CN117006186A - Traction stop for a traction stop spring of a vibration damper and vibration damper with a traction stop - Google Patents

Abstract

The invention relates to a traction stop for a traction stop spring of a shock absorber and a shock absorber with a traction stop, the traction stop having: a guide element (10) having an axially extending guide sleeve section (12) for axial guidance along a piston rod (4) of the shock absorber (1) and a spring seat section (13) which is coupled radially outwards to the guide sleeve section (12) and for axial support of the traction stop spring (7); the damping element (11), wherein the damping element (11) can be supported elastically in the axial direction (101) at the end stop (8) of the shock absorber (1) and in the axially opposite direction (102) at the spring seat section (13) on the side facing away from the traction stop spring (7), wherein the guide element (10) has a flange section (14) in an axial extension relative to the guide sleeve section (12), wherein the damping element (11) is supported radially at the flange section (14).

Description

Traction stop for a traction stop spring of a vibration damper and vibration damper with a traction stop

Technical Field

The invention relates to a traction stop (Zuganschlag) for a traction stop spring (Zuganschlagfeder) of a shock absorber, having the features of the preamble of claim 1. The invention also relates to a shock absorber with the traction stop.

Background

Shock absorbers for vehicle chassis are known which have a traction stop spring in order to dampen the impact on the end face before the end stop of the piston is reached. The traction stop spring can be fixed, for example, on the piston rod side and is mounted on the piston rod by means of a guide sleeve. The guide sleeve serves here on the one hand for low-friction support on the piston rod and on the other hand as a stop surface when the end stop is reached.

DE 10 2006 005 621A1 discloses a stop spring for a piston-cylinder assembly, comprising a hydraulically acting component in which a damping medium is pressed through at least one orifice by axial compression, wherein the mechanical component has a coil spring which is functionally arranged in series with the hydraulically acting component, wherein the hydraulically acting component is formed from an axially elastic elastomer.

Disclosure of Invention

The invention is based on the object of providing a traction stop of the type mentioned at the outset, which is characterized by improved, in particular low-noise, operating characteristics.

According to the invention, this object is achieved by a traction stop having the features of claim 1 and a shock absorber having the features of claim 15. Advantageous embodiments are given by the dependent claims, the figures and/or the description.

The invention relates to a traction stop which is designed and/or adapted for a traction stop spring of a shock absorber. In particular, the vibration damper is configured and/or adapted to dampen vibrations. The vibration damper is preferably configured as a hydraulic damper. In particular, the shock absorber may be configured for and/or adapted to a chassis of a vehicle.

The shock absorber preferably has at least one cylinder filled with a damping medium, in which the piston rod is guided in the axial direction relative to the longitudinal axis. In particular, the piston rod defines a longitudinal axis. The shock absorber preferably has a piston which is coupled in motion with the piston rod inside the cylinder and divides the cylinder into at least two working spaces. Particularly preferably, the shock absorber has a piston rod guide for axially guiding the piston rod. The piston rod guide may be configured, for example, as an end cap which closes the cylinder body on the end side in a fluid-tight manner.

The traction stop spring is preferably arranged coaxially with the piston rod inside the cylinder and/or surrounding the piston rod. The traction stop spring is preferably designed as a helical spring, in particular as a helical compression spring. The traction stop spring may optionally be fixed at one end at the cylinder or piston rod and supported at the other end at the piston rod by a traction stop. The traction stop is used here on the one hand to guide the traction stop spring along the piston rod and on the other hand to form a stop when the piston rod moves, in particular when the piston rod moves out of the cylinder, i.e. the damper spring is compressed. In principle, the traction stop spring can be supported or fixed at one end at the piston rod guide and at the other end interact with a stop ring fixed at the piston rod by means of a traction stop. Preferably, however, the traction stop spring is supported or fixed at one end at the piston rod and at the other end interacts with the piston rod guide via a traction stop. Particularly preferably, the traction stop is formed in two parts.

The traction stop has a guide element. In particular, the guiding element serves to guide the traction stop spring axially along the piston rod. The guide element may be configured substantially cylindrically and/or rotationally symmetrically with respect to the longitudinal axis. The guide element is for example made of a metallic material, such as a steel alloy. The guide element is preferably arranged coaxially to the traction stop spring and/or the piston rod with respect to the longitudinal axis.

The guide element has a guide sleeve section extending axially relative to the longitudinal axis, which is configured and/or adapted for axial guidance along the piston rod. The guide sleeve section preferably slides against the outer circumference of the piston rod, so that the guide element can move freely along the piston rod. In other words, the piston rod is guided movably through the guide sleeve section. Preferably, the guide sleeve section bears in a form-fitting manner against the piston rod in the radial direction and/or is radially centered on the piston rod. Particularly preferably, the guide sleeve section extends at least partially inside the traction stop spring.

The guide element has a spring seat section which is coupled radially outwardly, in particular in a radial direction, to the guide sleeve section and is designed and/or adapted for axially supporting the traction stop spring. The traction stop spring preferably bears against the spring seat section in the axial direction. The spring seat section preferably forms a spring seat for the traction stop spring, wherein the traction stop spring is supported in a form-fitting and/or force-transmitting manner on the spring seat section.

The guide element is provided with a buffer element. In particular, the damping element serves to attenuate the traction stop when the end stop is reached. In particular, the damping element is configured to be elastically deformable for this purpose. The damping element may be substantially annular and/or rotationally symmetrical with respect to the longitudinal axis. The damping element is preferably arranged coaxially to the guide element or the traction stop spring and/or the piston rod with respect to the longitudinal axis.

The damping element can be supported on the end stop of the shock absorber in an elastic manner in the axial direction relative to the longitudinal axis and on the spring seat section on the side facing away from the traction stop spring in an axially opposite direction. In particular, the damping element strikes the end stop in a predetermined end stroke range of the piston when the piston rod moves out of the cylinder, i.e. when the damper spring is compressed. In short, the traction stops are active in the end stroke range of the piston and inactive or inactive in the normal stroke range of the piston. In particular, the damping element is supported at the spring seat section such that, when the end stop is reached, the impact force is transmitted via the damping element to the guide element and thus via the traction stop spring to the piston rod. The end stop may optionally be formed by a stop ring or piston rod guide, depending on the arrangement of the traction stop spring within the cylinder.

Within the scope of the invention, it is proposed that the guide element has a flange section in an axial extension relative to the guide sleeve section, wherein the damping element is supported on the flange section radially, in particular in a radially opposite direction. In particular, the guide sleeve section, the spring seat section and the flange section are made of a common material section, for example a casting. Preferably, the guide sleeve section and the flange section have the same and/or constant outer diameter. In particular, a flange section is understood to be a cylindrical or tubular flange, which directly adjoins the guide sleeve section and/or the spring seat section in the axial direction. Preferably, the damping element is arranged or held spaced apart from the piston rod in the radial direction by the flange section and/or is not in contact with the piston rod.

The invention is based on the knowledge that during operation of the shock absorber, acoustic anomalies, such as a horn, are transmitted into the vehicle as a function of the conditions (force, excitation curve, spring characteristic values). By means of the flange section according to the invention it is ensured that during the relative movement between the piston rod and the guide element the damping element is kept spaced apart from the piston rod, more precisely the damping element is protected from the relative movement between the piston rod and the guide element. It is thereby ensured that only the guide element slides along the piston rod, wherein wear only occurs between the guide sleeve section and the piston rod and acoustic anomalies when the damping element is deformed are reduced. Furthermore, by arranging the damping element at a distance, the damping element is prevented from adhering to the piston rod, in particular when the end stop is reached. Traction stops characterized by particularly low-noise operation and improved operational safety are thereby proposed.

In a specific embodiment, it is provided that the damping element is fixed to the guide element in a form-fitting manner in the radial direction and in the circumferential direction. In particular, the damping element is secured to the guide element via a form-fitting connection in a loss-proof manner. Alternatively or additionally, it can be provided that the damping element is additionally fastened to the guide element, in particular to the flange section, by a force-fit. For this purpose, the buffer element can be pressed or clamped, for example, onto the guide element, in particular the flange section. A traction stop is thereby proposed, which is characterized by a simple assembly and a firm connection of the damping element to the guide element.

In a further embodiment, it is provided that the damping element has an annular base section and a plurality of support sections distributed uniformly over the base section in the circumferential direction. The support section protrudes at least in the axial direction from the base section and serves for axial support at the end stop. Furthermore, the support section protrudes beyond the flange section in the axial direction. The base section is shown simplified as an annular body, wherein the support section is formed on the outer circumference of the annular body and protrudes out of the annular body at least in the axial direction. In other words, the buffer element may be crown-shaped. The damping element may have more than three, preferably more than five, in particular more than nine support sections. In particular, in the assembled state, the support section protrudes beyond the flange section, wherein the protruding beyond amount is greater than 5mm, preferably greater than 10mm, in particular greater than 15mm. Particularly preferably, the base section ends flush with the flange section in the axial direction. By means of the protruding support section, it is ensured that, when the end stop is reached, the traction stop first strikes the damping element, or the support section, as a result of which a particularly harmonious transition of the force rise is achieved and the occurrence of force peaks is also significantly reduced. Thereby also reducing acoustic anomalies.

In a specific embodiment, it is provided that the base section bears with its inner circumference against the outer surface of the flange section in radially opposite directions. In particular, the base section bears with its inner circumference in the circumferential direction against the outer surface of the flange section in a surface-contacting manner, preferably in a full-face contacting manner. Alternatively, the base section can bear with its inner circumference against the outer surface in a friction fit. For this purpose, the damping element is assembled at the flange section, for example by an interference fit. A traction stop is thereby proposed, which is characterized by a simple and reliable assembly of the damping element at the guide element.

In a further embodiment, it is provided that the base section and the support section bear against the support surface of the spring seat section in axially opposite directions. In particular, the support surface extends in a radial plane with respect to the longitudinal axis. The base section and the support section preferably extend in a common plane on the side facing away from the end stop, i.e. on the side facing the support surface, preferably in a further radial plane with respect to the longitudinal axis. The base section and the support section bear against the support surface in a surface-contacting manner, preferably in a full-face contacting manner, in axially opposite directions. In this way, the force acting upon reaching the end stop can be transmitted particularly reliably from the damping element to the spring seat section and thus to the traction stop spring. Furthermore, a particularly stable support of the damping element on the guide element is ensured.

In a development, it is provided that the support sections each have an inclined surface on the radially inner side. When the damping element strikes the end stop in the axial direction, the support section can be elastically deformed in the radial direction by the inclined surface, in order to generate a restoring force, preferably in the axially opposite direction. In particular, the restoring force is used to push the traction stops away from the end stops when the load decreases. In particular, the inclined surface extends outwards at an angle of more than 30 °, preferably more than 45 °, in particular more than 60 °, relative to the longitudinal axis. Particularly preferably, the support section tapers and/or tapers in the axial direction. A damping element is thus proposed, which is characterized by a particularly soft damping characteristic in the event of an impact. Furthermore, by the restoring force generated, the damping element can be prevented from adhering to the end stop, in particular the stop ring or the piston rod guide.

In a further embodiment, it is provided that the inclined surfaces extend from the inner circumference of the base body section in the axial direction in an outwardly rising manner and/or diverge from one another. In other words, the inclined surface is located on an imaginary cone-side surface coaxial with the longitudinal axis, wherein the cone apex points in an axially opposite direction, i.e. in the direction of the traction stop spring. Alternatively or additionally, it is provided that the free ends of the support sections, i.e. the tops of the support sections, are arranged on a common reference circle (Teilkreis) around the longitudinal axis. Preferably, the reference circle has a larger diameter than the flange section or the base section. In this way, a damping element is proposed which is designed to reduce the initial force peaks during deformation and to produce a gentle transition to the traction stop spring.

In a further embodiment, it is provided that the damping element is formed as a one-piece elastomer. Preferably, the base section and the support section are made of a common material section, for example by injection moulding. The cushioning element may be made of an elastomer, preferably rubber. In particular, the damping element is configured as a rubber damper.

In a further embodiment, it is provided that the spring seat section has a plurality of axially projecting stacks on its side facing the damping element, wherein the damping element engages in a form-fitting manner with the stacks in the circumferential direction. In particular, the stack portions are arranged at the spring seat section in a circumferentially direction in a uniformly spaced apart manner from each other. Preferably, the cushioning element has a female profile complementary to the stack so that the cushioning element can engage the stack in a precisely fitting manner. In particular, the stack is formed directly on the spring seat section in the axial direction and/or in the same direction as the longitudinal axis. Alternatively or additionally, the stack and the flange section extend at the end side in a common radial plane with respect to the longitudinal axis and/or jointly define a stop surface for the guide element at the end stop. A traction stop is thus proposed, which is characterized by a reliable accommodation of the damping element and a robust design of the guide element.

In a further embodiment, it is provided that the support section protrudes from the base section in the radial direction and is arranged in a form-fitting and/or force-transmitting manner in the circumferential direction between the stacks. In other words, one of the support sections is arranged in each case between two adjacent stacks in the circumferential direction in a form-fitting manner, to be precise is supported on the stacks in a form-fitting manner. Preferably, the stack extends parallel to the flange section in the axial direction and/or extends in the same direction as the flange section. In particular, the flange section and the stack have the same height in the axial direction and/or are arranged flush with each other. A form-fitting connection is thereby proposed, which is characterized in that the damping element is simply mounted and securely accommodated to the guide element.

In a further embodiment, it is provided that an annular gap is formed between the stack and the flange section in each case radially, wherein the damping element is arranged in the annular gap in a form-fitting and/or force-transmitting manner with the base section. In particular, the annular gap is dimensioned such that the buffer element is accommodated with the base section clamped between the stack and the flange section. For this purpose, the base body section can be assembled in the annular gap in the region of the stack by means of an interference fit. A particularly reliable, preferably loss-proof, connection is thus produced between the damping element and the guide element. Furthermore, a particularly simple and rapid assembly of the damping element is achieved.

In a further embodiment, it is provided that the flange section and/or the guide sleeve section have a sliding surface on the radial inner side for sliding support on the piston rod. In particular, the sliding surface is formed entirely in the region of the flange section and/or partially or locally and/or discontinuously in the region of the guide sleeve section. The sliding bearing of the guide sleeve on the piston rod is preferably realized by a sliding surface. In particular, the contact line between the piston rod and the guide element is defined by the sliding surface. Particularly preferably, the sliding surface is formed on the guide element such that the guide element only abuts the piston rod via the sliding surface. For this purpose, the sliding surface is preferably designed as a curved surface. In particular, the sliding surface can be processed by means of a sliding coating and/or a corresponding surface treatment, for example by polishing, grinding, honing.

In a further embodiment, it is provided that the sliding surface is offset in the radial direction relative to the inner surface of the guide sleeve section. In particular, the radial offset formed between the sliding surface and the inner surface is greater than 0.1mm, preferably greater than 0.5mm, in particular greater than 1mm. In this way, the sliding surface contacting the piston rod is reduced, and at the same time, it is ensured that the guide element runs on the piston rod only in the region of the sliding surface.

In a further embodiment, it is provided that the guide sleeve section can be supported with its outer surface in a form-fitting and/or force-transmitting manner in the radial direction on the traction stop spring. In other words, the traction stop spring is supported from the inside in the radial direction by the outer surface of the guide sleeve section. The traction stop spring is preferably supported with an inner diameter of at least one turn in a form-fitting and/or force-transmitting, particularly preferably clamping, manner on the outer surface of the guide sleeve section. This ensures a particularly reliable guidance of the traction stop spring.

Another subject of the invention relates to a shock absorber with a traction stop as already described above or according to any one of claims 1 to 14.

Drawings

Additional features, advantages and effects of the present invention are set forth in the description which follows of the preferred embodiments of the present invention. Wherein:

FIG. 1 illustrates a partial cross-sectional view of a shock absorber having a traction stop as an embodiment of the present invention;

fig. 2 shows a perspective view of the traction stop;

fig. 3 shows a perspective view of a damping element for a traction stop; and

fig. 4 shows a sectional view of a traction stop with a damping element.

Detailed Description

Fig. 1 shows a damper 1 in a partial sectional view, which is suitable for example for a vehicle wheel suspension. The shock absorber 1 is configured as a double tube damper and has an inner cylinder 2 and an outer cylinder 3 for this purpose, wherein the inner cylinder 2 is arranged in the outer cylinder 3 in a radially spaced-apart manner coaxially with respect to the longitudinal axis 100. The inner cylinder 2 and the outer cylinder 3 are at least partially filled with a damping medium, such as hydraulic oil.

The shock absorber 1 has a piston rod 4 and a piston, not shown, connected to the piston rod 4 at the end, which is guided in a movable manner along a longitudinal axis 100 inside the inner cylinder 2. For this purpose, the piston rod 4 is guided axially out of the inner cylinder 2 in the axial direction by the piston rod guide 5, wherein the piston rod guide 5 at the same time delimits at least the inner cylinder 2 in the axial direction 101, in particular in the pulling direction.

The portion of the piston rod 4 protruding from the inner cylinder 2 has a connection joint 6, for example a thread, on the end side, which is used for fixedly connecting the shock absorber 1 to the vehicle. Furthermore, the shock absorber 1 has a further connection point, not shown, such as a bearing hole, on the side facing away from the connection point 6 for the movable connection of the shock absorber 1 to the wheel suspension.

The shock absorber 1 also has a traction stop spring 7 which limits the maximum extension of the piston rod 4 in the axial direction 101 or dampens the impact of the piston when the end stop 8 is reached. The traction stop spring 7 is configured as a helical compression spring, which is arranged coaxially to the longitudinal axis 100 within the inner cylinder 2 and surrounds the piston rod 4. The end stop 8 is formed by the end face of the piston rod guide 5 facing the traction stop spring 7.

The traction stop spring 7 is mounted with one end side on the piston rod 4 in a sliding manner by means of a traction stop 9 and is fixed or supported axially on the piston rod 4 at the other end, not shown. When the spring of the shock absorber 1 is compressed, more precisely when the piston rod 4 is in a traction movement in the axial direction 101, the traction stop 9 comes to rest against the end stop 8 starting from a defined piston rod position. Further movement of the piston rod 4 or the cylinder 2, 3 in the axial direction 101 is inhibited by compression of the traction stop spring 7, thereby preventing the piston from striking the piston rod guide 5.

The traction stop 9 is formed in two parts and has a guide element 10 for sliding guidance on the piston rod 4 and a damping element 11 for damping the abutment against the end stop 8. The guide element 10 is basically configured as a slide pad which simultaneously forms a spring seat for the traction stop spring 7. For example, the traction stop spring 7 and the guide element 10 are connected to one another in a force-transmitting, in particular clamping, manner.

The damping element 11 is designed as an elastically deformable elastomer which is assembled to the guide element 10 in a form-fitting and/or force-transmitting manner, in particular in a loss-proof manner. The damping element 11 is held apart from the piston rod 4 in the radial direction 103 by the guide element 10, so that the damping element 11 is protected from the relative movement between the piston rod 4 and the guide element 10, that is to say only the guide element 10 is in contact with the piston rod 4.

Fig. 2 shows the traction stop 9 in a perspective view. The guide element 10 has a guide sleeve section 12 and a spring seat section 13, which is directly coupled to the guide sleeve section 12 in the radial direction 103, as shown in fig. 4. Furthermore, the guide element 10 has a flange section 14, which in an axial extension in the axial direction 101 directly adjoins the guide sleeve section 12, to be precise the spring seat section 13, as shown in fig. 4. The guide element 10 is formed in one piece, wherein the guide sleeve section 12, the spring seat section 13 and the flange section 14 are made of a common material section.

The guide sleeve section 12 serves on the one hand for guiding the guide element 10 axially at the piston rod 4 and on the other hand for radial support of the traction stop spring 7. The guide sleeve section 12 extends radially inside the traction stop spring 6, wherein the traction stop spring 6 is supported in at least one turn on an outer surface 15 of the guide sleeve section 12 in a positive and/or force-transmitting manner, as shown in fig. 1.

The spring seat section 13 serves on the one hand for supporting the traction stop spring 7 in the axial direction 101 and on the other hand for supporting the damping element 11 in the axially opposite direction 102, as shown in fig. 4. For this purpose, the spring seat section 13 extends in a radial plane relative to the longitudinal axis 100, wherein the damping element 11 is supported with an axial end face in a form-fitting manner, in particular by a surface (surface-to-surface) on a support surface 16 of the spring seat section 13.

The flange section 14 serves to support the damping element 11 in the radially opposite direction 104, as shown in fig. 4. The flange section 14 is to be understood here as a cylindrical projection extending in the axial direction 101, wherein the damping element 11 is supported with a radially inner form fit, in particular by a surface (surface), on the outer surface 17 of the flange section 14. Alternatively, the cushioning element 11 may be secured at the flange section 14 by a friction fit. For this purpose, the damping element 11 can be press-fitted onto the flange section 14, for example, by means of an interference fit.

As can be taken from fig. 2, the spring seat section 13 has a plurality of stacks 18 protruding in the axial direction 101, which stacks are evenly spaced apart from one another in the circumferential direction and extend parallel and/or pointing identically to the flange section 14. The stack 18 serves on the one hand to fix the damping element 11 in a positive-locking manner in the circumferential direction and on the other hand to form an axial stop surface 19 in the axial direction 101. For example, the guide element 10 can strike the end stop with the stop surface 19 when the maximum spring travel of the damping element 11 is reached. For this purpose, the damping element 11 is designed such that, when the traction stop 9 is in contact with the end stop 8, an elastic deformation of the damping element 11 first occurs. In this case, the initial force peaks can be reduced and a defined, harmonious transition to the traction stop spring 7 can take place. As a result, no force peaks occur in the shock absorber 1, and thus less noise also occurs in the shock absorber 1. For this purpose, a damping element 11 is required which is as soft as possible and has a sufficient functional travel in order to reduce the initial force peaks and to produce a transition to the traction stop spring 7.

For this purpose, as shown in fig. 3, the damping element 11 has an annular base section 20 and a plurality of support sections 21 protruding in the axial direction 101 and in the radial direction 103. The base section 20 is configured to surround the longitudinal axis 100 by one revolution, wherein the support sections 21 are oriented identically and/or parallel to one another in the axial direction 101. In the assembled state, the damping element 11 engages with a form fit and/or force-transmitting manner with the inner circumference 22 of the base body section 20 around the outer surface of the flange section 14 and with the support section 21 between the stacks 18.

The support sections 21 each have an inclined surface 23 on their radially inner side, which extends obliquely outward in the axial direction 101 from the inner periphery 22. Thus, the inclined surfaces 23 are oriented divergently from each other in the axial direction. Since the support section 21 is inclined outward, it is deformed outward in the radial direction 103 when it abuts against the end stop 8, as a result of which the guide element 10 is subjected to restoring forces which are directed in the axially opposite direction 102. By this restoring force, the damping element 11 can be prevented from adhering to the piston rod guide 5. Furthermore, a damping element 11 is proposed, which is characterized by soft deformation behavior.

Fig. 4 shows the traction stop 9 in a longitudinal section along the longitudinal axis 100. Between the stack 18 and the flange section 14, a radial annular gap 24 is formed, which serves to accommodate the base section 20. The width of the annular gap in the radial direction is smaller than or equal to the radial thickness of the portion of the base body section 20 arranged between the support sections 21, so that the base body section 20 is held in the annular gap 24 in a force-transmitting manner. Furthermore, the annular gap 24 and the base section 20 are dimensioned such that the base section 20 ends flush with the stack 18 and the flange section 14, in particular with the stop surface 19, in the axial direction. The support section 21 protrudes beyond the base section 20 in the axial direction, so that when the end stop 8 is reached, the traction stop 9 first abuts the support section 18.

The guide element 10, that is to say the guide sleeve section 12 and the flange section 14, has a sliding surface 25 which is radially offset relative to an inner surface 26 of the guide sleeve section 12. In this case, the sliding surface 25 is configured in a ring without interruption in the region of the flange section 14 and is staggered in a ring interruption or in sections in the region of the guide sleeve section 12. In this case, the sliding surface 25 is formed in the region of the guide sleeve section 12 by a plurality of partial surfaces extending in sections in the axially opposite direction 102, which are regularly spaced apart from one another in the circumferential direction. The guide element 10 is mounted on the piston rod 4 in a sliding manner by means of the sliding surface 25, wherein the sliding surface 25 contacting the piston rod 4 and thus the frictional resistance can be reduced by means of the offset regions. It is furthermore ensured that the piston rod 4 and the traction stop 9 are in contact with one another only via the sliding surface 25.

List of reference numerals

1. Vibration damper

2. Inner cylinder body

3. Outer cylinder body

4. Piston rod

5. Piston rod guide

6. Connection joint

7. Traction stop spring

8. End stop

9. Traction stop

10. Guide element

11. Cushioning element

12. Guide sleeve section

13. Spring seat section

14. Flange section

15. Outside surface

16. Supporting surface

17. Outside surface

18. Stack part

19. Stop surface

20. Base section

21. Support section

22. Inner periphery

23. Inclined surface

24. Annular gap

25. Sliding surface

26. Inside surface

100. Longitudinal axis

101. Axial direction

102. In an opposite axial direction

103. Radial direction

104. In the opposite direction.

Claims (15)

1. Traction stop (9) for a traction stop spring (7) of a shock absorber (1), having:

a guide element (10), wherein the guide element (10) has an axially extending guide sleeve section (12) for axial guidance along a piston rod (4) of the shock absorber (1) and a spring seat section (13) which is coupled radially outwardly to the guide sleeve section (12) and for axial support of the traction stop spring (7),

a damping element (11), wherein the damping element (11) can be supported elastically in an axial direction (101) on an end stop (8) of the shock absorber (1) and in an axially opposite direction (102) on the side facing away from the traction stop spring (7) on the spring seat section (13),

it is characterized in that the method comprises the steps of,

the guide element (10) has a flange section (14) in an axial extension relative to the guide sleeve section (12), wherein the damping element (11) is radially supported on the flange section (14).

2. Traction stop (9) according to claim 1, characterized in that the damping element (11) is positively and/or force-fittingly fixed at the guide element (10) in the radial direction (103) and/or in the circumferential direction.

3. Traction stop (9) according to claim 1 or 2, characterized in that the damping element (11) has an annular base section (20) and a plurality of support sections (21) which are distributed uniformly in the circumferential direction at the base section (20) and protrude at least in the axial direction (101), wherein the support sections (21) protrude beyond the flange sections (14) for axial support at the end stop (8) in the axial direction (101).

4. A traction stop (9) according to claim 3, characterized in that the base section (20) bears with its inner circumference (22) against the outer side surface (17) of the flange section in a radially opposite direction (104).

5. Traction stop (9) according to claim 3 or 4, characterized in that the base section (20) and the support section (21) bear against a support surface (16) of the spring seat section (13) in axially opposite directions (102).

6. Traction stop (9) according to any one of claims 3 to 5, characterized in that the support sections (21) each have an inclined surface (23) on the radially inner side, wherein the support sections (21) can be elastically deformed by the inclined surfaces (23) when abutting against the end stop (8) in order to generate a restoring force in the radial direction (103).

7. Traction stop (9) according to claim 6, characterized in that the inclined surfaces (23) extend from the inner circumference (22) of the base body section (20) in the axial direction (101) in an outwardly rising course and/or divergently from one another.

8. Traction stop (9) according to any one of the preceding claims, characterized in that the damping element (11) is constructed as an integral elastomer.

9. Traction stop (9) according to one of the preceding claims, characterized in that the spring seat section (13) has a plurality of axially protruding stacks (18) on its side facing the damping element (11), wherein the damping element (11) is positively and/or force-fittingly engaged with the stacks (18) in the circumferential direction.

10. Traction stop (9) according to claim 9, characterized in that the support section (21) protrudes from the base section (20) in a radial direction (103), wherein the damping element (11) is arranged with the support section between the stacks (18) in a form-fitting manner in the circumferential direction.

11. Traction stop (9) according to claim 9 or 10, characterized in that a radial annular gap (24) is formed radially between the stack (18) and the flange section (14), wherein the damping element (11) is accommodated in the annular gap (24) in a form-fitting and/or force-transmitting manner with the base section (20).

12. Traction stop (9) according to any one of the preceding claims, characterized in that the flange section (14) and/or the guide sleeve section (12) have a sliding surface (25) on the radial inner side for sliding abutment against the piston rod (4).

13. Traction stop (9) according to claim 12, characterized in that the sliding surface (25) is offset with respect to an inner side surface (26) of the guide sleeve section.

14. Traction stop (9) according to any of the preceding claims, characterized in that the guide sleeve section (12) is positively and/or force-fittingly supported with its outer side surface (15) in the radial direction (103) at the traction stop spring (7).

15. Shock absorber (1) with a traction stop (9) according to any of the preceding claims.