A hydraulic shock-absorber comprises an outer cylindrical tube, an inner cylindrical tube defining with the outer cylindrical tube an annular chamber, a main piston slidably mounted in the inner cylindrical tube and dividing the inner volume of the inner cylindrical tube into an extension chamber and a compression chamber, both containing an incompressible damping fluid, a valve assembly mounted on a bottom wall of the inner cylindrical tube and comprising a first compression valve and a first intake valve, a cup-shaped body mounted in the inner cylindrical tube, inside the compression chamber, and an auxiliary piston rigidly connected to the main piston and configured to slide in the cup-shaped body at least during a final section of the compression phase of the shock-absorber. The shock-absorber further comprises a second compression valve configured as a non-return valve allowing the flow of the damping fluid only in the direction from a working chamber of the cup-shaped body towards a lower portion of the compression chamber.
F16F 9/48 - Arrangements for providing different damping effects at different parts of the stroke
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
F16F 9/516 - Special means providing automatic damping adjustment resulting in the damping effects during contraction being different from the damping effects during extension
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
2.
Vehicle suspension with a regenerative hydraulic shock-absorber and with a system for adjusting the attitude of the vehicle
A suspension including a spring interposed between the body (B) of the vehicle and the wheel (W); a regenerative hydraulic shock-absorbing unit comprising a hydraulic shock-absorber arranged parallel to the spring, a motor and pump unit with a volumetric hydraulic machine and an electric machine coupled to the hydraulic machine), and an electronic control unit arranged to control the torque of the electric machine. A hydraulic actuator is arranged in series with the spring. A reservoir and a hydraulic circuit are connected to each other, the hydraulic shock-absorber, the hydraulic machine the hydraulic actuator and the reservoir. The hydraulic circuit includes a valve assembly for controlling the flow of a working fluid between the hydraulic shock-absorber, the hydraulic machine, the hydraulic actuator and the reservoir.
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
3.
Hydraulic linear actuator with a locking system for locking the compression movement of the actuator
The actuator comprises a cylinder and a rod. The cylinder comprises an inner cylindrical tube and an outer cylindrical tube which extend coaxially to each other along a longitudinal axis (z). The inner cylindrical tube accommodates a plunger which is rigidly connected to the rod and separates an inner volume of the inner cylindrical tube into a compression chamber and an extension chamber, wherein at least the compression chamber contains oil. The inner cylindrical tube and the outer cylindrical tube enclose with each other a reservoir chamber which is permanently in fluid communication with the extension chamber via at least one first passage provided in the inner cylindrical tube and contains a pressurized gas in a first portion thereof and oil in a remaining portion thereof. The cylinder further comprises an intermediate cylindrical tube which extends along the longitudinal axis (z) between the inner cylindrical tube and the outer cylindrical tube and encloses, along with the inner cylindrical tube, an intermediate chamber permanently in fluid communication with the compression chamber via at least one second passage provided in the inner cylindrical tube. The actuator further comprises a check valve associated to the inner cylindrical tube to allow the oil to flow in the direction from the reservoir chamber to the compression chamber only, and an electrically-operated flow control valve which is associated to the intermediate cylindrical tube for controlling the flow of the oil between the intermediate chamber and the reservoir chamber. The flow control valve is movable between a first operating position, in which it allows the oil to flow between the intermediate chamber and the reservoir chamber, and a second operating position, in which it prevents the oil from flowing between the intermediate chamber and the reservoir chamber.
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
4.
COMPENSATION OF THE THERMAL EFFECT IN A VEHICLE SUSPENSION SYSTEM
A method is described for controlling the damping characteristic of a shock absorber of a vehicle, particularly for compensating the variation of the operating temperature of the shock absorber, in an active or semi-active suspension system comprising a plurality of ad- justable damping shock absorbers, sensors designed to detect relative vertical acceleration or relative vertical movement between the vehicle body and each wheel with which a shock absorber is associated, and an electronic processing and control unit designed to emit driving signals for the shock absorber control valves to realize predetermined damping characteristics of the shock absorbers. The compensation of the variation of the operating temperature of the shock absorber takes place by: - estimating a mechanical power dissipated in heat by the shock absorber; - estimating a thermal power exchanged by the shock absorber with the environment; - evaluating the current operating temperature of the shock absorber as a function of the dissipated mechanical power and of the thermal power exchanged with the environment; and - controlling the driving current of the control valve of the shock absorber according to a shock absorber reference model indicating a relationship between the damping force of the shock absorber, the operating temperature of the shock absorber and the driving current of the control valve, to reach a working point corresponding to a predetermined nominal damping force of the shock absorber.
F16F 9/52 - Special means providing automatic damping adjustment in case of change of temperature
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
5.
HYDRAULIC SHOCK-ABSORBER WITH A HYDRAULIC STOP MEMBER OPERATING DURING THE COMPRESSION STROKE OF THE SHOCK-ABSORBER AND WITH AN ADJUSTMENT DEVICE FOR ADJUSTING THE BEHAVIOUR OF THE HYDRAULIC STOP MEMBER DEPENDING ON THE VEHICLE LOAD
The shock-absorber (10) comprises an outer cylindrical tube and an inner cylindrical tube (12), a rod (14), a main piston (16) and a hydraulic stop member (30, 32) received in the compression chamber (20) so as to operate during an end section of the compression stroke of the shock-absorber (10) to cause an increase in the hydraulic damping force applied to the assembly formed by the rod (14) and the main piston (16). The hydraulic stop member (30, 32) comprises a cup -shaped body (30), mounted in the compression chamber (20), and a first auxiliary piston (32), which is mounted on a cylindrical body (34) rigidly connected to the main piston (16) and is configured to slide sealingly in the cup -shaped body (30) during an end section of the compression stroke of the shock-absorber (10), encompassing a working chamber (44) with the cup-shaped body (30). The shock-absorber (10) further comprises a sliding member (46) slidably received inside the cylindrical body (34) for opening or closing at least one first passage (50) of the cylindrical body (34) through which oil may flow from the working chamber (44) of the cup -shaped body (30) to the compression chamber (20) of the shock-absorber.
A method is described for estimating the damping characteristics of the shock absorbers of a vehicle in an active or semi-active suspension system comprising: - a plurality of adjustable damping shock absorbers; - sensors for detecting the relative acceleration or relative movement between the body of the vehicle and each wheel with which a shock absorber is associated, as well as the accelerations and movements of the body; and - an electronic processing and control unit arranged to emit drive signals of the control valves of the shock absorbers to achieve predetermined damping characteristics of the shock absorbers. The damping characteristics of the shock absorbers are estimated by: providing a reference model indicative of a nominal relation between a road severity index, RSI, related to the vertical acceleration values experienced by the wheels of the vehicle while driving on a road section, and the mean driving current of the control valves of the shock absorbers; acquiring respective relative acceleration or speed data of at least the front wheels of the vehicle with respect to the body of the vehicle; determining a value of the road severity index starting from said relative acceleration or speed data of the front wheels of the vehicle with respect to the body of the vehicle, acquiring values representative of the mean driving current of the control valve of each shock absorber; comparing the acquired value of the mean driving current with an expected value of the nominal mean driving current determined as a function of the road severity index according to the reference model; and determining a degradation condition of a shock absorber if the acquired value of the respective mean driving current does not correspond to the expected value of the nominal mean driving current.
B60G 17/018 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
B60G 17/0185 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method for failure detection
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
7.
VARIABLE-DAMPING HYDRAULIC SHOCK-ABSORBER FOR A VEHICLE SUSPENSION
The shock-absorber (10) comprises a cylindrical body (12) and a rod (14), wherein the body (12) comprises an inner cylindrical tube (16) and an outer cylindrical tube (18) which enclose a reservoir chamber (20) containing oil. A piston (22) is slidably mounted in the inner cylindrical tube (16) and divides the internal volume of that tube (16) into a rebound chamber (24) and a compression chamber (26). The body (12) further comprises an intermediate cylindrical tube (36) which is arranged around the inner cylindrical tube (16) and encloses with the latter an intermediate chamber (38) in fluid communication with the compression chamber (26). The shock-absorber (10) further comprises a first electronical- ly-controlled valve (40) and a second electronically-controlled valve (42) which are arranged to adjust the flow of the damping fluid between the rebound chamber (24) and the compression chamber (26), as well as between the compression chamber (26) and the res- ervoir chamber (20), during the rebound phase and during the compression phase, respectively. The first electronically-controlled valve (40) is arranged inside the body (12) of the shock-absorber (10), namely inside the inner cylindrical tube (16), so as to be drivingly connected with the rod (14), and is hydraulically connected on the one hand with the re- bound chamber (24) and on the other with the compression chamber (26) to adjust, during the rebound phase, the flow of the damping fluid from the rebound chamber (24) to the compression chamber (26). The second electronically-controlled valve (42) is arranged outside the body (12) of the shock-absorber (10) and is hydraulically connected on the one hand with the reservoir chamber (20) and on the other with the intermediate chamber (38) to adjust, during the compression phase, the flow of the damping fluid from the compression chamber (26) to the reservoir chamber (20) via the intermediate chamber (38).
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
8.
HYDRAULIC SHOCK-ABSORBER, PARTICULARLY FOR A VEHICLE SUSPENSION, WITH TWO COMPRESSION VALVES
The shock-absorber (10) comprises: an outer cylindrical tube (12); an inner cylindrical tube (14) defining with the outer cylindrical tube (12) an annular chamber (16); a main piston (20) that is slidably mounted in the inner cylindrical tube (14) and divides the inner volume of the inner cylindrical tube (14) into an extension chamber (22) and a compression cham- ber (24), both containing an incompressible damping fluid; a valve assembly (28a, 28b) mounted on a bottom wall (72) of the inner cylindrical tube (14) and comprising a first compression valve (28a) and a first intake valve (28b); a cup-shaped body (32) mounted in the inner cylindrical tube (14), inside the compression chamber (24); and an auxiliary piston (34) that is rigidly connected to the main piston (20) and is configured to slide in the cup-shaped body (32) at least during a final section of the compression phase of the shock- absorber (10). The cup-shaped body (32) comprises a lateral wall (36) and a bottom wall (38) defining, together with the auxiliary piston (34), a working chamber (46). The shock- absorber (10) further comprises a second compression valve (68) configured as a non¬ return valve allowing the flow of the damping fluid only in the direction from the working chamber (46) towards a lower portion of the compression chamber (24) comprised between the bottom wall (38) of the cup-shaped body (32) and the bottom wall (72) of the inner cylindrical tube (14).
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
The wheel-carrying member (10) has a hybrid structure comprising a body (30) in a composite material with a fibre reinforced thermoplastic matrix, at least one shell element (28, 28', 28", 28"') formed by a laminate with a thermoplastic matrix and fixed on an external side of the body (30), and a plurality of metal inserts (32, 34, 36, 38, 52) for connecting or fixing the wheel-carrying member (10) to other components (18, 22) of the suspension or of the vehicle, said metal inserts (32, 34, 36, 38, 52) being at least partially embedded in the body (30) so that they are firmly connected to the body (30) without the use of adhesive means.
The rotary damper (10) comprises: a rotating input member (12) rotating about an axis of rotation (x); a first cylinder (16) and a second cylinder (18) arranged coaxially with each other on opposite sides of the axis of rotation (x); a first piston (24) slidable inside the first cylinder (16) and defining with the latter a first working chamber (26) containing a first, incompressible working fluid; a second piston (28) slidable inside the second cylinder (18) and defining with the latter a second working chamber (30) containing a second, incompressible working fluid; motion conversion means (32, 34, 36, 38) arranged to convert the rotary motion of the rotating input member (12) about the axis of rotation (x) into reciprocating motion of the first and second pistons (24, 28) in phase with each other; a third cylinder (40); a fourth cylinder (42); a third piston (46) slidable inside the third cylinder (40) and separating the inner volume of that cylinder (40) into a first main chamber (48), which is in fluid communication with the first working chamber (26), and a first auxiliary chamber (50), wherein the first auxiliary chamber (50) contains first spring means arranged to apply onto the third piston (46) a first elastic force acting against a first pressure force applied onto the third piston (46) by the pressure of the first working fluid in the first main chamber (48), and wherein the third piston (46) is a floating piston sliding inside the third cylinder (40) depending on the resultant force applied onto it between said first elastic force and first pressure force; and a fourth piston (52) arranged inside the fourth cylinder (42) and separating the inner volume of this cylinder (42) into a second main chamber (54), which is in fluid communication with the second working chamber (30), and a second auxiliary chamber (56), wherein the second auxiliary chamber (56) contains second spring means arranged to apply onto the fourth piston (52) a second elastic force acting against a second pressure force applied onto the fourth piston (52) by the pressure of the second working fluid in the second main chamber (54), and wherein the fourth piston (52) is a floating piston sliding inside the fourth cylinder (42) depending on the resultant force applied onto it between said second elastic force and second pressure force.
F16F 9/26 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders, each having a single working space closed by a piston or plunger with two cylinders in line and with the two pistons or plungers connected together
11.
DAMPER AND SPRING UNIT FOR A VEHICLE SUSPENSION PROVIDED WITH AN ELECTRO-MECHANICAL ADJUSTMENT DEVICE FOR ADJUSTING THE VERTICAL POSITION OF THE SPRING
The damper and spring unit comprises: a damper (10) having a cylinder (14) and a rod (16) which extend along a first axis (z); a spring plate (18) which is arranged around the cylinder (14) and is slidable with respect to the latter along the first axis (z); a spring (12) resting at its bottom on the spring plate (18); and an electro-mechanical adjustment device in- terposed between the cylinder (14) and the spring plate (18) for adjusting in a continuous and controlled manner the vertical position of the bottom end of the spring (12) and, thus, allowing to adjust the height of the vehicle from the ground. The adjustment device comprises an electric motor (22) arranged to generate a rotary motion and a motion conversion mechanism (24, 26) having one screw (24) which extends along a second axis (z') parallel to the first axis (z), but spaced therefrom, and is arranged to be driven into rotation by the electric motor (22) about the second axis (z'), and a nut (26) which meshes with the screw (24) and is drivingly connected for translation with the spring plate (18).
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
12.
ENERGY-CONVERSION APPARATUS OF A DC-DC TYPE OPERATING BETWEEN A LOW-VOLTAGE SYSTEM AND A HIGH-VOLTAGE SYSTEM OF A VEHICLE COMPRISING AN ENERGY-RECOVERY STAGE, AND CORRESPONDING METHOD
H02M 1/32 - Means for protecting converters other than by automatic disconnection
H02M 3/158 - Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
B60G 13/14 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers accumulating utilisable energy, e.g. compressing air
B60G 17/0165 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
BIDIRECTIONAL ENERGY-CONVERSION APPARATUS OF A DC-DC TYPE OPERATING BETWEEN A LOW-VOLTAGE SYSTEM AND A HIGH-VOLTAGE SYSTEM OF A VEHICLE COMPRISING AN ENERGY-RECOVERY STAGE, AND CORRESPONDING METHOD
H02M 1/32 - Means for protecting converters other than by automatic disconnection
H02M 3/158 - Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
B60G 13/14 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers accumulating utilisable energy, e.g. compressing air
B60G 17/0165 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
The twist-beam axle (10) comprises a cross-member (12) and a pair of trailing arms (14) of metal, each firmly connected to a respective end of the cross-member (12). The cross- member (12) has a hybrid structure with a central element (22) of composite material with a resin matrix reinforced with fibres and with a pair of lateral elements (24) of metal firmly connected to the central element (22). Once the cross-member (12) is manufactured, with the central element (22) and the two lateral elements (24) firmly connected to the central element (22), each trailing arm (24) is welded to a respective lateral element (24) of the cross-member (12).
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
B29C 70/86 - Incorporating in coherent impregnated reinforcing layers
15.
HYDRAULIC SHOCK-ABSORBER FOR A VEHICLE SUSPENSION PROVIDED WITH A HYDRAULIC STOP MEMBER OPERATING DURING THE COMPRESSION STROKE OF THE SHOCK-ABSORBER
The shock absorber (10) comprises: a first cylindrical tube (14), a piston rod (18), a main piston (20) fixed to the piston rod (18) and slidably mounted in the first cylindrical tube (14) so as to separate the internal volume of this tube into an extension chamber (22) and a compression chamber (24), and a hydraulic stop member (30) arranged to operate during the compression stroke of the shock absorber (10). The hydraulic stop member (30) comprises a cup-shaped body (32) mounted in the compression chamber (24) and an auxiliary piston (34) mounted at the lower end of the piston rod (18). The cup-shaped body (32) comprises a lateral wall (44) and a bottom wall (46) which define, together with the auxiliary piston (34), a working chamber (52) in which the damping fluid of the shock absorber (10) is compressed by the auxiliary piston (34) during the compression stroke of the shock absorber (10). The auxiliary piston (34) comprises two piston elements (36, 38) which are telescopically coupled to one another, i.e. a first piston element (36) fixed to the piston rod (18) and a second piston element (38) mounted axially slidably on the first piston element (36), and at least one spring (64), which is axially interposed between the first piston element (36) and the second piston element (38) and is configured to apply on the second piston element (38) an elastic force directed towards the bottom wall (46) of the cup-shaped body (32), i.e. an elastic force tending to move the second piston element (38) away from the first piston element (36), and thus from the piston rod (18).
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
F16F 9/16 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
16.
HYDRAULIC LINEAR ACTUATOR WITH A LOCKING SYSTEM FOR LOCKING THE COMPRESSION MOVEMENT OF THE ACTUATOR
The actuator (10) comprises a cylinder (12) and a rod (16). The cylinder (12) comprises an inner cylindrical tube (20) and an outer cylindrical tube (22) which extend coaxially to each other along a longitudinal axis (z). The inner cylindrical tube (20) accommodates a plunger (26) which is rigidly connected to the rod (16) and separates an inner volume of the inner cylindrical tube (20) into a compression chamber (28) and an extension chamber (30), wherein at least the compression chamber (28) contains oil. The inner cylindrical tube (20) and the outer cylindrical tube (22) enclose with each other a reservoir chamber (32) which is permanently in fluid communication with the extension chamber (30) via at least one first passage (34) provided in the inner cylindrical tube (20) and contains a pressurized gas in a first portion (32a) thereof and oil in a remaining portion (32b) thereof. The cylinder (12) further comprises an intermediate cylindrical tube (24) which extends along the longitudinal axis (z) between the inner cylindrical tube (20) and the outer cylindrical tube (22) and encloses, along with the inner cylindrical tube (20), an intermediate chamber (36) permanently in fluid communication with the compression chamber (28) via at least one second passage (38) provided in the inner cylindrical tube (20). The actuator (10) further comprises a check valve (40) associated to the inner cylindrical tube (20) to allow the oil to flow in the direction from the reservoir chamber (32) to the compression chamber (28) only, and an electrically-operated flow control valve (42) which is associated to the intermediate cylindrical tube (24) for controlling the flow of the oil between the intermediate chamber (36) and the reservoir chamber (32). The flow control valve (42) is movable between a first operating position, in which it allows the oil to flow between the intermediate chamber (36) and the reservoir chamber (32), and a second operating position, in which it prevents the oil from flowing between the intermediate chamber (36) and the reservoir chamber (32).
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
17.
VEHICLE WHEEL SUSPENSION PROVIDED WITH ACTIVE ADJUSTMENT SYSTEM FOR ADJUSTING IN A CONTROLLED MANNER THE OVERALL STIFFNESS OF THE SUSPENSION
The suspension comprises: a main spring (10) interposed between the wheel and the body of the vehicle; a damper (12) interposed between the wheel and the body of the vehicle, in parallel with the main spring (10), the damper (12) comprising a cylinder (14) and a rod (18); a first reaction element (20) acting between the cylinder (14) and the rod (18) of the damper (12) to generate, in the extension phase of the damper (12), a reaction force opposing the extension movement; first adjustable abutment means (24, 26) associated to the first reaction element (20) to adjust the point of intervention of the first reaction element (20) during the extension stroke of the damper (12); a second reaction element (22) acting between the cylinder (14) and the rod (18) of the damper (12) to generate, in the compression phase of the damper (12), a reaction force opposing the compression movement; second adjustable abutment means (34, 36) associated to the second reaction element (22) to adjust the point of intervention of the second reaction element (22) during the compression stroke of the damper (12); and adjustment means (28, T, P, V) for adjusting in a controlled manner the position of the first (24, 26) and second (34, 36) abutment means.
B60G 11/54 - Resilient suspensions characterised by arrangement, location, or kind of springs having springs of different kinds not including leaf springs having helical, spiral, or coil springs, and also rubber springs with rubber springs arranged within helical, spiral or coil springs
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
B60G 17/027 - Mechanical springs regulated by fluid means
B60G 17/033 - Spring characteristics characterised by regulating means acting on more than one spring
F16F 9/58 - Stroke limiting stops, e.g. arranged on the piston rod outside the cylinder
F16F 3/04 - Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of steel or of other material having low internal friction composed only of wound springs
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
18.
VEHICLE WHEEL SUSPENSION PROVIDED WITH ACTIVE ADJUSTMENT SYSTEM FOR ADJUSTING IN A CONTROLLED MANNER THE OVERALL STIFFNESS OF THE SUSPENSION
The suspension comprises: a main spring (10) interposed between the wheel and the body of the vehicle; a damper (12) interposed between the wheel and the body of the vehicle, in parallel with the main spring (10), the damper (12) comprising a cylinder (14), a main piston (16) which is slidably accommodated in the cylinder (14) and divides the internal volume of the cylinder (14) into a compression chamber (18) and an extension chamber (20), and a rod (22) which is rigidly connected to the main piston (16) and protrudes from the top of the cylinder (14); a reaction element (24, 26) which is accommodated in the extension chamber (20) of the damper (12) and is arranged to oppose the extension movement of the damper (12); and adjustment means (30, 32) associated to the reaction element (24, 26) to adjust the axial position of said element in the extension chamber (20) of the damper (12) and thus adjust the travel value starting from which, during the extension phase, the reaction element (24, 26) intervenes to oppose the extension movement of the damper (12). The adjustment means (30, 32) comprise an adjustment piston (30) which is slidably mounted in the extension chamber (20) of the damper (12) and to which the reaction element (24, 26) is drivingly connected, and a hydraulic control circuit (32) which communicates with the extension chamber (20) of the damper (12) and is arranged to control the axial position of the adjustment piston (30) in the extension chamber (20) of the damper (12).
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
F16F 9/58 - Stroke limiting stops, e.g. arranged on the piston rod outside the cylinder
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
The hydraulic stop member comprises: a cup-shaped body mounted in a compression chamber of the shock-absorber. A piston is mounted at an end of a rod of the shock-absorber so as to slide in the cup-shaped body when the shock-absorber is close to an end-of-travel position of the compression stroke. The cup-shaped body includes a side wall and a bottom wall which define, along with the piston, a working chamber where a damping fluid of the shock-absorber is compressed by the piston. A bypass conduit connects a working chamber with the portion of the compression chamber placed above a seal ring. A pressure relief valve keeps the bypass conduit closed as long as the pressure in the working chamber remains below a given threshold value and to open the bypass conduit, thereby allowing the discharge of the damping fluid from the working chamber to the compression chamber through the bypass conduit, when the pressure in the working chamber exceeds the threshold value.
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
F16F 9/516 - Special means providing automatic damping adjustment resulting in the damping effects during contraction being different from the damping effects during extension
F16F 9/346 - Throttling passages in the form of slots arranged in cylinder walls
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
Cross-member for a motor-vehicle front suspension, comprising a first structure of metal, a second structure of composite material joined to the first structure and a plurality of mounting members connected to each other by the first structure to allow mounting of one or more components of the front suspension onto the cross-member, wherein the second structure comprises a base body wholly made of a composite material with a polymer matrix and at least one reinforcement element securely connected to the base body in predetermined areas thereof to contribute to the mechanical strength and stiffness of the whole cross-member whereby the second structure includes a main portion extending in a transverse direction, a pair of longitudinal appendages projecting rearwards from the opposite ends of the main portion, and a pair of struts extending upwards each from a respective longitudinal appendage.
B62D 21/15 - Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
B29L 31/30 - Vehicles, e.g. ships or aircraft, or body parts thereof
The hydraulic shock-absorber comprises a hydraulic stop member having a cup-shaped body, which is adapted to be mounted in a compression chamber, and a plunger, mounted at an end of a rod of the shock-absorber so as to slide in the cup-shaped body when the shock-absorber moves towards the compression end-of-travel position. The cup-shaped body comprises a side wall and a bottom wall which define, along with the plunger, a working chamber in which a damping fluid of the shock-absorber is compressed by the plunger when the latter slides in the working chamber towards the bottom wall of the body. Axial channels are formed on the inner surface of the side wall of the body and allow the damping fluid to flow axially out of the working chamber when the plunger slides in the working chamber towards the bottom wall of the cup-shaped body. The axial channels extend parallel to a longitudinal axis (z) of the cup-shaped body and have a cross-section whose area decreases continuously along this axis (z) towards the bottom wall of the cup-shaped body.
F16F 9/346 - Throttling passages in the form of slots arranged in cylinder walls
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
The shock-absorber comprises: a cylinder containing a hydraulic working fluid; a piston slidably arranged in the cylinder so as to split the cylinder into two variable-volume working chambers, namely a first working chamber, or extension chamber, and a second working chamber, or compression chamber; an auxiliary conduit in fluid communication on one side with the first working chamber and on the other with the second working chamber; a train of permanent magnets slidably arranged in the auxiliary conduit so as to reciprocally move along the auxiliary conduit, dragged by the working fluid flowing between the first and second working chambers through the auxiliary conduit as a result of the reciprocating motion of the piston in the cylinder; and electric energy generating device for generating electric energy by exploiting the movement of the train of permanent magnets along the auxiliary conduit.
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
H02K 7/18 - Structural association of electric generators with mechanical driving motors, e.g.with turbines
B60G 13/14 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers accumulating utilisable energy, e.g. compressing air
B60K 25/10 - Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
F16F 9/19 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
H02K 35/02 - Generators with reciprocating, oscillating or vibrating coil system, magnet, armature or other part of the magnetic circuit with moving magnets and stationary coil systems
H02K 7/06 - Means for converting reciprocating motion into rotary motion or vice versa
H02K 49/10 - Dynamo-electric clutchesDynamo-electric brakes of the permanent-magnet type
H02P 9/00 - Arrangements for controlling electric generators for the purpose of obtaining a desired output
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
24.
METHOD FOR CHECKING THE CORRECT ASSEMBLING OF A TWIN-TUBE HYDRAULIC SHOCK-ABSORBER, PARTICULARLY FOR A VEHICLE SUSPENSION
Method for checking the correct assembling of a twin-tube hydraulic shock-absorber, par- ticularly for a vehicle suspension The method comprises the steps of: a) measuring the Barkhausen noise on the outer cylin- drical tube (12) of the shock-absorber (10) before a final closing step by which the outer cylindrical tube (12) is closed at its top end so as to lock a sealing member (30) in its posi- tion, clamping it with a given axial compression load; b) measuring the Barkhausen noise on the outer cylindrical tube (12) once the final closing step has been carried out; c) calcu- lating the difference (Δmp) between the Barkhausen noise measured at step b) and the Barkhausen noise measured at step a); and d) comparing the difference (Δmp) calculated at step c) with a given minimum level of difference, which minimum level is selected in ad- vance in such a manner that said difference (Δmp) is higher than said minimum level when the shock-absorber (10) is correctly assembled, i.e. when the outer cylindrical tube (12) is correctly closed at its top end, whereas said difference (Δmp) is lower than said minimum level when the shock-absorber (10) is not correctly assembled, i.e. when the outer cylindri- cal tube (12) is not correctly closed at its top end.
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
F16F 9/36 - Special sealings, including sealings or guides for piston-rods
25.
VEHICLE SUSPENSION WITH A REGENERATIVE HYDRAULIC SHOCK-ABSORBER AND WITH A SYSTEM FOR ADJUSTING THE ATTITUDE OF THE VEHICLE
The suspension (10) comprises: a spring (12) interposed between the body (B) of the vehicle and the wheel (W); a regenerative hydraulic shock-absorbing unit (16) comprising a hydraulic shock-absorber (18) arranged parallel to the spring (12), a motor and pump unit (20) with a volumetric hydraulic machine (22) and an electric machine (24) coupled to the hydraulic machine (22), and an electronic control unit (26) arranged to control the torque of the electric machine (24); a hydraulic actuator (14) arranged in series with the spring (12); a reservoir (66, 54); and a hydraulic circuit (68, 70, 72, 74, 76, 78, 80, 84, 86, 88, 90) connecting to each other the hydraulic shock-absorber (18), the hydraulic machine (22) the hydraulic actuator (14) and the reservoir (66, 54), the hydraulic circuit (68, 70, 72, 74, 76, 78, 80, 84, 86, 88, 90) comprising valve means (76, 84, 86) for controlling the flow of a working fluid between the hydraulic shock-absorber (18), the hydraulic machine (22), the hydraulic actuator (14) and the reservoir (66, 54).
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
26.
HYDRAULIC COMPRESSION STOP MEMBER FOR A HYDRAULIC SHOCK-ABSORBER FOR A VEHICLE SUSPENSION WITH PRESSURE RELIEF DEVICE
The hydraulic stop member (30) comprises: a cup-shaped body (32) configured to be mounted in a compression chamber (24) of the shock-absorber (10); a piston (34) configured to be mounted at an end of a rod (18) of the shock-absorber (10) so as to slide in the cup-shaped body (32) when the shock-absorber (10) is close to an end-of-travel position of the compression stroke, the cup-shaped body (32) comprising a side wall (36) and a bottom wall (38) which define, along with the piston (34), a working chamber (46) where a damping fluid of the shock-absorber (10) is compressed by the piston (34) when the latter slides in the working chamber (46) towards the bottom wall (38) of the cup-shaped body (32); and a seal ring (54) mounted around the piston (46) to close the working chamber (46) at the upper end thereof when the piston (34) slides in the working chamber (46) towards the bottom wall (38) of the cup-shaped body (32). In the piston (34) there are provided a bypass conduit (76, 84, 90) configured to connect the working chamber (46) with the portion of the compression chamber (24) placed above the seal ring (54), and a pressure relief valve (74) configured to keep the bypass conduit (76, 84, 90) closed as long as the pressure in the working chamber (46) remains below a given threshold value and to open the bypass conduit (76, 84, 90), thereby allowing the discharge of the damping fluid from the working chamber (46) to the compression chamber (24) through the bypass conduit (76, 84, 90), when the pressure in the working chamber (46) exceeds the threshold value.
Cross-member for a motor-vehicle front suspension, comprising a first structure (12) of metal, a second structure (14) of composite material joined to the first structure (12) and a plurality of mounting members (16) connected to each other by the first structure (12) to allow mounting of one or more components of the front suspension onto the cross-member (10), wherein the second structure (14) comprises a base body (26) wholly made of a composite material with a polymer matrix and at least one reinforcement element (28) securely connected to the base body (26) in predetermined areas thereof to contribute to the mechanical strength and stiffness of the whole cross-member whereby the second structure includes a main portion (20) extending in a a transverse direction, a pair of longitudinal appendages (22) projecting rearwards from the opposite ends of the main portion (20), and a pair of struts (24) extending upwards each from a respective longitudinal appendage (22).
The hydraulic stop member (30) comprises a cup-shaped body (32), which is adapted to be mounted in a compression chamber (24) of the shock-absorber (10), coaxially therewith, and a plunger (34), which is adapted to be mounted at an end of a rod (18) of the shock-absorber (10), coaxially therewith, so as to slide in the cup-shaped body (32) when the shock-absorber (10) moves towards the compression end-of-travel position. The cup-shaped body (32) comprises a side wall (36) and a bottom wall (38) which define, along with the plunger (34), a working chamber (46) in which a damping fluid of the shock-absorber (10) is compressed by the plunger (34) when the latter slides in the working chamber (46) towards the bottom wall (38) of the cup-shaped body (32). Axial channels (44) are formed on the inner surface of the side wall (36) of the cup-shaped body (32) and are configured to allow the damping fluid to flow axially out of the working chamber (46) when the plunger (34) slides in the working chamber (46) towards the bottom wall (38) of the cup-shaped body (32). The axial channels (44) extend parallel to a longitudinal axis (z) of the cup-shaped body (32) and have a cross-section whose area decreases continuously along this axis (z) towards the bottom wall (38) of the cup-shaped body (32).
The suspension comprises a mechanical spring (10) interposed between an unsprung mass (UM) and a sprung mass (SM) of the vehicle, a shock-absorber (12) interposed between the unsprung mass (UM) and the sprung mass (SM) of the vehicle, in parallel with the mechanical spring (10), a hydraulic linear actuator (14) arranged in series with the mechanical spring (10), an accumulator (16), a tank (T) containing an incompressible working fluid and a hydraulic circuit (18) for hydraulically connecting, according to predetermined operating modes, the actuator (14), the accumulator (16) and the tank (T) with each other. The hydraulic circuit (18) comprises a first hydraulic line (20) through which the accumulator (16) is hydraulically connected with the tank (T), a second hydraulic line (22) through which the actuator (14) is hydraulically connected with the tank (T), a third hydraulic line (24) connecting the first and second hydraulic lines (20, 22) with each other, a single pump (P) which is made as a reversible pump and is arranged along the third hydraulic line (24), a reversible electric motor (M) coupled to the pump (P) to drive it in either direction, and a plurality of valves (V1, V2, V3, V4, V5, Vs) arranged along the first and second hydraulic lines (20, 22) to control the flow of the working fluid between the accumulator (16), the tank (T) and the actuator (14).
The damper and spring unit comprises a damper, a spring member extending coaxially to the damper, a bottom spring plate and a vehicle height adjustment device for adjusting the height of the vehicle from the ground. A first damper element is connected to a wheel carrier of the suspension and a second damper element is slidable relative to the first damper element along the longitudinal axis (z). The adjustment device is interposed between the first damper element and the spring member to change the linear position of the bottom spring plate, and a bottom end of the spring member, relative to the first damper element. A hydraulic linear actuator comprising a cylinder is secured to the first damper element and a piston drivingly connected for translation with the bottom spring plate along the longitudinal axis (z) of the damper between a bottom end-of-travel position and a top end-of-travel position.
B60G 11/15 - Coil springs resisting deflection by winding up
B60G 11/16 - Resilient suspensions characterised by arrangement, location, or kind of springs having helical, spiral, or coil springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
The shock-absorber (10) comprises: a cylinder (12) containing a hydraulic working fluid; a piston (14) slidably arranged in the cylinder (12) so as to split the cylinder (12) into two variable-volume working chambers (22, 24), namely a first working chamber (22), or extension chamber, and a second working chamber (24), or compression chamber; an auxiliary conduit (30) in fluid communication on one side with the first working chamber (22) and on the other with the second working chamber (24); a train of permanent magnets (32) slidably arranged in the auxiliary conduit (30) so as to reciprocally move along the auxiliary conduit (30), dragged by the working fluid flowing between the first and second working chambers (22, 24) through the auxiliary conduit (30) as a result of the reciprocating motion of the piston (14) in the cylinder (12); and electric energy generating means (36, 36a, 36b; 72, 74, 76, 78) for generating electric energy by exploiting the movement of the train of permanent magnets (32) along the auxiliary conduit (30).
B60G 13/14 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers accumulating utilisable energy, e.g. compressing air
32.
Linear actuator for adjusting the vertical position of a spring of a damper and spring unit for a vehicle suspension and damper and spring unit for a vehicle suspension comprising such an actuator
A damper with a cylinder and a rod, a spring arranged around the damper and a linear actuator arranged to change in a controlled manner the axial position of a bottom end of the spring relative to the cylinder of the damper. The actuator comprises an inner cylindrical element arranged to be mounted around the cylinder of the damper, an outer cylindrical element, which is mounted so as to be axially slidable relative to the inner cylindrical element and is arranged to support the bottom end of the spring, and a working chamber arranged to be filled with a fluid under pressure to adjust the axial position of the outer cylindrical element relative to the inner cylindrical element. The working chamber is delimited, both radially and axially, only by the inner cylindrical element and by the outer cylindrical element. The outer cylindrical element is provided with a support flange arranged to support the bottom end of the spring.
B60G 17/027 - Mechanical springs regulated by fluid means
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
33.
SUSPENSION STRUT FOR A MOTOR VEHICLE WITH A HEIGHT-ADJUSTMENT DEVICE
The damper and spring unit (10) comprises a damper (12) having a longitudinal axis (z), a spring member (14) extending coaxially to the damper (12), a bottom spring plate (22) against which the spring member (14) rests at its bottom and a vehicle height adjustment device (26) for adjusting the height of the vehicle from the ground. The damper (12) includes a first damper element (16) adapted to be firmly connected to a wheel carrier of the suspension and a second damper element (18) slidable relative to the first damper element (16) along the longitudinal axis (z). The adjustment device (26) is interposed between the first damper element (16) and the spring member (14) to change in a controlled manner the linear position of the bottom spring plate (22), and hence of a bottom end of the spring member (14), relative to the first damper element (16) along the longitudinal axis (z) and is made as a hydraulic linear actuator comprising a cylinder (28) firmly secured to the first damper element (16) and a piston (30) drivingly connected for translation with the bottom spring plate (22) along the longitudinal axis (z) of the damper (12) between a bottom end- of-travel position, corresponding to the minimum height of the vehicle from the ground, and a top end-of-travel position, corresponding to the maximum height of the vehicle from the ground. The piston (30) of the adjustment device (26) is arranged, at least for the largest part of its longitudinal size, within the spring member (14).
B60G 17/027 - Mechanical springs regulated by fluid means
B60G 11/15 - Coil springs resisting deflection by winding up
B60G 11/16 - Resilient suspensions characterised by arrangement, location, or kind of springs having helical, spiral, or coil springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
The system includes: a first pair of hydraulic linear actuators between a vehicle body and a respective rear wheel such that extension and compression the actuators causes increase and a decrease, respectively, in the height of the body from the ground at the rear axle; a second pair of actuators between the body and a respective front wheel such that extension and compression of the actuators causes increase and a decrease, respectively, in the height of the vehicle body from the ground at the front axle; a supply unit for generating a flow of fluid under pressure; a tank; a hydraulic circuit connecting the pairs of actuators, supply unit, and tank; and a flow controller arranged to control the fluid between the pairs of actuators such that, during raising or lowering of the vehicle body, the height at the front axle is always less than that at the rear axle.
B60G 17/018 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
35.
Composite structural element, particularly for a vehicle suspension, and method for manufacturing the same
A method for manufacturing a structural element comprises steps of providing separate first and second half-shells made of at least one layer of composite material including a fiber-reinforced polymeric matrix, providing a core made of ductile material, joining the core to the first half-shell such that at least one cavity is defined inside the structural element, and joining the second half-shell to the first half-shell.
The system comprises: a first pair of hydraulic linear actuators (10) placed each between the vehicle body (B) and a respective rear wheel (RW) in such a manner that the extension and compression of each of these actuators (10) bring about an increase and a decrease, respectively, in the height of the vehicle body (B) from the ground at the rear axle; a second pair of hydraulic linear actuators (12) placed each between the vehicle body (B) and a respective front wheel (FW) in such a manner that the extension and compression of each of these actuators (12) bring about an increase and a decrease, respectively, in the height of the vehicle body (B) from the ground at the front axle; a supply unit (P) for generating a flow of fluid under pressure; a tank (T); a hydraulic circuit (14, 22, 24, 28, 30) connecting the first and the second pair of hydraulic linear actuators (10, 12) with the supply unit (P) and with the tank (T); and flow control means (20, 26, 34, 36, 38, 40, ECU) arranged to control the flow of the fluid under pressure from/to the first and the second pair of hydraulic linear actuators (10, 12) so as to ensure that, during raising or lowering of the vehicle body (B), the height of the vehicle body (B) from the ground at the front axle is always less than that at the rear axle.
B60G 17/018 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
Piston for a damping-adjustable shock-absorber, particularly for a vehicle suspension, provided with four passive flow-control valves and with a flow-dividing solenoid valve
A piston (10) comprises a first pair of passive flow-control valves (18, 20) [namely, a first compensation valve (18) and a first rebound valve (20)], a second pair of passive flow-control valves (22, 24) [namely, a second compensation valve (22) and a second rebound valve (24)], and a flow-dividing solenoid valve (14) shiftable between a first operating position [in which it allows flow of a damping fluid between an upper chamber and a lower chamber of a shock absorber through the first pair of passive flow-control valves (18, 20) and second pair of passive flow-control valves (22, 24)] and a second operating position [in which it allows the flow of the damping fluid between the upper chamber and lower chamber through only the second pair of passive flow-control valves (22, 24)]. The solenoid valve (14) is normally open (i.e., it is normally kept in the first operating position).
F16F 9/44 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction
F16F 9/34 - Special valve constructionsShape or construction of throttling passages
B60G 13/06 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
F16F 9/512 - Means responsive to load action on the damper or fluid pressure in the damper
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
F16F 9/516 - Special means providing automatic damping adjustment resulting in the damping effects during contraction being different from the damping effects during extension
38.
MACPHERSON VEHICLE SUSPENSION COMPRISING A DEVICE FOR ADJUSTING THE HEIGHT OF THE VEHICLE BODY FROM THE GROUND
The suspension comprises a damper and spring unit (10) with a damper (12), a spring (14) and an adjustment device (16) for adjusting the height of the vehicle from the ground. The adjustment device (26) is made as a hydraulic linear actuator and comprises a cylinder (28) and a plunger (30). The adjustment device (26) is interposed between the cylinder (16) of the damper (12) and the spring (14) to change in a controlled manner the linear position of the bottom end of the spring (14) relative to the cylinder (16) of the damper (12) along the axis (Z) of this latter. The adjustment device (26) further comprises a sleeve (38) which is firmly secured to the cylinder (16) of the damper (12) and on which the cylinder (28) of the adjustment device (26) is fitted. The adjustment device (26) further comprises anti-rotation means (48, 50) for preventing relative rotation of the sleeve (38) and of the plunger (30) of the adjustment device (26) about the axis (Z) of the cylinder (16) of the damper (12). These anti-rotation means (48, 50) are advantageously made as guide means adapted to allow the plunger (30) to slide relative to the sleeve (38) of the adjustment device (26) along the axis (Z) of the cylinder (16) of the damper (12).
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
B60G 17/027 - Mechanical springs regulated by fluid means
39.
METHOD FOR MANUFACTURING HIGH-STRENGTH STEEL SHEET PARTS SUBJECT IN USE TO FATIGUE STRESSES
The manufacturing method comprises the steps of: carrying out one or more forming operations (at least one of the following: tube making, shaping, cold-stamping and hydro-forming) and, if necessary, also a bead welding operation on a sheet of high-strength steel, in particular of high-strength low-alloy steel, so as to give the desired geometry to the part; and subjecting the part thus formed to a single heat treatment consisting only in a stress relieving treatment, which is preferably carried out at a temperature comprised in the range from 530 °C to 580 °C for a time comprised in the interval from 45 to 60 minutes and is followed by cooling of the part in air. By virtue of the formed part being subjected to a stress relieving heat treatment, the residual stress state due to the initial forming process and to the bead welding, if any, is eliminated or at least significantly reduced.
A flow-control passive valve controls flow of fluid between an upstream space at high pressure and downstream space at low pressure. The valve comprises a valve body in fluid communication with the upstream and downstream spaces and within which are defined first and second spaces. A movable member is slidably received in a body chamber, and a force is applied to the member tending to keep it in a given “non-working” position. Metering discs meter the flow from the upstream to downstream space through the body and comprise first, second, and third fixed restrictors and first and second variable restrictors. Pressure in the first space is lower than that in the upstream space via a pressure drop through the first fixed restrictor while pressure in the second space is variable between the pressure in the first space and that in the downstream space depending on the position of the member.
F16F 9/50 - Special means providing automatic damping adjustment
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
41.
Suspension arm for a motor vehicle wheel suspension and method for manufacturing same
A swing arm for a suspension of a vehicle comprises a substantially transversely outer arm portion having a free end for mounting of a support for supporting a wheel of the vehicle and a substantially transversely inner arm portion with a first branch and second branch. The first branch is substantially aligned with the outer arm portion and has a free end for mounting of a first connector for connection to a body of the vehicle, and the second branch extends along an arched path towards a rear part of the vehicle and has a free end for mounting of a second connector for connection to the vehicle body. A single-sheet metal piece includes a main portion having an open section and at least one secondary portion arranged in an edge zone of the swing arm, having a closed section, and formed by at least one strip of the metal piece folded onto the main portion and firmly secured with a free edge of the strip to the main portion. A method for manufacturing the swing arm comprises steps of obtaining the main portion by stamping of the metal piece, folding the strip of the metal piece so as to obtain the secondary portion, and firmly securing the free edge of the strip to the main portion.
B60G 3/04 - Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
PISTON FOR A DAMPING-ADJUSTABLE SHOCK-ABSORBER, PARTICULARLY FOR A VEHICLE SUSPENSION, PROVIDED WITH FOUR PASSIVE FLOW-CONTROL VALVES AND WITH A FLOW-DIVIDING SOLENOID VALVE
The piston (10) comprises a first pair of passive flow-control valves (18, 20), namely a first compensation valve (18) and a first rebound valve (20), a second pair of passive flow- control valves (22, 24), namely a second compensation valve (22) and a second rebound valve (24), and a flow-dividing solenoid valve (14) shiftable between a first operating position, in which it allows the flow of a damping fluid between an upper chamber and a lower chamber of the shock-absorber both through the first pair of passive flow-control valves (18, 20) and through the second pair of passive flow-control valves (22, 24), and a second operating position, in which it allows the flow of the damping fluid between the upper chamber and the lower chamber of the shock-absorber only through the second pair of passive flow-control valves (22, 24). The solenoid valve (14) is normally open, i.e. it is normally kept in the first operating position.
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
F16F 9/46 - Means on or in the damper for manual or non-automatic adjustmentSprings, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details such means combined with temperature correction allowing control from a distance
F16F 9/516 - Special means providing automatic damping adjustment resulting in the damping effects during contraction being different from the damping effects during extension
43.
COMPOSITE STRUCTURAL ELEMENT, PARTICULARLY FOR A VEHICLE SUSPENSION, AND METHOD FOR MANUFACTURING THE SAME
The structural element (10) comprises a shell (12) made of at least one layer of composite material comprising a fibre-reinforced polymeric matrix, and a core (14) made of ductile material, in particular of metal, such as high-strength steel. Advantageously, the shell (12) comprises two half-shells (12a, 12b) joined to each other, for instance by heat fusion of the respective polymeric matrices or by gluing with structural adhesives, and the core (14) is attached inside the shell (12).
B62D 29/00 - Superstructures characterised by material thereof
B62D 65/00 - Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
44.
FLOW-CONTROL PASSIVE VALVE AND DAMPING-ADJUSTABLE SHOCK-ABSORBER COMPRISING THE SAME
In a damping-adjustable shock-absorber (10) comprising a pressure tube (12), an outer tube (20), an intermediate tube (22) and a flow-control active valve (28) for controlling the flow of a damping fluid to/from the intermediate tube (22), a flow-control passive valve (32) is interposed between the intermediate tube (22) and the active valve (28). The passive valve (32) comprises a valve body (34, 36) in fluid communication on the one side (64) with the intermediate tube (22) and on the other side (82) with the active valve (28), a movable member (48) slidable in a chamber (46) of the valve body (34, 36), a spring (54) acting on the movable member (48), and metering means (56, 64, 68, 72, 76) for metering the flow of the fluid from the intermediate tube (22) to the active valve (28) through the valve body (34, 36). The metering means (56, 64, 68, 72, 76) are configured in such a manner as to al¬ low to obtain a pressure-flow rate characteristic curve with a first ascending section and a second constant, or even descending, section.
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
45.
Cross-member for a twist-beam axle rear suspension for a motor vehicle
The arm (10) integrally forms a transversely outer arm portion (12) having a free end (14) intended to the mounting of support means for supporting a vehicle wheel and a transversely inner arm portion (16) with a first branch (18) and with a second branch (20), wherein the first branch (18) is substantially aligned with the transversely outer arm portion (12) and has a free end (22) intended to the mounting of first connection means (24) for connection to the vehicle body, while the second branch (20) extends along an arched path towards the rear part of the vehicle and has a free end (26) intended to the mounting of second connection means for connection to the vehicle body. The arm consists of a single sheet metal piece including a main portion (30) having an open section and at least one secondary portion (32) located in an edge zone of the arm and having a closed section. The secondary portion (32) is formed by at least one strip (34) of the sheet metal piece which is folded onto the main portion (30) and is firmly secured (36), preferably by welding, with its free edge to the main portion (30).
The suspension comprises a strut (22) intended to carry a wheel (W), a damper (12) connected at a lower end thereof to the strut (22), and a plurality of arms and/or rods (14, 24) connected on the one hand to the vehicle body (B) and on the other to the strut (22). According to the invention, the suspension further comprises hinge means (30; 34) interposed between the damper (12) and the strut (22) to allow these two components to rotate relative to each other about an axis of articulation (H), and torsional stiffness control means (32; 34; 34, 70) interposed between the damper (12) and the strut (22) to control the torsional stiffness of the articulated connection between these two components about the axis of articulation (H). The axis of articulation (H) lies substantially in a transverse vertical plane, preferably inclined to the horizontal.
The cross-member (12) consists of a single piece of steel having a closed cross-section integrally forming an arched middle portion (12a), a pair of straight end portions (12b), and a pair of arched joining portions(12c), each of which is interposed between the middle portion (12a) and a respective end portion (12b) and has a concavity facing towards the opposite side with respect to the middle portion (12a). The middle portion (12a) is squashed so as to have a middle cross-section of such a shape as to provide the cross- member with the desired inertial characteristics.
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
It is described a control system of a vehicle dynamics, comprising, in combination: - a processing and control electronic unit (10), arranged to adjust predetermined parameters of at least one vehicle dynamics control function; - an on-board telematics platform (30), connected to said processing and control electronic unit (10), adapted to establish a communication link (L) with an autonomous portable personal electronic device (T), arranged to allow inputting adjustment data of the above-mentioned control function, wherein the control unit (10) is so arranged as to assume a first autonomous operative condition, wherein it is adapted to implement applications based on resident control strategies, and a second coupled operative condition, wherein it is adapted to establish a communication with the on-board telematics platform (30) to receive adjustment data of the control function which are emitted by the portable personal electronic device (T), and to implement the control function based on the adjustment data received.
B60G 17/018 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
B60G 17/019 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
50.
TWIST-BEAM AXLE AND METHOD OF MAKING THE CROSS-BEAM
The cross-member (12) comprises first and second beam elements (20, 22) having an open cross-section and firmly secured to each other so as to enclose a closed cross-section chamber (32) having such shape and sizes as to provide the cross-member (12) with the desired torsional stiffness. A free edge (20a) of the first beam element (20) is firmly secured to the outer surface of an intermediate portion (22c) of the second beam element (22) and a free edge (22a) of the second beam element (22) is firmly secured to the inner surface of an intermediate portion (20b) of the first beam element (20). The two beam elements (20, 22) are advantageously made as stamped sheet metal pieces.
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
51.
DAMPING-ADJUSTABLE SHOCK-ABSORBER WITH A DOUBLE-FRONT-SEALED DEVICE FOR CONNECTION BETWEEN AN INTERMEDIATE TUBE AND A CONTROL VALVE
The shock-absorber (10) comprises a pressure tube (12), an outer tube (20), an intermediate tube (22) fitted onto the pressure tube (12), a control valve (28) for controlling the flow of a damping fluid to/from the intermediate tube (22) and a sealed connection device (36) for sealed connection of the control valve (28) with the intermediate tube (22). According to the invention, the sealed, connection device (36) comprises a spacer body (40) axially interposed between the intermediate tube (22) and the control valve (28), a first front sealing member (48) in contact with a front face (44) of the control valve (28), and a second front sealing member (54) in contact with the outer cylindrical surface of the intermediate tube (22), in such a manner as to form a double front seal between the control valve (28) and the intermediate tube (22).
F16F 9/36 - Special sealings, including sealings or guides for piston-rods
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
52.
HYBRID ARM FOR AN INDEPENDENT REAR SUSPENSION FOR A MOTOR VEHICLE
The arm (12) comprises a wheel-side portion (22) for support of a wheel and a body-side portion (26) for connection to the vehicle body, the two arm portions (22, 26) being securely connected to each other by welding. According to a first embodiment of the invention, the wheel-side arm portion (22) is made of cast iron and the body-side arm portion (26) is made as a steel tubular piece. According to a variant of embodiment of the invention, the wheel-side arm portion (22) is made of cast aluminium and the body-side arm portion (26) is made as an extruded aluminium piece. It is thus possible to combine the high camber stiffness of the wheel-side portion made of cast iron or aluminium with the high compliance in case of impact of the body-side portion made of stamped or extruded steel or aluminium.
B60G 3/22 - Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm forming the axle housing
The suspension comprises, for each rear wheel, a trailing arm (16), a wheel-carrying structure (18) fixed to a length (24) of the trailing arm (16) and an axle (44) fixed to the wheel-carrying structure (18). The wheel-carrying structure (18) is made as a single piece forming an upper support portion (38) having a seat (42) into which the wheel axle (44) is inserted and fixed, and a lower attachment portion (40) including a pair of vertical flat walls (34) which are parallel to each other, are arranged astride of said arm length (24) and have a plurality of through holes (46) aligned in pairs. The arm length (24) forms a pair of vertical walls (26) to which three spacers, each having a through hole (30), are fixed, and a pair of end flat surfaces (32). The spacers (28) project beyond the vertical walls (26) of the arm length (24) in such a manner that their end flat surfaces (32) form two abutment flat surfaces for the vertical flat walls (34) of the wheel-carrying structure (18). The wheel- carrying structure (18) is fixed to the arm length (24) by means of three fixing screws (48) inserted into the through holes (46, 30) of the vertical flat walls (34) of the wheel-carrying structure (18) and of the spacers (28).
B60G 3/14 - Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
54.
Arm for a motor vehicle independent suspension and motor vehicle independent suspension comprising the same
The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle. The first connecting element (18) is stiff in torsion, whereas the second connecting element (28) and the interconnecting element (34) have cross-sections such that the vertical stiffness of the arm (14) at the point of articulation of the second connecting element (28) to the wheel-carrier (10) is negligible with respect to the vertical stiffness at the point of articulation of the first connecting element (18) to the wheel-carrier (10). Torques acting on the wheel-carrier (10) around a transverse axis (ESAy) are thus only reacted by the first connecting element (18).
B60G 3/04 - Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
The suspension comprises at least one lower arm (14, 18; 42; 14) connected (24, 34; 24) to the vehicle body and at least one upper link (16; 58; 60, 62; 64; 66; 16, 68) connected (30; 63; 67; 30,71) to the vehicle body (20). The lower arm (14, 18; 42; 14) carries at least two substantially blade-like flexible members (22, 23; 22, 23, 25), which are connected (36, 37; 36, 37, 39) to the wheel carrier of the wheel (12) and the planes of which intersect along one common axis (T1) of predetermined orientation defining a first shear axis of the suspension. The at least one lower arm (14, 18; 42; 14) is configured so as to define a second shear axis (T2) of predetermined orientation acting in series with the first axis (T1), in such a manner that when the wheel carrier is subject to an external force acting in a substantially horizontal plane the displacement of the wheel carrier (12) results from the combination of the rotations of the wheel carrier about the two shear axes (T1, T2).
B60G 3/04 - Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
56.
TRAILING ARM FOR A MOTOR-VEHICLE REAR INDEPENDENT SUSPENSION
The trailing arm (10) comprises a beam- like mounting structure (32) and a plurality of components separate from each other and securely connected, directly or indirectly, to the mounting structure (32) to perform each a specific function, namely a first component (38, 40) for the mounting of a first bush (20) for articulated connection of the trailing arm (10) to the vehicle structure, a second component (42) for support of a wheel-carrying spindle; a third component (50, 56) for the mounting of a second bush (22) for articulated connection of the trailing arm (10) to a first rod (12), a fourth component (58) for the mounting of a third bush (24) for articulated connection of the trailing arm (10) to a second rod (12), a fifth component (28) for support of a spring, a sixth component (64) for connection of the trailing arm (10) to a shock absorber (16), and a seventh component (66) for connection of the trailing arm (10) to a torsion bar (18).
B60G 3/20 - Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
B60G 3/22 - Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm forming the axle housing
The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle. The first connecting element (18) is stiff in torsion, whereas the second connecting element (28) and the interconnecting element (34) have cross-sections such that the vertical stiffness of the arm (14) at the point of articulation of the second connecting element (28) to the wheel-carrier (10) is negligible with respect to the vertical stiffness at the point of articulation of the first connecting element (18) to the wheel-carrier (10). Torques acting on the wheel-carrier (10) around a transverse axis (ESAy) are thus only reacted by the first connecting element (18).
The arm (12) comprises a pair of transverse rods (16, 18) ar¬ ticulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpen¬ dicular to that plane. The arm (12) is capable of control¬ ling two translational degrees of freedom (DOFx, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOFϑy) about a first, mainly transverse and horizontal axis (ESAy). According to the invention, the rods (16, 18) con¬ verge, preferably towards the outside of the vehicle, in such a manner that the arm has an elastic centre (EC) located out¬ side its physical envelope and is thus capable of control¬ ling, by virtue of the geometry and bending stiffness of the rods (16, 18), as well as of the geometry and bending stiff¬ ness of the connecting elements (20, 22) in the direction perpendicular to their plane, a second rotational degree of freedom (DOFϑz) about a second, mainly vertical axis (ESAz).
B60G 3/10 - Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle the arm itself being resilient, e.g. leaf spring
patents
