DE3734724A1 - SUSPENSION SYSTEM FOR MOTOR VEHICLES - Google Patents

Abstract

The invention relates to a suspension system for motor vehicles with spring elements in the form of, for example, spring dampers, which are each respectively articulated with one end fixed on the vehicle body and with the other end adjustable on the wheel suspension link by way of adjustable intermediate elements in the nature of displaceable slides or pivoted levers. Passive control elements, that is working without external energy supply, in the nature of guide links or cable drives, act on the intermediate elements, which control elements are each designed and spatially arranged in such a way that a reduction of the effective spring element lever arm of the spring element articulated on it is automatically associated with a rebound or further rebound of a wheel suspension link and an increase of the effective spring element lever arm with a compression and further compression of a wheel suspension link. <IMAGE>

Description

The invention relates to a suspension system for motor vehicles in the preamble of claim 1 Art.

Suspension systems for motor vehicles with wheel control handlebars around a handlebar pivot axis are pivotally connected to the vehicle body, and in which the wheel guides Linkage points on the handlebars between the vehicle body and the wheel guides Handlebar-arranged spring elements depending on the vehicle load be adjusted so as to change the effective lever arm of the spring elements and thereby in particular the vehicle level at least largely independent of the load keeping constant constant are known.

For example, from DE-PS 9 03 661 a suspension system for motor vehicles known in the z. B. the wheel guide handlebar articulation points from between the vehicle body and the pivotable about a steering axis Coil springs arranged coil springs in the idle state of the vehicle by a manually operated adjustment device depending on the vehicle load in a the effective lever arm of the spring elements enlarging or ver smaller senses are shifted.

In this known suspension system, the vehicle driver must therefore start driving the articulation of the spring elements in accordance with the respective vehicle load adjust manually, provided that he values a constant level.

In another suspension system for force known from DE-PS 11 39 036 vehicles with between the vehicle body and trailing arms or wishbones  arranged coil springs, the coil springs become automatic Constant level control by means of a regulated motor arrangement, each with a their two articulation points, in particular with their wheel-side articulation point, last shifted depending so as to change the effective spring lever arm.

The constructional and control engineering effort of this known arrangement is significant.

In a comparable other known suspension system (US-PS 38 58 902), in which the vehicle wheels are guided by trailing arms and the vehicle suspension by means of spring dampers arranged between the vehicle body and the trailing arms takes place, an automatic level maintenance is achieved in that the body-side end of the spring damper arrangement depending on the load by a regulated Motor drive within a vertical plane running in the longitudinal direction of the vehicle is moved, thereby the effective lever arm of the spring damping arrangement is enlarged or reduced as required.

All these known suspension systems are inherently relatively large from the outside adjustment forces to be supplied are required if the spring damper or the Coil springs when loading z. B. at full load from their just ingested Empty load position must be pivoted into the full load position then required.

A suspension system for motor vehicles is also known (DE-PS 9 34 268), in which an automatic adjustment device on the suspension of the vehicle sets the respective vehicle load so that the same for every load Deflection is given, the necessary adjustment work not by one external energy source, but is done by the spring work itself. At this known suspension system are each by means of a trailing arm articulated vehicle wheels each via two coil springs, namely a screw compression spring and a tension spring connected in parallel with it, whereby one spring end directly on the steering knuckle and the other spring end on an intermediate link that can be pivoted about a fixed axis of rotation (pivot levers) is articulated; Vibration dampers are not provided. By loading dependent pivoting of the intermediate link becomes the spring characteristic of the extreme soft sized spring assembly automatically moved so that the one suspension remains the same. The pivoting of the intermediate link is controlled by a tax  lever triggered, which ends with the spring arm and at the other end in connection with the actual adjustment device which in turn a mechanically or hydraulically operating control device and actuated by this, acting on the intermediate member adjusting device.

Starting from a suspension system for motor vehicles of the type mentioned in the preamble of claim 1, the invention is based on the object, using only a conventional coil spring or the like, with comparatively little design and construction, to create a suspension system in which a Level compensation and an adjustment of spring stiffness and damping dimension D to different payloads can also be achieved without external energy supply.

This object is achieved according to the invention by the features of patent claim 1 solved. Advantageous cutouts and developments of the invention are in the Subclaims specified.

By automatically changing the effective lever arm lengths depending on the load the spring elements, in comparison with the effective lever arms at full load enlarged to the construction position and at no load compared to the construction be reduced in size, the vehicle body is at full load compared to the normal full load position with unchanged lever arms raised and with empty load lowered compared to the normal no-load situation with unchanged lever arms.

The dependence of the level of the vehicle body on the loading or unloading of the vehicle is effective compared to suspension systems with constant Lever arms greatly reduced.

The difference in damping dimension D between empty and full load is also greatly reduced, since the load-dependent change in the effective spring element arms also results in a corresponding change in the ratios

and

has the consequence.  

Both effects improve driving comfort and dynamic Wheel load fluctuations.

By appropriate training of the articulation points of the driver, e.g. B. as a bolt / long hole arrangement, it is advantageously possible to ensure that a displacement of the articulation points of the spring elements on the wheel guide arm side only with larger deflections or reboundings, such as with strong load changes take place, take place, but not with smaller - dynamic - deflections.

The remaining load-dependent level fluctuations can be advantageous longitudinally displaceable intermediate links can be further reduced, that the wheel control arms are designed such that the handlebar areas, in which the intermediate elements of the spring elements are mounted so as to be longitudinally displaceable, be so inclined in the construction position against the horizontal that in the direction there is a gradient in the handlebar rotation axis.

An even better approximation to an ideal constant level can be reach when loading between the guide links and the spring elements depending controllable coupling links and between the wheel control arms and Intermediate members of the spring elements controllable locking device depending on the load tungen or the like are arranged, with the help of the displacement of the intermediate links utilizing the dynamic deflection and rebound movements of the wheel guides handlebars can be further enlarged.

Based on some exemplary embodiments schematically shown in the drawing the invention is explained in more detail below.

In the drawing, in which only those necessary for understanding the invention agile parts of the suspension system of a motor vehicle are shown

Fig. 1 prinzipeller for explaining things Seitenan view of a pivotably articulated to the vehicle body with a wheel guide arm slidably engaging thereon spring element in the form of a spring damper,

Fig. 2 is a side view of a corresponding wheel radius arm, with a according to the invention acting on the spring element guide link

Fig. 3 is a side view of a corresponding wheel radius arm with the invention between the suspension arm and the spring element arranged according to the guide link,

Fig. 4 is a variant of the. In Fig arrangement,

Fig. 5 is a side view of a corresponding wheel radius arm, with a spring element acting on the rope drive according to the invention

Fig. 6 is a side view of a modified wheel guide arm in detail according to the Fig. 2 to 5,

Fig. 7 shows a detail of an arrangement with between the guide arm and the intermediate member and between the intermediate member and the suspension arm effective beladungs dependent controllable coupling and Rastvorrich obligations,

Fig. 8 shows a basic detail of the guide handlebar with such coupling device and

Fig. 9 is a partially sectioned side view of a wheel control arm with telescopic guide arm arranged according to the invention between the wheel control arm and spring element.

Fig. 1 shows a pivotable about a handlebar axis of rotation 2 on the only indicated vehicle body 3 wheel guide arm 1 and a spring element 4 in the form of a spring damper, which is fixed to the vehicle with its upper end 3 and with its lower end via an intermediate member formed as a sliding carriage 5 in the longitudinal direction of the wheel control arm is articulated on the wheel control arm. The vehicle wheel carried by the wheel control arm is not shown any further.

The wheel control arm 1 can be, for example, a wishbone, then the handlebar axis of rotation 2 would run in the vehicle longitudinal direction, or z. B. a trailing arm, in which case the handlebar axis of rotation would run transversely to the longitudinal direction of the vehicle. The wheel control arm 1 can also be a trailing arm which is part of a composite or coupling arm axle.

The spring element 4 is shown in the exemplary embodiment as a spring damper with a telescopic shock absorber 42 and a helical spring 41 surrounding it. Deviating from this, however, comparable other spring elements can also be used.

When the radführungslenkerseitige articulation point of the spring element 4 with decreasing vehicle load from the construction illustrated position in the direction l moved closer and the arm rotating shaft 2 toward v with increasing Fahrzeubeladung in direction is further pushed away from the handlebar axis of rotation 2, then so is a reduction or an increase in the effective lever arm length a of the spring element 4 connected. If the sliding carriage 5 z. B. at empty load is moved so far in the direction l that the longitudinal axis of the spring element 4 takes the left dash-dotted line, then the effective lever arm is reduced, for example to the length a _l . In a corresponding manner, the effective lever arm is increased to the value a _v if the sliding carriage 5 is displaced in the direction v at full load until the longitudinal axis of the spring element assumes the right dash-dotted line.

It is easy to see that this load-dependent change in the effective lever arm a has the consequence that the vehicle - in each case compared to the arrangement with a non-changeable lever arm of the spring elements - deflects less strongly at full load and somewhat more at idle load.

In the suspension system for motor vehicles shown in detail in FIG. 2, a rigid guide link 6 is provided as the adjusting device for the automatic load-dependent displacement of the sliding carriage 5 . This is articulated at one end to the vehicle body 3 and at the other end to the sliding carriage 5 . Instead of the sliding carriage, however, it can also on the spring element 4 itself, for. B. on the shock absorber tube 42 , articulated.

The guide link is spatially arranged in such a way that its body-side articulation point 61 is higher in the construction position shown than its spring element-side articulation point 62 and also - seen in the longitudinal direction of the associated wheel control arm 1 - is closer than this to the handlebar rotation axis 2 .

Under these conditions, the sliding carriage 5 is displaced by the guide link 6 when the vehicle load increases in the direction of the arrow v and when the vehicle load decreases in the direction l .

The dash-dotted circular arc wrapped around the articulation point 61 indicates the course of the path for the spring element-side articulation point 62 during compression and rebound. The second dash-dotted circular arc indicates the path curve that the sliding carriage (more precisely the point of the sliding carriage, which is now coupled to the guide link 6 ) would have to run through when deflecting and deflecting if the sliding carriage were rigidly attached to the wheel guide link 1 .

The different course of the two dash-dotted arcs makes it easy to see in which direction and to what extent the displaceably mounted sliding carriage 5 is displaced on the wheel control arm when it is deflected and rebounded.

In Fig. 2 is by two dash-dotted straight lines each - z. B. full load - sprung and a z. B. at idle load - spring-loaded wheel control arm 1 indicated. The size of the compression and rebound is shown in this illustration purely arbitrarily and exaggeratedly large, in order to better show the essence of the invention.

The intersections of these two dash-dotted straight lines with the two aforementioned dash-dotted circular arcs show the displacement path s _{v of} the sliding carriage 5 during compression under the assumed full load, being moved further away from the handlebar rotation axis 2 and by which displacement path s _l it is closer to the handlebar rotation axis under the assumed empty load 2 is pushed up.

The size of the displacement paths s can be structurally determined according to the needs by a suitable choice of the length and the spatial position of the articulation points 61, 62 of the guide link 6 .

It is not always possible without difficulty to link the guide arm 6 to the vehicle body, e.g. B. because a suitable rigid area is not readily available or because the available space is extremely scarce.

In these cases, among other things, it is also possible to link the guide link 6 which causes the displacement of the sliding carriage 5 to the wheel guide link 1 instead of the vehicle body, as is shown in the exemplary embodiments in FIGS . 3 and 4. In these cases, the guide link 6 is articulated with one end at a distance from the sliding carriage 5 on the wheel guide link 1 and with its other end on the spring element 4 . The spatial arrangement of the guide arm 6 is in turn such that its articulation point 62 arranged on the spring element 4 is lower in the construction shown than its articulation point 63 arranged on the wheel guide arm 1 .

For the articulation of the guide link 6 , the damper tube 42 of the spring element 4 is provided with an extension 43 projecting downward beyond the wheel guide link 1 . The articulation of the damper tube 42 on the guide carriage 5 takes place via a hinge pin, which is numbered 51 .

Depending on the prevailing spatial conditions, the guide link 6 - as in FIG. 3 - can be deflected on the part of the wheel guide link 1 facing the handlebar rotation axis 2 or - as in FIG. 4 - on the part of the wheel guide link facing away from the handlebar rotation axis. These articulation points are numbered 63 in FIGS. 3 and 4.

In Fig. 3, the guide link 6 is articulated on the wheel guide link 1 at the level of the handlebar rotation axis 2 , which reduces the effort for the articulation of the guide link. Deviating from this, however, it is also possible to arrange the guide link 6 at a distance from the handlebar axis of rotation. The displacement paths of the sliding carriage 5 resulting from these explanations are again indicated with s _v for an assumed full load case and with s _l for an assumed empty load case, the size relationships shown again not being representative.

To increase the ground clearance of the vehicle, it is different from the illustrations in Figures 3 and 4 also possible that the extension 43 of the damper tube 42 is not straight, but -.. For For bent lead - below the pivot point 51st

The desired self-loading displacement of the sliding carriage 5 can also be achieved with a cable drive 7 instead of with a guide link transmitting pressure and tensile forces, as shown in FIG. 5.

The cable drive 7 consists of two pull cables 71, 72 which engage on opposite sides of the sliding carriage 5 . The first pull rope 71 is guided over two first deflection rollers 81 and 82 , which are arranged on the wheel control arm between the handlebar rotation axis 2 and the sliding carriage 5 . The second traction cable 72 is guided over a second deflection roller 83 which is arranged on the part of the wheel control arm which faces away from the handlebar rotation axis 2 . The free ends of the two pull cables are attached to the vehicle body 3 . The attachment points of the pull cables, the arrangement of the deflection rollers and the cable guide are chosen so that the sliding carriage 5 is pulled closer to the handlebar rotation axis 2 by the first pull cable 71 when the wheel control arm 1 is extended, and further by the handlebar rotation axis 2 when deflected by the second pull cable 72 is pulled away. The design of the two traction cables must be such that both traction cables remained tensioned in any position, which means, inter alia, that the attachment point of the second traction cable 72 on the body side must be lower than the second deflection pulley 83 for each deflection or rebound position of the wheel control arm 1 . It goes without saying that, if necessary, more or less than the deflection rollers shown can be used in order to better adapt to the spatial conditions.

In the suspension system shown in detail in FIG. 6, it is indicated that the handlebar region, the wheel control arm 1 , in which the sliding carriage 5 of the spring element 4 is displaceably mounted, does not have to run horizontally in the construction position - as shown in FIGS. 1 to 5 - but can also advantageously be inclined relative to the horizontal in such a way that there is a gradient in the direction of the axis 2 of the handlebar. Such an inclination ensures that the level differences between full load and empty load are further reduced.

In the exemplary embodiments in FIGS. 2 to 6, the passive actuators are constantly coupled to the sliding carriage 5 . This means, inter alia, that the sliding carriage is not only moved when there is a static load change, ie when the vehicle load changes, but also when there are dynamic load changes due to the roadway, which, however, are generally comparatively small. In order to rule out a displacement of the sliding carriage as a result of such smaller road-related dynamic load changes, it is possible in the arrangements with a guide link 6 to design one of its two articulation points as a bolt / elongated hole arrangement, so that smaller - dynamic - deflections and deflections do not result in any displacement of the sliding carriage to lead.

As the above explanations have shown, the sliding carriage is at the previously explained arrangements when the static vehicle load changes, d. H. as a result of loading or unloading the vehicle by a fixed displacement path moved to a position corresponding to this new load, the size of the displacement path u. a. on the length and spatial arrangement z. B. of the control arm. The sliding carriage will move to this new position then more dynamic during driving operation If there are any changes in the load, carry out smaller oscillating displacement movements no bolt / slot arrangement was provided.

These road-related dynamic load changes can now be used to move the sliding carriage 5 beyond the aforementioned - statically determined - position in the direction of a higher constancy of the vehicle level by allowing the dynamic carriage movements occurring in the desired direction to allow the sliding carriage to move back and dynamic displacements of the sliding carriage in the - undesirable - opposite direction can be prevented. In this way, the sliding carriage 5 "climbs" in the correct direction on the wheel control arm in the course of driving operation and thus the vehicle level further approaches the ideal vehicle level. (In principle, constant levels can be achieved with this).

To achieve this effect, e.g. Example, between the radius arms in each case a load-dependent switch 6 and the displacement slide 5, and between the Verschiebeschliten 5 and the suspension arm 1 and off or switchable coupling and locking means are provided by which on the one hand the force-transmitting coupling between the guide rod 6 and the Sliding carriage 5 can be switched on and off in a direction-oriented manner and, on the other hand, a direction-oriented non-positive or positive connection between the sliding carriage and the wheel steering handlebar can be produced. The loading-dependent switching on and off or switching over of these coupling and locking devices can be carried out at the vehicle speed v = 0 with the aid of an additional level sensor, which is not shown in more detail.

In Figs. 7 and 8, only the principle of such an embodiment is indicated attached. Here, a locking device is arranged between the guide carriage 5 and the wheel guide arm 1 , which consists of locking teeth arranged on the wheel guide arm 1 and of the sliding carriage 5 arranged and z. B. there are electromagnetically actuated pawls. One ratchet / pawl arrangement 91/93 can be activated for the full load displacement direction and the other ratchet / pawl arrangement 92/94 for the empty load displacement direction. It is easy to see that the sliding carriage 5 z. B. with activated pawl 93 by the guide link 6 with dynamic load changes can be moved further in direction v , but not in direction l , because the activated pawl 93 would engage in direction l locking behind the toothing 91 , but in direction v on this Gearing would slide up. The same applies analogously when the pawl 94 is activated for the direction 1 .

The effective between the guide arm 6 and the sliding carriage 5 aforementioned coupling device can, for. B. be formed as indicated in Fig. 8. This coupling device consists essentially of two on the guide arm 6 attached pawls 111 and 112 - to each other at a distance - on both sides of a mounted on the slide carriage 5 'are arranged as a linkage point serving bolt 62, which is in turn guided in a guide slot 64 of the guide arm 6 . Depending on the direction of the loading change and the correspondingly desired or required direction of displacement of the sliding carriage 5 , either the one or the other pawl is electromagnetically activated by the aforementioned level transmitter when the vehicle is at a standstill. In Fig. 8, the locking pawl 111 is brought into effect, so that only pressure forces can be transmitted via the guide link 6 , the sliding carriage 5 can thus only be moved in the direction v by the guide link.

In a corresponding manner, only tractive forces can be transmitted from the guide link 6 when the pawl 112 is brought into effect instead of the pawl 111 , so that the sliding carriage 5 can then only be displaced in direction 1 . It is understandable that the pawl 111 together with the locking teeth 91 and the pawl 93 and the pawl 112 together with the Sperrver toothing 92 and the pawl 94 must cooperate.

FIG. 8 shows a point in time at which the wheel control arm 1 deflects dynamically and the control arm 6 acts on the sliding carriage 5 in the direction v in a manner transmitting pressure forces via the switched-on pawl 111 . At the end of the dynamic compression process, ie when the wheel control arm 1 springs back again, the control arm 6 is moved accordingly in the opposite direction, so that the pawl 111 detaches from the guide pin 62 ' and both - remain static at a certain distance from one another. It is easy to see that the two pawls 111 and 112 in turn, for this reason - as shown in Fig. 8 - must have a certain distance from each other, so as to ensure that with a loading-related required direction reversal of the displacement of the sliding carriage 5 a corresponding coupling between the pivot pin 62 ' and the other pawl (here z. B. pawl 112 ) can be produced.

Due to the required distance between the two pawls 111 and 112 , part of the possible additional adjustment path of the slide 5 is of course lost. In principle, it would be conceivable to compensate for this loss again in that the pawls 111 and 112 are each "pushed" by corresponding actuators. This “pushing” would expediently take place for the direction of displacement v , ie for the pawl 111 , when the wheel control arm 1 rebounds after previous dynamic deflection and in a corresponding manner for the direction of displacement l , ie for the pawl 112 when the wheel control arm 1 Compressed again after the previous rebound. The pushing would take place in the unloaded state, so that only a very low energy would be required for this.

In FIG. 7, stops 101 and 102 are arranged on the wheel control arm 1 on both sides of the sliding carriage 5 , by means of which very dynamic displacement is limited and which are adjustable depending on the load.

The dynamically effected displacement path can also be limited depending on the load in that the coupling between the guide link on the one hand and the sliding carriage 5 or the spring element 4 on the other hand is canceled when a desired level signaled by a level sensor (not shown in more detail) is reached, with corresponding friction conditions having to be provided for this that the guide carriage 5 then remains in the assumed position, at least until the guide carriage and guide link are mechanically coupled again.

The limitation of the dynamically effected displacement path can, however, also take place in such a way that the coupling between the guide link 6 and the sliding carriage 5 or the spring element 4 is converted into a rigid connection effective in both directions when a desired level signaled by the level transmitter is reached. In this case, the guide carriage would then perform oscillating movements around this position in accordance with the dynamic compression and rebound.

In a particularly advantageous manner, the desired level constancy can also be generated with the aid of a guide link consisting of two telescopically interlocking link parts, as is shown by way of example in FIG. 9.

Of the two handlebar parts of the guide link 6 , one end is pivoted at the pivot point 63 on the wheel control link 1 and the other link part is pivoted at its one end at the pivot point 62 on the extension 43 of the damper tube 42 .

At the free end of one link part, the cylinder housing 65 of a hydrau union piston / cylinder unit is fastened, in which a separating piston 69 fastened to the other link part 68 is axially displaceably mounted. The cylinder housing is divided by the separating piston into two cylinder chambers 66 and 67 , which are connected to one another by an external hydraulic line 13 .

A 2/3 directional valve is interposed in the hydraulic line 13 and can be switched into one of its three switch positions 121, 122 or 123 by an only indicated, generally known level transmitter 14, depending on the control requirements. The switching symbols used are intended to indicate that hydraulic medium can flow from the cylinder chamber 67 into the cylinder chamber 66 in the switching position 121 , but not vice versa. Accordingly, in the switching position 123 hydraulic medium can flow from the cylinder chamber 66 into the cylinder chamber 67 , but not vice versa. In the illustrated central position 122 , the line connection 13, on the other hand, is completely interrupted, so that hydraulic pressure medium cannot flow out of either one or the other cylinder chamber, which is synonymous with the fact that the actuating piston 69 does not assume its position just assumed within the cylinder housing 65 can change, but is rigidly held. In this position, both pressure and tensile forces can therefore be transmitted via the guide link 6 . In contrast, if the 2/3-way valve 12 assumes its switching position 123 , in the hydraulic pressure medium can only flow from the cylinder chamber 66 in the cylinder chamber 67 , but not vice versa, then the guide link 6 with its construction shown in the exemplary embodiment can only transmit pressure forces , precisely because no hydraulic pressure medium can escape from the cylinder chamber 67 . However, as soon as additional forces act on it, the adjusting piston 69 can be displaced axially — to the right in the illustration — without difficulty because an exchange of pressure medium is possible for this direction. It is assumed here that between the wheel control arm 1 and the guide carriage 5 there is such a large intrinsic friction that the guide carriage remains in the position it has just assumed.

The circuits 121, 122 or 123 are automatically switched on by the level sensor 14 . If the vehicle level determined by him after a load change is lower than the desired level, the switch position is switched on, in which the guide link 6 can only transmit compressive forces, so that the guide carriage 5 when deflected and rebounded by the guide link 6 in the direction of a larger effective spring arm is moved. If, on the other hand, the level sensor 14 determines after a change in load that the present vehicle level is higher than the desired vehicle level, then the switching position of the 2/3-way valve 12 is switched on, in which the guide link 6 can only transmit tensile forces, so that when entering and rebound to move the guide carriage 5 in the direction of a smaller effective spring arm. As soon as the determined vehicle level matches the desired vehicle level, the middle switching position of the 2/3-way valve 12 is switched on, in which a further permanent lever arm adjustment no longer takes place.

In the embodiment variant shown in FIG. 9, in which the line connection 13 is interrupted in the switching position 122 and thus both pressure and tensile forces are transmitted by the guide link 6 , the guide carriage 5 becomes smaller oscillating movements around its set static under the effect of dynamic road impacts Carry out basic position.

In Fig. 9a, a 2/3-way valve 12 'is shown, in which in the middle switching position 124 no interruption of the hydraulic line 13 is effected, but a line connection is made for both directions. In this arrangement, when the middle switching position 124 is switched on when the vehicle level has been reached, the guide carriage 5 or the spring element 4 is practically decoupled from the guide link 6 since the latter cannot transmit forces in either direction. The guide link 6 will therefore not cause a displacement of the guide carriage 5 even in the event of dynamic road impacts; in this embodiment, however, it must be ensured that the intrinsic friction between the wheel control arm 1 and the guide carriage 5 is so great that the guide carriage remains in its assumed position during dynamic compression and rebound.

In the exemplary embodiments shown in the drawing, the intermediate members are designed as sliding carriages mounted on the wheel guide arms 1 so as to be longitudinally displaceable. You can of course basically also be designed as a pivot lever mounted on the wheel control arms, which are pivotable in an approximately perpendicular to the handlebar axis of rotation of the wheel control arms vertical plane and at the free end of the spring elements are articulated.

Claims (14)

1.Suspension system for motor vehicles with wheel guide links pivoted on the vehicle body about a handlebar axis of rotation, with spring elements articulated between the vehicle body and associated wheel guide links, preferably in the form of spring dampers, the one end of which is articulated on an adjustable intermediate member, depending on the load, by a passive actuator, that is to say without external energy supply is automatically adjustable in a way that keeps the vehicle level approximately constant for all load cases, characterized by the following, some of which are known features:

• a) The spring elements ( 4 ) are each articulated with their non-adjustable ends on the vehicle body ( 3 ).
• b) The intermediate member ( 5 ) is in turn longitudinally displaceable on the associated wheel control arm ( 1 ) or pivotable in a vertical plane approximately perpendicular to the handlebar axis of rotation ( 2 ).
• c) The actuator ( 6 ) is dimensioned and spatially arranged such that a reduction in the rebound or further rebound of the wheel control arm ( 1 ) and an increase in the effective lever arm (a) of the spring element ( 4 ) are associated with a rebound or further rebound is.

2. Suspension system according to claim 1, characterized in that the passive actuators are each designed as rigid guide links ( 6 ) which are articulated at one end on the vehicle body ( 3 ) and at the other end on the associated spring element ( 4 ) itself or on the intermediate member ( 5 ). 3. Suspension system according to claim 1, characterized in that the passive actuators are each designed as rigid guide links ( 6 ) which are articulated at one end at a distance from the intermediate member ( 5 ) on the wheel control arm ( 1 ) and at the other end on the spring element (extension 43 ). 4. Suspension system according to claim 1, characterized in that the passive actuators are each designed as a cable drive ( 7 ) with two on the intermediate member ( 5 ) engaging pull cables ( 71, 72 ),
that the first traction cable ( 71 ) roll over ( 81, 82 ) arranged between the intermediate link ( 5 ) and the handlebar axis of rotation ( 2 ) on the wheel control arm ( 1 ) and is attached with its end to the vehicle body ( 3 ) that the The intermediate link ( 5 ) is pulled closer to the steering axis of rotation ( 2 ) when the wheel control arm ( 1 ) springs out,
and that the second traction cable ( 72 ) is guided via second deflection pulleys ( 83 ) arranged between the intermediate link ( 5 ) and the free end of the wheel guide link on the wheel guide link ( 1 ) and is attached at its end to the vehicle body ( 3 ) such that the intermediate link ( is 5) is further moved away during compression of the wheel guide arm (1) of the steering axis of rotation (2) and that the deflecting rollers (81, 82, 83) are arranged such that the two traction cables (71, 72) are always tightened. ( Fig. 5) 5. Suspension system according to claim 2 or 3, characterized in that one of the two articulation points of the guide handlebar is designed as a bolt / slot arrangement. 6. Suspension system according to one of claims 1 to 5, characterized in that the wheel control arm ( 1 ) in each case in the a longitudinally slidably mounted intermediate member ( 5 ) carrying handlebar region ( 11 ) inclined in the construction position such against the horizontal that in the direction of the handlebar axis of rotation ( 2 ) there is a gradient. 7. Suspension system according to claim 2 or 3, characterized in that the guide links ( 6 ) each have two telescopically nested link parts, which by means of a controllable coupling device as required either transmitting only pressure, only tensile or compressive and tensile forces or either only compressive, only tensile or neither compressive nor tensile forces can be coupled to one another for transmission. 8. Suspension system according to claim 7, characterized in that the coupling device is designed as a hydraulic piston / cylinder unit with a cylinder at the free ends of one handlebar part fasteners ( 65 ) and on the other handlebar part ( 68 ) attached separating piston ( 69 ) by which the cylinder housing ( 65 ) is divided into two cylinder chambers ( 66, 67 ), which are connected to one another by a hydraulic line ( 13 ), wherein in the hydraulic line ( 13 ) a 2/3 way valve ( 12 ) or the like is interposed, through which the line ( 13 ) is either blocked or released in a direction-oriented manner. 9. Suspension system according to claim 8, characterized in that the 2/3 way valve ( 12 ) is either released for one or the other direction or is blocked for both directions. 10. Suspension system according to claim 8, characterized in that the 2/3 way valve ( 12 ) is released either for one or for the other or for both directions. 11. Suspension system according to claim 2 or 3, characterized by between the guide links ( 6 ) and the intermediate links ( 5 ) and between the intermediate links ( 5 ) and the wheel guide links ( 1 ) effective, load-dependent on and off or switchable coupling and Locking devices ( 111, 112; 91-94 ), through which either depending on the switching state

• a) a coupling that transmits only compressive forces between guide links ( 6 ) and intermediate links ( 5 ) or spring elements ( 4 ) and a displacement of the intermediate links ( 5 ) only in the direction of an enlargement of the effective spring element lever arms (a) , or the like, between the intermediate positions structure ( 5 ) and wheel control links ( 1 ) or
• b) a coupling, which only transmits tensile forces, between guide links ( 6 ) and intermediate links ( 5 ) or spring elements ( 4 ) and a displacement of the intermediate links ( 5 ) only in the direction of a reduction in the effective spring element lever arms (a) , or the like, between between structure ( 5 ) and wheel guide links ( 1 ) can be produced ( Fig. 7, Fig. 8).

12. Suspension system according to claim 11, characterized by the displacement paths of the intermediate members ( 5 ) limiting, load-dependent adjustable stops ( 101, 102 ). 13. Suspension system according to claim 11, characterized in that the coupling between the guide link ( 6 ) and the intermediate member ( 5 ) or spring element ( 4 ) can be canceled upon reaching a target level signaled by a level sensor. 14. Suspension system according to claim 11, characterized in that the coupling between the guide link ( 6 ) and the intermediate member ( 5 ) or spring element ( 4 ) when reaching a signaled by a level transmitter target level is convertible into a connection that is rigid for both directions.