阅读说明：本技术 车辆车桥的轮架上的用于两个减振装置的减振模块 (Damping module for two damping devices on a wheel carrier of a vehicle axle ) 是由 J·利博尔德 M·艾森巴特 T·维特 于 2020-03-20 设计创作，主要内容包括：本发明涉及一种车辆车桥的轮架上的用于两个减振装置的减振模块,该减振模块具有第一减振回路和第二减振回路,该第一减振回路具有上部第一减振接头以及下部第一减振接头,该第二减振回路具有到第二减振装置的上部减振腔室的上部第二减振接头以及到该第二减振装置的下部减振腔室的下部第二减振接头,其中在该上部第二减振接头与该下部第二减振接头之间、在第二泵连接件中布置有第二泵装置,并且在第二补偿连接件中布置有彼此相反地定向的两个阀组合件,这些补偿组合件各自由止回阀和能够调节的节流阀构成,在该第一减振回路与该第二减振回路之间还布置有连接阀,该连接阀用于在分离状态下分离这两个减振回路并且在连接状态下连接这两个减振回路。(The invention relates to a damping module for two damping devices on a wheel carrier of a vehicle axle, having a first damping circuit with an upper first damping joint and a lower first damping joint, and a second damping circuit with an upper second damping joint to an upper damping chamber of a second damping device and a lower second damping joint to a lower damping chamber of the second damping device, wherein a second pump device is arranged in a second pump connection between the upper second damping joint and the lower second damping joint, and two valve assemblies which are oriented opposite to one another are arranged in a second compensating connection, each of which is formed by a check valve and an adjustable throttle valve, and a connecting valve is arranged between the first damping circuit and the second damping circuit, the connecting valve serves to separate the two damping circuits in the separated state and to connect the two damping circuits in the connected state.)

1. A damping module (100) for two damping devices (20, 30) on two wheel carriers of a vehicle axle of a vehicle, having a first damping circuit (200) with an upper first damping joint (202) connected to an upper damping chamber (22) of the first damping device (20) and a lower first damping joint (204) connected to a lower damping chamber (24) of the first damping device (20), wherein a first pump device (212) is arranged in a first pump connection (210) between the upper first damping joint (202) and the lower first damping joint (204) and two valve assemblies (222, 224) are arranged in a first compensating connection (220) which are oriented opposite one another, each consisting of a non-Return Valve (RV) and an adjustable throttle valve (DV), the damping module further has a second damping circuit (300) having an upper second damping joint (302) which is connected to an upper damping chamber (32) of a second damping device (30) and a lower second damping joint (304) which is connected to a lower damping chamber (34) of the second damping device (30), wherein a second pump device (312) is arranged in a second pump connection (310) between the upper second damping joint (32) and the lower second damping joint (34) and two compensation assemblies (322, 324) which are oriented opposite one another and are each formed by a check valve (RV) and a variable throttle valve (DV) are arranged in a second compensation connection (320), wherein a connecting valve (VV) is also arranged between the first damping circuit (200) and the second damping circuit (300), the connecting valve serves to separate the two damping circuits (200, 300) in a separated state (TZ) and to connect the two damping circuits (200, 300) in a connected state (VZ).

2. Damping module (100) according to claim 1, characterized in that the connecting valve (VV) connects the two damping circuits (200, 300) across in the connected state (VZ).

3. The vibration damping module (100) according to one of the preceding claims, characterized in that the first pump device (212) has a first drive (214) and the second pump device (312) has a second drive (314) which is independent of the first pump device (212).

4. Damping module (100) according to one of the preceding claims, characterized in that a first compensation reservoir (226) for damping fluid is arranged in the first damping circuit (200), in particular in the first compensation connection (220), and a second compensation reservoir (326) for damping fluid is arranged in the second damping circuit (300), in particular in the second compensation connection (320).

5. The vibration damping module (100) according to one of the preceding claims, characterized in that the first pump device (212) and the second pump device (312) are identical, or at least one of the following features of both pump devices (212, 312) is identical:

-the power of the pump (P),

-a response characteristic of the response signal,

-a structure type.

6. The vibration damping module (100) according to one of the preceding claims, characterized in that the first pump device (212) and/or the second pump device (312) have a phase short circuit.

7. The damping module (100) according to one of the preceding claims, characterized in that the two damping circuits (200, 300) are arranged in a common damping unit (10).

8. A method for operating a damping module (100) having the features of one of claims 1 to 7, wherein in the connected state (VZ) of the connecting valve (VV), the first pump device (212) and the second pump device (312) are operated to at least partially maintain or establish the pressure in the two damping circuits (200, 300).

9. A method according to claim 8, characterized by operating the first pump device (212) and the second pump device (312) independently of each other in the disconnected state (TZ) of the connecting valve (VV) to vary the pressure in the respective damping circuit (200, 300).

Technical Field

The invention relates to a damping module for two damping devices on a wheel carrier of a vehicle axle and to a method for operating such a damping module.

Background

It is known that vehicles have damping devices in order to avoid an undesirably rapid retraction or deployment of the associated spring devices on the respective wheel carriers of the axle. The damping devices are usually arranged on the wheel carriers of the respective axles of the vehicle in a direct combination with corresponding spring devices. The combination of the damping device and the spring device serves to retract and deploy in a damped manner when driving over a recess or over a projection together with the respective wheel of the vehicle. However, in addition to the primary spring and damper purposes, the weight bias due to centrifugal force also facilitates retraction and deployment. This is the case in particular in cornering, acceleration or braking conditions. In this case, the vehicle is also referred to as so-called vehicle roll during cornering. In a right turn, the vehicle tilts to the left due to centrifugal force, and the spring device and the damper device are thus retracted on the left side of the vehicle. In a left turn, it appears correspondingly on the side of the vehicle outside the right turn. The respective opposing spring means and damping means increase in length and deploy accordingly.

In order to reduce the above-mentioned roll, known vehicles have independent stabilizers which provide independent force transfer between the two sides of the vehicle, for example when driving around a curve. Torsion bars or other independent active compensation devices are also known. It is also known that the damping circuits of the respective damping devices of the respective wheel carriers are passively interconnected to ensure compensation of the damping fluid between the different damping chambers of the damping devices.

The disadvantage of the known solutions is that, in the case of a separate, active roll stabilizer, high cost and assembly costs must be handled. Furthermore, additional installation space for the individual components in the vehicle is required in the known solutions. The passive solutions known hitherto for damping devices do not allow any active influence, but are limited in terms of their structural design to a predefined mode of action for roll stability. Especially in combination with pitch stability for strong acceleration situations, is not good or even possible here.

Disclosure of Invention

The object of the present invention is to eliminate the above-mentioned disadvantages at least partly. The aim of the invention is, in particular, to reduce the energy requirement of the active chassis and to achieve this in a space-optimized manner.

The above object is achieved by a vibration damping module having the features of the invention and by a method having the features of the invention. Other features and details of the invention emerge from the description and the drawings. The features and details described in connection with the vibration damping module according to the invention are naturally also in connection with the method according to the invention and vice versa, so that the disclosure of the various aspects of the invention is always or can be mutually referenced.

According to the invention, a damping module for two damping devices on a wheel carrier of a vehicle axle is provided. For this purpose, the damping module has two different damping circuits, namely a first damping circuit and a second damping circuit. The two damping circuits are preferably of identical or substantially identical design.

The first damping circuit has an upper first damping joint to an upper damping chamber of the first damping device and a lower first damping joint to a lower damping chamber of the first damping device. In the same way, the second damping circuit has an upper second damping connection to an upper damping chamber of the second damping device and a lower second damping connection to a lower damping chamber of the second damping device. Furthermore, in the first damping circuit, a first pump connection having a first pump device is arranged between the upper first damping joint and the lower first damping joint. In parallel with this first pump connection, there is a first compensating connection which has two compensating packs oriented opposite one another, each consisting of a check valve and an adjustable throttle valve. A second pump connection having a second pump device is also arranged in the second damping circuit between the upper second damping joint and the lower second damping joint. In parallel with this second pump connection, a second compensating connection is present, which in the second damping circuit has two compensating packs oriented opposite to one another, each of which is formed by a check valve and an adjustable throttle.

The first damping circuit and the second damping circuit are further connected to each other by a connecting valve which, in the disconnected state, separates the two damping circuits from each other and, in the connected state, connects the two damping circuits to each other.

According to the invention, an independent damping circuit is now provided for each damping device. Each of the two damping circuits is equipped with a conventional damping function by means of a respective compensation assembly. The opposite orientation of the compensation assemblies consisting of the check valve and the adjustable throttle valve with respect to one another makes it possible to adjust the rebound level and the pressure level of the respective damping device independently of one another. The piston is thus moved downwards in the damping device into the lower damping chamber, whereupon correspondingly damping fluid is pressed out of the lower damping chamber into the upper damping chamber via one of the two compensating assemblies. In the event of a reverse movement, the upper damping chamber is reduced, so that the damping fluid is now moved from this upper damping chamber via the other compensating assembly into the lower damping chamber again in fluid communication by way of the mutually opposite orientation. By adjusting or by changing the respective throttle valve, the throttling effect and thus the speed of movement of the piston in the described direction of movement and the damping force can be changed independently of one another for the two fluid paths described above. This naturally also applies to the two damping circuits and thus also to the two connected damping devices.

A first core idea of the invention is now that each of the two damping circuits has its own pump device. This pump device is arranged in parallel with the first or second compensating connection in the first or second pump connection, respectively, and can be driven by a drive which will also be explained later. Once the pump device is operated, it assists or obstructs (depending on the direction of rotation) the above-mentioned fluid communication between the lower damping chamber and the upper damping chamber. This can take place both in the state of movement of the piston in the respective damping device and also when the piston does not perform its own movement in the damping device. The corresponding pump device can thus make the movement of the piston easier or more difficult in the described manner. If the pump device is oriented in the same direction as the flow direction of the damping fluid in the event of a movement of the piston in the associated damping device, a stronger flow or more damping fluid is simultaneously delivered into the opposite damping chamber of the damping device. At the same time, the piston can therefore be moved more easily and thus more quickly or over greater distances. Conversely, if the pump device is operated in the opposite manner, the movement of the piston within the damping device is impeded, so that the damping path is reduced and the movement speed is likewise slowed. Naturally, the respective pump device can also be driven in the unmoved state of the piston, so that it is possible to actively vary the damping force here without this damping device being influenced from the outside, for example from the movement of the vehicle. Thus, for example, in the case of a uniform use of pump devices for different damping devices, a height deviation, a start of the vehicle, or, however, also a lateral tilting of the vehicle may be possible. Of course, purely regulated or controlled stabilization can also be carried out in an active manner for the vehicle in this way, since it becomes possible for the respective damping circuit via the respective pump device to adapt the damping situation in an actively controlled or regulated and thus controlled manner.

According to the invention, the two damping circuits can additionally be connected to one another when the connecting valve is switched from the disconnected state to the connected state. In this connection state, a cross-connection is preferably provided, so that in this case known passive compensation possibilities for roll stability can be provided. In this case, the two pump devices are preferably operated in such a way that they only maintain the pressure in the respective damping circuit and do not change it. Naturally, however, it is also possible to additionally support and thus increase or reduce the passive roll stability by operating at least one of the two pump devices.

As becomes clear from the above description of this mode of action, variability and flexibility in the stability of the vehicle can be provided by a combination of passive roll stability and active engagement possibilities of the two pump devices arranged independently of one another. Thus, stabilization of the vehicle can be achieved in a cost-effective and easy manner for different situations. In particular, the active control or regulation is or can be integrated into the respective damping circuit and thus into the existing damping device of the vehicle. Furthermore, the energy requirement is reduced compared to a solution without a shock absorber connected to the axle. The use of a connecting valve has the advantage that no additional compensation vessel is required for passive or active roll stability.

The subject matter of the invention naturally also consists of a corresponding axle of a vehicle with two such damping devices, which are connected to one another by means of the described damping modules. Naturally, a plurality of axles or a plurality of wheel carriers of the vehicle may also have a corresponding combination of one or more damping modules.

In the damping module according to the invention, it can be advantageous if the connecting valve connects the two damping circuits in a connected state across one another. This therefore means that: in this connected state, the lower damping chamber of the second damping device is connected in fluid communication with the upper damping chamber of the first damping device, and conversely the lower damping chamber of the first damping device is connected in fluid communication with the upper damping device of the second damping device. The respective mutually opposite orientations of the compensating assemblies are also cross-coupled by cross-coupling. In particular, when the two pump devices are driven in the respective damping circuit in order to maintain the pressure in this case, a known passive roll stability can thus be provided.

It is also advantageous if the connecting valve has at least two different connecting states, wherein in one connecting state the two damping circuits cross and in the other connecting state the two damping circuits are decoupled. In addition to the known 4/2 valve, other valve types are naturally also conceivable.

The advantages that can also be brought are: in the damping module according to the invention, the first pump device has a first drive and the second pump device has a second drive which is independent of the first pump device. The two drives are in particular electric motors. By virtue of the independent design of the two drives, the respective damping circuits can be influenced particularly simply and independently. However, it is naturally also possible to envisage a common drive with a corresponding drive release, in order to be able to produce the desired individual influences by means of the individual drive connections with the common drive. However, the design of two separate drives avoids such a transmission release and, in particular, also avoids costly and expensive mechanical clutches.

Furthermore, it is advantageous if, in the damping module according to the invention, a first compensating reservoir for damping fluid is arranged in the first damping circuit (in particular in the first compensating connection) and a second compensating reservoir for damping fluid is arranged in the second damping circuit (in particular in the second compensating connection). For different temperature situations, different expansion situations exist for the respective damping fluid. Since, in particular, an incompressible liquid damping fluid is used, the thermal expansion of the damping fluid can be compensated for by a corresponding compensation reservoir. Since the piston inside the respective damping device is usually connected to the piston rod (which is likewise immersed in the damping fluid or moves away again in the opposite movement of the damping fluid), a volume compensation for the pressing of the piston rod is additionally provided in the respective compensation reservoir.

Furthermore, it is advantageous if, in the damping module according to the invention, the first pump device and the second pump device are identical or at least one of the following features of the two pump devices is identical:

power of the pump

-response characteristics

Type of construction

The above list is not an exhaustive list. The use of identical or substantially identical pump devices increases the number of common parts of the overall system on the one hand and reduces costs in this way. The same control logic may also operate all pump devices of the damping module.

Furthermore, it is advantageous if, in the damping module according to the invention, the first pump device and/or the second pump device is designed in a self-locking manner. This can be effected, for example, by forced feeding of a corresponding pump deviceIs provided. Thus, the corresponding pump delivery wheelIt can be held in the self-locking position under load caused by a small supply current, so that in this way a passive solution can be formed. As soon as a higher supply current provides more power at the respective pump device, an active influence can be generated by the delivery of damping fluid. The corresponding power for the holding is smaller than the actual delivery of damping fluid which must be carried out by the respective pump device in the active state.

A further advantage is achieved in that in the damping module according to the invention, the two damping circuits are arranged in a common damping unit. Such a common damping unit can be assembled in a modular manner as a pre-assembly and thus reduces the assembly effort. The damping unit itself has in this way: the two damper connections of the first damper circuit and the two damper connections of the second damper circuit make it possible for the respective damper device to be designed cost-effectively as a purely passive damper and to be small and to be assembled easily and quickly.

The invention also relates to a method for operating a damping module according to the invention, wherein in the connected state of the connecting valve the first pump device and the second pump device are operated to at least partially or at least temporarily maintain the pressure in the two damping circuits. It can therefore be said that despite the active engagement possibility of these pump devices, a passive roll stability can be simulated. In the disengaged state, it is advantageous if the operation for changing the pressure in the respective damping circuit is provided in the first pump device and the second pump device independently of one another. Such separate operation may provide roll stability and/or pitch stability in an active, controlled, regulated and/or controlled manner.

Drawings

Further advantages, features and details of the invention emerge from the following description, in which embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description may be of importance for the invention here individually or in any combination.

Shown schematically in the drawings:

figure 1 shows a first embodiment of a vibration damping module according to the invention,

fig. 2 shows a further embodiment of the vibration damping module according to the invention.

Detailed Description

Fig. 1 and 2 show different embodiments of the vibration damping module 10 according to the invention, which have all the same or similar modes of action. For the sake of clarity and to avoid repetition, this mode of action will now be explained in more detail with reference to fig. 1.

In fig. 1, two damping devices 20 and 30 are shown. Each of the two damping devices 20 and 30 is equipped with an upper damping chamber 22 or 32 and a lower damping chamber 24 or 34. Furthermore, in the respective damping device 20 and 30 there is a piston which can be moved upwards or downwards, so that the respective damping chamber 22, 24, 32 and 34 is correspondingly changed.

The damping devices 20 and 30 are filled with damping fluid to provide a damping function. In a known manner, the first damping device 20 is provided, for example, with a first damping circuit 200. In the same manner, a second damping circuit 300 is provided on the second damping device 30. The first damping circuit 200 is equipped with a first compensating connection 220, which in fig. 1 is returned to the first damping device 20 again in the disengaged state TZ by means of the connecting valve VV. In this first compensation connector 220 two valve assemblies 222 and 224 are arranged. The valve assemblies 222 and 224 consist of a check valve RV and an adjustable throttle DV, which are arranged in parallel with each other. Thus, taking the first damping device 20 as an example, damping fluid is caused to flow from the lower first damping chamber 24 into the first damping circuit 200 via the lower first damping joint 204 by the movement of the piston from the top down, which damping fluid thus flows through the adjustable throttle DV of the lower compensation assembly 224 and the check valve RV of the upper first compensation assembly 222 in order in this way to penetrate into the upper damping chamber 22 of the first damping device 20 via the upper first damping joint 202. In the event of a reverse movement of the piston of the first damping device 20, a reverse damping flow occurs. The interconnection with the corresponding compensating assemblies 322 and 324 and, of course, also with the two compensating reservoirs 326 and 226 is also carried out in the same way in the case of the second damping circuit 300 of the second damping device 30.

As soon as it is desired to produce an active influence, the drive 214 or 314 can drive the respective pump device 212 or 312 in the associated pump connection 210 or 310 with this movement or also with freedom of movement, in order in this way to produce an additional or reduced fluid volume flow by means of the adjustable throttle valve. In this way, it is also possible for the respective piston to be moved actively in the respective damping device 20 or 30.

As soon as the connecting valve VV is switched to the connecting state VZ according to fig. 1, a cross-connection of the two damping circuits 200 and 300 is obtained, wherein passive roll stability can be provided in a known manner. Passive operation is provided at this location, i.e., the two pump units 212 and 312 are maintained. Alternatively, the energy requirement can be reduced in active operation compared to a solution without a shock absorber connected to the axle. The use of a connecting valve has the advantage that no additional compensation vessel is required for passive or active roll stability.

Fig. 2 is based on the embodiment of fig. 1, wherein all details of all active construction units of the damping module, in particular of the two damping circuits 200 and 100 in a common damping unit 10 (in particular within a common housing), are provided. Now, via the respective damping joints 202, 204, 302 and 304, simple, cost-effective, compact and, above all, passive damping devices 20 and 30 are connected.

The foregoing description of the embodiments describes the invention by way of example only. It is naturally also possible to freely combine the individual features of the embodiments (as far as technically meaningful) with one another without departing from the scope of the invention.

The basic idea of the invention is on the one hand that the shown dampers are interconnected so that the compensation volume can function as a reservoir for the hydropneumatic device and the energy requirement can be reduced. On the other hand, the installation space on the vibration damper is saved by transferring all the components into the central valve block.