DE102013202373A1 - Wheel suspension for vehicles, has stabilizer that is connected to side over piston-cylinder unit with wheel suspension element, where piston-cylinder unit is executed as adaptable roll damper - Google Patents

Abstract

The wheel suspension (1) has a stabilizer (2) that is connected to a side over a piston-cylinder unit (3) with a wheel suspension element (4). The piston-cylinder unit is executed as an adaptable roll damper. Roll damper valves are arranged in the piston of the roll damper. The roll damper valves have a return valve in hydraulic homologous model and a throttle adjustable in passage. The roll damper are inversely arranged in the piston.

Description

The present invention relates to a suspension having a stabilizer, wherein the stabilizer is connected on at least one side via a piston-cylinder unit with a suspension element.

The stabilizer is a spring element in the automobile, which contributes to improving the road holding. It connects opposing wheels through levers and a torsion bar. The spring effect is achieved by the twisting (torsion) of often round torsion bars. The central part of the stabilizer is rotatably mounted on the body, wherein the angled ends, which act as levers, are mounted on rubber elements and / or coupling rods on the suspension elements, for example on wishbones. When lifting a wheel (one-sided / reciprocal deflection) is raised by the rotation of the stabilizer, the opposite wheel also lowered when lowering. This counteracts the roll of the body during cornering. With simultaneous compression of both wheels, the stabilizer does not come into action. One-sided deflection when driving straight ahead (due to uneven road surfaces) leads to movements of the vehicle about the longitudinal axis.

In general, one strives for reasons of comfort, a relatively soft suspension, however, for reasons of driving safety and loadability, a relatively hard suspension.

For a high level of comfort in modern vehicles soft Aufbaufedern be used as the DE 10 2004 025 806 A1 disclosed. In combination with appropriately designed dampers, improved ground contact is thus ensured for road bumps. The occurring disadvantageous increase in the roll angle in curves is compensated by the use of stabilizers, the stabilizers are fixed to the vehicle body, and at the ends in each case via a pendulum support on a resilient suspension element, z. B. a wishbone or a rigid axle articulated. However, the use of the stabilizers reduces the possible axle articulation, since an opposite compression of the wheels of an axle is at least limited. In off-road vehicles, however, interlocking may well be desired. By means of switchable components, ie z. B. by means of piston-cylinder units instead of rigid pendulum supports, this should be possible, as the DE 10 2004 025 806 A1 indicates. However, should with the DE 10 2004 025 806 A1 a piston-cylinder unit can be created, which has a precisely determinable position for setting the piston. In this respect, the reveals DE 10 2004 025 806 A1 merely a piston-cylinder unit, which are designed for each wheel so that in a circuit of the same stabilizer effect is canceled, so that the wheels of an axle while maintaining the respective ground contact in opposite directions compression, so can interlock. In the other possible switching position of the piston-cylinder unit, it is locked, so that the effect of the stabilizer is fully maintained, so that an interlocking of the wheels of an axle is limited.

Also the EP 1 000 782 B1 discloses a stabilizer, which is each end connected via a piston-cylinder unit with a damper strut, so that the wheels of an axle are entangled with unlocked circuit of the piston-cylinder unit, the stabilizer effect is released.

The stabilizer is thus, if this is not limited in its effect, significantly reduce a roll of the vehicle, so that the roll angle is reduced when cornering. For a suitable roll support high rigidity of the stabilizer is required. In order to achieve a high ride comfort, however, a low stiffness of the stabilizer is desired.

Against this background, the present invention has the object to provide a suspension with a stabilizer, which the o. G. Design conflict improved.

This object is achieved by a suspension with a stabilizer having the features of claim 1. Further, particularly advantageous embodiments of the invention disclose the dependent claims.

It should be noted that the features listed individually in the following description can be combined with one another in any technically meaningful manner and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

Advantageously, a wheel suspension is proposed, which has a stabilizer, wherein the stabilizer is connected on at least one side via a piston-cylinder unit with a suspension element, wherein the piston-cylinder unit is purposefully designed as a roll damper, wherein the piston-cylinder Unit is preferably designed as a tunable Vapor damper. It is also conceivable that the stabilizer end has in each case a piston-cylinder unit, so that therefore a roll damper, preferably a tunable roll damper is arranged on each side of the stabilizer.

A Wank damper is in the context of the invention, a piston-cylinder unit which is switchable not only in an unlocked and a locked position, but which Wankarbeit the vehicle body absorbs and absorbs at least reduced or dissipated by frequency-dependent realized both resilient and damping properties be, with the actual function of the stabilizer is not put out of action. A tunable roll damper is adjustable with regard to the desired damping characteristic of the roll damper. Rolling in the sense of the invention is an amount by which the vehicle rolls about its longitudinal axis.

It is expedient if the roll damper is designed as a one-pipe system, wherein a piston which is arranged on a piston rod, is axially movably mounted in the cylinder, wherein the piston divides the cylinder space into two hydraulic chambers, and wherein a compensation space is provided.

Targeting is provided that Wank damping valves are arranged in channels in the piston, which hydraulically connect the two hydraulic chambers together.

Each damping valve, so each roll damping valve has in its hydraulic replacement model the function of a check valve and the function of a throttle adjustable in the passage, wherein these hydraulic functions are arranged in series one behind the other. In order to achieve a pressure damping of the roll damper, in the hydraulic replacement model of the damping valve, the function of the check valve is arranged on the opposite surface to the piston rod on the relevant channel of the piston, wherein the function of the adjustable throttle piston rod side is arranged. In order to achieve a train damping, the hydraulic model of the damping valve is arranged in the opposite direction to the hydraulic model of the damping valve for pressure damping. This means that the function of the check valve is arranged on the piston rod side in the respective channel, wherein the function of the adjustable throttle is arranged on the opposite surface of the piston to the piston rod. The piston rod is arranged on the stabilizer, or on the lever, wherein the cylinder unit z. B. is arranged on a control arm.

With this advantageous embodiment, a time-constant, frequency-dependent roll suspension or roll damping for all driving situations can be achieved, wherein the actual function of the stabilizer is not put out of action. This would be the case if the piston-cylinder unit were fully unlocked.

The damping valves are adjustable in the production of the piston-cylinder unit to the desired damping characteristic, and then no longer changeable in their passage.

It is expedient if in addition a control valve is provided, which is arranged in a main channel, which merges into two channel branches. Appropriately, a damping valve is still arranged in the respective channel branch. Advantageously, one of the damping valves for pressure damping and the other designed for damping the train. In this respect, the arrangement of the hydraulic functions of the check valve and the adjustable throttle of the arranged in the respective branch channel damping valve, so the hydraulic spare model is identical to the previously described damping valves. The target is in this case when the control valve is arranged in the main channel, which opens piston rod side in the respective hydraulic chamber. The two channel branches open in the opposite hydraulic chamber. By means of the control valve, the two additional damping valves in the channel branches to the previously described damping valves can be added, the control valve but in contrast to the previously described unchangeable passages of the damping valves allows a variable, controllable passage, so that virtually a soft characteristic to the hard characteristic is aufschaltbar. Thus, a degressive damper characteristic is advantageously achieved, which has a steep branch in the low speed range and a flat branch in the high speed range. Thus, a rocking of the vehicle can be avoided by simple means, with movements in the range of natural frequencies successfully reduced, so be damped.

With the invention, the roll damping is adaptable depending on the driving situation, with a low attenuation z. B. is expedient in an off-road or poor road, so that little stimulation, so little vibration excitation of the route is introduced into the vehicle body.

It is essential that damping work is performed by the invention when rolling the vehicle, whereby the movement of the vehicle is reduced by its roll axis. However, the energy is not completely stored in the stabilizer spring, as known in the art, but dissipated to significant proportions by the sump.

The roll damper still has the compensation chamber, which is filled with a gaseous medium and which may be arranged in a favorable embodiment within the cylinder. The volume of the piston rod extending out of the cylinder or entering the cylinder is compensated for by expansion or compression of the gas in the compensation chamber.

Of course, the compensation chamber may also be arranged outside the cylinder unit, and be connected via a connecting line with one of the hydraulic chambers. The compensation chamber is preferably filled both with a hydraulic fluid and with a gas, wherein the connecting line in the region of the hydraulic fluid adjoins the compensation chamber. Between both media, a sealing piston may be arranged. For example, the compensation chamber may open with its connecting line in the piston rod-side hydraulic chamber or in the hydraulic chamber opposite thereto.

It is also possible if the compensation chamber is arranged on the piston rod side inside the cylinder coaxially around the piston rod, that is to say in an internal, deformable reservoir. As a result, this design can be carried out with an internal cable stop.

Instead of a single-pipe system, however, the roll damper can also be designed as a two-pipe system, wherein an inner cylinder is surrounded by an outer jacket. In the cylinder, a guided on a piston rod piston is arranged, wherein in the bottom of the cylinder, a connecting channel is provided to the outer jacket. A bypass connects the piston rod-side hydraulic chamber with the outer jacket.

It is advantageous if damper valves in the previously described embodiment are arranged both in the piston and in the cylinder bottom.

In a preferred embodiment, in each case a pressure damping and a Zugdämpfendes damping valve disposed both in the piston and in the cylinder bottom, wherein in the bypass, a control valve and an adjustable throttle element are arranged. The throttle element is preferably arranged on the piston rod side in the bypass. The control valve is then preferably provided on the bottom side, that is arranged in the section of the bypass, which connects in the outer jacket.

Of course, analogously to the single-pipe system in the piston but also in the cylinder bottom, in each case a control valve can be arranged in a respective main channel, which in each case has one of the previously described damping valves in its channel branches.

Further advantageous details and effects of the invention are explained in more detail below with reference to exemplary embodiments illustrated in the figures. Show it:

1 a basic view of a suspension element with stabilizer assembly and adaptable Wankdämpfer

2 the sump damper off 1 in a first embodiment,

3 the sump damper off 1 in a second embodiment,

4 the sump damper off 1 in a third embodiment,

5 the sump damper off 1 in a fourth embodiment, and

6 the sump damper off 1 in a fifth embodiment.

In the different figures, the same parts are always provided with the same reference numerals, so that they are usually described only once.

1 shows a section of a suspension 1 which is a stabilizer 2 wherein the stabilizer 2 each end via a piston-cylinder unit 3 with a suspension element 4 connected is. The piston-cylinder unit 3 is an adaptable sump damper 3 executed. The suspension element 4 is exemplary as a wishbone 4 executed. Further elements of the suspension 1 are not shown.

The stabilizer 2 has a middle part 6 and each end arranged and angled from the central part lever 7 on. The adaptable sump damper 3 is with his piston 8th or by means of its piston rod 9 each with the end lever 7 connected, the cylinder unit 11 with the exemplary wishbone 4 connected is. In another embodiment, it is conceivable that the cylinder unit 11 each with the end lever 7 and the piston rod 9 with the exemplary wishbone 4 connected is.

In 2 is a first embodiment of the adaptable Wankdämpfers 3 shown as a detail. The adaptable sump damper 3 is designed as a single-tube system, wherein the piston 8th the cylinder 11 in two hydraulic chambers 12 and 13 divided. There is also a compensation room 14 intended. The hydraulic chambers 12 and 13 are filled with hydraulic fluid, the compensation space 14 is filled with a compressible, preferably gaseous medium.

In the flask 8th which is in 2a enlarged shown as a detail, are hydraulic channels 16 . 17 and 18 arranged in which damping valves 19 and 21 are arranged. The hydraulic channels 16 and 17 are arranged without branching, with the hydraulic channel 18 in two channel branches 22 and 23 divides.

In the 2 to 6 are the damping valves 19 and 21 each shown in your hydraulic replacement models. That means that in the 2 to 6 shown physical elements thus represent hydraulic functions. Thus, the hydraulic function of a check valve is the reference numeral 24 assigned, wherein the function of an adjustable throttle the reference numeral 26 assigned. Hereinafter, the respective functions will be considered as a check valve for the sake of simplicity 24 or adjustable throttle 26 designated. The damping valves 19 and 21 have a check valve 24 and a throttle adjustable in the passage 26 on, with the damping valves 19 and 21 in the respective hydraulic channels 16 . 17 . 18 such as 22 and 23 are oriented differently. The check valve 24 is in series with the adjustable throttle 26 arranged.

In the hydraulic replacement model, a pressure damping of the sump damper 3 to reach is the check valve 24 at the to the piston rod 9 opposite surface 27 on the channel in question 16 of the piston 8th arranged, with the adjustable throttle 26 piston rod side is arranged. To achieve a train damping, the damping valve 21 in the opposite direction to the pressure damping (damping valve 19 ) arranged. That means the check valve 24 rod side in the respective channel 17 is arranged, with the controllable throttle 26 at the to the piston rod 9 opposite surface 27 of the piston is arranged. The piston rod 9 is on the stabilizer 2 , or at the lever 7 arranged, the cylinder unit 11 z. B. on the wishbone 4 is arranged.

With the in the two channels 16 and 17 arranged damping valves 19 and 21 is a temporally constant roll damping possible. The damping valves 19 and 21 are in the production of the roll damper 3 adjustable to the desired damping characteristic, and then in their passage no longer changeable.

In the hydraulic channel 18 is a control valve 28 arranged, wherein in the channel branches 22 and 23 on the one hand a damping valve 19 and on the other a damping valve 21 is arranged. Advantageously, the damping valve 19 as previously for pressure damping and the other designed for damping the train. In this respect, the arrangement of the in the respective channel branch 22 and 23 arranged damping valve 19 or 21 with the to the check valve 24 in series arranged controllable throttle 26 identical to the previously described damping valves 19 and 21 , The control valve 28 is in the main hydraulic channel 18 arranged, which piston rod side in the respective hydraulic chamber 12 empties. The two channel branches 22 and 23 open in the opposite hydraulic chamber 13 , By means of the control valve 28 are the two additional damping valves 19 and 21 in the channel branches 22 and 23 to the previously described damping valves 19 and 21 switchable, with the control valve 28 but in contrast to the previously described unchangeable passages of the damping valves 19 and 21 allows a variable, controllable passage, so that virtually a soft characteristic to the hard characteristic is aufschaltbar.

The 3 and 4 show the sump damper 3 in which the compensation space 14 is arranged externally, wherein a connecting line 29 is provided. The externally arranged compensation space 14 is filled with hydraulic fluid and a gaseous medium. The connection line 29 closes in the area of the hydraulic fluid at the compensation space 14 at. The hydraulic fluid is preferably identical to the hydraulic fluid of the roll damper 3 , At the in 3 illustrated embodiment, the connection line opens 29 in the plane of the drawing lower piston chamber 13 , At the in 4 illustrated embodiment, the connection line opens 29 in the piston rod side hydraulic chamber 12 ,

At the in 5 illustrated embodiment is the compensation chamber 14 rod side in an internal, deformable reservoir 31 arranged, with still a Zuganschlag 32 is provided.

In the 3 to 5 are the arrangements of the damping valves 19 and 21 in the hydraulic channels 16 . 17 . 18 and 22 such as 23 identical to the arrangement in 2 respectively. 2a ,

6 shows the adaptable sump damper 3 in the embodiment as a two-pipe system, wherein an inner cylinder 33 from an outer jacket 34 is surrounded. In the cylinder 33 is one on a piston rod 9 guided piston 8th arranged, being in the ground 36 of the cylinder 33 one connecting channel 37 and 38 to the outer jacket 34 is provided. A bypass 39 connects the piston rod side hydraulic chamber 12 with the outer jacket 34 ,

Both in the piston 8th as well as in the cylinder bottom 36 are damping valves 19 and 21 arranged in the embodiment described above, wherein in the bypass 39 a control valve 28 and an adjustable throttle element 41 are arranged. The throttle element 41 is preferably piston rod side in the bypass 39 arranged. The control valve 28 is then preferably provided on the bottom side, ie in the section of the bypass 39 arranged, which in the outer jacket 34 followed.

Of course, analogous to the single-tube system ( 2 to 5 ) in the piston 8th but also in the cylinder bottom 36 still each a control valve 28 be arranged in a respective main channel, which may each have one of the previously described damping valves in its channel branches.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102004025806 A1 [0004, 0004, 0004, 0004]
• EP 1000782 B1 [0005]

Claims (10)

Suspension, which has a stabilizer ( 2 ), which on at least one side via a piston-cylinder unit ( 3 ) with a suspension element ( 4 ), characterized in that the piston-cylinder unit ( 3 ) as a roll damper ( 3 ) is executed. Wheel suspension according to claim 1, characterized in that the piston-cylinder unit ( 3 ) as an adaptable roll damper ( 3 ) is executed. Wheel suspension according to claim 1 or 2, characterized by roll damping valves ( 19 . 21 ) which at least in the piston ( 8th ) of the roll damper ( 3 ) are arranged. Wheel suspension according to one of the preceding claims, characterized by roll damping valves ( 19 . 21 ) which in the hydraulic replacement model a check valve ( 24 ) and a throttle adjustable in the passage ( 26 ), wherein the check valve ( 24 ) in series with the adjustable throttle ( 26 ) is arranged. Wheel suspension according to one of the preceding claims, characterized by roll damping valves ( 19 . 21 ) which in opposite directions at least in the piston ( 8th ) are arranged. Wheel suspension according to one of the preceding claims, characterized by a control valve ( 28 ), which in a hydraulic channel ( 18 ) which is arranged in two channel branches ( 22 . 23 ), in each of which a roll damping valve ( 19 . 21 ), wherein the roll damping valves ( 19 . 21 ) are arranged in opposite directions to each other. Wheel suspension according to one of the preceding claims, characterized in that the roll damper ( 3 ) a compensation space ( 14 ), which within the roll damper ( 3 ) and / or can be arranged externally thereto. Wheel suspension according to one of the preceding claims, characterized in that the roll damper ( 3 ) is designed as a single-tube system. Wheel suspension according to one of claims 1 to 7, characterized in that the roll damper ( 3 ) is designed as a two-pipe system. Wheel suspension according to claim 9, characterized in that the roll damper ( 3 ) Roll damping valves ( 19 . 21 ) in both its piston ( 8th ) as well as in its soil ( 36 ), wherein the roll damping valves ( 19 . 21 ) are each oriented in opposite directions.

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