EP3445995A1 - Élément ressort pour un amortisseur de véhicule, amortisseur de véhicule et véhicule équipé de celui-ci - Google Patents

Élément ressort pour un amortisseur de véhicule, amortisseur de véhicule et véhicule équipé de celui-ci

Info

Publication number
EP3445995A1
EP3445995A1 EP17717738.3A EP17717738A EP3445995A1 EP 3445995 A1 EP3445995 A1 EP 3445995A1 EP 17717738 A EP17717738 A EP 17717738A EP 3445995 A1 EP3445995 A1 EP 3445995A1
Authority
EP
European Patent Office
Prior art keywords
spring element
longitudinal axis
shock absorber
contact surface
base body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP17717738.3A
Other languages
German (de)
English (en)
Inventor
Frank Thye-Moormann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BASF SE
Original Assignee
BASF SE
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BASF SE filed Critical BASF SE
Publication of EP3445995A1 publication Critical patent/EP3445995A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/58—Stroke limiting stops, e.g. arranged on the piston rod outside the cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/22—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/373—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape
    • F16F1/3732—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape having an annular or the like shape, e.g. grommet-type resilient mountings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/373—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape
    • F16F1/376—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape having projections, studs, serrations or the like on at least one surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/14—Plastic spring, e.g. rubber
    • B60G2202/143—Plastic spring, e.g. rubber subjected to compression
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2224/00—Materials; Material properties
    • F16F2224/02—Materials; Material properties solids
    • F16F2224/025—Elastomers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/02—Surface features, e.g. notches or protuberances

Definitions

  • the present invention relates to a spring element for a vehicle shock absorber.
  • the invention further relates to a vehicle shock absorber with such a spring element, and a vehicle, in particular a passenger car, with such a shock absorber.
  • Spring elements of the aforementioned type are well known. They are used in automobiles, for example, within the chassis. They are used in particular as vibration damping spring elements. Almost always in addition to the main shock absorber, which is often based on the basis of metal springs and / or compressed gas elements, even more spring elements (additional shock absorber), preferably made of elastic material used. Usually, these spring elements are hollow bodies which are concentrically shaped and have different diameters and / or wall thicknesses along the spring axis. In principle, these spring elements could also act as the main shock absorber, but they often take over an end stop function in combination with the main shock absorber. They influence the force-displacement detection of the sprung wheel by forming or reinforcing a progressive characteristic of the vehicle suspension.
  • the geometric design of the starting stiffness is optimized, this has a significant impact on the suspension comfort of the vehicle. This function increases ride comfort and ensures maximum driving safety.
  • the targeted design of the geometry results in almost constant component properties over the service life.
  • a difficulty in the three-dimensional design of the additional springs is a frequently desired, particularly soft use of power, which is also referred to as a soft start of the spring element.
  • a soft start for example, in the published patent application DE 102004049638 circulating bending ribs are described, which is also referred to as "flower shape”.
  • the extent of the bending lip are limited by the geometry of the additional spring limits, so that the soft start can be varied only within very narrow limits.
  • this shape is only partially suitable with a bending lip for particularly high loads.
  • the bending lip in the production which takes place predominantly in the foaming process, significant disadvantages.
  • the cavity of the spring element is usually defined during the casting process by a core, from which the spring element must be pulled after curing. The occurring loads of tight-fitting Biegelippe lead to a not insignificant committee.
  • Another disadvantage is the complex deburring associated with the production of the bending lip.
  • the invention has the object to improve the spring element described above in such a way that the noise emission is reduced as possible.
  • the invention was also based on the object to further improve the stop or start-up behavior of the spring element.
  • the invention solves the underlying object in a spring element of the type described according to a first aspect, by proposing a spring element for a vehicle shock absorber, with a longitudinal axis and extending along the longitudinal axis body elastically between an uncompressed ground state and a in Direction of the longitudinal axis compressed state is deformable, and having an end face with a contact surface formed for abutment with a damper cap of the AnlagennnenTors, wherein at least the contact surface, preferably the entire surface, partially or completely structured.
  • the invention is based on the finding that squeaking or friction noises occur when the spring element is compressed, when the contact surface provided on the spring element bears against the damper cap of the shock absorber, and the material of the spring element as a result of progressive compression of the spring element transversely to the direction of compression essentially takes place in the direction of the longitudinal axis, evades radially inwards and outwards.
  • the contact surface is moved radially relative to the damper cap under the influence of shear forces, which leads to the occurrence of the stick / slip effect.
  • the stick / slip effect refers to the jerking of bodies moved against each other. It occurs in particular when the static friction is appreciably greater than the sliding friction.
  • Damped coupled surface portions of the friction partners exert a consequence of adhesion, strain, separation, and slippage, producing sensory vibrations.
  • the rapid succession of sticking and gliding causes perceived noises as squeaks.
  • the structuring of the surface selectively applies an irregularity to the surface, which improves the adhesion of the surface.
  • the contact surface and the damper cap can to some extent better claw into each other, whereby the occurrence of the stick / slip effect is significantly minimized. As a result, significantly lower noise emissions occur.
  • the structure of the contact surface is in the form of an irregular structuring, particularly preferably in the form of a grain.
  • the structure of the contact surface in the form of a regular patterning is formed, particularly preferably in the form of a simple or crosswise grooving, Noppung or polygonal contouring.
  • the structure has a plurality of structure elevations and structural depressions, the structure elevations being separated from one another by means of the structural depressions.
  • the structure has an average roughness R z in the range of 25 to 500 ⁇ , preferably in a range between 100 and 350 ⁇ , more preferably at 250mm +/- 10%.
  • the average roughness depth is understood to be the average value of the individual roughness depths of five successive individual measuring sections.
  • the mean roughness R z is preferably determined according to EN ISO 25178, for example by means of optical measuring methods.
  • the end face of the base body in the ground state has a circumferential end edge.
  • the end edge defines that portion of the contact surface or that part of the spring element which first comes into contact with the damper cap. By forming this area of the spring element as an edge, the surface of the first contact is significantly minimized compared to known solutions in which a larger area strikes the damper cap, which results in a soft start-up behavior.
  • the end edge is preferably rounded inwards and / or outwards. This is preferably done with the same or different radii. Alternatively, it is preferred to provide the end edge with one or more phases, which may also be the same or different from each other.
  • the structured contact surface extends according to a preferred embodiment with respect to the longitudinal axis radially outside and / or within the end edge. It has been found to be particularly advantageous to form the contact surface on both sides of the end edge and to structure.
  • the base body has at least one circumferential groove spaced apart from the end face, the structured contact surface extending as far as the groove.
  • the groove which is formed transversely to the longitudinal axis, defines on the one hand the end of the end section on which the end face is arranged with the contact surface, and on the other hand represents a targeted structural weakening, which results in a softer compression behavior of the spring element.
  • this groove is a first groove, and the spring element has in each further spaced one or more further transverse grooves, which also take on the function of a structure weakening.
  • the maximum constriction of the groove or grooves is preferably in a range of 55% to 75% of the maximum diameter of the body transverse to the longitudinal axis, and is more preferably at a distance of 15% to 25% of the length of the Base body spaced in the direction of the longitudinal axis of the front side of the base body.
  • the base body is formed as a hollow body and has in the direction of the longitudinal axis, preferably coaxially to the longitudinal axis, a cavity, wherein the cavity has at least one cross-sectional taper, and the contact surface extends at least up to the cross-sectional area.
  • a plurality of recesses are provided in the end face of the base body, which define a number of spaced-apart projections in the direction of the longitudinal axis in the end edge. Optimization of the starting contour of the spring element is achieved by virtue of the fact that a number of projections and adjacent "valleys" are formed in the end edge by reducing the area of the "first contact” to only the projections of the end edge further reduced upon impact of the damper cap on the front side of the body.
  • the invention solves their underlying object thus additionally independently by a spring element for a vehicle shock absorber, having a longitudinal axis and extending along the longitudinal axis body elastically deformable between an uncompressed ground state and a compressed state in the longitudinal axis state, and the one End face having formed for abutment with a damper cap of the vehicle shock absorber contact surface, wherein in the ground state, the end face of the base body has a circumferential end edge, and in the end face of the base body a plurality of recesses are provided, which in the end edge a number of spaced projections in the direction of the longitudinal axis define.
  • three mutually spaced projections in the direction of the longitudinal axis are formed in the end face of the base body by means of the depressions, which define a reduced area of the spring element for contacting the damper cap on three partial surfaces.
  • the protrusions project relative to the recesses preferably by 2 mm or more in the direction of the longitudinal axis.
  • the projections project relative to the depressions by 4 mm +/- 15% in the direction of the longitudinal axis.
  • the end edge has concavely curved sections and convexly curved sections, which preferably merge into one another without kinking.
  • the convex and concave portions are preferably connected by straight sections, or merge directly into one another.
  • concave and convex portions may be alternately arranged, or else concave portions adjacent to concave portions, and convex portions may be arranged adjacent to convex portions.
  • the concave and convex curvatures are preferably circular arc-shaped.
  • the surface of the depressions is partially or completely structured.
  • the structuring is preferably carried out as described above. From a certain degree of compression of the spring element, the surfaces of the recesses come into contact with the damper cap. Here then has an advantageous effect that these surfaces are structured, and have their share of noise reduction. They are then part of the contact area.
  • the spring element according to the invention is further developed in that the recesses extend at an angle of 20 ° to 150 ° to the longitudinal axis, and are preferably aligned with the longitudinal axis.
  • the main body consists partly or completely of an elastomer, preferably of a rubber and / or polyisocyanate polyaddition product.
  • a spring element made of an elastomer, but it may also consist of several elastomers, which are layer by layer, cup-shaped or in another form, or in mixture with each other.
  • the polyisocyanate polyaddition products are preferably based on microcellular polyurethane elastomers, on the basis of thermoplastic polyurethane or combinations of these two materials, which may optionally contain polyurea structures.
  • microcellular polyurethane elastomers which, in a preferred embodiment, have a density according to DIN 53420 of 200 kg / m 3 to 1100 kg / m 3 , preferably 300 kg / m 3 to 800 kg / m 3 , a tensile strength according to DIN 53571 of 2 N / mm 2 , preferably 2 N / mm 2 to 8 N / mm 2 , an elongation according to DIN 53571 of 300%, preferably 300% to 700% and a tear strength according to DIN 53515 of preferably 8 N / mm to 25 N / mm to have.
  • the elastomers are preferably microcellular elastomers based on polyisocyanate polyaddition products, preferably with cells having a diameter of from 0.01 mm to 0.5 mm, particularly preferably from 0.01 to 0.15 mm.
  • Elastomers based on polyisocyanate polyaddition products and their preparation are well known and widely described, for example in EP-A 62 835, EP-A 36 994, EP-A 250 969, DE-A 195 48 770 and DE-A 195 48 771st
  • the preparation is usually carried out by reacting isocyanates with isocyanate-reactive compounds.
  • the elastomers based on cellular polyisocyanate polyaddition products are usually prepared in a form in which the reactive starting components are reacted together.
  • forms come here in common forms in question, for example, metal molds, which ensure the inventive three-dimensional shape of the spring element due to their shape.
  • the contour elements are integrated in one embodiment directly into the casting tool, in a further embodiment, they are subsequently incorporated into the concentric body.
  • the concentric spring element for this purpose is cooled to solidification, preferably with liquid nitrogen and processed in this state.
  • the preparation of the polyisocyanate polyaddition products can be carried out by generally known processes, for example by using the following starting materials in a one- or two-stage process:
  • auxiliaries and / or additives for example polysiloxanes and / or fatty acid sulfonates.
  • the surface temperature of the mold inner wall is usually 40 ° C to 95 ° C, preferably 50 ° C to 90 ° C.
  • the production of the moldings is advantageously carried out at an NCO / OH ratio of 0.85 to 1.20, wherein the heated starting components are mixed and brought in an amount corresponding to the desired molding density in a heated, preferably tightly closing mold.
  • the moldings are cured after 5 minutes to 60 minutes and thus demoulded.
  • the amount of the introduced into the mold reaction mixture is usually measured so that the resulting moldings have the density already shown.
  • the starting components are usually introduced at a temperature of 15 ° C to 120 ° C, preferably from 30 ° C to 1 10 ° C, in the mold.
  • the degrees of densification for the production of the molded articles are between 1, 1 and 8, preferably between 2 and 6.
  • the cellular polyisocyanate polyaddition products are expediently obtained by the "one-shot” process using high-pressure technology, low-pressure technology or, in particular, reaction injection molding.
  • the reaction is carried out in particular under compression in a closed mold
  • the reaction injection molding technique is described, for example, by H. Piechota and H. Rschreib in Integralschaumstoffe, Carl Hanser-Verlag, Kunststoff, Vienna 1975; DJ. Prepelka and JL Wharton in Journal of Cellular Plastics, March / April 1975, pages 87 to 98 and U. Knipp in Journal of Cellular Plastics, March, 1973, pages 76-84.
  • the spring element according to the invention preferably has dimensions, ie lengths and diameters, which are adapted for use as additional springs and / or main shock absorbers.
  • the spring element has a length in the longitudinal direction in a range of 30 mm to 200 mm, particularly preferably in a range of 40 mm to 120 mm.
  • the maximum outer diameter transversely to the longitudinal axis of the spring element in a range of 30 mm to 100 mm, especially loves preferably in a range between 40 mm and 70 mm.
  • the cavity of the spring element is preferably in a range between 10 mm and 30 mm.
  • the invention solves its underlying, initially described object in a vehicle shock absorber of the type described by this a damper bearing, a relative to the damper bearing in the direction of a longitudinal axis movably mounted damper cap, and a spring element having a longitudinal axis extending along the base body, wherein the base body is elastically deformable between an uncompressed basic state and a compressed state in the direction of the longitudinal axis, and has an end face with a formed for abutment with the damper cover of the vehicle shock absorber contact surface, wherein the contact surface is partially or completely structured.
  • the invention solves its underlying object further in a vehicle of the type described, which has a number of vehicle shock absorbers by at least one, preferably more or all of the Anlagenmanndämp- fer according to one of the preferred embodiments described above, or a spring element according to having one of the preferred embodiments described above.
  • the invention relates to a use of a spring element as a main shock absorber or as an additional spring in a vehicle shock absorber.
  • the invention solves the underlying task in such use by the spring element is formed according to one of the preferred embodiments described above.
  • 1 shows a schematic spatial representation of a spring element according to a preferred embodiment
  • 2 shows a frontal plan view of the spring element according to Figure 1
  • Fig. 3 is a first cross-sectional view through the spring element according to the figures
  • FIGS. 4 shows a further cross-sectional view through the spring element according to FIGS.
  • a spring element 1 is shown spatially and schematically.
  • the spring element 1 has an elongated base body 3.
  • the main body 3 has a longitudinal axis L which extends from a first end portion 5 to a second end portion 7.
  • an end face 9 is formed at the first end portion 5.
  • a second end face 10 is arranged opposite.
  • an end edge 1 1 is formed.
  • the end edge 1 1 represents that part of the spring element 1, which first comes into contact with a damper cap of a shock absorber when the spring element 1 is installed in a vehicle shock absorber, and the shock absorber is compressed.
  • a first part 15 a of a contact surface is formed, which comes with progressive compression in contact with the damper cap.
  • a second part 15 b of the contact surface is formed, the can also come into contact with the damper cap by bulging and radial deflection of the material of the spring element 1.
  • a plurality of longitudinal grooves 16 extending substantially in the longitudinal direction of the longitudinal axis L are arranged laterally, which likewise positively influence the jounce behavior as targeted structural weakenings and provide for a soft compression.
  • the longitudinal grooves 16 preferably run at an acute angle of 15 ° or less, more preferably less than 10 °, to the longitudinal axis L.
  • further longitudinal grooves 18 or aligned continuations of the longitudinal grooves 16 are also arranged beyond the end portion 5. They take on the same function as the longitudinal grooves 16.
  • the spring element 1 is formed as a hollow body and has a coaxial with the longitudinal axis L formed cavity 17.
  • the cavity 17 extends from the first end face 9 through the base body 3 to the second end face 10 (FIGS. 3, 4).
  • FIG. 2 shows a frontal plan view of the first end face 9. While the longitudinal grooves 16 (and 18) are distributed substantially axially symmetrically, in pairs opposite each other and uniformly over the circumference of the spring element 1, the three end depressions 13 are distributed uniformly over the circumference at an angle of 120 °. In principle, deviating numbers of the recesses 13 are within the scope of the invention. As can be clearly seen from FIG.
  • the end edge 11 has two adjacent convex curvatures 11b at its projections 14, while the depressions each have a concave curvature 1a.
  • the convex and concave curvatures 1 1a, b merge into one another either directly or separated by straight sections without kinking.
  • the outer circumferential contour of the main body 3 is formed substantially frusto-conical and of the longitudinal grooves 16, 18 and one or more transverse grooves 21, 23, 25 ( Figures 3, 4).
  • FIGS. 3 and 4 disclose the structure of the recesses 13 and the interior of the main body 3 of the spring element 1.
  • the structuring 20 extends on the outer part 15a of the contact surface from the first end face 9 to the beginning of a first transverse groove 21.
  • the first transverse groove 21 is arranged at a distance a from the first end face 9. At the location of the deepest constriction, the first transverse groove 21 has a diameter d.
  • the longitudinal grooves 16 preferably also have a structured surface in extension of the contact surface 15a, which extends to the first transverse groove 21 out.
  • a first cross-sectional taper 19 is provided on the inside in the cavity 17 of the base body 3.
  • the structured surface extends in extension of the contact surface 15b at least to the first taper.
  • a second cross-sectional taper 23 is provided in the cavity 17 with the pattern 20 of the surface extending at least to this second cross-sectional taper. Even more preferably, the structuring of the surface continues through the entire cavity 17.
  • one or more further transverse grooves 25, 27 are arranged in each case at intervals apart from the first transverse groove 21.
  • the diameter d of the first transverse groove 21 is preferably in a range of 55% to 75% of the maximum diameter D of the main body 3 in the second end portion 7.
  • the distance a of the first transverse groove 21 to the first end face 9 is preferably in a range of 15%. to 25% of the maximum length A of the main body 3 in the direction of the longitudinal axis L.
  • the angle ⁇ is preferably in a range of 30 ° to 150 °. It is about 45 ° in the embodiment shown.
  • the recesses are aligned in the direction of an axis V. In embodiments in which the axis V does not intersect the longitudinal axis L, the angle is determined starting from the point on the axis V which has the smallest distance to the longitudinal axis L, the angle being subtended in the plane in which the axis V is located and which is perpendicular to the solder from the angular origin to the longitudinal axis L.
  • the recesses 13 have in the direction of the axis V a circular arc-shaped cross-section.
  • the recesses 13 have an oval, in particular elliptical, or polygonal, in particular triangular, rectangular, or trapezoidal cross-section with respect to the axis V, or consist of combinations of the above-described basic shapes.
  • the recesses are with a constant cross section in the direction the axis V formed.
  • the depressions 13 have a cross-section which tapers at least in sections in the direction of the cavity 17 or at least in sections.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Fluid-Damping Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un élément ressort (1) pour un amortisseur de véhicule. L'invention concerne un élément ressort (1) présentant un axe longitudinal (L) et un corps de base (3) s'étendant le long de l'axe longitudinal, pouvant être déformé élastiquement entre un état de base non comprimé et un état comprimé dans la direction de l'axe longitudinal, et présentant un côté frontal (9) pourvu d'une surface de butée (15a, b) pour l'appui contre la coiffe de l'amortisseur de véhicule, la surface de butée (15a, b) étant structurée au moins par endroits. L'invention concerne également un amortisseur de véhicule et un véhicule, notamment une voiture particulière, comportant un tel élément ressort.
EP17717738.3A 2016-04-18 2017-04-18 Élément ressort pour un amortisseur de véhicule, amortisseur de véhicule et véhicule équipé de celui-ci Pending EP3445995A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP16165744 2016-04-18
PCT/EP2017/059168 WO2017182460A1 (fr) 2016-04-18 2017-04-18 Élément ressort pour un amortisseur de véhicule, amortisseur de véhicule et véhicule équipé de celui-ci

Publications (1)

Publication Number Publication Date
EP3445995A1 true EP3445995A1 (fr) 2019-02-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP17717738.3A Pending EP3445995A1 (fr) 2016-04-18 2017-04-18 Élément ressort pour un amortisseur de véhicule, amortisseur de véhicule et véhicule équipé de celui-ci

Country Status (7)

Country Link
US (1) US11255402B2 (fr)
EP (1) EP3445995A1 (fr)
JP (1) JP2019513961A (fr)
KR (1) KR20180136503A (fr)
CN (1) CN109073032B (fr)
BR (1) BR112018071388A2 (fr)
WO (1) WO2017182460A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR112018071388A2 (pt) 2016-04-18 2019-02-05 Basf Se elemento de mola para um amortecedor veicular, amortecedor veicular e seu uso e veículo, em particular veículo de passageiro
CN113748277A (zh) 2019-05-13 2021-12-03 巴斯夫聚氨酯有限责任公司 用于车辆减震器的弹簧元件、尤其是颠簸缓冲器
WO2020245217A1 (fr) * 2019-06-03 2020-12-10 Basf Polyurethanes Gmbh Élément ressort, en particulier butée anti-chocs pour suspension de véhicule
DE102019005092B4 (de) * 2019-07-22 2022-05-12 Sumitomo Riko Company Limited Schwingungstilger und Verfahren zum Herstellen eines Schwingungstilgers

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JP2009079712A (ja) * 2007-09-26 2009-04-16 Tokai Rubber Ind Ltd バウンドストッパ及びその製造方法
DE102014206756A1 (de) * 2014-04-08 2015-10-08 Bayerische Motoren Werke Aktiengesellschaft Federanordnung für ein Fahrzeug

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CN109073032A (zh) 2018-12-21
KR20180136503A (ko) 2018-12-24
JP2019513961A (ja) 2019-05-30
US20190113097A1 (en) 2019-04-18
BR112018071388A2 (pt) 2019-02-05
WO2017182460A1 (fr) 2017-10-26
US11255402B2 (en) 2022-02-22
CN109073032B (zh) 2021-08-31

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