阅读说明：本技术 带有于杆件中配备有穿孔的自适应行程末尾止挡的减振器 (Shock absorber with adaptive end-of-travel stop equipped with a perforation in the rod ) 是由 A·卡瓦雷克 F·里盖勒 C·蒙泰伊 J·M·阿莱格尔 F·邦特龙 于 2020-02-10 设计创作，主要内容包括：本发明公开了一种液压减振器,所述液压减振器包括减振器活塞(6),所述减振器活塞于朝前处支撑着杆件(10),所述杆件包括止挡活塞(12),所述止挡活塞进入行程末尾止挡管件(14)中,所述液压减振器还包括：处在所述止挡活塞(12)的前表面上的第一穿孔(20),所述第一穿孔包括处在该止挡活塞(12)的后部处的输出口；处在所述止挡活塞(12)的侧面上的第二穿孔(22),所述第二穿孔包括处在该止挡活塞(12)的后部处的输出口；以及滑动嵌套塞(30),所述滑动嵌套塞配备有延时腔室(26),所述滑动嵌套塞在前位置封闭所述穿孔(20,22)的至少一个输出口并且在后位置使这些输出口联接,所述嵌套塞(30)处在前回动弹簧(44)与后回动弹簧(46)之间,所述后回动弹簧压靠在所述减振器上。(The invention discloses a hydraulic shock absorber, comprising a shock absorber piston (6) supporting a rod (10) in a forward position, said rod comprising a stop piston (12) entering a stop tube (14) at the end of its stroke, said hydraulic shock absorber further comprising: a first through hole (20) on the front surface of the stopper piston (12), the first through hole comprising an outlet opening at the rear of the stopper piston (12); a second through hole (22) on the side of the stop piston (12), said second through hole comprising an outlet opening at the rear of the stop piston (12); and a sliding nested plug (30) equipped with a time-delay chamber (26) which closes at least one outlet of the through-holes (20, 22) in a forward position and couples these in a rearward position, the nested plug (30) being between a forward return spring (44) and a rearward return spring (46) which is pressed against the shock absorber.)

1. Hydraulic shock absorber comprising a shock absorber piston (6) sliding in an inner tube (4) and moving during compression towards an axial direction diverted towards a shock absorber bottom (16) and denominated front (AV), said shock absorber piston (6) supporting at the front a rod (10) comprising a stop piston (12) at its end entering an end-of-stroke stop tube (14) having a fluid outlet perforation (18), characterized in that it comprises: a first through hole (20) on a front surface of the stopper piston (12), the first through hole comprising an output port at a rear portion of the stopper piston (12); a second through hole (22) on the side of the stop piston (12), the second through hole comprising an outlet opening at the rear of the stop piston (12); and a sliding nested plug (30) equipped with a delay chamber (26) with a leakage flow rate, which closes at least one outlet opening of the through-holes (20, 22) in a forward position and couples these in a rearward position, the sliding nested plug (30) being axially maintained between a front return spring (44) which presses against a fixed part of the hydraulic shock absorber to plug the sliding nested plug back into the rearward position and a rear return spring (46) which presses against the shock absorber piston (6) to plug the sliding nested plug back into the forward position.

2. Hydraulic shock absorber according to claim 1, wherein said sliding nested plug (30) has an annular form fitting around said rod (10).

3. Hydraulic shock absorber according to claim 2, wherein in the rear position of the sliding nested plug (30), the communicating volume (24) of the sliding nested plug (30) arranged facing the rod (10) couples the two output ports of the two perforations (20, 22) formed on the side of the rod (10).

4. The hydraulic shock absorber as claimed in claim 2 or 3, characterized in that the rear end of the sliding nested plug (30) enters the delay chamber (26) which is arranged in front of the shock absorber piston (6).

5. Hydraulic shock absorber according to any one of the preceding claims, wherein the sliding nested plug (30) comprises a disc (32) axially maintained between two return springs (42, 44).

6. Hydraulic shock absorber according to one of the preceding claims, wherein the return spring (42, 44) is a helical spring which is guided in the inner tube (4).

7. A motor vehicle equipped with hydraulic suspension shock absorbers, characterized in that it comprises a hydraulic shock absorber according to any one of the preceding claims.

8. A motor vehicle according to claim 7, characterized in that, when the motor vehicle comprises a load exceeding a load threshold in a rest condition, the force generated by the return spring (42, 44) causes the sliding nested plug (30) to be arranged in its rear position.

Technical Field

The present invention relates to a hydraulic damper arranged with an end-of-stroke stop, and to a motor vehicle equipped with a damper of this type.

Background

Motor vehicles typically include a suspension for each wheel, the suspension including a suspension spring and a telescopic hydraulic shock absorber which decelerates the motion of the suspension. In particular, the shock absorber may include an end-of-stroke hydraulic stop that stops the end-of-stroke movement to avoid impact on the rigid stop.

One known type of adjustable end-of-stroke hydraulic stop is shown in particular by document US-A-3207270, which comprises A rod which receives the axial thrust of the movement to be decelerated and causes the piston to slide in A cylinder having A series of perforations distributed over its length. A manual control system arranged outside the cylinder is able to adjust the closure of these perforations in order to adapt the deceleration level of the stop.

However, the adjustment of this type of stop does not include any automatic action capable of adapting to different loads.

Another known type of stop for a vehicle suspension damper is shown in particular by the document FR-a1-3050000, which comprises a jack-rod member comprising a damper piston at its lower end to implement the main damping, said damper piston extending downwards out of a bushing which at the end of the compression stroke fits around the inner tube of the stop.

The bushing comprises a series of perforations distributed axially and closed in succession during the introduction of the tube into the bushing in order to decelerate more and more the transfer of the fluid (coming from the outer chamber formed around the bushing) towards the chamber (inside the tube and in front of the piston). An increasingly higher deceleration of the shock absorber at the end of the compression stroke is obtained.

The thrust spring is arranged below the main piston, pressing slightly before the end of the stroke of said shock absorber on a nested plug (boisseau) axially sliding in a stop tube comprising additional perforations at different heights.

A control chamber arranged in the stop tube and below the nested plug comprises a restricted passage for the outward communication of fluid, so as to slow down the descending movement of the nested plug under the action of the thrust spring and the re-ascending movement of the nested plug under the action of the return spring.

In this way, when a large jump of the suspension is accidentally carried out for a lightly loaded vehicle, the rapid pressing of the thrust spring against the nested plug does not cause the nested plug (decelerated by the fluid of the regulating chamber) to descend in a slow dynamic. The perforations of the stop tube remain open to provide greater flexibility for the end-of-stroke stop, which results in greater comfort.

In the case of a loaded vehicle, the thrust spring frequently presses against the plug insert, which frequently causes the plug insert to drop, which closes the bore of the stop tube and at the same time hardens the end-of-stroke stop more strongly. Safety is obtained by avoiding the rear contact (piloting) of the suspension of the loaded vehicle. However, a stop of this type comprising an adjustable nested plug inside the stop tube, which has perforations distributed along its length, is not suitable for including an end-of-hydraulic-stroke stop of the piston implemented inside the stop tube.

Disclosure of Invention

The object of the invention is in particular to avoid these disadvantages of the prior art.

To this end, the invention provides a hydraulic shock absorber comprising a shock absorber piston sliding in an inner tube and moving during compression in an axial direction turned towards the bottom of the shock absorber and denominated forward, the shock absorber piston supporting at the forward end a rod comprising a stop piston at its end, said stop piston entering an end-of-stroke stop tube having a fluid outlet perforation, the shock absorber being characterized in that it comprises: a first bore on a front surface of the stopper piston, the first bore including an output port at a rear of the stopper piston; a second bore on a side of the stopper piston, the second bore including an output port at a rear of the stopper piston; and a sliding nested plug equipped with a delay chamber having a leakage flow rate, the sliding nested plug closing at least one output port of the bore in a forward position and coupling these output ports in a rearward position, the nested plug being axially maintained between a forward return spring that presses against a fixed portion of the damper to return the nested plug to the rearward position and a rearward return spring that presses against the damper piston to return the nested plug to the forward position.

The advantage of this shock absorber is that the delay chamber with leakage flow enables the nested plug to obtain a slow movement dynamics under the action of the two return springs.

In the case of a lightly loaded vehicle, the action of the front return spring is weak, and the nested plug is returned to the front position by the rear spring, which closes the communication channel between the two perforations of the rod, while providing a deceleration law over a large stop travel of the lightly loaded vehicle, which ensures comfort. The rapid travel of the stop does not move the nesting plug due to its slow dynamics.

In the case of a heavily loaded vehicle, the pressure exerted by the front return spring over a long period of time causes the spigot to move, which puts the two perforations into communication. By means of these communicating perforations, a slight deceleration of the stop is obtained for the start of the stroke of the nested plug, while the second perforations on the side of the stop piston are not blocked by a sufficient descent of the piston inside the stop tube. For a loaded vehicle, small oscillations of the suspension can be decelerated, which ensures comfort.

After this position has been exceeded, the second through-hole closes, and then a greater deceleration of the damper is obtained, in order to avoid a sudden arrival at the end of the stroke.

The hydraulic shock absorber according to the invention may also comprise one or more of the following features which may be combined with each other.

Advantageously, the nested plug has an annular form fitting around the stem.

In this case, advantageously, in the rear position of the nested plug, the communication volume of the nested plug arranged facing the rod couples the two perforated outlet openings formed on the side of the rod.

Advantageously, the rear end of the nested plug enters the delay chamber, which is arranged in front of the shock absorber piston.

Advantageously, the nested plug comprises a disc axially maintained between two return springs.

Advantageously, the return spring is a helical spring which is guided in the inner tube.

It is also an object of the present invention to provide a motor vehicle equipped with a hydraulic suspension damper including any of the above features.

Advantageously, when the vehicle comprises a load exceeding a load threshold in a rest condition, the force generated by the return spring causes the nesting plug to be arranged in its rear position.

Drawings

The invention will be better understood and other features and advantages thereof will be more apparent from a reading of the detailed description given hereinafter by way of example and the accompanying drawings in which:

figure 1 shows, in an axial section, the front part of a shock absorber according to the invention in a rest condition, when the vehicle is unloaded;

fig. 2 shows the damper in operation at the beginning of the end-of-stroke stop;

figure 3 shows the shock absorber in a state of rest, when the vehicle is loaded;

fig. 4 shows the damper in operation at the beginning of the end-of-stroke stop; and

fig. 5 shows the damper in operation in the middle position of the end-of-stroke stop, with the second through-hole just closed.

Detailed Description

Fig. 1 shows a telescopic shock absorber comprising a front side indicated by arrow AV, an inner tube 4 arranged in an outer body, not shown, which houses a shock absorber piston 6 fixed on a main rod 8, which separates two hydraulic chambers to perform the main damping of the motion of the suspension. The volume between the outer body and the inner tube 4 forms a compensation chamber containing a pressurized gas, which receives a fluid overflow deriving from the volume that moves during compression of the shock absorber due to the admission of the main rod 8 into said shock absorber.

The main rod 8 comprises an extension rod 10 in front of the shock absorber piston 6, which comprises a stop piston 12 at its front end, which is equipped on its own profile with a sealing ring providing a slight leakage flow, which enters a stop tube 14 towards the end of the shock absorber stroke, which comprises a front end bottom 16, which is connected to the inner tube 4 and to the body.

The stop tube 14 may in particular comprise a longitudinal slot starting from its rear end, covering approximately half its length, and having a greater width at the rear end, which width tapers forward. The stop tube 14 may also comprise a plurality of series of perforations 18 of the tube, each series of perforations being arranged along a transverse plane to implement a deceleration law adapted to the position of the stop piston 12.

The nested plug 30 fitted between the shock absorber piston 6 and the stop piston 12 around the extension rod 10 comprises a rear disc 32 maintained axially between two helical return springs, comprising a front return spring 44, which is pressed against the end bottom 16 to return said nested plug to the rear position, and a rear return spring 42, which is pressed against the shock absorber piston 6 to return said nested plug to the front position.

The rear end of the nested plug 30 enters a delay chamber 26 formed at the front of the shock absorber piston 6 and having a limited leakage flow which strongly decelerates the sliding of said nested plug with respect to the piston in order to obtain a slow movement dynamics under the action of the load difference of the two springs 42, 44.

The return springs 42, 44 are guided in the inner tube 4, which ensures low friction and noiselessness.

The extension rod 10 has a first bore 20 comprising an inlet port on the front face of the stop piston 12 and an outlet port opening onto the side between the damper piston 6 and said stop piston. The extension rod 10 also comprises a second bore 22 comprising an inlet opening to the side of the stop piston 12 and an outlet opening to the side of the rod in front of the outlet opening of the first bore 20.

The nested plug 30 comprises a volume on its inner surface in contact with the extension bar 10, which volume forms a communication channel 24, which, in its front position, is in front of the outlet opening of the first perforation 20, which closes it, and, in its rear position, implements the communication of the outlet opening of said first perforation with the outlet opening of the second perforation 22.

When the vehicle is unloaded, the chassis is high and the front return spring 44 is unloaded, the rear spring 42 maintaining the nested plug 30 in its forward position. During the vehicle travel, the rapid passage of the shock absorber at the end-of-travel stop at a frequency of approximately 1 hertz (i.e., the frequency of the suspension) does not change this position of the nested plug due to the slow dynamics of the fluid transfer out of the delay chamber 26 due to loading of the front spring 44.

Fig. 2 shows the damper at the beginning of its own stroke end, with the stop piston 12 entering the stop tube 14. As a result of the closing of the first perforation 20, a gradual deceleration is obtained over the entire length of the stop tube 14, which is carried out by using all the perforations 18 distributed over said length.

By gradually decelerating over the complete stroke of the end-of-stroke stop, a higher level of comfort is obtained.

Fig. 3 shows the loaded vehicle in a stationary state with the stop piston 12 in a lower position. The pressure of the front return spring 44 urges the nested plug 30 rearwardly while compressing the rear return spring 42, which moves the nested plug relative to the extension rod 10 while aligning the communication channel 24 with both the output opening of the first aperture 20 and the output opening of the second aperture 22.

Fig. 4 shows the travel of the vehicle with small oscillations of the suspension, the stop piston 12 being able to enter the stop tube 14 until the inlet opening of the second bore 22 reaches the limit of the tube, as shown on the drawing.

Up to this position, a very slight deceleration of the stop piston 12 is obtained, since the fluid is output out of the stop tube 14 successively through the first and second perforations 20, 22. The small oscillations are weakly decelerated, which ensures comfort.

Fig. 5 shows a vehicle in which the damper reaches near the end of the travel of the loaded vehicle, the inlet opening of the second bore 22 entering the stop tube 14, just closed.

This results in a greater deceleration of the end-of-travel stop over the reduced travel, which is provided by the remaining perforations 18 of the tube 14.

Thereby, for vehicles in load with a low chassis, a normal damping for small oscillations and a large deceleration over the remaining stroke for large oscillations are simultaneously obtained, which ensures comfort and road performance.

After the unloading of the vehicle has caused the chassis of the vehicle to rise again, the damper piston 6 rises again by reducing the pressure on the front return spring 44. The nested plug 30 descends in a slow dynamic manner under the action of the rear return spring 42 to resume the starting position shown in fig. 1.

Passive adaptive adjustment of the end-of-travel stop is obtained in a simple and effective manner and without connection to both the outside and the electrical system. Note that the end-of-travel stop includes a reduced number of components, which makes the end-of-travel stop cost prohibitive.

In particular, in the case of a vehicle in a stationary state, for a person load or a luggage load exceeding a load threshold, the chassis of the vehicle is lowered and the nested plug 30 is placed in its rear position with a delay, which provides an adaptive adjustment of the end-of-travel stop.