Vibration damper and vehicle
阅读说明:本技术 振动阻尼器和车辆 (Vibration damper and vehicle ) 是由 弗雷迪·沃纳塔 于 2020-03-27 设计创作,主要内容包括:本发明涉及振动阻尼器和车辆。本发明涉及一种用于机动车辆的振动阻尼器,振动阻尼器具有至少一个阻尼管(11)、活塞杆(13)和至少一个阀单元(15),阻尼管(11)包括至少一种阻尼流体(12),活塞杆(13)具有在阻尼管(11)中被轴向引导的活塞(14),其中,阀单元(15)包括用于阻尼流体(12)的至少三个流路(A’、B’、C’),第一流路(A’)包括用于第一阻尼设置的第一阀(16),第二流路(B’)包括用于第二阻尼设置的第二阀(17)和可变节流阀(18),并且第三流路(C’)包括止回阀(19),其中,第二阻尼设置比第一阻尼设置软,并且第二流路(B’)的横截面能够至少部分地由可变节流阀(18)来调节。(The invention relates to a vibration damper and a vehicle. The invention relates to a vibration damper for a motor vehicle, having at least one damping tube (11), a piston rod (13) and at least one valve unit (15), the damping tube (11) comprising at least one damping fluid (12), the piston rod (13) having a piston (14) which is axially guided in the damping tube (11), wherein the valve unit (15) comprises at least three flow paths (A ', B', C ') for the damping fluid (12), a first flow path (A') comprising a first valve (16) for a first damping setting, a second flow path (B ') comprising a second valve (17) and a variable throttle (18) for a second damping setting, and a third flow path (C') comprising a non-return valve (19), wherein the second damping setting is softer than the first damping setting and the cross section of the second flow path (B') is adjustable at least partially by a variable throttle (18).)
1. A vibration damper for a motor vehicle, having at least one damping tube (11), a piston rod (13) and at least one valve unit (15), the damping tube (11) comprising at least one damping fluid (12), the piston rod (13) having a piston (14) which is axially guided in the damping tube (11),
characterized in that the valve unit (15) comprises at least three flow paths (a ', B ', C ') for the damping fluid (12), a first flow path (a ') comprising a first valve (16) for a first damping setting, a second flow path (B ') comprising a second valve (17) and a variable throttle (18) for a second damping setting, and a third flow path (C ') comprising a check valve (19), wherein the second damping setting is softer than the first damping setting and the cross section of the second flow path (B ') is at least partly adjustable by the variable throttle (18).
2. The vibration damper according to claim 1,
it is characterized in that the preparation method is characterized in that,
the variable throttle (18) comprises at least one rotary valve (20) having a through opening (21), the rotary valve (20) being at least partially formed as a hollow cylinder, in particular a sleeve, and at least a part of the cross section of the second flow path (B') being adjustable by rotation of the rotary valve (20).
3. The vibration damper according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the cross-section of the second flow path (B') that is adjustable at least partially by the variable throttle (18) is continuously adjustable.
4. The vibration damper according to claim 2 or 3,
it is characterized in that the preparation method is characterized in that,
the variable throttle (18) is connected to an actuator (22), in particular an electric drive, and the change in the cross section of the second flow path (B') can be adjusted by means of the actuator (22).
5. The vibration damper according to claim 4,
characterized in that the actuator (22) is connected to an open-loop or closed-loop control unit that adjusts the damping setting.
6. The vibration damper according to one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first valve (16) comprises at least one first spring element (16') and the second valve (17) comprises at least one second spring element (17'), the spring rate of the first spring element (16') being greater than the spring rate of the second spring element (17').
7. The vibration damper according to claim 6,
characterized in that the first spring element (16') and the second spring element (17') each comprise at least one disk valve, in particular an annular disk valve.
8. The vibration damper according to claim 6 or 7,
characterized in that the spring rate of the first spring element (16') is greater than the spring rate of the second spring element (17'), such that, in operation, the damping fluid substantially passes through the second flow path (B ') when the throttle valve (18) is open and the damping fluid substantially passes through the first flow path (A') when the throttle valve (18) is closed.
9. The vibration damper according to one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the non-return valve (19) comprises a flat spring, in particular a truncated cone spring.
10. The vibration damper according to one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first valve (16), the second valve (17) and the check valve (19) are arranged coaxially.
11. The vibration damper according to one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
at least a first and a second valve unit (15, 15') are arranged outside the damping tube (11) and are fluidly connected to the damping tube (11).
12. The vibration damper according to claim 10,
characterized in that the first valve unit is associated with a compression phase and the second valve unit is associated with a rebound phase.
13. A vehicle having at least one vibration damper according to one of the preceding claims.
Technical Field
The present invention relates to a vibration damper according to the preamble of claim 1. The invention also relates to a vehicle having such a vibration damper.
Background
A vibration damper of the type mentioned is known, for example, from DE 102005053394 a 1.
DE 102005053394 a1 describes a vibration damper with a cylinder surrounded by a tube. A piston rod having a piston is disposed in the cylinder. Furthermore, the vibration damper comprises two adjustable damping valves. An adjustable damper valve is disposed externally on the vibration damper and is fluidly connected to the cylinder. The adjustable damping valve allows for adaptivity of the damping during the compression and rebound phases of the vibration damper. More precisely, it can switch between hard damping and soft damping as required. The use of a check valve enables the flow of damping fluid between two damping valves to be clearly associated with a stage.
In the above-described prior art, an annular space is formed between the cylinder and the tube. A check valve is disposed in the annular space. The check valve is arranged such that during the compression phase it allows damping fluid to flow from the balance space into the working space on the piston rod side through the fluid connection.
A vibration damper having multiple damping settings and being able to switch between different damping settings is called an adaptive vibration damper. In adaptive vibration dampers, active systems can be distinguished from passive systems. In a passive system, the driver can switch between hard damping for sporty driving performance and soft damping for comfortable driving performance by pressing a button. Active systems, on the other hand, adapt themselves independently to specific road conditions. This occurs, for example, through the use of sensors and actuators connected to an open-loop or closed-loop control unit.
Adaptive vibration dampers require more design space than conventional vibration dampers. Such vibration dampers are very complex and therefore they are more expensive than conventional vibration dampers.
Disclosure of Invention
The problem addressed by the present invention is therefore to indicate a vibration damper which has a compact design so that design space can be saved and which at the same time can be realized with less expenditure on costs.
According to the invention, this problem is solved in the following way
-a vibration damper according to the subject matter of claim 1, and
-a vehicle according to the subject matter of
In particular, this problem is solved by a vibration damper for a motor vehicle having at least one damping tube comprising at least one damping fluid, a piston rod having a piston guided axially in the damping tube, and at least one valve unit. The valve unit comprises at least three flow paths for a damping fluid, the first flow path comprising a first valve for a first damping setting, the second flow path comprising a second valve and a variable throttle for a second damping setting, and the third flow path comprising a check valve. The second damping setting is softer than the first damping setting and the cross section of the second flow path is adjustable at least in part by a variable throttle.
When the throttle valve is open, i.e. at the maximum cross-section of the second flow path, the second valve may be subjected to the pressure of the damping fluid. The first valve and the second valve each have a threshold pressure. The limit pressure refers to a specific pressure at which the corresponding valve is opened. The limit pressure of the first valve is higher than the limit pressure of the second valve. Accordingly, the pressure used to open the first valve must be greater than the pressure applied to the second valve. In other words, the first damping setting is stiffer than the second damping setting. It is generally not possible to achieve the situation where the limit pressure of the first valve is reached when the throttle valve is opened. The limit pressure of the second valve is reached before the limit pressure of the first valve is set. Thus, the second valve opens, causing the pressure acting on the valve to decrease until the second valve closes again.
The second valve can only withstand little or no pressure when the throttle valve is closed or partially closed. Thus, a higher limit pressure of the first valve can be reached.
In the operation with the throttle valve partially closed, it is conceivable that vibration of low amplitude can be suppressed by the second flow path, and vibration of large amplitude can be suppressed by the first flow path. The large amplitude of vibration results in a large pressure that can build up fast enough to open the first valve when the throttle valve is partially open. At low amplitudes, the limit pressure of the first valve is not reached and the damping fluid flows through the second valve.
A check valve is disposed in the third flow path. The check valve allows the damping fluid to flow back through the valve unit with little resistance. The check valve allows the damping fluid to flow in a direction opposite to the flow direction of the first and second valves.
The first valve has a firm damping and may therefore be referred to as a firm valve. The second valve has soft damping. Driving comfort can be improved due to the soft damping. Thus, the second valve may be referred to as a comfort valve.
The movement of the damping fluid, and thus the damping setting, may be selected by a variable throttle. It is conceivable to implement two or more damping settings in this way. The variable throttle makes an adaptive setting of the vibration damper possible. The vibration damper according to the invention can be used as a passive and/or active adaptive vibration damper.
The following benefits are achieved by the vibration damper according to the invention. The vibration damper according to the present invention comprises at least one valve unit having three flow paths and three valves. This makes it possible to reduce the number of flow paths and valves required in the damping tube. In particular, no check valve is required in the damping tube. Furthermore, better packaging, i.e. a more compact design, is possible. A more compact design is possible since fewer components are required. The smaller number of components has a favorable effect on the cost of the vibration damper.
Preferred embodiments of the invention are indicated in the dependent claims.
Particularly preferably, the three flow paths are arranged in parallel. The variable throttle valve adjusts the flow rate through the second flow path. The first and second valves are pressure-dependent. The first and second valves may each receive flow in only one direction, i.e. the first and second valves allow only one flow direction.
In a particularly preferred embodiment, the variable throttle valve comprises at least one rotary valve with a through opening, which is at least partially formed as a hollow cylinder, in particular sleeve-shaped, and at least a part of the cross section of the second flow path can be adjusted by rotation of the rotary valve.
Advantageously, the second flow path has a cylindrical section comprising a through opening in the outer wall. The rotary valve is arranged to be movable on the outer wall; in particular, the rotary valve may be rotatable about its central longitudinal axis. The cross section through the opening can be changed by a rotational movement. Other types of throttle valves are also possible. Alternatively, a diaphragm, in particular a variable diaphragm, is conceivable.
It is further preferred that the cross-section of the second flow path adjustable by means of a variable throttle valve is continuously adjustable. This enables a continuous adaptation of the damping settings. Advantageously, multiple damping settings may be implemented in this manner.
Advantageously, the variable throttle valve is connected to an actuator, in particular an electric drive, by means of which the change in the cross section of the second flow path can be adjusted. In this way, the rotary valve may be actively and/or passively controlled.
Advantageously, the actuator is connected to an open or closed loop control unit that adjusts the damping setting. In particular, in this way, an active adaptation of the vibration damper during operation is possible. Furthermore, it is conceivable that a sensor, such as a stereo camera or the like, is connected to an open-loop or closed-loop control unit.
In a further particularly preferred embodiment, the first valve comprises at least one first spring element and the second valve comprises at least one second spring element, the spring rate of the first spring element being greater than the spring rate of the second spring element. Spring elements are advantageous since they enable the limit pressure to be adjusted. Alternatively, other types of pressure-dependent valves are possible.
The spring rate determines the force required to achieve a given deflection of the spring element. A greater spring rate produces a greater force than a lesser spring rate.
Advantageously, the first spring element and the second spring element each comprise at least one disk valve, in particular an annular disk valve. In this way, the first valve and the second valve may be arranged coaxially, in particular substantially concentrically. Thus, a space-saving arrangement of the first valve and the second valve is possible. Other spring elements are also conceivable.
It is particularly advantageous if the spring rate of the first spring element is greater than the spring rate of the second spring element, so that, in operation, the damping fluid substantially passes through the second flow path when the throttle valve is open and substantially passes through the first flow path when the throttle valve is closed. This allows switching between a hard damping setting and a soft damping setting or between a sport setting and a comfort setting.
In a further preferred embodiment, the check valve comprises a flat spring, in particular a truncated cone spring. This embodiment is advantageous due to the low cost.
Advantageously, the first valve, the second valve and the non-return valve are arranged coaxially. This makes it possible to achieve a compact, i.e. space-saving, design of the valve unit.
Particularly preferably, the first and second valve units are arranged outside the damping tube and are fluidly connected to the damping tube. This is advantageous since the valve unit can then be arranged freely outside the damping tube.
Advantageously, the first valve unit is associated with a compression phase and the second valve unit is associated with a rebound phase. In this way, different damping settings may be implemented for the rebound phase and the compression phase.
Furthermore, a vehicle with a vibration damper according to the invention is disclosed and claimed in the context of the present invention.
Drawings
The invention will be explained in more detail below by means of exemplary embodiments with reference to the drawings.
Shows that:
FIG. 1 is a schematic view of an exemplary embodiment of a vibration damper according to the present invention;
FIG. 2 is a section through an exemplary embodiment of a valve unit according to the present invention;
fig. 3 is a further section through an exemplary embodiment of a valve unit according to the present invention.
Detailed Description
Fig. 1 shows a schematic view of a
The compression phase can be said to be if the subassembly formed by the
The damping
The damping
The
The
The flow direction through the
During the rebound phase, the damping
The
Thus, during the rebound phase, flow can only occur through the
Due to the
When the
When the
In the operation in which the
The above description regarding the
Fig. 2 and 3 show the layout of the
A fixing
The
The
The
As mentioned above, the
Furthermore, a
The
At the end facing away from the
A further
The
List of reference numerals
A' first flow path
B' second flow path
C' third flow path
10 vibration damper
11 damping tube
12 damping fluid
13 piston rod
14 piston
15 first valve unit
15' second valve unit
16 first valve
17 second valve
18 variable throttle valve
19 check valve
20 rotating valve
21 through the opening
22 actuator
23 surface of piston ring
24 piston surface
25 first balance space
25' second equilibrium space
26 casing
27 first connection opening
27' second connection opening
28 fixing element
29 valve body
30 free space
31 deflection body
32 profile opening
33 Cavity (deflection space)
34 another free space
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