DE202012007720U1 - Rolling motion damper for a motor vehicle, floating with two shock absorbers - Google Patents

Abstract

A device that connects two rudders on an axle of the motor vehicle and creates the dependency of the vertical movement of both wheels, in the form of a transverse to the direction of travel and floating, - that is, with three degrees of movement movably mounted, torsion-resistant rotary tube (1) with lever arms (2) on the Ends of the tube, characterized in that this rotary tube is mounted around the length of the arms in front of or behind the relevant rigid axle (3) or wishbone; and that the pivot rod with the arms on the wishbone of the wheel suspension or on the sides of the rigid axle (4) is articulated but directly and without coupling rods, so that the distance of the tube from the attachment to the rigid axle or the wishbone is always constant; and that the rotating rod is floatingly attached to the body or the frame of the vehicle (5) so that it not only rotates on its own axis but nods to the side of the vehicle ...

Description

The technical area

• Automobile construction, in particular chassis, suspension, in particular stabilizing devices over the longitudinal axis of the vehicle.

The current state of the art

There are a wealth of variants of a suspension and the specific tasks are designed. These tasks are: wheel guidance, suspension, damping of the spring movement and stabilization of the rolling motion of the vehicle in the longitudinal axis. The detailed description of the state of the art is omitted here because it would go beyond the scope. Regarding the stabilization of the vehicle (ie reduction of rotational movement) along the longitudinal axis, torsion bar stabilizers are used (apart from the modern "smart chassis" to automatically control the suspension and damping of the wheels). It is so common solution that in almost all vehicles that are built today, these stabilizers are installed.

In addition, special loops are known:
From the DE 000002443170A1 A construction is known which discloses a connection of the spring stabilizer with a torsion-resistant rod. Stoss steamers are attached to the short lever arms of the pole. These form a connection between the body and the vehicle axle, or the wishbones. An important feature of the design is that both elements so the spring-loaded stabilizer bar and the stare bar are connected together in all designs in the middle. This creates the peculiarity of the solution that the sudden compression of one side, the forces acting through the shock absorber to the rigid rod twisting are supported in the middle of the torsional stabilizer and not directly transferred to the other side of the suspension.

From the DE 198 40 619 C1 is known a stunningly similar construction as the DE 000002443170A1 in execution 1 , The obvious difference is that here the arms of the torsion-free rod are equal to the arms of the torsion stabilizer and not shorter. And there is no connection in the middle of both rods, ie the movements of the two rods are completely decoupled from each other.

• – Die beiden Stäbe, ob koaxial oder paralell montiert sind stets an der Karosserie (in eigener Achse drehbar) befestigt.
• – Im Hauptsprüch spricht man von ”mindestens einem Zwischenelement als Stossdämpfer ausgeführt” jedoch weder in der Beschreibung oder Zeichnungen ist eine Ausführung mit einem Stoßdämpfer beschrieben oder offenbart.

The features of this construction that are relevant for comparison with others are relevant:

• - The two rods, whether coaxial or parallel mounted, are always attached to the body (rotatable on its own axis).
• - In the main argument one speaks of "at least one intermediate element designed as a shock absorber", however, neither in the description or drawings an embodiment with a shock absorber is described or disclosed.

Moreover, it is known DE 20 2012 005 687.5 a roll motion damper floating with damping (shock absorber) on one side.

Background of the invention.

The idea is to incorporate an additional "stabilizer" on a vehicle, which, however, does not cushion, but dampens, the uneven movement of the wheels on both sides of the vehicle. However, the device should be characterized by simplicity compared to known solutions. The simplicity of this solution should also for retrofitting existing vehicles economically, that is enforceable with minimal effort, allow. Therefore, the roll damping is not realized as a unit with combination with resilient elements.

Unlike previously designed designs, the torsion-free tube arms, rubber-mounted, are attached directly to the ends of the rigid axle or to the independent-suspension wishbones. For this, the tube itself not only rotatably in its axis, but also vertically movable on one side.

Presentation of the invention

The sump damper is built similar to the torsion bar stabilizer. The movements of the wheels up-down are translated into the rotational movement of the stabilizer. Here, however, the rotating part is not made of spring steel, but is designed as a rigid tube so that the torsional movement is prevented.

In contrast (first difference) to pre-fabricated earlier designs, the arms of the torsion-free tube, rubber-mounted, attach directly to the ends of the rigid axle or to the wishbones of the independent suspension. It is a direct connection without moving intermediate coupling rods.

For this, the pipe itself is stored "floating" - suspended under the chassis of the car. Namely, that it is connected in the middle by a coupling rod with the frame or the body of the vehicle and at the side ends each a shock absorber is used as a link between the pipe and the frame. This is the second distinguishing feature to the earlier designs.

• – es dreht sich in seiner Achse,
• – es bewegt sich an einem Ende (da wo Stossdampfer plaziert ist) vertikal, so dass das gesamte Rohr Nickbewegungen zur Seiten des Fahrzeugs ausführt,
• – das Rohr dreht um die Fahrzeugachse. Der Radius der Drehung ist die Länge der Arme. In Relation zu der Karosserie – das Rohr bewegt sich nach vorne und hinten.

So the pipe does three movements at work:

• - it turns in its axis,
• It moves vertically at one end (where the shock absorber is placed) so that the entire tube makes pitching movements to the sides of the vehicle,
• - The tube turns around the vehicle axle. The radius of rotation is the length of the arms. In relation to the body - the tube moves forwards and backwards.

Therefore it is rinsed by the floating suspension of a pipe.

1st embodiment of the rigid rear axle of a truck z. B. Mercedes Atego ^® with rear-wheel drive and leaf suspension.

The torsion-resistant pipe of the Wankdampfers is about 40 cm behind the drive axle, paralel fixed to this. The arms of the tube are hinged to the right and left, with the drive axle. The pipe itself is hung in the middle by means of a coupling rod to the frame (under the frame) of the vehicle. The side ends of the tube are each connected to the frame by means of a shock absorber (hung under the frame).

Embodiment of a transporter such. B. Fiat Ducato ^® on the front axle.

The tube of the steamboat runs approx. 50 cm in front of the front axle. The arms are connected with joint bushings directly to the wishbones of the front axle. At the front, the pipe is connected to the longitudinal members of the body. According to the invention thus in the middle by means of coupling rod and on the sides by means of shock absorbers. This connection is well feasible because the plane of the longitudinal member is about 20 cm higher than the plane of the wishbone (in which also approximately the pipe is located) so there is enough space for the vertical connecting elements. The suspension of the shock absorber may possibly be made laterally of the carrier and thus arranged slightly higher, if it requires the length of the shock absorber.

• 1. Es werden serienmäßige Stossdampfer beibehalten. Die Dampfungskraft des zusätzlichen Stossdämpfer (Wankdämpfers) dazu addiert ergibt extra Dämpfungskraft aber nur bei seitlicher Neigung der Karosserie.
• 2. Es werden weichere Stossdampfer eingebaut. Die Dämpfungskraft des Wankdämpfers addiert mit Hauptstossdämpfer ergibt dann bei seitlichen Neigung der Karosserie die ähnliche Dämpfungskraft wie die Dämpfung des Originalfahrzeuges. Im allgemeinen ist die Dämpfung des Fahrzeugs jedoch weicher.

A suspension that is equipped with the here presented shock absorber can modify the damping in two ways:

• 1. There are standard shocks maintained. The steaming power of the additional shock absorber (sump damper) added to this results in extra damping force but only with lateral inclination of the body.
• 2. Softer shock absorbers are installed. The damping force of the roll absorber added with the main shock absorber then results in lateral tilt of the body, the similar damping force as the damping of the original vehicle. In general, however, the damping of the vehicle is softer.

Depending on the vehicle type and area of application, the first or the second variant may be more effective. For example, for vehicles with high center of gravity (truck) certainly the first. In the minibuses in city mode (eg taxi), the second variant can increase the comfort when passing the often vorkommennden "speed breaker" without the car is curve-unstable or the steering behavior spongy.

A particular advantage of the design is that it strongly supports sudden changes in direction (eg evasive maneuvers or so-called moose test) and reduces the tendency of the vehicle to tilt sideways.

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 000002443170 A1 [0002, 0003]
• DE 19840619 C1 [0003]
• DE 202012005687 [0005]

Claims (3)

A device which connects two rudders of an axle of the motor vehicle and creates the dependence of the vertical movement of both wheels, in the form of a transversely to the direction of travel and floating, - that means with three degrees of movement movably mounted, torsion rigid rotary tube ( 1 ) with lever arms ( 2 ) at the ends of the tube, characterized in that this rotary tube about the length of the arms in front of or behind the relevant rigid axle ( 3 ) or wishbone, is mounted; and that the swivel bar with the arms on the wishbone suspension arm or on the sides of the rigid axle ( 4 ) is hinged but directly and without coupling rods, is fixed, so that the distance of the pipe from the attachment to the rigid axle or the control arm is always constant; and that the turning bar floating on the body or the frame of the vehicle ( 5 ) so that it not only rotates on its own axis but nods to sides of the vehicle and rotates about the vehicle axis; and that the tube is suspended on its sides with three approximately vertical connecting elements under the car body or the frame; and that two of the Vebindungselementen shock absorbers ( 6 . 7 ) and the middle connecting element a Kopelstange ( 8th ). A device according to claim 1, characterized in that the shock absorber ( 6 ), a standard for the Radaufängung a motor vehicle shock steamer is, so a hydraulic, gas pressure or other according to the prior art. An apparatus according to claim 1, characterized in that the articulated connection of the arms with the axle or the control arms takes place directly, so that the distance of the floating rotary rod from the axle always remains the same and is defined by the length of the arms.

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