DE102014205147A1 - Method for adjusting a damper force, damper and two-lane motor vehicle with at least one active or semi-active damper - Google Patents

Abstract

The invention relates to a method for adjusting a damper force of a wheel associated with an active or semi-active damper axle of a two-lane motor vehicle, in particular a steerable axle, wherein the damper for adjusting the damper force comprises a damper valve, comprising the steps of: determining a damper force to be set in at least Dependence of a driving state, wherein the at least to be set damper force for this driving condition is the damper force which is at least required to limit a movement path of the damper associated wheel to a maximum allowable for this driving state movement path, wherein the maximum permissible movement path of the wheel is the movement path in which the wheel just does not leave a defined volume in which the wheel can move with sufficient Radfreigang to the vehicle body, and driving the damper valve such that at least the desired damper force turned is presented. Furthermore, the invention relates to a damper with a rotor disk valve and a motor vehicle with at least one active or semi-active damper.

Description

The invention relates to a method for adjusting a damping force of a wheel associated with an active or semi-active damper axle of a two-lane motor vehicle, in particular a steerable axle, wherein the damper for adjusting the damper force comprises a damper valve. Furthermore, the invention relates to a damper for an axle of a two-lane motor vehicle, in particular for a steerable axle, with a housing, disposed within the housing, at least partially cylindrical working space which is at least partially filled with a damper fluid, a damper valve and a piston device, said the piston means comprises at least one piston rod and a piston and the piston is fixed to the piston rod in a region of one end of the piston rod and the piston rod is led out of the housing at the other end, the housing and the piston means being along a central longitudinal axis the damper relative to each other are movable, and wherein the damper valve divides the working space into a first working space and a second working space and at least one flow opening, which connects the first working space with the second working space such that in a geöff Neten state of the flow-through damper fluid can flow through the flow opening from the first working space into the second working space or vice versa, wherein the flow-through opening for adjusting a damper force has an adjustable opening cross-section by means of the damper valve. Furthermore, the invention relates to a two-lane motor vehicle with at least one active or semi-active damper.

In two-lane motor vehicles determines the wheel movement over the entire Radlenkwinkelbereich, in particular the jounce behavior of a wheel, d. H. a complete wheel with a tire mounted on a rim, essentially the size of a volume within which the wheel moves and thus also the required for a sufficient Radfreigang geometry of the vehicle surrounding the vehicle body, in particular the size of the wheel at least partially surrounding the wheelhouse.

Depending on the axle concept and selected axle kinematics as well as the spring behavior of the motor vehicle, a more or less large distance between the wheel and the vehicle body is required for a sufficient Radfreigang. For many reasons, especially for design reasons, a large distance between the wheel arch and wheel is usually undesirable because the wheel in this case looks much smaller and the overall impression of the vehicle appears less sporty. In addition, increases with increasing distance of the air resistance of the motor vehicle, which adversely affects fuel consumption and thus the CO ₂ emissions.

From the prior art it is known to specifically influence the spring behavior of a two-lane motor vehicle, in particular the compression behavior, by means of active or semi-active damper with damper valves for damper force adjustment, in particular to improve ride comfort or driving safety. Furthermore, a variety of different active or semi-active damper with corresponding controllable damper valves are known, both electronically, mechatronically or hydraulically controllable damper or damper valves are known, as well as mechanically adjustable damper or damper valves, d. H. Damper with mechanically adjustable damper force.

The prior art, relating to a method according to the invention is, for example, on the DE-OS 2,119,531 or the DE 101 26 933 A1 referenced, relating to a damper according to the invention on the EP 2 388 493 A2 ,

From the DE-OS 2,119,531 It is known to control a hydraulic damper as a function of the wheel angle of the vehicle for improved ride comfort, that at a rapid steering movement, which leads to a quick Radeinschlag the front wheels of a vehicle, the damping force increases and thereby increases the overall damping, but preferably without hardening , As a result, the suspension or the vehicle suspension can be effectively attenuated in sharp-started curves or with rapid return to the straight-ahead position and the discomfort of the occupants, which is often caused by insufficiently damped transverse vibrations of the vehicle, reduced or avoided. The control of the damper takes place hydraulically. The DE-OS 2,119,531 further teaches that the damping for a satisfactory ride comfort at then constant or only slowly changing steering angle or Radeinschlagwinkel, such as in stationary cornering, should slowly decrease again. Furthermore, it is described that, for a further improvement of the driving comfort, in particular during very fast driving on a strongly curved, sinusoidally running road, it may be advantageous to adapt the setting of the damping not only to the steering angle speed but also to the wheel steering angle.

In the DE 101 26 933 A1 , which also relates to a method of controlling or controlling the damper force to improve ride comfort and safety, is described as the scheme or controlling the damper force as a function of the damper speed, wherein the damper speed is determined by means of distance sensors, which measure the distance between the wheel and the vehicle body, and then subtraction of the signals generated by the sensors. Furthermore, in the DE 101 26 933 A1 discloses additionally to consider the body speed, ie the vertical speed of the vehicle body, as well as so-called dynamic factors other state variables that describe the driving condition, such as a brake pressure, the steering angle or an intended acceleration of the vehicle. From these variables, a resulting, requested or to be set damper force is determined. From this resulting damper force to be adjusted, a manipulated variable for controlling the damper valve is derived, for example a control current, and the damper valve is controlled accordingly so that a flow cross-section of the damper valve is changed such that the required damper force is established.

The EP 2 388 493 A2 discloses a generic damper with adjustable damper force with a damper valve and a flow channel with a variable opening cross-section, wherein a change in the opening cross section causes an adjustment or adjustment of the damper force. The damper valve, in particular the adjusting element of the damper valve, can be actuated by rotating the piston rod, ie mechanically, with an adjusting lever being provided on the piston rod for this purpose.

The object of the present invention is to provide a method for setting a damping force, which allows a more flexible basic tuning, in particular a softer and thus more comfortable basic tuning, without increasing the space requirement of the wheel. A further object of the invention is to provide a damper with which the damper force can be provided with as little effort as possible, in particular without elaborate damper control or regulation, in such a way that a wheel assigned to the damper has an available volume in certain driving states. in which it can move with sufficient Radfreigang to the vehicle body, does not leave. Furthermore, it is an object of the invention to provide a corresponding two-lane motor vehicle with at least one active or semi-active damper.

This object is achieved by a method with the features of claim 1 and by a damper with the features of claim 4, a two-lane motor vehicle with the features of claim 9 and by a two-lane motor vehicle with the features of claim 13. Advantageous and preferred embodiments of Invention are the subject of further claims and are explained in more detail below. The wording of the claims is incorporated herein by express reference. Some of the following features are sometimes described only once, to avoid repetition; H. but only in connection with the method, the damper or the motor vehicle, however, apply independently of each other both for the method, as well as for the damper and for the motor vehicle.

An inventive method for adjusting a damper force comprises the following steps: determining a damping force to be set at least in dependence on a driving state and driving the damper valve such that at least the desired damper force is set. The minimum damping force to be set for this driving state is the damping force which is at least required in order to limit a movement path of the wheel assigned to the damper to a maximum permissible movement path for this driving state. The maximum permissible movement path of the wheel is the movement path, in which the wheel just does not leave a defined volume in which the wheel can move with sufficient wheel release to the vehicle body.

The particular advantage of a method according to the invention is that it makes it possible to limit the wheel movement in critical driving conditions, whereby it can be achieved that the geometry of the vehicle body surrounding the wheel, in particular of the wheel housing, is no longer determined by a few critical driving situations, but can be designed for the predominant, usual driving situations. As a result, the distance between the wheel and the vehicle body, in particular between the tread of the tire and the outer wheel arch, relative to a stationary motor vehicle with a view from the side, can be reduced, resulting in a sportier overall impression and thus considerable advantages in terms of Vehicle design brings with it. In addition, the aerodynamics can be improved in many cases with the aid of the method according to the invention. Thus, emissions can be reduced. Furthermore, there may be positive effects with respect to in-axis lobes, such as increasing the distances between the links and the tie rod, which may result in weight reduction potential.

The inventive method is in particular for adjusting the damping force of an active or semi-active telescopic vibration damper as part of an axis of a two-lane Motor vehicle provided which is directly connected to the vehicle body or the body and a wheel or a wheel-guiding arm of the suspension. About the connection to the wheel or a wheel-guiding handlebar the damper is assigned to a wheel.

The inventive method is suitable both for adjusting the damping force of an active or semi-active damper, which is part of a front axle and an active or semi-active damper, which is part of a rear axle. The method is suitable both for adjusting the damping force of so-called twin-tube dampers and monotube dampers.

In semi-active dampers, the damper force can be changed by a change in a fluid flow by means of a damper valve or adjusted accordingly. For this purpose, the damper valve on a controllable actuator, which, for example, depending on the driving condition, electronically, hydraulically, mechanically, mechatronically or in a similar manner can be controlled. The resulting for a set fluid flow damper force depends on the damper speed, d. H. how quickly the damper is "compressed" or "pulled apart".

In active damper systems, the desired damper force in any direction can be provided via an actuator, regardless of the relative speed of the damper.

In a preferred embodiment of the method according to the invention, the determination of the damper force to be set is carried out, in particular for dampers which have electronically controllable damper valves for setting the damper force, in which the driving state is first determined and then the damper force to be set based on stored characteristic values, characteristic curves and / or characteristic diagrams is determined as a function of the determined driving state, wherein the stored characteristic values, characteristics and / or maps from the defined volume in which the wheel can move with a sufficient Radfreigang to the vehicle body, are derived.

Determining the driving state is preferably carried out in a conventional manner known from the prior art, in particular by a sensor provided in the vehicle, with the example, a steering angle, a Radlenkwinkel, a speed and longitudinal and lateral accelerations of the motor vehicle, vertical accelerations of the wheels or the like recorded and prepared for further processing suitable.

The characteristic values, characteristic curves and / or characteristic maps on the basis of which the damper force to be set is preferably determined as a function of the driving state can be determined in different ways.

However, the characteristic values, characteristic curves and / or characteristic diagrams for the damping force to be set are particularly preferably determined in which the maximum permissible movement path of the wheel is initially determined for as many driving conditions as necessary, in particular for driving states critical with respect to the wheel release. The path of movement of the wheel can be a Radhub, d. H. a vertical path, a travel, d. H. a path along a longitudinal spring axis or a damper path, i. H. a path along a damper longitudinal axis. The maximum permissible movement path, d. H. the maximum allowable wheel stroke, travel or damper travel is the maximum travel or maximum amplitude of travel at which the wheel just does not leave the defined volume at which the wheel with sufficient wheel release was moving toward the vehicle body.

If the maximum permissible movement paths for the individual driving states are known, it is preferred to then assign a respective damping force to be set to the individual driving states. In this way, the characteristic values, characteristic curves and / or characteristic maps to be stored result.

The damper force to be set is in each case at least so large that it is ensured that the wheel movement is so strongly damped that the maximum amplitude of the wheel movement along the path of movement of the wheel does not exceed the maximum permissible movement path, d. H. it is ensured that the wheel does not leave the defined volume or does not exit it. The damper force to be set can be selected to be greater than the minimum required damper force. In no case, however, smaller. In some critical situations, it can also be particularly beneficial to completely block the damper.

Ie. the damper force to be set is the damper force that is required to prevent the wheel from moving beyond the defined volume during the movement of the wheel along its path of movement, that is, for example, to spring in or out too far.

If the damper force to be set is determined, in a next step of the method according to the invention, the damper valve of the damper is correspondingly activated in order to set the desired damper force. The activation of the damper can be known from the prior art, usual manner, electronically, hydraulically, mechatronically or the like, depending on the nature and design of the damper valve.

In a particularly preferred embodiment, the damper force to be set is determined at least as a function of a wheel steering angle, or directly as a function of the wheel steering angle, wherein the damper force to be set is preferably the damper force required to move the movement path to the maximum permitted travel for this determined wheel steering angle to limit.

A critical driving condition for the wheel release is, in particular, compression at high wheel steering angle, d. H. If the driving condition is determined at least as a function of the wheel steering angle, driving conditions that are dependent on the wheel steering angle and critical for the wheel release, such as the one described above, can be detected and deliberately avoided using the method according to the invention.

For this purpose, the wheel steering angle is preferably derived from the steering angle, which is usually detected by means of a steering angle sensor and is required for a large number of control and regulation processes in the vehicle, the wheel steering angle thereby resulting from the determined steering angle and the steering ratio.

In a particularly preferred embodiment, the damper force to be set is determined at least as a function of the wheel steering angle and distance between the wheel and the vehicle body, the distance being preferably between the outer wheel house edge and a tire outer edge at a circumferential position of the wheel on which the motor vehicle is the lowest Radfreigang has detected. The additional distance information enables a more precise determination of the damper force to be set, since the still available movement path can be determined relatively easily from the detected distance.

In an alternative embodiment, however, the damping force to be set can also be determined independently of the wheel steering angle as a function of the distance between the wheel and the vehicle body, wherein the damper force to be set in this case is preferably the damper force that is required to limit the movement path to the maximum permissible for this distance Limit movement path.

In a particularly preferred embodiment, however, the damping force to be set of the driving state is determined as a function of a plurality of driving state variables, preferably at least by the wheel steering angle and the distance between the wheel and the vehicle body. Also conceivable is the use of signals that are detected by the level sensors or the sensors of a level control.

The damper force to be set is thereby preferably determined, in which a damper force component is first determined for each determined driving state variable, for example with the aid of stored characteristic values, characteristic curves and / or characteristic maps, and then the resulting damper force to be set is determined from the determined damper force components, or by a multi-dimensional Map is deposited, from which the damper force to be set results directly.

In a particularly preferred embodiment, the damping force to be set increases with increasing wheel steering angle, in particular during compression, d. H. in the "compression" mode, when the damper is "compressed".

For a cost-effective implementation or implementation of a method according to the invention, it may be particularly advantageous in some cases for reasons of cost to provide a damper with a mechanically controllable damper valve, which is mechanically controllable depending on the driving state. Because then can be dispensed with a costly and expensive damper control or -regelsystem.

Particularly cost-effective and thus advantageous method of the invention can be implemented or carried out with a damper according to the invention.

However, in order to carry out the method according to the invention with a damper valve that can be controlled mechanically as a function of the driving state, it is necessary for the damper or the damper valve to be designed such that in each case the damper force to be set is set as a function of the driving state. D. h., For this it is necessary that the damper valve has a geometry that is derived from the defined volume in which the wheel can move with sufficient Radfreigang to the vehicle body, and that the corresponding characteristics, characteristics and / or maps are "incorporated" into the damper valve, so that in each case sets the desired, at least to be set damper force depending on the driving condition.

Determining the at least to be set damper force and the driving of the Damper valve takes place in this case almost simultaneously, mechanically conditioned depending on the driving condition.

If the damper or the damper valve can be controlled mechanically, the method can be implemented particularly cost-effectively, if the mechanically adjustable damper valve can be actuated directly by a Radlenkbewegung, d. H. when the damper valve is coupled to the associated wheel such that a Radlenkbewegung each causes the adjustment of the required damper force.

An inventive damper is characterized in that the damper valve is a rotor disk valve, wherein the rotor disk valve for adjusting the opening cross-section of the flow opening as a control element has a rotor disk which is rotatable relative to a stator about a valve axis.

A rotor disk valve is a valve which is particularly suitable for adjusting a fluid flow and which can be actuated by rotation or rotation. The rotor disk is disc-shaped or annular disk-shaped and rotatably mounted about a valve axis. The rotor disk has one or more openings which can be brought into register with one or more openings of the stator, which is arranged rotationally fixed in the valve to form a flow opening and for setting an opening cross section of this flow opening. By rotating the rotor disk about the valve axis, a degree of overlap of the opening (s) of the rotor disk with the opening (s) of the stator can be changed or adjusted so that a throughflow opening is created or an opening cross section of the throughflow opening is changed or adjusted can be and thus the damper force. Depending on the angular position of the rotor disk, depending on the geometry of the opening (s) in the rotor disk and in the stator, a flow opening with an effective opening cross-section results.

The flow-through opening can also be designed as a flow-through channel, d. H. the at least one flow-through opening of the damper valve of a damper according to the invention can also be a flow-through duct. Likewise, if appropriate, further, existing throughflow openings may be formed as throughflow channels.

Preferably, the rotor disk is designed such that a closed position is adjustable, d. H. Preferably, the rotor disk is designed such that, in at least one angular position, the opening in the stator is completely closed by the rotor disk.

In a preferred embodiment, the damper valve is configured and disposed within the damper such that the valve axis of the rotor disk valve coincides with the central longitudinal axis of the damper.

In a preferred embodiment, the damper is designed in such a way and can be coupled to a wheel of the motor vehicle associated with the damper that the damper force is mechanically adjustable in a functional installation state of the damper in a two-lane motor vehicle, in particular by a wheel steering movement. Ie. that in a preferred embodiment, the rotor disk can be mechanically controlled or rotated, in particular such that a Radlenkbewegung mechanically causes rotation of the rotor disk about the valve axis.

However, the damper can also be designed such that the damper force is electronically adjustable, for which purpose the rotor disk valve preferably has an electronically controllable actuator as the drive for the rotor disk, with a stepping motor being particularly suitable for this purpose.

In a preferred embodiment, the damper is designed such that in a functional installation state of the damper in a two-lane motor vehicle depending on the driving condition of the motor vehicle, a damper force is adjustable, which is at least required for this driving condition to a path of movement of the damper associated wheel on a limit the maximum permissible movement path for this driving state, wherein the maximum permissible movement path of the wheel is the movement path, in which the wheel just does not leave a defined volume in which the wheel can move with sufficient Radfreigang to the vehicle body. Such a trained damper can be used to carry out a method according to the invention described above or is suitable for carrying out a method according to the invention.

In a particularly preferred embodiment, the damper is designed such that it can be mechanically coupled to a wheel of the axle of a two-lane motor vehicle such that in a functional installation state of the damper in a two-lane motor vehicle Radlenkbewegung the coupled to the damper wheel rotation of the rotor disk the rotor disk valve causes the valve axis relative to the stator and thus an adjustment of the opening cross-section of the flow opening and thus the damper force. This can be held in a simple and cost-effective manner, in particular without a complex and expensive control system must, the opening cross section of the flow opening of the damper valve be adjusted in dependence on the Radlenkbewegung.

In a preferred embodiment, the housing is rotatable together with the rotor disk relative to the piston means and the stator about the central longitudinal axis of the damper, the rotor disk of the rotor disk valve is rotatably connected to the housing of the damper and the stator rotatably connected to the piston device. The housing of the damper can be rotatably coupled to a wheel and the piston device rotationally fixed to a vehicle body.

If the housing of the damper in a functional installation state of the damper in a motor vehicle, for example, rotatably connected to a wheel of the damper associated wheel and the piston device rotatably connected to the vehicle body, causes a Radlenkbewegung rotation of the damper housing and thus rotation of the actuating element of the rotor disk valve, d , H. the rotor disk, relative to the stator and thus an adjustment of the damper force.

In a preferred embodiment, the damper is designed such that the damper force is adjustable in a functionally installed state of the damper in a two-lane motor vehicle depending on the Radlenkwinkel such that the damper force increases with increasing Radlenkwinkel, especially during compression, d. H. when the damper is "compressed", d. H. in the so-called "pressure stage".

A corresponding, so-called "valve characteristic", d. H. the course of the resulting damper force as a function of the driving condition, for example over the wheel steering angle, can be adjusted via the geometry of the opening (s) in the rotor disk and / or in the stator or "incorporated" into the rotor disk valve and thus deposited.

Preferably, the damper is designed for installation in an axle of a two-lane motor vehicle with independent suspension, in particular for a steerable front axle. Particularly preferably, the damper is designed for use in a strut axle, in particular a McPherson strut axle.

The damper may be formed either as a so-called two-tube damper or as a so-called monotube damper, wherein the damper is preferably a twin-tube damper, in particular a telescopic damper.

A motor vehicle according to the invention is characterized in that it is designed to carry out a method according to the invention.

In a preferred embodiment, the motor vehicle for carrying out the method according to the invention has an electronically controllable damper and an electronically coupled to the damper control means for controlling the damper for adjusting the damper force according to the inventive method.

In an alternative but also advantageous embodiment, the motor vehicle has a damper according to the invention designed for carrying out a method according to the invention.

In a preferred embodiment, the axle of the motor vehicle is a steerable axle, preferably a steerable front axle, in particular an axle formed as a strut axle.

In a particularly preferred embodiment, the motor vehicle has a damper which is designed and mechanically coupled to a wheel associated with the damper, that a Radlenkbewegung coupled to the damper wheel causes rotation of the rotor disk of the rotor disk valve about the valve axis relative to the stator and thus an adjustment of the opening cross-section of the flow opening and thus the damper force.

Preferably, the motor vehicle is designed such that the damper force to be set increases with increasing wheel steering angle, in particular during compression.

However, a motor vehicle according to the invention can also be characterized in that it has a damper according to the invention.

These and other features will become apparent from the claims and from the description also from the drawings, wherein the individual features in each case alone or more in the form of sub-combinations in one embodiment of the invention be realized and represent advantageous and inherently protectable versions for which protection is claimed here.

In the following the invention with reference to two preferred embodiments will be further explained, the invention being schematically illustrated in the accompanying drawings. The 1a . 1b . 2a . 2 B . 3a . 3b and 4 show in various sectional views a first embodiment of a damper according to the invention or sections thereof in an enlarged view in a first state and the 1c . 1d . 3c and 3d in a second state, wherein the 1a . 1c . 2a . 2 B . 3a . 3c and 4 show the damper respectively in longitudinal section and the 1b . 1d . 3b and 3d each in cross section.

The 5a . 5b . 6a and 6b show in various sectional views of a second embodiment of a damper according to the invention or excerpts thereof in an enlarged view in a first state and the 5c . 5d . 6c and 6d in a second state, wherein the 5a . 5c . 6a and 6c The damper also each show in longitudinal section and the 5b . 5d . 6b and 6d each in cross section along the sectional plane A-A '. Essential to the invention may be all features described in more detail.

The 1a . 1c . 2a . 2 B . 3a . 3c and 4 show a longitudinal section and a detail in an enlarged view through a damper according to the invention 10 in a first state, wherein the damper according to the invention 10 a telescopic vibration damper in the form of a twin-tube damper is.

The damper according to the invention 10 has a housing 20 with an outer tube 21 and an inner tube 22 , a piston device 60 with a piston rod 61 and a piston 62 and a damper valve disposed in the region of the damper bottom 40 according to the invention as a rotor disk valve 40 is trained on.

The piston rod 61 is with an end 61b out of the case 20 led out. On the other end 61a the piston rod 61 is the piston 62 attached. The piston device 60 with the piston rod 61 and the piston attached thereto 62 can relative to the housing 20 of the damper 10 along a central longitudinal axis 50 of the damper 10 inside the inner tube 22 to be moved.

The rotor disk valve 40 has a rotor disk 46 as well as a stator 45 on, with the rotor disk 46 relative to the stator 45 around a valve axis, in this case with the central longitudinal axis 50 coincides, can be twisted. As a result, an opening cross-section 42 the flow openings 41 or the flow channels 41 of the rotor disk valve 40 be adjusted, which in particular from the 1b and 3b respectively. 1d and 3d it can be seen, each having a cross section along the sectional plane AA 'by the above-described embodiment of a damper according to the invention 10 in a first state with the rotor disk 46 in a first angular position or in a second state with the rotor disk 46 in a second angular position.

The damper 10 also has a through the outer tube 21 and the inner ear 22 formed, cylindrical working space 30 up through a first cylindrical workspace 31 inside the inner tube 22 and by a second, hollow cylindrical working space 32 is formed and can be partially filled with a damper fluid, not shown here, for example, a suitable hydraulic fluid.

Is the rotor disk 46 in an angular position in which the flow channels 41 are open, such as in the in the 1a . 1b . 2a . 2 B . 3a . 3b and in particular in 4 shown state, is when squeezing the damper 10 , ie in the so-called "pressure stage", a damper fluid, not shown here, through the piston 62 displaces and flows out of the first working space 31 through the two valve inputs 43 in the two flow channels 41 into and through the two valve outputs 44 out again and into the second workroom 32 , see in particular 4 ,

If the damper is pulled apart again, ie in the so-called "rebound", the damper fluid flows in the reverse direction from the second working space 32 via the valve outputs 44 , which now act as valve inputs, through the flow channels 41 and the valve inputs 43 , which act as valve outputs, back to the first working space 31 ,

Will the rotor disk 46 at an angle about the central longitudinal axis 50 relative to the stator 45 twisted, there is another degree of overlap of the rotor disk 46 with the stator 45 in particular from the openings of the rotor disk 46 and the stator 45 , As a result, there is another opening cross-section 42 the flow channels 41 , which is based on the 1b and 1d respectively. 3b and 3d is clearly recognizable.

The 5a to 5d and 6a to 6d show a second embodiment of a damper according to the invention 110 , where the 5a . 5b . 6a and 6d the damper 110 each show in a first state and the 5c . 5d . 6c and 6d in a second state. The same components are provided with the same reference numerals.

The two embodiments differ in that the rotor disk 46 respectively. 146 and the stator 45 respectively. 145 each have a different geometry, resulting in a different damper or valve characteristic in Dependence on the angular position of the rotor disk 46 respectively. 146 leads, ie to a different, adjusting damper force at a defined angular position of the rotor disk 46 respectively. 146 ,

Another difference is that in the first embodiment, the stator 45 The damper fluid flows in an advantageous manner radially and not axially, as in the second embodiment, whereby axial forces on the stator 45 can be avoided.

Furthermore, the rotor disc valve allows 140 of the second embodiment of a damper according to the invention 110 also a closed position of the damper valve 140 , which in particular on the basis of 5d and 6d is recognizable.

The rotor disk 46 respectively. 146 is in both embodiments each rotatably with the housing 20 connected, ie with the inner tube 22 and the outer tube 21 , and can be together with the case 20 around the central longitudinal axis 50 , which in this case coincides with the valve axis, relative to the stator 45 respectively. 145 to be twisted. The stator 45 respectively. 145 Further, each further to an axial guidance of the piston device 60 serves, each rotatably with the piston device 60 connected.

Both the damper 10 as well as the damper 110 are each formed such that they via the piston rod 61 rotatably on the vehicle body of a two-lane motor vehicle, in particular on the body, can be attached and the housing 20 rotatably on the wheel, especially rotatably on the wheel of a steerable McPherson strut axle.

Be the damper according to the invention 10 respectively. 110 with its lower end of the housing 20 rotatably attached to a wheel carrier of a steerable axle of a two-lane motor vehicle and with the end 61b the piston rod each rotatably on the body, performs a Radlenkbewegung one with the damper 10 respectively. 110 Wheel coupled via the wheel carrier to a rotational movement of the housing 20 around the central longitudinal axis 50 and thus to a rotation of the rotor disk 46 respectively. 146 relative to the stator 45 respectively. 145 , This may cause another overlap of rotor disc 46 respectively. 146 and stator 45 respectively. 146 be adjusted, creating a different opening cross-section 42 respectively. 142 the flow channels 41 respectively. 141 can be adjusted, and consequently a different damper force. With such a damper according to the invention, it is thus possible to set a damper force as a function of the Radlenkbewegung without a complex, electronic control system.

By a corresponding geometry of the flow channels 41 respectively. 141 , in particular by a corre sponding geometry of the openings in the rotor disk 46 respectively. 146 as well as in the stator 45 respectively. 145 can the opening cross section of the flow channels 41 respectively. 141 and thus a damping force as a function of the angular position of the rotor disk 46 respectively. 146 and thus adjusted by the wheel steering angle. In the two embodiments shown in each case the damper 10 respectively. 110 or in particular in each case the rotor disk valve 40 respectively. 140 designed such that a symmetrical, in particular rotationally symmetrical, flow or inflow of the rotor disk valve 40 respectively. 140 takes place, whereby a uniform damping force distribution within the damper 10 respectively. 110 can be achieved, which increases the risk of tilting the housing 20 opposite the piston device 60 reduced. Due to the symmetrical flow of the stator 45 respectively. 145 radially or axially can tilt the stator 45 respectively. 145 be avoided.

The damper valve 40 respectively. 140 is in each case advantageously designed in such a way and the rotor disk 46 respectively. 146 and the stator 45 respectively. 145 are coordinated so that the depending on the Radlenkwinkel each adjusting damper force is at least so large that a maximum allowed for a Radlenkwinkel movement path of the wheel is not exceeded, ie that each adjusting damper force is at least so great that the damper assigned wheel a defined volume in which the wheel can move with sufficient Radfreigang, just does not leave.

Of course, a variety of modifications, in particular of structural modifications, to the illustrated embodiment possible without departing from the content of the claims.

LIST OF REFERENCE NUMBERS

10

damper

20

casing

21

outer tube

22

inner tube

30

working space

31

first working space

32

second workspace

40, 140

damper valve

41, 141

flow-through

42, 142

Opening cross-section

43, 143

valve inlet

44, 144

valve outlet

45, 145

stator

46, 146

rotor

50

Central longitudinal axis

60

piston device

61

piston rod

61a

first end of the piston rod

61b

second end of the piston rod

62

piston

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 2119531 A [0005, 0006, 0006]
• DE 10126933 A1 [0005, 0007, 0007]
• EP 2388493 A2 [0005, 0008]

Claims (13)

Method for setting a damping force of an active or semi-active damper assigned to a wheel ( 10 . 110 ) an axle of a two-lane motor vehicle, in particular a steerable axle, wherein the damper ( 10 . 110 ) for adjusting the damper force, a damper valve ( 40 . 140 ), comprising the steps of: determining a damper force to be set at least in dependence on a driving state, wherein the damper force to be set for this driving state is the damper force which is at least required to set a maximum movement path of a wheel assigned to the damper to a maximum permissible for this driving state Limiting movement path, wherein the maximum permissible movement path of the wheel is the movement path, in which the wheel just does not leave a defined volume in which the wheel can move with sufficient wheel release to the vehicle body, and - activating the damper valve ( 40 . 140 ) such that at least the desired damper force is adjusted. A method according to claim 1, characterized in that the damping force to be set at least in dependence on a Radlenkwinkels of the damper ( 10 . 110 ), wherein the damper force to be set is preferably that damper force which is necessary to limit the movement path to the maximum permitted for this Radlenkwinkel movement path. A method according to claim 2, characterized in that the damping force to be set increases with increasing wheel steering angle, in particular during compression. Damper ( 10 . 110 ) with adjustable damping force for an axle of a two-lane motor vehicle, in particular for a steerable axle, with a housing ( 20 ), one inside the housing ( 20 ), at least partially cylindrical working space ( 30 ), which is at least partially fillable with a damper fluid, a damper valve ( 40 . 140 ) and a piston device ( 60 ), wherein the piston device ( 60 ) at least one piston rod ( 61 ) and a piston ( 62 ) and the piston ( 62 ) in a region of an end ( 61a ) of the piston rod ( 61 ) on the piston rod ( 61 ) and the piston rod ( 61 ) with the other end ( 61b ) out of the housing ( 20 ) is led out, whereby the housing ( 20 ) and the piston device ( 60 ) along a central longitudinal axis ( 50 ) of the damper are movable relative to each other, and wherein the damper valve ( 40 . 140 ) the working space ( 30 ) into a first workroom ( 31 ) and a second workspace ( 32 ) and at least one flow opening ( 41 . 141 ) having the first working space ( 31 ) with the second working space ( 32 ) connects such that in an open state of the flow opening ( 41 . 141 ) Damper fluid through the flow opening ( 41 . 141 ) from the first workspace ( 31 ) into the second workspace ( 32 ) can flow or vice versa, wherein the flow opening ( 41 . 141 ) for adjusting a damper force by means of the damper valve ( 40 . 140 ) adjustable opening cross section ( 42 . 142 ), characterized in that the damper valve ( 40 . 140 ) a rotor disk valve ( 40 . 140 ), wherein the rotor disk valve ( 40 . 140 ) for adjusting the opening cross section ( 42 . 142 ) of the flow-through opening ( 41 . 141 ) as a control element a rotor disk ( 46 . 146 ) which is relative to a stator ( 45 . 145 ) is rotatable about a valve axis. Damper ( 10 . 110 ) according to claim 4, characterized in that the damper ( 10 . 110 ) is designed such that in a functional installation state of the damper ( 10 . 110 ) is adjustable in a two-lane motor vehicle depending on the driving condition of the motor vehicle, a damping force which is at least required for this driving condition to a movement path of the damper ( 10 . 110 ), and the maximum permissible movement path of the wheel is the movement path at which the wheel does not leave a defined volume in which the wheel can move with sufficient wheel release to the vehicle body. Damper ( 10 . 110 ) according to claim 4 or 5, characterized in that the damper ( 10 . 110 ) is designed such that it is mechanically coupled to a wheel of the axle of a two-lane motor vehicle such that in a functional installation state of the damper ( 10 . 110 ) in a two-lane motor vehicle a wheel steering movement of the with the damper ( 10 . 110 ) coupled wheel a rotation of the rotor disc ( 46 . 146 ) of the rotor disk valve ( 40 . 140 ) about the valve axis relative to the stator ( 45 . 145 ) and thus an adjustment of the opening cross-section ( 42 . 142 ) of the flow-through opening ( 41 . 141 ) and thus the damper force. Damper ( 10 . 110 ) according to claim 6, characterized in that the housing ( 20 ) together with the rotor disk ( 46 . 146 ) relative to the piston device ( 60 ) and to the stator ( 45 . 145 ) about the central longitudinal axis ( 50 ) of the damper ( 10 . 110 ) is rotatable, wherein the rotor disc ( 46 . 146 ) of the rotor disk valve ( 40 . 140 ) rotatably with the housing ( 20 ) of the damper ( 10 . 110 ) and the stator ( 45 . 145 ) rotatably with the piston device ( 60 ), and wherein the housing of the damper ( 10 . 110 ) rotatably can be coupled with a wheel and the piston device ( 60 ) rotatably with a vehicle body. Damper ( 10 . 110 ) according to one of claims 4 to 7, characterized in that the damper ( 10 . 110 ) is formed such that the damper force in a functional installation state of the damper ( 10 . 110 ) is adjustable in a two-lane motor vehicle in dependence on the wheel steering angle such that the damping force increases with increasing wheel steering angle, in particular during compression. Two-lane motor vehicle with at least one active or semi-active damper ( 10 . 110 ), characterized in that the motor vehicle is designed for carrying out a method according to one of claims 1 to 3. Two-lane motor vehicle according to claim 9, characterized in that the damper is electronically controllable and the motor vehicle has an electronically coupled to the damper control means for controlling the damper for adjusting the damper force according to a method according to one of claims 1 to 3. Two-lane motor vehicle according to claim 9, characterized in that the motor vehicle a damper ( 10 . 110 ) according to one of claims 4 to 8. Two-lane motor vehicle according to claim 11, characterized in that the damper ( 10 . 110 ) according to one of claims 6 to 8 and with a damper ( 10 . 110 ) is mechanically coupled such that a Radlenkbewegung of the with the damper ( 10 . 110 ) coupled wheel a rotation of the rotor disc ( 46 . 146 ) of the rotor disk valve ( 40 . 140 ) about the valve axis relative to the stator ( 45 . 145 ) and thus an adjustment of the opening cross-section ( 42 . 142 ) of the flow-through opening ( 41 . 141 ) and thus the damper force. Two-lane motor vehicle with at least one active or semi-active damper ( 10 . 110 ), characterized in that the damper is designed according to one of claims 4 to 8.

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