[0149] Finally, it is clear that modifications can be made to the shock absorber device 6 and its modified products according to the present invention, without departing from the scope of protection defined by the claims.

[0150] In particular, the number and shape of the components described and illustrated may differ and can be changed with a great degree of freedom.

[0151] Furthermore, each range described must be interpreted as multiple distinct alternative values. Individual numbers within a range must be considered specifically described, even if not explicitly mentioned.

[0152] Finally, the shock absorber device 6 can also be considered to belong to the suspension 4, or more generally, to the automobile 1.

Claims

1. A shock absorber device (6) for an automobile (1), wherein the shock absorber device (6) is configured to suspend the body (2) of the automobile (1) with respect to a suspension element (5) which constitutes part of the automobile (1) and is coupled to at least one wheel (3) of the automobile (1), and the shock absorber device (6) - Spring support (7) and, - A spring (8) having an axis (K) and extending axially between a first axial end (8a) fixed to the spring support (7) and a second axial end (8b) fixed to the main body (2), - A damping device (9) that can be coupled to the wheel (3) and the main body (2) in order to dampen the movement of the wheel (3) relative to the main body (2) by applying a damping force in response to the movement of the wheel (3), - Control unit (20), - An electric motor (16) is electrically connected to the control unit (20), is controllable by the control unit (20) via a power signal generated by the control unit (20), and thereby outputs torque or force corresponding to the power signal. - A conversion means (18) configured to control a damping device (9) that converts the output torque or force into a further force corresponding to the torque or force exerted on the main body (2) by the damping device (9), The control unit (20) is configured to receive a first control signal indicating a target value of the further force, and to output the power supply signal as a function of the first control signal such that the power supply signal corresponds to the target value of the further force. A shock absorber device in which the control unit (20) is coupled to the spring support (7) in a fixed position relative to the spring support (7).

2. The shock absorber device according to claim 1, wherein the spring support (7) is axially positioned between the spring (8) and the control unit (20) along the axis (K).

3. The shock absorber device according to claim 1 or 2, wherein the control unit (20) is directly fixed to the spring support (7).

4. The shock absorber device according to claim 1 or 2, wherein the control unit (20) comprises logic configured to process the first control signal and thereby output a second control signal as a function of the first control signal, and the control unit (20) further comprises a static power converter configured to convert the second control signal into the power signal.

5. The shock absorber device according to claim 1 or 2, wherein the control unit (20) comprises a printed circuit board (31).

6. The shock absorber device according to claim 5, wherein the printed circuit board (31) comprises a first portion (34) which extends along a linear direction (A) between its two ends (34a, 34b), two flexible portions (35), and two second portions (32, 33) which are respectively connected to the two ends (34a, 34b) of the first portion (34) via the flexible portions (35), and the second portions (32, 33) are arranged laterally to the first portion (34) along the linear direction (A) to form an empty volume between the second portions (32, 33).

7. The shock absorber device according to claim 6, wherein the second portions (32, 33) are arranged parallel to or opposite each other along the linear direction (A).

8. The shock absorber device according to claim 6, wherein the linear direction (A) is perpendicular to the axis (K).

9. The shock absorber device according to claim 5, wherein the control unit (20) comprises a casing (40), and in the casing (40), the printed circuit board (31) is positioned inside and embedded in resin housed within the casing (40).

10. The shock absorber device according to claim 1 or 2, wherein the control unit (20) includes electrical connection parts (24, 25, 27) for receiving power current from the power supply of the automobile (1), and the control unit (20) is configured to limit the voltage of the input current coming from the electric motor (16) when the control unit (20) does not receive the power current or the first control signal.

11. The shock absorber device according to claim 1 or 2, wherein the damping device (9) comprises a casing (10) coaxial with the spring (8), and the spring support (7) is fixed to the casing (10).

12. The shock absorber device according to claim 11, wherein the spring support (7) has a through hole that completely intersects the casing (10) along the axis (K).

13. An automobile comprising a main body (2), a wheel (3), a suspension element (5) coupled to the wheel (3), and a shock absorber device (6) according to claim 1 or 2 for suspending the main body (2) from the suspension element (5), wherein the second axial end (8a) of the spring (8) is fixed to the main body (2), and the damping device (9) is coupled to the wheel (3) and the main body (2).

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