Patent Application
20130020748
The present invention relates to a spring damper unit to be arranged between a first vehicle part and a second vehicle part, in particular between a vehicle body and a wheel (i.e., an axle) of a motor vehicle.
Spring damper units of the aforementioned type are used in automotive technology to damp relative movements between two vehicle parts and to control a spaced disposition between the vehicle parts. Modern spring damper units in motor vehicles render it possible to control the level to compensate for the load and to adjust the height of vehicles in order to be able to ensure the optimum ground clearance constantly even in the most varied of load states and the most varied road conditions. An adjusting device is usually provided for this purpose, which adjusting device operates between the spring damper unit and the vehicle body and/or the vehicle wheel. Alternatively, the adjusting device can operate inside the spring damper unit.
The two variants mentioned hereinabove, however, are encumbered with disadvantages that adversely affect the travel comfort. If the adjusting device operates between the spring damper unit and the vehicle body or the vehicle wheel, then, as the load compensation is performed, the stroke lengths of the extension stage and the compression stage of the damper component of the spring damper unit are reduced. If the adjusting device operates inside the spring damper unit, then, as a height adjustment is performed, one spring stroke is shortened at the expense of the other spring stroke. This effect then occurs, for example, if a vehicle is set to a higher level due to a poor road surface. During an extension movement, the damper component then impacts against its upper allocated stop earlier in comparison to a state where no height adjustment has been performed. Consequently, when travelling with an increased ground clearance, the travel comfort is noticeably impaired.
It is therefore the object of the invention to provide an improved spring damper unit of the type mentioned in the introduction, which spring damper unit renders it possible to adjust the spaced disposition between two vehicle parts in a most efficient manner possible and to damp the vibrations between the vehicle parts. In particular, a spring damper unit is to be produced that renders it possible to control the level of the vehicle and/or to adjust the ground clearance without the travel comfort being reduced as a consequence.
This object is achieved by virtue of a spring damper unit to be arranged between a first vehicle part and a second vehicle part, in particular between a vehicle body and a wheel of a motor vehicle, having a first fastening device for fastening the spring damper unit to the first vehicle part and having a second fastening device for fastening the spring damper unit to the second vehicle part, in addition having an elastic element, and having a vibration damper having two damper parts that can move relatively with respect to each other and are arranged between the fastening devices in order to damp relative movements between the vehicle parts and to control a spaced disposition between the vehicle parts, wherein it is possible to variably adjust the pre-stressing of the elastic elements by means of a first adjusting device, and wherein one of the damper parts can be adjusted relative to one of the fastening devices by means of a second adjusting device.
The spring damper unit comprises a first fastening device for fastening the unit to the first vehicle part and a second fastening device for fastening the unit to the second vehicle part. In addition, an elastic element and a vibration damper having two damper parts that can move relatively with respect to each other are provided. The damper parts and the elastic element are arranged—at least as far as the function is concerned—between the fastening devices. Although it is not necessary that they themselves are connected to the fastening devices, they must operate between the said fastening devices. A first adjusting device renders it possible to variably adjust the pre-stressing of the elastic element. This means, in particular, that the position of an engagement point of the elastic element (e.g. the position of a spring plate) can be adjusted relative to the position of one of the fastening devices by means of the first adjusting device. In addition, the position of one of the damper parts (of the vibration damper) can be adjusted relative to the position of one of the fastening devices (in particular of the same fastening device) by means of a second adjusting device.
In other words, the pre-stressing of the elastic element is adjusted accordingly by means of the first adjusting device in order, for example, to take into consideration any change in the load acting between the vehicle parts. With the aid of the second adjusting device, it is further possible, for example, to change a position of a piston of the damper unit in such a manner that the optimum stroke lengths of the extension stage and the compression stage of the damper unit are constantly available. By virtue of suitable cooperation of the two adjusting devices, it can be guaranteed that, even when simultaneously controlling the level and adjusting the height of the vehicle, the length of the compression and extension strokes and also the length of the extension and compression stages in the spring damper unit remain unchanged.
Further embodiments of the invention and developments are disclosed in the subordinate claims, the description and the drawings.
It can be provided that the first adjusting device can be driven independently from the second adjusting device. This renders it possible, for example, in the case of a vehicle equipped with a spring damper unit of this type to control the level to compensate for the load without the ground clearance changing simultaneously (height adjustment).
It has proven to be of advantage if the adjusting devices can be mutually coupled in a drive-effective manner, i.e., if the adjusting devices can be mechanically or electromagnetically mutually coupled in such a manner that forces or torques can be transmitted. For example, the adjusting devices can be coupled in such a manner that the second adjusting device can only be driven together with the first adjusting device. Thus, for example, the first adjusting device can be driven by means of a drive unit, whereas the second adjusting device is driven indirectly by the drive unit via the first adjusting device. In the case of this embodiment, the first and the second adjusting device are allocated a common drive unit. Fundamentally, however, differently implemented embodiments are also feasible, where in each case a single drive unit is provided for the two adjusting mechanisms. Cost advantages are achieved by providing only one drive unit. In addition, this embodiment is characterized by its compactness.
It is possible to arrange a transmission device between the drive unit and at least one of the adjusting devices, which transmission device renders it possible to configure, i.e. to adjust or select, a drive-effective coupling between the drive unit and the relevant adjusting device. For example, the second adjusting device can be selectively coupled to the drive unit by means of the transmission unit.
Preferably, a locking device is allocated to the transmission device and said locking device renders it possible to fix at least one of the components of the transmission device relative to a housing of the spring damper unit. In particular, the locking device can be electrically driven (including electromagnetically), wherein the locking device is embodied in such a manner that in the case of a non-energized state the transmission unit is locked. This embodiment renders it possible, for example, to provide a “fail-safe” function, i.e. the transmission device is locked in the event of a malfunction in order to render it into a safe state in which, for example, the spring damper unit reacts as a non-active controllable spring damper unit.
In accordance with a particularly robust and compact embodiment of the transmission unit, said transmission unit comprises a planetary gear set. In particular, a sun gear of the planetary gear set is connected to an input element of one of the adjusting devices. In other words, the “output” of the planetary gear set is embodied by a sun gear, whereas the “input” of the planetary gear set is embodied, for example, by a ring gear of the planetary gear set. It goes without saying that in the case of other embodiments, a reverse arrangement can also be provided.
In specific cases, it can be of advantage if the first and the second adjusting device are each allocated a dedicated drive unit, which dedicated drive units are arranged, in particular, in a coaxial manner with respect to each other. A particularly compact structural shape is achieved if the two drive units are arranged at one end of the vibration damper, i.e. if they are both positioned in the region of one of the fastening devices. As a consequence, for example, the energy supply to the drive units is implemented in a simpler manner. In particular, a respective rotor of the two drive units can be connected directly to an input element of the corresponding adjusting device.
The aforementioned respective drive unit can comprise a rotor that is connected in a drive-effective manner directly to an input element of one of the adjusting devices, in particular an input element of the first adjusting device. As a consequence, the corresponding adjusting device is constantly driven during the operation of the drive unit.
It has proven to be of advantage if the drive unit is arranged in a coaxial manner with respect to one of the adjusting devices, in particular in a coaxial manner with respect to the two adjusting devices. Also, the first and the second adjusting device can be arranged in a coaxial manner with respect to each other, wherein this does not exclude the two adjusting devices being offset in the axial direction.
The two damper parts of the vibration damper that can move relatively with respect to one another can be a piston and a cylinder, wherein in particular the piston can be adjusted by means of the second adjusting device. The elastic element can be a spring, in particular a helical spring that is arranged between two spring plates, wherein the pre-stressing of the spring can be varied by displacing one of the two spring plates along a longitudinal axis, i.e. along the longitudinal extension of the spring damper unit.
The invention further relates to a method for damping relative movements between a first vehicle part and a second vehicle part and for controlling a spaced disposition between the two vehicle parts, in particular between a vehicle body and a wheel of a motor vehicle. The method comprises the use of a spring damper unit that is arranged between the vehicle parts and that comprises an elastic element and a vibration damper having two damper parts that can move relatively with respect to each other.
As mentioned in the introduction, known methods where either the elastic element or the damper component of the spring damper unit is influenced are encumbered by disadvantages that are reflected in a reduced travel comfort.
It is therefore a further object of the invention to provide a method that obviates these disadvantages.
This object is achieved by virtue of a method for damping relative movements between a first vehicle part and a second vehicle part and for controlling a spaced disposition between the two vehicle parts, in particular between a body and a wheel of a motor vehicle, said method using a spring damper unit that is arranged between the vehicle parts and that comprises the elastic element and a vibration damper having two damper parts that can move relatively with respect to each other, wherein it is possible to variably adjust the pre-stressing of the elastic elements by means of a first adjusting device, wherein at least one of the damper parts can be adjusted relative to one of the vehicle parts by means of a second adjusting device.
In accordance with the invention, the pre-stressing of the elastic element is variably adjusted by means of a first adjusting device. In addition, at least one of the damper parts is adjusted, if required, relative to one of the vehicle parts by means of a second adjusting device.
In accordance with an advantageous embodiment of the method, the adjusting devices are driven by a common drive unit.
It is possible to provide that the second adjusting device is driven in dependence upon the first adjusting device, in particular that the second adjusting device is only driven together with the first adjusting device.
In order, for example in the case of a vehicle, to control level to compensate for a load, it can be sufficient if only the first adjusting device is driven. As a consequence, a reduction in the spaced disposition of the vehicle parts is compensated for, which reduction is generated by means of a force, for example, a loading caused by an additional load—acting between the vehicle parts.
In addition, it can be provided that the first and the second adjusting device are driven in order to actively change the spaced disposition between the vehicle parts, in other words, for example, in order to raise or lower the vehicle body depending upon the road quality.
Advantageously, the second adjusting device is driven in such a manner that an adjusting movement is generated, which adjusting movement is in the opposite direction/anti-parallel to the adjusting movement generated by the first adjusting device. In particular, the second adjusting device is driven in such a manner that a relative movement, generated during the operation of the first adjusting device, between the two damper parts of the vibration damper is compensated for. This can be ensured, for example, by means of a corresponding coupling between the adjusting devices or also by virtue of a subsequent compensation by means of one of the two adjusting devices.
Further embodiments of the method are disclosed in the subordinate claims, the description and the drawings.
The invention is explained hereinunder merely by way of example with reference to advantageous embodiments with the aid of the attached drawings, in which:
In addition, the spring damper unit 10 comprises a spring 20 that is arranged between a lower spring plate 22′, which is fixedly connected to the cylinder 16, and a further upper spring plate 22. The upper spring plate 22 is also used as a lower supporting point for an additional, upper spring 24 whose upper fixing point is an upper spring plate 22″ that is connected to the upper fastening point 12.
The spring plate 22 is arranged in a moveable manner and can be displaced along the longitudinal axis of the spring damper unit 10. For this purpose, actuating elements 26 are provided and said actuating elements are described in further detail hereinunder with reference to
The already mentioned actuating elements 26 that are encompassed by a housing 27 are provided for the purpose of moving the spring plate 22. The actuating elements 26 comprise a motor M1 having a stator 28 and a rotor having a lower rotor section 30′ and an upper rotor section 30. Although the two rotor sections 30, 30′ are separate components to facilitate a simple assembly procedure, in an assembled state they are, however, mutually connected in a non-rotatable manner. The lower rotor section 30′ encompasses a piston rod 46 of the piston 18 of the shock absorber 14 in a coaxial manner and comprises an external thread 32 that cooperates with an internal thread 32′ of the spring plate 22 in order to move the (non-rotatable) spring plate 22 in an axial direction (spindle drive). In other words, the lower rotor section 30′ is set in rotation by means of the stator 28 being energized, as a consequence of which the spring plate 22 is finally moved in an axial direction relative to the fastening point 12.
The upper rotor section 30 is connected to a ring gear 34 that meshes with planetary gears 36 (only one of which is illustrated). When the rotor section 30 is being driven by the stator 28, the ring gear 34 rotates and drives the planetary gears 36. The planetary gears 36 are supported on a planetary carrier 38 that is arranged in a coaxial manner with respect to a sun gear 40. The sun gear 40 is arranged in a non-rotatable manner on a piston rod housing 42. The piston rod housing 42 comprises a central bore 44 in which the piston rod 46 is arranged in a displaceable manner. The bore 44 comprises an internal thread that cooperates with a corresponding external thread of the piston rod 46 in order to form a spindle drive that enables the piston rod 46, and consequently the piston 18—to move relative to the actuating elements 26 and the components of the spring damper unit 10 that are fixedly connected to the actuating elements 26 (in particular relative to the fastening point 12).
In other words, the ring gear 34, the planetary gears 36, the planetary carrier 38 and the sun gear 40 form a planetary gear set that is arranged between the upper rotor section 30 of the motor M1 and the piston rod sleeve 42. Depending upon which component of the planetary gear set is fixedly attached to the housing, the torque can be transmitted from the motor M1 to the piston rod sleeve 42.
A change in position of the piston 18 relative to the cylinder 16 can be compensated for by moving the piston rod 46. As described in the introduction, in the case of a vehicle, for example, where the ground clearance has been increased by means of displacing the spring plate 22, as the vehicle body moves upward a stop of the piston 18 impacts earlier against the upper end of the cylinder 16 (extension stop) since the piston 18 has been displaced upward relative to the cylinder 16 by virtue of the height of the vehicle body having been adjusted. In order to compensate for this, the piston 18 is moved by virtue of a corresponding adjusting device 48, comprising the planetary gear set (ring gear 34, planetary gears 36, planetary carrier 38, sun gear 40) and the spindle drive (piston rod sleeve 42/piston rod 46) relative to the components that are fixedly attached to the vehicle body (relative, for example, to the actuating electronics 26, the upper spring plate 22″ and the fastening point 12) and to the cylinder 16, in order to move back to a “zero point position” that provides sufficient stroke length both in the compression stage and also in the extension stage.
In order to be able to control the transmission of the torque from the motor M1 to the adjusting device 48 of the piston rod 46 and an adjusting device 48′ of the movable spring plate 22, comprising the lower rotor section 30 and the corresponding spindle drive having the thread 32, 32′, locking elements 50a, 50b are provided by means of which the sun gear 40 or the planetary carrier 38 of the planetary gear set of the adjusting device 48 can be secured in a non-rotatable manner as desired. The locking elements 50a, 50b can be actuated, for example, by means of a respective linear solenoid.
In the configuration illustrated in
The state Z2 prevails if the vehicle is laden. In order to perform a level compensation, the spring plate 22 has been moved downward relative to the upper fastening point 12 by means of the adjusting device 48′. The pre-stressing of the spring 20 has been increased. In so doing, the stroke lengths z, d remain unchanged.
The state Z3 illustrates the situation of an unladen vehicle that comprises an increased ground clearance, i.e. the vehicle body (upper fastening point 12) has been raised by an amount Δ1, for example, because the vehicle is to be used over rough terrain. It is clearly evident that, in order to maintain the stroke lengths z, d almost the same (compensation), the piston rod 46 has been moved downward relative to the actuating elements 26 and the upper fastening point 12 by means of the adjusting device 48. If the piston rod 46 had not moved, the piston 18 would be located in closer proximity to the upper end of the cylinder 16, as a consequence of which the stroke length z would be reduced and the stroke length d would be increased.
The state Z4 illustrates a reversal of the state Z3, i.e. the body of the vehicle has been lowered by the amount Δ1. The change of the relative position of the piston rod 46 with regard to the fastening point 12 and the actuating elements 26 is also evident in this connection.
This embodiment renders it possible to actuate the adjusting devices 48, 48′ independently, which is not possible in the case of the spring damper unit 10, where the adjusting device 48 can only be actuated together with the adjusting device 48′. A greater level of flexibility can be achieved in the case of the configuration of the spring damper unit 10′ owing to the fact that the adjusting devices 48, 48′ can be activated independently. The spring damper unit 10′ also comprises suitable locking elements (not illustrated) in order to render it possible for the vehicle to be operated reliably even in the presence of malfunctions.
The spring damper units 10, 10′ have been described above by way of example with regard to a motor vehicle, however, it goes without saying that the units 10, 10′ can fundamentally also be used in other areas that place high demands on spring/damping devices.
Although embodiments have been described herein, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102010003986.1 | Jan 2010 | DE | national |
The present application is a National Stage Application of PCT International Application No. PCT/EP2010/070433 (filed on Dec. 21, 2010), under 35 U.S.C. §371, which claims priority to German Patent Publication No. 10 2010 003986 (filed on Jan. 4, 2010), which are each hereby incorporated by reference in their respective entireties.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP2010/070433 | 12/21/2010 | WO | 00 | 7/5/2012 |
