DE102016201733A1 - Shock absorber assembly for a motor vehicle - Google Patents

Abstract

The invention relates to a shock absorber assembly (20) for a motor vehicle, comprising a shock absorber (1) and an elastic stop buffer (8) arranged axially between a damper cylinder (2) and a support bearing (4) for a piston rod (3). arranged the shock absorber (1) and by a between the damper cylinder (2) and support bearing (4) acting axial force is elastically deformable. In order to protect high-quality components of a motor vehicle with excessive deflection of the wheels from damage, the invention provides that a crush element (10) between the damper cylinder (2) and the support bearing (4) is arranged and adapted to transmit the axial force and plastically deformed when it exceeds a threshold.

Description

The invention relates to a shock absorber assembly for a motor vehicle having the features of the preamble of claim 1.

In modern motor vehicles, all wheels are via a suspension with the vehicle body, d. H. connected to the body or the chassis of the vehicle. Such a suspension fulfills two main tasks: first, the leadership of the wheel or the wheel, on the other hand, the suspension of the same. The respective wheel and the wheel carrier receiving this are part of the unsprung mass, which follows more or less the height profile of the respective running surface, while body and chassis form parts of the sprung mass, which should be at least largely decoupled from sudden movements of the unsprung mass. The effect of the springs is complemented by shock absorbers (also known as vibration dampers or spring dampers), which convert the energy of the relative movement between sprung and unsprung mass into heat and thus prevent unwanted vibration behavior.

Such a shock absorber may, for example, operate hydraulically, with a piston attached to a piston rod being movable within an oil-filled cylinder. Here, the cylinder is attached to the sprung mass and the piston rod to the unsprung mass (or vice versa). In addition to hydraulic shock absorbers, for example, pneumatic designs are also known. Normally, the shock absorber itself produces a damping force, but no restoring force, because this is generated by a spring, which is assigned to the damper. In a common design of the shock absorber is arranged in the interior of a coil spring, but it can also be arranged next to this. In any case, the movement of the shock absorber is determined inter alia by the movement of the spring.

For very strong forces between sprung and unsprung mass, e.g. When driving over a bump at too high a speed, it may happen that the bumper is compressed beyond its intended range of motion. This could lead, for example, to the fact that the chassis-facing end of a damper cylinder, which is attached to a handlebar or wheel carrier, strikes in the region of the chassis. This, in turn, may result in damage to the shock absorber or adjacent components. A harder suspension, which could solve this problem in principle, is usually undesirable for reasons of ride comfort. Instead, it has been proposed in the prior art, an elastic element, for example. Provide polyurethane foam, which may be, for example. In the end region of the piston rod and cooperates with strong compression with the damper cylinder to intercept this elastic. D. h., The shock absorber is effectively supplemented by a spring element, which, however, only acts when a normal range of motion of the shock absorber is left. Such an elastic element is referred to as a stop buffer, stop damper, jounce bump or the like.

However, it can happen in extreme situations that the intended working range of the stop buffer is exceeded, usually by the fact that it is completely compressed. In such a case, damage to the shock absorber and / or the adjacent components, for example. The vehicle body may occur despite the bump stop. In particular, the latter can bring significant repair costs. In order to avoid such, it has been attempted to supplement the function of the stop buffer by a secondary elastic element, which, however, has a lower elasticity. The basic idea here is that at lower forces primarily the stop buffer is compressed and at larger forces, for example, when the stop buffer is completely compressed, the secondary elastic element, which can be referred to, for example. As impact buffer or impact damper is compressed and so prevents damage to other components.

The US 2013/0328255 A1 shows a support assembly for a shock absorber, wherein a support housing is disposed about a piston rod of the shock absorber. An elastic stop buffer, which serves to cooperate with too strong compression with the damper cylinder and intercept this is also disposed around the piston rod. Furthermore, a stop buffer cup is provided, the end is seated on the stop buffer and this partially encloses. The stop buffer cup is supported here on the carrier housing.

The US 2010/0230877 A1 discloses a crash cushion assembly for a vehicle having a first member and a second member movable relative thereto and an elastic crash damper disposed between said members and having a cylindrical wall with a plurality of apertures. The openings serve to avoid radial deformation of the impact damper as far as possible when acting on an axial force. The impact absorber can be used with a shock absorber in conjunction with a stop buffer. The stop buffer surrounds a piston rod, wherein at its end a cup element is seated, which extends over a inelastic support ring supported on the impact damper, which in turn rests against a spring seat of a spring-damper assembly. The stop buffer has a higher elasticity than the impact damper.

The US 2015/0239315 A1 shows a similar concept, wherein the number and geometry of the openings differ within the crash cushion and is also provided that the stop buffer rests without the interposition of a support ring on the crash cushion.

The US 8,733,745 B2 shows a further shock absorber assembly with a arranged around a piston rod stop buffer, which is supported on the vehicle side on an elastic impact damper. The impact damper has a cylindrical portion from which two annular flange portions extend radially outwardly, which are axially spaced from each other. The structure of the crash cushion to its flexibility can be improved.

The US 2010/0213656 A1 discloses a shock absorber assembly in which adjacent to an upper spring seat on which a piston rod of a shock absorber is mounted, an elastic stop buffer is provided which engages around the piston rod. At an upper end of the associated damper cylinder, a rigid stop cap and a flexible stop cap are provided, which are each penetrated by the piston rod. The flexible stop cap extends above the rigid stop cap, with a gap between them. If the shock absorber leaves its normal working range, the stop buffer collides with the flexible stopper cap, both deforming and the flexible stopper cap is pressed into the region of the gap, where eventually it eventually meets the rigid stop cap.

The US 2015/0158363 A1 shows a similar structure, wherein between the flexible stopper cap and the rigid stop cap in the space still an elastic insert part is arranged.

The US 2006/0043659 A1 discloses a stop buffer arrangement with a stop buffer and a arranged in series with this spring element. The latter may, for example, be cup-shaped and arranged between the stop buffer and a spring seat. Embodiments are also shown in which the spring element is accordion-like and is arranged within a telescoping housing. The stop buffer and the spring element can also surround a piston rod of a shock absorber. It is possible that the spring element is arranged on the side facing away from the damper cylinder side of the stop buffer or at an upper end of the damper cylinder.

In the US 2015/0258870 A1 discloses a further stop buffer arrangement for a shock absorber, in which an elastic stop buffer surrounds the piston rod and in turn is surrounded by a likewise elastic, but stiffer cup element. The stop buffer and the cup element can be arranged on an upper side of the damper cylinder or else on an upper end of the piston rod. The deformation behavior of the stop buffer should be positively influenced by the cup element surrounding it.

A similar construction with a stop buffer and a partially enclosing cup-like element shows the US 2008/0136076 A1 , Again, the cup-like element is elastic.

The US 6,361,027 B1 discloses a shock absorber arrangement in which the piston rod is mounted relative to a vehicle body by means of a first elastic element. Between a stop buffer, which surrounds the piston rod, and the vehicle body, a second elastic element is arranged, which serves to enable a force flow independent of the first elastic element, by which forces are transmitted to the vehicle body upon impact of the damper cylinder on the stop buffer.

In the US 2010/0127437 A1 a stop buffer arrangement is shown with a stop buffer and a retaining element. The stop buffer is positively connected to the retaining element, which in turn produces a positive connection with a vehicle-mounted bracket.

In view of the prior art, the protection of a motor vehicle from damage due to excessive deflection of the wheels still offers room for improvement. This concerns in particular high-quality components such as the vehicle body, so the chassis or the body.

The invention has for its object to provide an improved shock absorber assembly.

According to the invention the object is achieved by a shock absorber assembly with the features of claim 1, wherein the dependent claims relate to advantageous embodiments of the invention.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way combined can and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figure.

The invention provides a shock absorber assembly for a motor vehicle, in which even high-quality components of a motor vehicle are protected against damage when the wheels are excessively compressed. The shock absorber assembly is hereinafter referred to as an assembly for the sake of simplicity. When motor vehicles are especially cars or trucks in question. The assembly is associated with a suspension of the motor vehicle, which may be the suspension of a front wheel or a rear wheel. The shock absorber assembly includes a shock absorber and an elastic bump stop which is axially disposed between a damper cylinder and a support bearing for a piston rod of the shock absorber and deformable by an axial force acting between the damper cylinder and the support bearing. The shock absorber may in this case be designed in particular as a hydraulic or pneumatic shock absorber. In any case, it includes a damper cylinder and a relative to this movable piston rod. It is understood that on the piston rod, a piston is mounted, which is movable within the damper cylinder. Overall, the shock absorber can also be referred to as a telescopic shock absorber.

The piston rod is supported at its cylinder distal end on a support bearing. This can be assigned to the unsprung mass (for example a handlebar or a wheel carrier) or to the sprung mass (the body or the chassis). The support bearing may also be a spring seat (eg, a spring plate) on which both the piston rod and a spring of the shock absorber assembly are supported. The piston rod is either stationary or only slightly movable relative to the support bearing, for example., When the piston rod is supported via an intermediate elastic pad on the support bearing. The stop buffer is arranged axially between the damper cylinder and the support bearing. The axial direction corresponds to the extension direction of the shock absorber and the piston rod.

Of course, the function of the stop buffer is to form an elastic stop between the damper cylinder and the support bearing. D. h., As the term "stop" makes it clear that within a certain range of movement of the damper cylinder relative to the piston rod (or vice versa) of the stop buffer has no effect, so no (significant) forces transfers. If, however, the normal range of motion is exceeded, ie when the shock absorber is compressed to a normal degree during heavy compression, a contact between the damper cylinder and the support bearing is established by the stop buffer (and possibly other intermediate components) and an axial force acts in the axial direction) between said components. Strictly speaking, this is of course a pair of forces, with a force acting on the support bearing and an opposing force on the damper cylinder. The axial force is transmitted through the bump stopper (among others) and acts thereon to elastically deform.

Of course, a deformation can almost never be characterized as completely elastic. Therefore, the term "elastic" is to be understood here as meaning that the deformation is predominantly elastic, in particular at least 80% or at least 90%.

The bump stopper may in particular be formed from an elastic polymer, for example rubber, polyurethane, etc. This may also be a foamed polymer. Preferably, the stop buffer is arranged circumferentially around the piston rod. Also preferably, there is a gap between the stop buffer and the piston rod. It is also conceivable that the stop buffer is designed in several parts or that a plurality of stop buffers are present. An outer side of the stop buffer may have tangentially circumferential folds, ribs or flange sections in order, for example, to specifically influence the deformation behavior. It is also conceivable that the stop buffer has a perforated structure, for example. With radially continuous recesses.

According to the invention, a crushing element is arranged between the damper cylinder and the support bearing and is adapted to transmit the axial force and to be plastically deformed when it exceeds a threshold value. The crushing element can in this case be arranged in particular axially between the support bearing and the damper cylinder. It is hereby adapted to transmit the axial force acting between the support bearing and the damper cylinder and acting on the stop buffer. In other words, when the normal range of motion is exceeded as described above, the damper cylinder and the support bearing are in communication with each other via the bump stop, the crush member, and possibly other intermediate components, so that a flow of force from the damper cylinder to the support bearing passes through the aforementioned members. The crushing element in this case transmits the axial force (at least indirectly, ie possibly with the interposition of at least one other component) to the stop buffer. Although the term "a" element of deformation is mentioned here is, this is to be understood in the sense of "at least one" crumple element. Ie. There may be a plurality of crushing elements or the crushing element may be formed in several parts.

In contrast to the stop buffer, which is elastically deformed by the axial force, a plastic deformation occurs in the deformable element when the axial force exceeds a threshold value. Below this threshold, the deformation of the crushable element is preferably negligible, i. H. the deformable element is essentially rigid here. The plastic deformation of the deformable element may be accompanied by an elastic deformation, but plays a minor role. In particular, the crushing element can be described in relation to the stop buffer as inelastic. The plastic deformation, the extent of which of course depends on the strength of the axial force, is associated with energy absorption. This ensures that when the axial force is so great that they can not be effectively intercepted by the bump stop, for example. When this is substantially completely compressed, the shock absorber and / or adjoining components or assemblies, at least up to be protected to some degree against damage. In other words, the crushing element provided to a certain extent as a cost-effective wearing part is plastically deformed in favor of the integrity of higher-value components or assemblies, ie. H. damaged or destroyed. The plastic deformation may include, for example, a buckling or bending of the crushing element. The threshold value can not normally be exactly but at least approximately adjusted by the design of the deformable element and can, for example, be matched to the force at which the stop buffer is completely compressed or to the force at which damage to other vehicle components would be feared.

The advantage of plastic deformation is that it allows greater amounts of energy to be absorbed than by elastic deformation. D. h., Even with very strong shocks within the shock absorber assembly can be prevented by the plastically deforming deformation element damaging other components, even if this would not be possible with an elastic component. In that regard, a protection can be achieved hereby which, for example, can not be achieved with a secondary elastic element such as the impact buffer described in the introduction. It is also the case that with an elastic element, the force acting in this increases with increasing compression, so that even if the element is not fully compressed, other components could be damaged. In the case of a plastically deforming deformable element, in the course of the collapse, the acting force can partly remain approximately the same or even decrease, which is due to the structural yielding of the deformable element. It should be noted that in principle a replacement of the deformable element is indicated in the case of a plastic deformation, but the shock absorber assembly normally still remains functional and the replacement does not have to take place immediately. In any case, replacement of the crushable element, however, is much less expensive than otherwise necessary repair of the vehicle body or other components.

It is understood that the shock absorber assembly in addition to the above elements may include other elements, in particular a spring associated with the shock absorber, for example. A coil spring surrounding the shock absorber, or another, the damper cylinder associated support bearing that the o.g. Support bearing axially opposite. Furthermore, handlebars can also be attributed to the shock absorber assembly, wherein one of said support bearings can be formed on a handlebar or on a wheel carrier.

The crushing element can be made of different materials, wherein u.a. the weight as well as the necessary stability and the ability to plastic deformation can be considered. It could be made of a single material or a composite material. Preferably, the crushing element consists at least partially of metal, in particular steel or aluminum. It could, for example, be partially formed from sheet metal, with the structure of the sheet being able to ensure suitable stability or stability against acting axial forces. In particular, however, it is also conceivable that the crushing element comprises a foamed metal body (for example, made of aluminum foam), which may also be characterized by good energy absorption properties. Of course, combinations are also conceivable here, for example, such that a metal foam body is surrounded by a metal sheet or partially reinforced by a metal sheet.

It is within the scope of the invention conceivable to attach the crushing element directly or indirectly on the damper cylinder. According to a preferred embodiment, however, the crushing element is at least indirectly attached to the support bearing. In this case, "indirectly" means that the two components have no direct contact, but are fastened to one another via at least one intermediate component. The attachment can be made in a form-fitting, cohesive and / or non-positive manner. Of course, it also depends on the materials of the elements to be joined and can, for example, be done by gluing, welding, screwing, riveting or other known joining methods. With a view to a possible exchange In particular, a detachable connection can be selected for a damaged deformable element.

Regardless of the o.g. Attachment of the crumple element are different ways to arrange the stop buffer. Thus, it is possible to fix this indirectly or directly on the damper cylinder, for example, even if the crush element is attached to the support bearing. According to another embodiment, the stop buffer is attached at least indirectly to the support bearing. The attachment can also be made here form-fitting, cohesive and / or non-positive.

In a further embodiment, the stop buffer is attached at least indirectly to the crushing element. That is, in this case, the stopper buffer and the crushing member form parts of a contiguous assembly. This can be fastened in particular in its entirety on the support bearing. It is preferred that the stop buffer is located on the cylinder side of the crumple element. In this case, therefore, the stop buffer on the deformable element (and possibly intermediate elements) attached to the support bearing. Usually, the stop buffer here forms that component which is closest to the cylinder in the axial direction. If the shock absorber moves in the normal range of motion, then there is an axial distance between the stop buffer and the damper cylinder. With more compression, the stop buffer and the damper cylinder meet and, as described above, an axial force is transmitted, which passes through the stop buffer and the crumple element to the support bearing.

With regard to the physical configuration of the deformable element, different options are given within the scope of the invention. According to a preferred embodiment, the crushing element comprises a jacket section which surrounds the piston rod. The shell portion is thus arranged tangentially circumferentially around the piston rod. In particular, the jacket portion may be arranged symmetrically with respect to the central axis of the piston rod. The cross section of the jacket section can be, for example, circular, oval or polygonal, for example, quadrangular. Advantageously, the wall of the shell portion is oriented parallel to the axial direction, so that it can better withstand axial forces which are below the intended threshold value. D. h., The crushing element is thus structurally stabilized, so it can be constructed as a whole material saving and easy.

In particular, the deformable element can consist entirely of the aforementioned jacket section. In this case, it is particularly preferred that the deformable element is designed like a cylinder jacket. One could also speak here of a circular-shaped deformable element. Here, for example, a comparatively thin-walled tube of steel, aluminum or another metal can be used. However, in this embodiment, the deformable element can also consist, for example, of foamed metal, in which case the wall can be made thicker in comparison to a solid material.

In particular, but not exclusively, in cases where the crushing member includes a skirt portion surrounding the piston rod, it is preferable that a gap is formed between the piston rod and the crushing member. In this space is advantageously no other component, d. H. he is empty. Thus, it is possible that when the buckling member bends or folds, it may partially move into that clearance. Ie. the space serves to promote the undisturbed deformation of the crumple element. If the crushing element extends into a region in which, for example, an elastic bearing is arranged for the piston rod, then it is preferred that there is also a gap between the crushing element and the elastic bearing.

According to a further embodiment, a rigid intermediate element for transmitting the axial force is arranged between the stop buffer and the crushing element. The function of the intermediate element is in particular to enable a controlled, in particular as uniform as possible force distribution on the crush element on the one hand and the stop buffer on the other. This is particularly advantageous if the mutually facing ends of the crushing element and stop buffer have very different cross sections. The intermediate element forms a kind of adapter. In this case, the rigid intermediate element is normally attached at least to the stop buffer or on the deformable element, it also being possible here for a detachable connection to be advantageous with regard to an exchange of the deformable element. Preferably, the stop buffer is attached via the intermediate element on the crush element, d. H. the three elements mentioned form a coherent assembly. The intermediate element is in this case rigid in the sense that it deforms at most negligible in the axial forces in which the stop buffer deforms and in the axial forces in which a plastic deformation of the deformable element occurs. In order to ensure the necessary stability, the intermediate element may, for example, be made of steel.

In an advantageous embodiment, the intermediate element is annular and extends transversely to the axial direction, ie radially and tangentially. The intermediate element can in this case, a circular disc, for example. Steel sheet form, which extends. This design can be used in particular in conjunction with a cylinder jacket-shaped crushing element. In this case, the annular intermediate member may be attached to an end face of the crushing member. At the opposite side of the intermediate element while the stop buffer can be attached. With this configuration, it is possible that, for example, the crushing element rests against the latter only in the outermost region of the intermediate element, while the stop buffer bears substantially over the whole area. As an alternative to this design, it would also be conceivable to provide a circular-shaped section formed integrally therewith on a cylinder jacket section of a deformable element, which, however, has a more stable design and fulfills a similar function to the intermediate element described.

Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment shown in the figure. It shows:

1 a sectional view of a shock absorber assembly according to the invention according to a first embodiment.

1 shows a sectional view of a shock absorber assembly 20 of a motor vehicle according to the present invention. The viewing direction here runs along the X axis (longitudinal axis) of the vehicle, ie the sectional plane corresponds to the YZ plane. Evident is an upper part of a shock absorber 1 which can, for example, operate hydraulically or pneumatically. The shock absorber 1 includes a damper cylinder 2 and a piston rod 3 to which a piston, not shown here, is fixed, which is inside the damper cylinder 2 is movably arranged. The shock absorber 1 and thus also the damper cylinder 2 and the piston rod 3 extend along an axis of symmetry A, which in the present case extends parallel to the Z-axis. This is of course only an example and the orientation of the shock absorber 1 can generally deviate from this. By the axis of symmetry A, an axial direction and a radial and tangential direction are defined. A vehicle construction 4 forms a support bearing for the piston rod 3 on which they stretch over an elastic bearing body 5 supported. The latter can consist of an elastic polymer, for example rubber. The vehicle construction 4 is shown here in a very schematic way. It may be in the component serving as a support bearing, for example, to act on a part of a longitudinal member or a spring plate.

The shock absorber 1 is concentric with a metallic coil spring 6 surrounded, which is also an elastic, for example. Made of rubber spring pad 7 on the vehicle body 4 supported. It is understood that the shock absorber 1 (more precisely, the damper cylinder 2 ) as well as the coil spring 6 be supported at its lower end, not shown, on a corresponding support bearing, which may be formed, for example, on a wishbone or on a wheel carrier.

At the vehicle construction 4 are several elements 8th . 9 . 10 attached, which serve in case of excessive compression of the vehicle body 4 , but possibly also the shock absorber 1 and other suspension components such as handlebars and wheel carriers, to protect against damage. The representation in 1 shows a condition in which the shock absorber 1 just still in the normal range of motion, being axially by a stop buffer 8th is spaced, the via an intermediate element 9 and a crushing element 10 with the vehicle body 4 connected is. The stop buffer 8th consists of a rotationally symmetric polyurethane foam body that tapers from top to bottom overall and a series of tangentially encircling ribs 8.1 and a central recess 8.2 through which the piston rod 3 is guided. At its upper end is the stop buffer 8th For example, by gluing with the intermediate element 9 connected, which is formed in the present case by an annular steel disc. The intermediate element whose cross-section at the upper cross section of the stop buffer 8th is adapted, in turn, for example, either by an adhesive bond or not shown here connecting means such as screws or rivets with the crush element 10 connected. This is cylindrical or circular tube-shaped and thus consists of a cylindrical shell portion 10.1 , the piston rod 3 as well as the elastic bearing body 5 surrounds tangentially surrounding. The deformable element 10 consists of sheet metal, eg. Aluminum sheet. It is a gap here 11 formed, on the one hand between the crush element 10 and the piston rod 3 and the bearing body 5 and on the other hand between the intermediate element 9 and the bearing body 5 extends.

If the shock absorber 1 leaves the normal range of motion, ie is compressed even more with excessive compression than in 1 , the lower area of the stop buffer hits 8th on the upper end of the damper cylinder 2 , It is thus a power flow of damper cylinders 2 over the stop buffer 8th , the intermediate element 9 and the crushing element 10 to the vehicle body 4 given. You could also say that an axial force between the vehicle body 4 and the damper cylinder 2 acts. This leads to an elastic deformation of the stop buffer 8th , in particular to an axial compression of the same. The desired deformation behavior is in this case by the structure with the circumferential ribs 8.1 supported while the gap 8.2 ensures that a slight radial expansion to the inside is possible. Of course, the axial force also acts in the intermediate element 9 and in the deformable element 10 , This is ensured by the shape and the high stability of the intermediate element 9 that, despite the very different cross sections of the stop buffer 8th on the one hand and the deformable element 10 on the other hand given a relatively uniform force distribution. The steel intermediate element 9 is virtually not deformed in the forces occurring and as long as the axial force does not exceed a threshold, also shows the crush element 10 no significant deformation.

Upon further compression, the stop buffer becomes 8th increasingly elastically compressed, while the axial force increases. Finally, this reaches the threshold value at which the deformation of the deformable element 10 starts. For example. can the stop buffer 8th and the crushing element 10 be matched to one another such that the threshold value corresponds to an axial force at which the limit of the elastic compressibility of the stop buffer 8th is reached. If this limit has not yet been reached, the stop buffer will be fulfilled 8th nor his job, in a sense the function of the coil spring 6 complement and thereby ideally provide for a limitation of the deflection. If this limit is exceeded, there must be potential damage to important vehicle components, in particular the vehicle body 4 be otherwise prevented. This is done in the invention in that the deformation element 10 plastically deformed, more specifically, axially compressed, which may be accompanied by bending and buckling, possibly also with a tearing of the metal sheet. The intermediate element 9 deforms normally not or only insignificantly. In the course of deformation of the deformable element 10 the intermediate element moves 9 axially into the gap 11 and parts of the crumple element 10 can become radially inward in the gap 11 move. Because the deformation of the crumple element 10 is plastic, it must be replaced in principle after such a process. However, it is a simple design, inexpensive to produce element whose cost is negligible compared to those in case of damage to the vehicle body 4 would arise.

LIST OF REFERENCE NUMBERS

1

 shock absorber

2

 damper cylinder

3

 piston rod

4

 vehicle body

5

 elastic bearing

6

 coil spring

7

 Spring pad

8th

 buffer

8.1

 rib

8.2

 recess

9

 intermediate element

10

 deformable element

10.1

 shell section

11

 gap

20

 Absorber assembly

A

 axis of symmetry

Y

 Y-axis

Z

 Z-axis

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

• US 2013/0328255 A1 [0006]
• US 2010/0230877 A1 [0007]
• US 2015/0239315 A1 [0008]
• US 8733745 B2 [0009]
• US 2010/0213656 A1 [0010]
• US 2015/0158363 A1 [0011]
• US 2006/0043659 A1 [0012]
• US 2015/0258870 A1 [0013]
• US 2008/0136076 A1 [0014]
• US 6361027 B1 [0015]
• US 2010/0127437 A1 [0016]

Claims (10)

Shock Absorber Assembly ( 20 ) for a motor vehicle, with - a shock absorber ( 1 ) and - an elastic stop buffer ( 8th ) axially between a damper cylinder ( 2 ) and a support bearing ( 4 ) for a piston rod ( 3 ) of the shock absorber ( 1 ) and by a between damper cylinder ( 2 ) and support bearings ( 4 ) acting axial force is deformable, characterized in that a crushing element ( 10 ) between the damper cylinder ( 2 ) and the support bearing ( 4 ) and is adapted to transmit the axial force and to be plastically deformed when it exceeds a threshold value. Shock absorber assembly according to claim 1, characterized in that the deformation element ( 10 ) consists at least partially of metal, in particular steel or aluminum. Shock absorber assembly according to claim 1 or 2, characterized in that the crushing element ( 10 ) at least indirectly on the support bearing ( 4 ) is attached. Shock absorber assembly according to one of the preceding claims, characterized in that the stop buffer ( 8th ) at least indirectly on the support bearing ( 4 ) is attached. Shock absorber assembly according to one of the preceding claims, characterized in that the stop buffer ( 8th ) at least indirectly on the deformable element ( 10 ) is attached. Shock absorber assembly according to one of the preceding claims, characterized in that the deformation element ( 10 ) a jacket section ( 10.1 ) comprising the piston rod ( 3 ) surrounds. Shock absorber assembly according to one of the preceding claims, characterized in that the deformation element ( 10 ) is formed like a cylinder shell. Shock absorber assembly according to one of the preceding claims, characterized in that between the piston rod ( 3 ) and the crushing element ( 10 ) a gap ( 11 ) is trained. Shock absorber assembly according to one of the preceding claims, characterized in that between the stop buffer ( 8th ) and the crushing element ( 10 ) a rigid intermediate element ( 9 ) is arranged for transmitting the axial force. Shock absorber assembly according to one of the preceding claims, characterized in that the intermediate element ( 9 ) is annular and extends transversely to the axial direction.

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