Shock absorber, vehicle, and motorcycle

Abstract

The invention relates to a shock absorber (10, 110, 210) for a vehicle (12), comprising an absorber cylinder (14, 114, 214), an absorber piston (16, 116, 216) arranged in the absorber cylinder (14, 114, 214), and at least one overflow unit (18, 118, 218) which is arranged parallel to the absorber piston (16, 116, 216) and which, in a main working region (26, 126, 226) of the absorber piston (16, 116, 216) in the absorber cylinder (14, 114, 214), can be flowed through by an absorber fluid (116, 218) that can be arranged in the absorber cylinder (14, 114, 214), wherein the overflow unit (18, 118, 218) is designed and arranged such that the overflow unit (18, 118, 218) is not flowed through by the absorber fluid in at least one end position region (58, 158, 258, 66, 166, 266) depending on the position of the absorber piston (16, 116, 216) in the absorber cylinder (14, 114, 214)

Description

[0001] - 1 - KTM AG

[0002] Shock absorbers, car and motorcycle

[0003] The present invention relates to a shock absorber for vehicles. In particular, the present invention relates to a shock absorber with

[0004] - a damper cylinder,

[0005] - a damper piston arranged in the damper cylinder, and

[0006] - a flow unit through which a damper fluid can be arranged in the damper cylinder can flow in a main working area of ​​the damper piston in the damper cylinder.

[0007] Furthermore, the present invention relates to a vehicle and a motorcycle with such a shock absorber.

[0008] Shock absorbers primarily serve to provide sufficient driving comfort for the driver and any passengers. The tuning of shock absorbers can vary depending on the vehicle type and intended use. For example, the tuning of a shock absorber for an off-road vehicle may differ from that of a shock absorber for a purely on-road vehicle, although driving comfort is always a key consideration in the shock absorber tuning.

[0009] To provide sufficient damping reserves for high loads, shock absorbers can be designed with end-position damping. With end-position damping and the resulting damping reserves, ride comfort can be maintained almost unimpaired even under high vehicle loads. Furthermore, it can protect the vehicle from damage. For example, it can extend the lifespan of the main frame and swingarm of a motorcycle equipped with a shock absorber. End-position damping also prevents the damper piston from bottoming out, i.e., hitting the damper cylinder. Thus, end-position damping contributes not only to maintaining ride comfort but also to preventing damage to the shock absorber.

[0010] Common solutions for end-position damping in shock absorbers often feature an additional end-position valve connected in series with the actual valve unit of the shock absorber. This series-connected end-position valve interacts with a cup or needle located at one end of the

[0011] KTM-20982-P-WO - 2 - KTM AG

[0012] The needle can be arranged on the damper cylinder. It can also be attached to one end of the damper piston. The cup or needle reduces the flow through the end-position valve in the end-position range, thereby increasing the damping force and decelerating the damper piston in the end-position range.

[0013] A disadvantage of these well-known end-position damping solutions with a series-connected end-position valve and a cup or needle is their large axial installation space requirement. This also negatively impacts the vehicle's design flexibility. Especially in motorcycles, and particularly in off-road motorcycles where shock absorbers with a very long stroke are used, there is relatively little installation space available for arranging the various components.

[0014] The object of the present invention is to provide a shock absorber with end-position damping that has a compact design.

[0015] This problem is solved according to the invention by a shock absorber having the features of claim 1. Advantageous embodiments and further developments of the invention can be found in the dependent claims.

[0016] According to the invention, a shock absorber for a vehicle is provided, comprising a damper cylinder, a damper piston arranged in the damper cylinder, and a flow control unit arranged parallel to the damper piston. In a main working range of the damper piston within the damper cylinder, the flow control unit is permeable to a damper fluid that can be arranged within the damper cylinder. The flow control unit is designed and arranged such that, depending on the position of the damper piston within the damper cylinder, flow through the flow control unit is prevented in at least one end-position region of the damper piston within the damper cylinder.

[0017] End-position damping can be provided by the bypass unit arranged parallel to the damper piston. Depending on the position of the damper piston within the damper cylinder, the bypass unit is no longer effective as a bypass unit in at least one end-position range. In other words, the bypass path formed by the bypass unit is no longer effectively permeable depending on the position of the damper piston in at least one end-position range, thus preventing...

[0018] KTM-20982-P-WO - 3 - KTM AG a pressure increase and thus an increase in damping force in the end position range.

[0019] The overflow unit according to the invention eliminates the need for a series-connected end-position valve that interacts with a cup or needle. The parallel arrangement of the overflow unit results in a smaller axial installation space requirement for the shock absorber. The shock absorber according to the invention can therefore be designed to be relatively short in the axial direction. This offers advantages in terms of space and the installation position of the shock absorber on the vehicle, which are relevant for motorcycles and other space-sensitive vehicles and lead to greater freedom in the design and arrangement of other vehicle components.

[0020] During compression (compression) and rebound (rebound), the damper piston can move between an upper and a lower end position along its axis of movement. The upper end position can correspond to the end position of the damper piston within the damper cylinder during compression. The upper end position is referred to below as the "compression end position." The lower end position can correspond to the end position of the damper piston within the damper cylinder during rebound. The lower end position is referred to below as the "rebound end position." The axis of movement of the damper piston can also correspond to the principal axis of extension of the main cylinder chamber. A "principal axis of extension" of an object or space can be understood as an axis that runs parallel to the longest edge of the smallest geometric cuboid that just completely encloses the object or space, and in particular, passes through the center of the cuboid.

[0021] The damper piston has a main working range within the damper cylinder. This main working range can be located between the compression and rebound end positions. The piston primarily moves within this main working range during compression and rebound. Therefore, under normal load, the piston moves within this main working range. Starting from the end positions of the damper piston within the damper cylinder, an end position range can extend over a predetermined distance along the damper piston's axis of movement within the damper cylinder. These end position ranges can extend between the respective end positions and the main working range. The following section describes the end position range in the...

[0022] KTM-20982-P-WO - 4 - KTM AG

[0023] The term "compression stage end position range" is used for the compression stage, and the term "rebound stage end position range" is used for the end position range in the rebound stage. The axial extent of the end position ranges and the main working range can depend, among other things, on the design and / or arrangement of the overflow unit. The end position ranges in which the end-position damping is effective can be determined by the positioning and design of the at least one overflow unit.

[0024] The damper piston can be located in a main cylinder chamber of the damper cylinder. The damper fluid can also be located in the main cylinder chamber. The damper fluid can be a liquid such as hydraulic oil, a water-based fluid, or the like. The damper piston can divide the main cylinder chamber into a first chamber and a second chamber. The movement of the damper piston within the main cylinder chamber can change the volumes of the first and second chambers.

[0025] The transfer unit can fluidically connect the first and second chambers in the damper cylinder during the main working range of the damper piston. During this time, damper fluid can flow between the first and second chambers of the damper cylinder via the transfer unit. However, the invention may also provide that, in at least one end-position region of the damper piston in the damper cylinder, there is no fluidic connection between the first and second chambers via the transfer unit. Therefore, in at least one end-position region, no damper fluid can flow between the first and second chambers via the transfer unit.

[0026] The transfer unit can be designed such that, at least in the main working range of the damper piston in the damper cylinder during the compression stage, damper fluid can flow from the first chamber into the second chamber via the transfer unit. In a preferred embodiment, flow through the transfer unit can be prevented, at least in the end-position range of the compression stage, depending on the position of the damper piston in the damper cylinder. Therefore, in this embodiment, there is no fluidic connection between the first and second chambers via the transfer unit in the end-position range of the compression stage.

[0027] KTM-20982-P-WO - 5 - KTM AG

[0028] Alternatively or additionally, the transfer unit can be designed such that, at least during the main working range of the damper piston in the damper cylinder, damper fluid can flow from the second chamber into the first chamber via the transfer unit during rebound. Depending on the position of the damper piston within the damper cylinder, fluid may not flow through the transfer unit at the end of the rebound stroke. In this case as well, there is no fluidic connection between the first and second chambers via the transfer unit at the end of the rebound stroke.

[0029] The overflow unit can therefore be designed and / or arranged such that flow through the overflow unit is prevented only in the compression stage end position range, but flow through the overflow unit is possible in the rebound stage end position range. In this case, the rebound stage is designed without end-position damping.

[0030] The shock absorber can have an at least partially separate rebound flow unit, which is at least partially separate from a compression flow unit. The at least partially separate rebound flow unit can be arranged at least partially parallel to the damper piston.

[0031] The bypass unit can have at least one first flow opening and at least one second flow opening. The first and second flow openings can be configured as passages for damper fluid from the main cylinder chamber into the bypass unit and / or from the bypass unit into the main cylinder chamber. The at least one first flow opening and the at least one second flow opening can be arranged axially offset from each other. The first flow opening can be located, viewed along the axis of movement, between the compression stage end position and the second flow opening. Accordingly, the second flow opening can be located, viewed along the axis of movement, between the rebound stage end position and the first flow opening.

[0032] In the main working area of ​​the damper piston in the damper cylinder, at least one first flow opening can be arranged in the first chamber and at least one second flow opening in the second chamber. For example, the overflow unit can be designed as follows and / or

[0033] KTM-20982-P-WO - 6 - KTM AG is arranged so that, during the compression stage in the main working range, damper fluid can be "forced" from the first chamber through the first flow opening, the bypass channel, and the second flow opening into the second chamber by movement of the damper piston. The fluid flow through the bypass unit can be directed between the first and second chambers, bypassing the damper piston, i.e., the damper piston is "bypassed."

[0034] Once the damper piston reaches the first flow port in the compression stage, the damping pressure in the first chamber can increase continuously. After the damper piston passes through the first flow port, the damping pressure in the first chamber can remain at the level higher than the damping pressure in the main working range, or it can increase further due to the further reduction in the volume of the first chamber.

[0035] The overflow unit can have at least one overflow channel for the damper fluid. This at least one overflow channel can fluidically connect the at least one first flow opening and the at least one second flow opening.

[0036] The at least one flow channel can be designed to allow damper fluid to flow through it during the compression and / or rebound stages. The flow unit can also have fluid channels for the damper fluid that are at least partially separated from each other for the rebound and compression stages.

[0037] The overflow unit can be arranged at least partially radially outside the main cylinder chamber. The at least one overflow channel of the overflow unit can be arranged at least partially radially outside the main cylinder chamber. The overflow unit can be arranged overlapping the main cylinder chamber when viewed in the direction of the axis of movement.

[0038] The overflow channel of the overflow unit can extend at least partially parallel to the main cylinder chamber of the damper cylinder. The overflow channel of the overflow unit can also extend at least partially along the cylinder wall of the main cylinder chamber. This design allows for a particularly compact implementation of the end-position damping system with regard to installation space requirements.

[0039] KTM-20982-P-WO - 7 - KTM AG. It may be provided that the transfer channel of the transfer unit runs parallel to the main cylinder chamber over essentially its entire extent.

[0040] The first flow-through opening can be located axially immediately before one of the end position regions, within one of the end position regions, or at the transition between the main working region and the end position region. For example, a compression stage end position region originating from the compression stage end position can extend along the axis of movement to a maximum of one flow-through opening of the overflow unit. This can apply analogously to the rebound stage end position region originating from the rebound stage end position.

[0041] The at least one first flow opening and / or the at least one second flow opening can be arranged on a cylinder wall of the damper cylinder, in particular the main cylinder chamber. The at least one first flow opening and / or the at least one second flow opening can be designed as a bore(s) or other opening in the cylinder wall. The at least one first flow opening and / or the at least one second flow opening can also be formed between two elements.

[0042] The damping characteristics of the shock absorber can be adjusted by the shape and / or cross-section of the first and / or second flow openings. The first and / or second flow openings can be designed as bores. For example, the first and / or second flow openings can be round, circular, oval, or slotted. The first and / or second flow openings can also have rectangular cross-sections. For example, the first and / or second flow openings can be triangular or similar. The rectangular cross-sections of the first and / or second flow openings can have rounded corners.

[0043] According to a further development of the invention, the overflow unit can have several first and / or second flow openings. The first and / or second flow openings can be arranged symmetrically on the cylinder wall. The symmetry can be, for example, with respect to the

[0044] KTM-20982-P-WO - 8 - KTM AG

[0045] Adjust the axis of movement. The multiple flow openings can be arranged in a plane perpendicular to the axis of movement. This counteracts one-sided loading of the shock absorber caused by a force generated by the flow of damping fluid. Advantageously, a uniform force distribution can be achieved in this respect. This enables gentle operation of the shock absorber, thus significantly improving its service life. Alternatively, the flow openings could also be offset and / or asymmetrically arranged in the direction of the main axis of extension. The flow openings can also be grouped on the cylinder wall. The individual groups of flow openings can be offset from each other. For example, groups of three flow openings each can be offset from each other by a predetermined angular amount.The groups can be arranged on an imaginary line that may extend obliquely to the main axis of extension.

[0046] The bypass unit can include at least one valve unit for controlling the flow of damper fluid through it. The damping characteristics of the shock absorber can be adjusted via the valve unit. The valve unit can be configured to control the damper fluid flow in the rebound and / or compression stages. The valve unit can have one or more valves. For example, the valve unit can have at least one separate valve each for the rebound and compression stages. Alternatively, the valve unit can have one or more common valves for both the rebound and compression stages.

[0047] The valve unit can be arranged radially offset from the main cylinder chamber on the damper cylinder. The valve unit can be arranged radially outside the main cylinder chamber. The valve unit can be arranged within the overflow channel of the overflow unit. The valve unit can be arranged, for example, at one of the flow openings or spaced apart from the flow openings. The damper fluid can thus flow from the first chamber through a flow opening into the overflow channel containing the valve unit. The damper fluid flows through the valve unit, is throttled there, and then flows through a flow opening into the second chamber.

[0048] KTM-20982-P-WO - 9 - KTM AG

[0049] In a preferred embodiment, the valve unit is mechanically controllable. Alternatively or additionally, the valve unit could also be electrically controllable.

[0050] The overflow unit can also be designed without a valve unit. In this case, a throttling effect can be provided solely via the flow openings and / or the overflow channel of the overflow unit. The throttling effect, and thus the end-position damping, can be adjusted by the size or cross-section of the flow openings and / or the overflow channel. This allows for cost-effective end-position damping.

[0051] The shock absorber can have at least one flow-through unit through which damping fluid can flow. The flow-through unit can be arranged and / or designed such that damping fluid can flow through it in the main working range and in the end-position ranges of the damper piston in the damper cylinder, i.e., over the entire working range of the damper piston.

[0052] According to one embodiment of the invention, the damping fluid in the at least one end position region can flow only through the at least one flow unit. This allows the damping force in the at least one end position region to be increased compared to the damping force in the main working region.

[0053] The flow-through unit can be arranged on the damper piston. Through the flow-through unit on the damper piston, the damper fluid can flow, for example, between the first and second chambers within the damper cylinder when the damper piston moves. The flow-through unit can be arranged parallel to the overflow unit. Accordingly, a flow path formed by the overflow unit can run at least partially parallel to the overflow path formed by the overflow unit. Thus, in addition to the flow-through unit on the damper piston, the damper fluid can also flow between the two chambers of the damper cylinder through the parallel overflow unit on the damper piston.

[0054] The flow unit can be designed as one or more bores in the damper piston, through which the first and second chambers in the damper cylinder can be fluidically connected. The damper piston can

[0055] KTM-20982-P-WO - 10 - KTM AG, however, may also be designed without the flow unit described above.

[0056] Alternatively, the flow unit can also have a flow opening formed in a base area of ​​the damper cylinder and a base valve unit arranged thereon. The base valve unit can have one or more valves. A valve can be designed as a two-way valve, as a check valve, for example as a needle valve, as a valve with shims, or the like.

[0057] The flow unit can include at least one additional valve unit for controlling the flow of damper fluid through it. This additional valve unit can be configured to control the flow of damper fluid in the rebound and / or compression stages. It can have one or more valves. The additional valve unit can be configured to control the flow of damper fluid through the damper piston between the first and second chambers in the compression and / or rebound stages. The flow unit can have separate bores, fluid channels, and / or flow openings for the rebound and compression stages.

[0058] In a preferred embodiment of the invention, the at least one valve unit of the overflow unit and the at least one further valve unit of the throughflow unit can be arranged parallel to each other with respect to the axis of movement of the damper piston in at least one position of the damper piston. This allows for an axially compact design compared to known shock absorbers that have valves arranged in series.

[0059] The damping behavior of the shock absorber can be determined by the overflow unit and / or the at least one flow unit, for example, by their arrangement, design, and / or setting. The damping behavior in a rebound and / or compression stage of the shock absorber can be adjusted via the overflow unit and / or the at least one flow unit. In many cases, different damping forces are required for the compression (compression) and rebound (rebound) phases of the shock absorber. Therefore, the settings for the overflow unit and / or the flow unit can differ for the compression and rebound phases. However, it is also conceivable to set identical damping behavior for both the rebound and compression phases of the shock absorber.

[0060] KTM-20982-P-WO - 11 - KTM AG

[0061] The damper cylinder can have a damper cylinder body. At least one tube can be inserted into this damper cylinder body. The tube can form at least part of the main cylinder chamber.

[0062] The at least one tube can be in contact with at least a section of a wall of the damper cylinder body. The at least one overflow unit can be arranged radially between the tube and the wall of the damper cylinder body.

[0063] The pipe may have at least one first flow opening. At least one overflow channel may extend between the pipe and the damper cylinder body. At least one second flow opening may be formed in the pipe or between the pipe and the wall of the damper cylinder body. The at least one overflow channel may extend along the outer surface of the pipe between the at least one first flow opening and the at least one second flow opening.

[0064] The at least one valve unit of the at least one overflow unit can be arranged on the damper cylinder body. The at least one valve unit can be at least partially incorporated into the damper cylinder body.

[0065] According to a further development of the invention, the shock absorber can have a housing and at least one adjustment device arranged on the housing for adjusting the damping behavior of the shock absorber. The adjustment device allows the damping behavior of the shock absorber to be changed and thus adapted to different requirements. This ensures that the shock absorber can exhibit the desired damping behavior in different situations. The adjustment device allows a user or driver to easily and conveniently adjust the damping behavior. Overall, this can increase user comfort. The adjustment device can interact with at least one valve unit of the overflow unit for adjusting the damping behavior. The adjustment device can be used to adjust the damping behavior in the rebound and / or compression phases.The adjustment device can be used, for example, to set the pressure dependency of the valve unit. The adjustment device can be used to set the...

[0066] KTM-20982-P-WO - 12 - KTM AG

[0067] The damping behavior in the rebound and compression stages requires separate actuation means for a user on the housing.

[0068] According to one embodiment, the shock absorber can have a reservoir that is fluidically connected to the main cylinder chamber of the damper cylinder. The reservoir can be designed as an external reservoir and arranged outside the damper cylinder. The reservoir can be configured to compensate for the volume of damper fluid in the damper cylinder during operation of the shock absorber. For example, the reservoir can compensate for the displacement of damper fluid by the piston rod and the thermal expansion of the damper fluid during operation of the shock absorber. The reservoir can have two separate chambers, a first chamber for the damper fluid and a second chamber for a gas, such as nitrogen. The two chambers can be separated by a flexible diaphragm or a floating piston.The diaphragm or piston can move to equalize the volume of the damper fluid, thereby compressing the gas in the second reservoir chamber. The gas in this second reservoir chamber allows a constant pressure to be maintained relative to the damper fluid, thus advantageously ensuring a uniform damping effect and preventing foaming.

[0069] The damper cylinder can have a bottom valve unit through which the damper fluid can be exchanged between the reservoir, preferably the first reservoir chamber, and the main cylinder chamber of the damper cylinder. Alternatively, the shock absorber can also have a compensating device arranged in the damper cylinder, which may, for example, include a compensating reservoir that can be separated from the damper fluid by a floating piston or the like.

[0070] The shock absorber may have a piston rod connected to the piston. The piston rod may protrude from one end of the shock absorber cylinder and be attached to the vehicle. The bottom valve assembly may be located at the end of the main cylinder chamber opposite the end of the shock absorber cylinder where the piston rod exits.

[0071] KTM-20982-P-WO - 13 - KTM AG

[0072] The transfer unit can be purely mechanical. In other words, the transfer unit can be designed without any electrical control. The shock absorber can be part of a motorcycle's swingarm suspension, i.e., part of a shock absorber or the like. Alternatively, the shock absorber can also be part of a bicycle's rear suspension, a single-track vehicle's front fork, or a two-track vehicle's suspension, such as a car, truck, bus, or the like. The shock absorber can be designed as a single-piston end-position damping system.

[0073] A shock absorber, together with a spring element, can form a strut. The spring element can be supported by the shock absorber. The spring element can be a spring, such as a coil spring, that at least partially surrounds the shock absorber. Alternatively, other spring types, such as leaf springs, can also be used with the shock absorber.

[0074] Furthermore, the invention relates to a vehicle with at least one shock absorber according to the invention. The shock absorber according to the invention allows for a space-saving arrangement on the vehicle, so that a high degree of design flexibility can be achieved by using the shock absorber according to the invention. In addition, the shock absorber according to the invention can provide ample space for the vehicle electronics. The vehicle can be designed as a single-track vehicle, for example, as a bicycle or a motorcycle. Alternatively, the vehicle can be designed as a multi-track vehicle, such as a passenger car, a truck, a bus, or the like.

[0075] According to one embodiment of the invention, the shock absorber can be arranged in an inverted position. In an inverted shock absorber, the connection point of the piston rod to the vehicle can be located above the damper cylinder. Such an arrangement of the shock absorber on the vehicle improves accessibility to the damper cylinder and / or to the end of the shock absorber facing away from the connection point of the piston rod to the vehicle. Additionally, the flow of ambient air to the damper cylinder for cooling can be improved. Thus, a more reliable shock absorber can be provided.

[0076] Furthermore, the invention relates to a motorcycle with at least one shock absorber according to the invention. The housing of the shock absorber can be connected to a rear swingarm of the motorcycle.

[0077] KTM-20982-P-WO - 14 - KTM AG

[0078] The motorcycle and the shock absorber piston rod are coupled to the motorcycle's frame. The housing can be located in an area of ​​the motorcycle that is essentially free of fairing components.

[0079] The shock absorber can be arranged on the motorcycle in such a way that the shock absorber housing is accessible to the user without removing any fairing components. Within the scope of the invention, the housing can be arranged such that at least the shock absorber's adjustment mechanism for adjusting the damping characteristics is freely accessible and operable when the shock absorber is attached to the motorcycle. This allows for particularly convenient and quick adjustment of the damping characteristics.

[0080] The devices disclosed herein are not to be limited to the application and embodiment described above. In particular, they may have a different number of individual elements, components, and units than those specified herein to achieve a functionality described herein. Furthermore, values ​​within the specified limits of the value ranges stated in this disclosure are also to be considered disclosed and freely usable. It is specifically pointed out that all features and properties described with respect to a device, as well as methods, are transferable analogously to processes and usable within the scope of the invention and are to be considered disclosed, and vice versa.

[0081] The present invention is described below by way of example with reference to the accompanying figures. The figures, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and use them meaningfully in combination within the scope of the claims.

[0082] If more than one instance of a particular component exists, only one of them may be marked with a reference symbol in the figures and description. The description of this instance can then be applied to the other instances of the component. If objects are named, particularly using numerical terms such as first, second, third object, etc., these serve to identify and / or assign objects. Thus, for example, there can be a first object and a third object, but not a second object.

[0083] KTM-20982-P-WO - 15 - KTM AG includes its name. However, a number and / or order of objects could also be derived from numerical words.

[0084] They show:

[0085] Fig. 1 shows a schematic representation of a vehicle with a shock absorber in a side view,

[0086] Fig. 2 shows a schematic representation of an arrangement of the shock absorber from Figure 1 on the vehicle,

[0087] Fig. 3 shows a schematic representation of the shock absorber with a damper cylinder and a damper piston arranged therein.

[0088] Fig. 4 shows another schematic representation of the shock absorber with a damper cylinder and a damper piston arranged therein,

[0089] Fig. 5 shows a graph illustrating the damping force of one overflow unit and another overflow unit of the shock absorber.

[0090] Fig. 6 shows a graph illustrating the damping force of the shock absorber as a function of the position of a damper piston in the damper cylinder of the shock absorber,

[0091] Fig. 7 shows a schematic representation of a shock absorber according to a further embodiment, and

[0092] Fig. 8 shows a schematic representation of a shock absorber according to a further embodiment.

[0093] Figure 1 shows an overview of a vehicle 12, which is configured as a motorcycle 50. The motorcycle 50 is designed as an example of an off-road sports motorcycle. The motorcycle has a shock absorber 10.

[0094] The shock absorber 10 has a housing 44. The housing 44 is equipped with a

[0095] Rear swingarm 52 of the motorcycle 50 coupled. A piston rod 54 of the

[0096] Shock absorber 10 is coupled to a frame 56 of the motorcycle. The housing

[0097] KTM-20982-P-WO - 16 - KTM AG

[0098] 44 of the shock absorber 10 is located in an area of ​​the motorcycle 50 which is essentially free of fairing components.

[0099] With reference to Figure 2, the shock absorber 10 has a connection point 90 for pivotable connection to the frame 56 of the motorcycle 50. The connection point 90 is located at the end of the piston rod 54 facing away from a damper cylinder 14 of the shock absorber 10. The piston rod 54 projects from the damper cylinder 14 at one end of a main cylinder chamber 34 of the damper cylinder 14. The shock absorber 10 is arranged upside down. When the shock absorber 10 is attached to the motorcycle 50, the connection point 90 is located above the damper cylinder 14. The shock absorber 10 has a further connection point 92, which is located on the housing 44. When the shock absorber 10 is attached to the motorcycle 50, the further connection point 92 is pivotally connected to the rear swingarm 52.

[0100] The operation of the shock absorber 10 is described below based on its schematic structure shown in Figure 3. The shock absorber 10 comprises the damper cylinder 14 and a damper piston 16 connected to the piston rod 54. The damper piston 16 is located within the damper cylinder 14. Damper fluid is located within the damper cylinder 14 and is displaceable by the damper piston 16. The damper fluid is a hydraulic oil, for example, a mineral oil, a synthetic oil, or the like. Alternatively, the damper fluid can also be water or the like. The damper piston 16 is located in the main cylinder chamber 34 of the damper cylinder 14 and is movable along a movement axis 28 relative to the damper cylinder 14, between an upper end position and a lower end position. The movement axis 28 corresponds to a main extension axis 60 of the main cylinder chamber 34.The upper end position corresponds to the end position of the damper piston 16 in the damper cylinder 14 during compression (compression end position DE). The lower end position corresponds to the end position of the damper piston 16 in the damper cylinder 14 during rebound (rebound end position ZE). The main working range 26 of the damper piston 16 is located between the compression end position DE and the rebound end position ZE. A compression end position range 58 extends between the compression end position DE and the main working range 26. A rebound end position range 66 extends between the rebound end position ZE and the main working range 26.

[0101] KTM-20982-P-WO - 17 - KTM AG

[0102] The damper piston 16 divides the main cylinder chamber 34 into a first chamber 68 and a second chamber 70, the volumes of the first chamber 68 and the second chamber 70 being able to change as a result of movement of the damper piston 16 within the damper cylinder 14. The volume of the first chamber 68 decreases when the shock absorber 10 compresses (compression stage). The first chamber 68 is referred to below as the "compression chamber 68". The volume of the second chamber 70 decreases when the shock absorber 10 rebounds (rebound stage). The second chamber 70 is referred to below as the "rebound chamber".

[0103] The shock absorber 10 has a flow control unit 18 arranged parallel to the damper piston 16. The flow control unit 18 is open to the damper fluid in the main working area 26 of the damper piston 16 within the damper cylinder 14. The flow control unit 18 is designed and arranged such that, depending on the position of the damper piston 16, no fluid flows through it in the compression stage end position 58. The flow control unit 18 thus provides end-position damping for the compression stage of the shock absorber 10.

[0104] The positioning and / or design of the bypass unit 18 determines the range in which the end-position damping takes effect and / or when the effect of the end-position damping begins. The compression chamber 68 and the rebound chamber 70 are fluidically connected via the bypass unit 18 in the main working range 26 of the damper piston 16 in the damper cylinder 14. In the main working range 26, the damper piston 16 can be exposed to a damper fluid flow via the bypass unit 18. The bypass unit 18 forms a flow path for the damper fluid that runs at least partially parallel to the main cylinder chamber 34. The extent of the compression stage end-position range 58 depends on the design and / or arrangement of the bypass unit 18.

[0105] The overflow unit 18 is arranged radially outside the main cylinder chamber 34, at least in sections. The overflow unit 18 includes a valve unit 74 with which the fluid flow through the overflow unit 18 can be controlled. The valve unit 74 is arranged radially offset from the main cylinder chamber 34 on the damper cylinder 14. The valve unit 74 is arranged parallel to the damper piston 16. The overflow unit 18 is purely mechanical, i.e., it is designed without electrical control.

[0106] KTM-20982-P-WO - 18 - KTM AG

[0107] When the damper piston 16 moves, damper fluid can flow between the compression chamber 68 and the rebound chamber 70 via the transfer unit 18. During the compression stage of the shock absorber 10, damper fluid can flow from the compression chamber 68 through the transfer unit 18 into the rebound chamber 70 when the damper piston 16 moves. During the rebound stage, flow through the transfer unit 18 is prevented by the valve unit 74 of the transfer unit 18, so that no damper fluid can flow from the rebound chamber 70 into the compression chamber 70 during the rebound stage.

[0108] The bypass unit 18 can have several first flow openings 22. For example, six first flow openings 22 can be provided. The bypass unit 18 can also have a different number of first flow openings 22. The flow openings 22 are configured as passages for the damper fluid from the main cylinder chamber 34 into the bypass unit 18 or vice versa. The compression stage end position area 58 extends from the (upper) compression stage end position DE to the first flow openings 22. The bypass unit 18 has at least one second flow opening 78. The at least one second flow opening 78 is configured as a passage for damper fluid into the main cylinder chamber 34. The at least one second flow opening 78 can be arranged at the rebound stage end position ZE or in the region of the rebound stage end position ZE.The first flow openings 22 are arranged between the pressure stage end position DE and the at least one second flow opening 78.

[0109] The transfer unit 18 has at least one transfer channel 32 for the damper fluid, through which the first flow openings 22 and the at least one second flow opening 78 are fluidically connected. The transfer channel 32 is configured for the flow of damper fluid in the compression stage. The first flow openings 22 and the at least one second flow opening 78 are thus offset from each other in the axial direction. The transfer channel 32 can run parallel to the main cylinder chamber 34, at least in sections, between the flow openings 22 and 78. The transfer unit 18, i.e., the first flow openings 22, the at least one second flow opening 78, and the transfer channel 32, are parallel to the damper piston when viewed in the direction of the axis of movement 28.

[0110] KTM-20982-P-WO - 19 - KTM AG

[0111] 16 arranged. The overflow channel 32 extends along and parallel to the cylinder wall 24 of the main cylinder chamber 34.

[0112] The valve unit 74 is arranged in the overflow channel 32. The valve unit 74 is mechanically controlled. Positioned in this way, the valve unit 74 controls the damper fluid flow through the overflow unit 18. By adjusting the valve unit 74, the damping behavior of the shock absorber 10 in the compression stage can be adjusted. The valve unit 74 can have one or more valves. The valves of the valve unit 74 can be designed as needle valves, as valves with shims, or the like.

[0113] In the state shown in Figure 3, the damper piston 16 is in the main working area 26. In the main working area 26 of the damper piston 16 in the damper cylinder 14, the first flow openings 22 open into the compression chamber 68 and the at least one second flow opening 78 opens into the rebound chamber 70. During the compression stage, damper fluid flows in the main working area 26 from the compression chamber 68, via the first flow openings 22 into the overflow channel 32, and from the at least one second flow opening 78 into the rebound chamber 70 when the damper piston 16 moves.

[0114] In the compression stage end position 58 of the (upper) compression stage end position DE of the damper piston 16 in the damper cylinder 14, there is no fluidic connection between the compression chamber 68 and the rebound chamber 70 via the overflow unit 18. Flow through the overflow unit 18 is prevented, at least in the compression stage end position 58, depending on the position of the damper piston 16.

[0115] The first flow openings 22 are arranged on the cylinder wall 24 of the damper cylinder 14. These first flow openings 22 are designed as circular bores in the cylinder wall 24 and are arranged symmetrically with respect to the axis of movement 28. The first flow openings 22 are arranged in a plane perpendicular to the axis of movement 28. Alternatively, the first flow openings 22 can also have a different shape, for example a triangular shape or the like, and / or be arranged asymmetrically with respect to the axis of movement 28.

[0116] KTM-20982-P-WO - 20 - KTM AG

[0117] The shock absorber 10 has a first flow unit 96. The flow unit 96 is subject to fluid flow in the main working range 26 and in the end-position ranges 58 and 66, i.e., over the entire working range of the damper piston 16. The first flow unit 96 is arranged on the damper piston 16. The first flow unit 96 has at least one first fluid channel 20 and at least one second fluid channel 64. The fluid channels 20 and 64 can be configured as bores in the damper piston 16. The compression chamber 68 and the rebound chamber 70 are fluidically connected to each other via the first fluid channel 20 and the second fluid channel 64. Through the first flow unit 96 on the damper piston 16, the damper fluid can flow between the compression chamber 68 and the rebound chamber 70 in the damper cylinder 14 when the damper piston 16 moves.

[0118] The first fluid channel 20 is designed for the passage of damper fluid during the compression stage, and the second fluid channel 64 is designed for the passage of damper fluid during the rebound stage. A valve unit 72, 38 is arranged in each of the fluid channels 20, 64. The valve units 72, 38 control the flow of damper fluid between the compression chamber 68 and the rebound chamber 70 through the first fluid channel 20 and the second fluid channel 64. The first valve unit 72 adjusts the damping characteristics of the shock absorber 10 during the compression stage. The second valve unit 38 closes the second fluid channel 64 during the compression stage. The second valve unit 38 adjusts the damping characteristics of the shock absorber 10 during the rebound stage. The first valve unit 72 closes the first fluid channel 20 during the rebound stage. The valve units 38, 72 can each have one or more valves, which can be designed, for example, as check valves.

[0119] The shock absorber 10 has a second flow unit 40. The second flow unit 40 has a flow opening 42 formed in a base region of the damper cylinder 14 and a base valve unit 88 arranged at the flow opening 42. Damper fluid can flow from the damper cylinder 14 into the damper cylinder 42 via the second flow unit 40, for example, when the damper piston 16 moves within the damper cylinder 14. The base valve unit 88 can have one or more valves. The base valve unit 88 is arranged at an end of the main cylinder chamber 34 that is opposite the end of the damper cylinder 14 where the piston rod 54 exits the damper cylinder 14.

[0120] KTM-20982-P-WO - 21 - KTM AG

[0121] The shock absorber 10 has a reservoir 62 that is fluidically connected to the main cylinder chamber 34 of the damper cylinder 14. The reservoir 62 is designed to compensate for the volume of damper fluid in the damper cylinder 14 during operation of the shock absorber 10. The reservoir 62 has two separate reservoir chambers 82, 84, a first reservoir chamber 82 for the damper fluid and a second reservoir chamber 84 for a gas, for example, nitrogen. The two reservoir chambers 82, 84 are separated by a flexible diaphragm 86. Alternatively, the two reservoir chambers 82, 84 can also be separated by a floating piston. The diaphragm 86 is movable to compensate for the volume of the damper fluid, while the gas in the second reservoir chamber 84 is compressible.The gas in the second reservoir chamber 84 ensures a constant pressure with respect to the damper fluid. Damper fluid can be exchanged between the reservoir 62, specifically the first chamber 82, and the main cylinder chamber 34 of the damper cylinder 14 via the second flow unit 40.

[0122] For the rebound stage, the shock absorber 10 has a further flow unit 98. The further flow unit 98 is arranged radially outside the main cylinder chamber 34 and parallel to the damper piston 16. The further flow unit 98 is designed and / or arranged such that, during the rebound stage, damper fluid can flow between the rebound chamber 70 and the compression chamber 68 via the further flow unit 98. The further flow unit 98 has two flow openings 30, 80 and a flow channel 36 connecting the flow openings 30, 80. The flow openings 30, 80 are arranged axially offset from each other. The flow opening 30 can be located in the compression stage end position 58. The flow opening 80 can be located in the rebound stage end position 66.The overflow channel 36 can therefore extend almost the entire axial extent of the main cylinder chamber 32 parallel to it. Via the further overflow unit 98, a fluidic connection exists between the rebound chamber 70 and the compression chamber 68 both in the end position regions 58, 66 and in the main working region 26, i.e., over the entire working range of the damper piston 16 in the damper cylinder 14.

[0123] The further overflow unit 98 has a further valve unit 76 for controlling a damper fluid passage through the further overflow unit

[0124] KTM-20982-P-WO - 22 - KTM AG

[0125] 98. The additional valve unit 76 allows the damping behavior of the shock absorber 10 to be adjusted in the rebound stage. The additional valve unit 76 can have one or more valves and is arranged in the fluid channel 36. The design, arrangement and / or setting of the overflow unit 18, 96 and the flow units 98, 40 determine the damping behavior of the shock absorber 10.

[0126] As the damper piston 16 moves from the state shown in Figure 3, under load of the shock absorber 10, from the main working range 26 towards the compression stage end position range 58, the volume of the compression chamber 68 is reduced. The damper piston 16 moves, as shown in Figure 4, into the compression stage end position range 58, which extends between the (upper) compression stage end position DE and the first flow openings 22. In the state shown in Figure 4, the first flow openings 22 are located in the rebound chamber 70, the volume of which has been increased accordingly. In the compression stage end position range 58, the compression chamber 68 is fluidically separated from the overflow unit 18.Since, in the position of the damper piston 16 shown in Figure 4, both the first flow openings 22 and at least one second flow opening 78 are located in the rebound chamber 70, there is no or only a negligible pressure difference at the overflow unit 18. In other words, in the state shown in Figure 4, the damper piston 16 can no longer move or "push" any damper fluid through the first flow openings 22 into the overflow unit 18. Accordingly, no damper fluid can flow from the compression chamber 68 through the overflow unit 18 into the rebound chamber 70.

[0127] In the position of the damper piston 16 shown in Figure 4, in the compression stage end position 58, only the first flow unit 96 on the damper piston 16 can be permeated by damper fluid, since the bypass unit 18 is fluidically separated from the compression chamber 70 due to the position of the damper piston 16. The damper fluid can no longer flow parallel to the damper piston 16 through the bypass unit 18 into the rebound chamber 70, but is forced to flow through the flow unit 96 on the damper piston 16 in the compression stage end position 58. The pressure in the compression chamber 68 increases accordingly, thereby increasing the damping force for end-position damping.

[0128] KTM-20982-P-WO - 23 - KTM AG

[0129] Figure 5 shows a graph of the valve characteristics of valve unit 74 of the overflow unit 18 and the first additional valve unit 72 of the throughflow unit 96 in the pressure stage. The dashed line shows the pressure (on the abscissa) at valve unit 74 as a function of the flow rate (on the ordinate), and the solid line shows the pressure (on the abscissa) at the first additional valve unit 72 as a function of the flow rate (on the ordinate). The graph in Figure 5 shows that in the main operating range 26, the pressure is distributed between valve unit 74 of the overflow unit 18 and the first valve unit 72 of the throughflow unit 96 in the pressure stage by dividing the total flow rate of damper fluid between these two valve units 72 and 74.In contrast, the total flow of damper fluid in the compression stage end position range 58 takes place exclusively through the first valve unit 72 on the damper piston 16, so that the pressure at the first valve unit 72 on the damper piston 16 increases accordingly.

[0130] Accordingly, Figure 6 shows the position of the damper piston 16 in the damper cylinder 14 on the abscissa and the damping force on the ordinate. The curve above the abscissa represents the compression stage and the curve below the abscissa the rebound stage. The dashed line corresponds to the position of the first flow openings 22 of the overflow unit 18. The right end of the curves represents the (upper) compression stage end position and the left end of the curves represents the (lower) rebound stage end position. When the damper piston 16 reaches the first flow openings 22 in the compression stage, the damping pressure increases until the first flow openings 22 have been passed by a piston surface facing the compression stage end position DE, so that, compared to the damping pressure in the main working range 26, there is an increased damping pressure in the compression stage in the compression stage end position range 58.The pressure increase in the compression chamber 68 begins as soon as the cross-section of the first flow openings 22 and the damper piston begin to overlap due to the movement of the damper piston 16, thus reducing the fluid flow via the bypass unit 18 between the compression chamber 68 and the rebound chamber 70. Accordingly, an increased damping force can be provided for end-position damping in the compression stage. For the rebound stage, it can be seen in Figure 6 that the damping force remains essentially constant, since no end-position damping is provided in the rebound stage in this embodiment; that is, the bypass unit 98 is permeable to damper fluid across the entire working range of the damper piston 16.

[0131] KTM-20982-P-WO - 24 - KTM AG

[0132] The shock absorber 10 has an adjusting device 46 arranged on the housing 44 for adjusting the damping behavior of the shock absorber 10. The adjusting device 44 interacts at least with the valve unit 74 and the additional valve unit 76. The damping behavior in the rebound and compression stages can be adjusted via the adjusting device 46, wherein the rebound damping behavior is adjustable by an interaction of the adjusting device 46 with the additional valve unit 76 and the compression damping behavior by an interaction of the adjusting device 46 with the valve unit 74. The adjusting device 46 is freely accessible and operable when the shock absorber 10 is attached to the motorcycle 50. The damping behavior of the shock absorber 10 in the rebound and compression stages can be adjusted independently of each other via the adjusting device 46.

[0133] Figure 7 schematically shows a structure of a shock absorber 1 10 according to a further embodiment. The shock absorber 1 10 has a damper cylinder 1 14, a damper piston 1 16 arranged in a main cylinder chamber 134 of the damper cylinder 1 14 and a reservoir 162.

[0134] The shock absorber 110 has a flow-through unit 118 arranged parallel to the damper piston 116, through which a damper fluid arranged in the damper cylinder 114 can flow in a main working area 126 of the damper piston 116. The flow-through unit 118 is designed and / or arranged such that flow through the flow-through unit 118 is prevented in the compression stage end position 158 of an (upper) compression stage end position DE and in the rebound stage end position 166 of a (lower) rebound stage end position ZE. The flow-through unit 118 according to this embodiment provides end-position damping for both the compression and rebound stages. As already described in connection with the first embodiment, the end-position ranges in which the end-position damping is effective can be determined by the positioning and design of the flow-through unit 118.

[0135] The overflow unit 1 18 has several first flow openings 122 and at least one second flow opening 178. The first flow openings 122 are arranged between the compression stage end position DE and the at least one second flow opening 178. The at least one second flow opening 178 is located between the rebound stage end position ZE and

[0136] KTM-20982-P-WO - 25 - KTM AG the first flow openings 122 are arranged. The transfer unit 118 has at least one transfer channel 132 for the damper fluid, via which the first flow openings 122 and the at least one second flow opening 178 are fluidically connected. The flow openings 122 and 178 are offset from each other in the axial direction. The transfer channel 132 can extend at least partially parallel to the main cylinder chamber 134 between the flow openings 122 and 178.

[0137] The overflow unit 118 includes a valve unit 174 for controlling the flow of damper fluid through the overflow unit 118. By adjusting the valve unit 174, the damping characteristics of the shock absorber 110 can be set in the compression and rebound stages. The valve unit 174 has at least one two-way valve, allowing damper fluid to flow through the overflow unit 118 in the main operating range during both the compression and rebound stages. The valve unit 174 is located in the overflow channel 132 and is mechanically controlled. The overflow unit 118 provides end-position damping for both the compression and rebound stages.

[0138] Alternatively, the shock absorber 110 could have an additional overflow unit designed separately from the overflow unit 118 and arranged in parallel to the damper piston 116, which is designed and / or arranged for end-position damping in the rebound stage, while the overflow unit 118 provides end-position damping for the compression stage.

[0139] The shock absorber 110 has a flow unit 196, through which fluid flows in the main working range and in both end position ranges 158, 166, and which is arranged on the damper piston 116. The flow unit 196 has at least one first fluid channel 120, at least one second fluid channel 164, a first valve unit 172, and a second valve unit 138. The description of the first flow unit 196 from the embodiment shown in Figures 1 to 6 applies analogously to the second flow unit 196.

[0140] The flow openings 122, 178 of the overflow unit 118 are arranged such that in the compression stage end position range 158 and in the rebound stage end position range 166 there is no fluidic connection between a compression chamber 168 and a rebound chamber 170 of the damper cylinder 114 via the overflow unit 118. In the compression stage end position range 158

[0141] KTM-20982-P-WO - 26 - KTM AG and in the rebound end position range 166, the damper fluid flows exclusively through the further flow unit 196, thereby increasing the damping force compared to the main working range 126. The compression end position range 158 extends from the (upper) compression end position DE to the first flow openings 122. The rebound end position range 1166 extends from the (lower) rebound end position ZE to at least one second flow opening 178.

[0142] Figure 8 shows a schematic view of a shock absorber 210 according to a further embodiment. The construction of the shock absorber 210 largely corresponds to the construction of the shock absorber 10 shown in Figures 3 and 4. The only significant difference between these two embodiments is that the overflow units 218 and 298 are designed without valve units. The control of the damper fluid flow through the bypass units 218 and 298 is thus achieved exclusively via the flow cross-sections of the bypass units 218 and 298. The control of the damper fluid flow through the bypass units 218 and 298 is achieved by the shape, size / length and cross-section of the flow openings 222, 278 and the bypass channel 232 of the bypass unit 218 for the compression stage, as well as the flow openings 230, 270 and the bypass channel 236 of the bypass unit 298 for the rebound stage.

[0143] Alternatively, only one of the two overflow units 222, 298 can be designed without a valve unit. In this embodiment, user adjustment of the damping behavior for the compression and / or rebound stage is not possible. By designing the overflow units 118, 198 without one of the two valve units or even completely without valve units, a shock absorber with end-position damping can be provided cost-effectively.

[0144] The parallel arrangement of the overflow units 18, 118, 218, 98, 198, 298 results in a small axial installation space requirement for the shock absorber 10, 110, 210. This allows for greater freedom in the design and arrangement of other vehicle components.

[0145] KTM-20982-P-WO - 27 - KTM AG

[0146] Reference symbol list

[0147] 10, 110, 210 shock absorbers

[0148] 12 vehicles

[0149] 14, 114, 214 damper cylinders

[0150] 16, 116, 216 damper pistons

[0151] 18, 118, 218 Overflow unit

[0152] 20, 120, 220 Fluid channel

[0153] 22, 122, 222 Flow opening

[0154] 24, 124, 224 cylinder wall

[0155] 26 Main work area

[0156] 28 axis of movement

[0157] 30 Flow opening

[0158] 32, 132, 232 Overflow channel

[0159] 34, 134, 234 Main cylinder chamber

[0160] 36 Overflow channel

[0161] 38, 138, 238 Valve unit

[0162] 40 flow units

[0163] 42 Flow opening

[0164] 44 cases

[0165] 46 Adjustment device

[0166] 48 vehicles

[0167] 50 motorcycle

[0168] 52 Rear swingarm

[0169] 54 Piston rod

[0170] 56 frames

[0171] 58 Pressure stage end position range

[0172] 60 Main extension axis

[0173] 62, 162, 262 Expansion tank

[0174] 64, 164, 264 Fluid channel

[0175] 66 Rebound end position range

[0176] KTM-20982-P-WO - 28 - KTM AG

[0177] 68, 168, 268 compression chamber

[0178] 70, 170, 270 Rebound chamber

[0179] 72, 172, 272 Valve unit

[0180] 74, 174, 274 Valve unit 76 Valve unit

[0181] 78, 178, 278 Flow opening

[0182] 80 Flow opening

[0183] 82 first chamber

[0184] 84 second chamber 86 membrane

[0185] 88 Bottom valve unit

[0186] 90 liaison point

[0187] 92 liaison point

[0188] 96, 196, 196 Flow-through unit 98, 298 Overflow unit

[0189] DE Pressure stage end position

[0190] ZE Rebound stage end position

[0191] KTM-20982-P-WO

Claims

- 29 - KTM AG Claims 1. Shock absorber (10, 1 10, 210) for a vehicle (12), comprising a damper cylinder (14, 1 14, 214), a damper piston (16, 1 16, 216) arranged in the damper cylinder (14, 1 14, 214) and at least one overflow unit (18, 1 18, 218) arranged parallel to the damper piston (16, 1 16, 216), which is permeable in a main working area (26, 126, 226) of the damper piston (16, 1 16, 216) in the damper cylinder (14, 1 14, 214) by a damper fluid that can be arranged in the damper cylinder (14, 1 14, 214), wherein the overflow unit (18, 1 18, 218) is designed and arranged in such a way that flow through the overflow unit (18, 1 18, 218) is prevented in at least one end position range (58, 158, 258, 66, 166, 266) depending on the position of the damper piston (16, 1 16, 216) in the damper cylinder (14, 114, 214).

2. Shock absorber (10, 110, 210) according to claim 1, wherein the at least one overflow unit (18, 1 18, 218) in the main working area (26, 126, 226) of the damper piston (16, 1 16, 216) in the damper cylinder (14, 114, 214) fluidically connects a first chamber (68) and a second chamber (70) of the damper cylinder (14, 1 14, 214).

3. Shock absorber (10, 110, 210) according to claim 2, wherein in the at least one end position region (58, 158, 258, 66, 166, 266) there is no fluidic connection between the first chamber (68, 168, 268) and the second chamber (70, 170, 270) via the overflow unit (18, 118, 218).

4. Shock absorber (10, 110, 210) according to one of the preceding claims, wherein flow through the overflow unit (18, 1 18, 218) is prevented at least in the end position range (58, 158, 258) of a compression stage depending on the position of the damper piston (16, 1 16) in the damper cylinder (14, 1 14, 214).

5. Shock absorber (1 10) according to one of the preceding claims, wherein a flow through the overflow unit (1 18) is prevented at least in the end position region (66, 166, 266) of a rebound stage depending on the position of the damper piston (16, 1 16) in the damper cylinder (14, 1 14).

6. Shock absorber (10, 110, 210) according to any one of the preceding claims, KTM-20982-P-WO - 30 - KTM AG wherein the at least one overflow unit (18, 1 18, 218) has at least one first flow opening (22, 122, 222) and at least one second flow opening (78, 178, 278) which are arranged axially offset from each other on the damper cylinder (14, 1 14, 214).

7. Shock absorber (10, 110, 210) according to claim 6, wherein the at least one overflow unit (18, 1 18, 218) has at least one overflow channel (32, 132, 232) for the damper fluid, which fluidically connects the at least one first flow opening (22, 122, 222) and the at least one second flow opening (78, 178, 278).

8. Shock absorber (10, 110, 210) according to claim 7, wherein the at least one overflow channel (32, 132, 232) extends at least sectionally parallel to a main cylinder chamber (34, 134, 234) of the damper cylinder (14, 114, 214).

9. Shock absorber (10, 110, 210) according to one of claims 6 to 8, wherein the end position range (58, 158, 258, 66, 166, 266) in which end position damping is effective is adjustable by means of the positioning of at least one first flow opening (22, 122, 222).

10. Shock absorber (10, 110, 210) according to one of claims 6 to 9, wherein the at least one overflow unit (18, 1 18, 218) has several first flow openings (22, 122, 222) and / or several second flow openings (78, 178, 278) which are arranged symmetrically on the cylinder wall (24, 124, 224). 1 1 . Shock absorber (10, 110, 210) according to one of the preceding claims, wherein the at least one overflow unit (18, 1 18, 218) has at least one valve unit (74, 174, 274) for controlling a damper fluid flow through the overflow unit (18, 1 18, 218).

12. Shock absorber (10, 110, 210) according to one of the preceding claims, wherein the at least one overflow unit (18, 1 18, 218) is arranged at least partially radially outside the main cylinder chamber (34, 134, 234).

13. Shock absorber (10, 110, 210) according to claim 1 1 or 12, KTM-20982-P-WO - 31 - KTM AG wherein the at least one valve unit (74, 174, 274) is arranged radially offset to the main cylinder chamber (34, 134, 234) on the damper cylinder (14, 1 14, 214).

14. Shock absorber (10, 110, 210) according to one of claims 1 to 13, wherein the at least one valve unit (74, 174, 274) is arranged in the at least one overflow channel (32, 132, 232) of the overflow unit (18, 118, 218).

15. Shock absorber (10, 110, 210) according to one of the preceding claims, wherein the shock absorber (10, 110, 210) has at least one flow unit (96, 196) arranged on the damper piston (16, 116, 216), wherein the overflow unit (18, 118, 218) arranged parallel to the damper piston (16, 116, 216) is arranged and designed such that in the end position region (58) of the compression stage and / or in the end position region (66) of the rebound stage only the flow unit (96, 196, 296) can be permeated by damper fluid.

16. Shock absorber (10, 110) according to one of the preceding claims, wherein the shock absorber (10, 1 10) has a housing (44) and at least one adjusting device (46) arranged on the housing (44) for adjusting the damping behavior of the shock absorber (10, 1 10, 210).

17. Shock absorber (10, 110) according to claim 16, wherein the adjusting device (46) interacts at least with the at least one valve unit (74, 174) of the at least one overflow unit (18, 1 18).

18. Shock absorber (10, 110, 210) according to one of the preceding claims, wherein the shock absorber (10, 1 10, 210) has a reservoir (62, 162, 262) which can be fluidically connected to a main cylinder chamber (34, 134, 234) of the damper cylinder (14, 1 14, 214).

19. Vehicle (12), in particular a motorcycle (50), with at least one shock absorber (10, 110, 210) according to one of claims 1 to 18.

20. Vehicle (12) according to claim 19, wherein the shock absorber (10, 110, 210) is arranged upside down. KTM-20982-P-WO - 32 - KTM AG 21. Motorcycle (50) with at least one shock absorber (10, 1 10, 210) according to one of claims 1 to 18, wherein a housing (44) of the shock absorber (10, 1 10, 210) is coupled to a rear swingarm (52) of the motorcycle (50), wherein a piston rod (54) of the shock absorber (10, 1 10, 210) is coupled to a frame (56) of the motorcycle (50), wherein the housing (44) is arranged in an area of ​​the motorcycle (50) which is substantially free of fairing components.

22. Motorcycle (50) according to claim 21, wherein the housing (44) is arranged such that at least one adjusting device (46) of the shock absorber (10, 1 10, 210) for adjusting the damping behavior of the shock absorber (10, 1 10, 210) is freely accessible and operable in the state of the shock absorber (10, 1 10, 210) attached to the motorcycle (50). AMFF KTM-20982-P-WO

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