DE102017003612A1 - "Vehicle spring system, in particular for use in transport vehicles for day reduction with a weight load of more than 100 tonnes" - Google Patents

Abstract

Vehicle spring system, in particular for use in transport vehicles for surface mining with a payload of more than 100 tons in weight, comprising a pressure accumulator system (1L, 1.1L, 1.2L, 1.3L, 1.4L, 1.5L, 1R, 1.1R, 1.2R, 1.3R , 1.4R, 1.5R) and a damping system (2) with damping valve (15L, 15R, 15.1L, 15.1) and hydraulic block (16), a line system (4), rotatably mounted in the vehicle frame (7) and in the direction of travel (10) aligned rocker (9L, 9.1L, 9.2L, 9.3L, 9R, 9.1R, 9.2R, 9.3R) and with this one-end and other end with the vehicle frame (7) fixed spring cylinder (3L, 3.1L, 3.2L, 3.3L , 3R, 3.1R, 3.2R, 3.3R) and vehicle wheel (6L, 6.1L, 6.2L, 6.3L, 6R, 6.1R, 6.2R, 6.3R) consisting of a washer (130) with bore (133) and on a radius (134) arranged bores (135) and with the disc (130) fixedly connected ring (131) and the outer surface of the ring (131) at least one, about 100 mm thick elastic and wear-resistant coating (5, 132 , 136, 137, 138). On a piston (36, 37, 38, 39) in the damping valve (15L, 15.1L, 15R, 15.1R) act oil pressures of the oil chambers (30, 31, 32, 33, 67, 68, 88, 89, 90, 91) and by a pressure control of the piston (36, 37, 38, 39), the spring system is attenuated only in the rebound direction and not in compression direction and the rebound damping is such that in parallel suspension another rebound damping is available as in Einzelradfederung and the asymmetric suspension again another Bounce damping has as the other two. By the vehicle wheel (6L, 6.1L, 6.2L, 6.3L, 6R, 6.1R, 6.2R, 6.3R) with coating (5, 132, 136, 137, 138), the otherwise existing Hubschwingung the pneumatic tires is avoided and thereby in cooperation with the damping system (2), the conduit system (4), the pressure storage system (1L, 1.1L, 1.2L, 1.3L, 1.4L, 1.5L, 1R, 1.1R, 1.2R, 1.3R, 1.4R, 1.5R) and the very large total spring travel of the spring cylinders (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R), a particularly stable and very comfortable suspension system for vehicles with a payload of 100 tons and more available.

Description

The present invention relates to a vehicle spring system for multi-axle wheeled vehicles, especially for wheeled vehicles with a weight loading greater than one hundred tons of material to be transported.

Such vehicles are used in open pit mining and transport the mined material, e.g. Coal, iron ore, copper, etc. via spiral driveways out of the pit to an unloading point to be further processed from there. Such transport vehicles have a driven front axle and driven rear axle. In order to be able to carry payloads of one hundred tons or more, these vehicles have oversized vehicle tires, e.g. up to four meters in diameter. These oversized vehicle tires are filled with air and have a spring effect due to the large volume of air. This springy effect of the tires is used as part of the vehicle suspension. In addition, these vehicles can also have a suspension per wheel, which, however, can only have a relatively small travel. This relatively small travel is due to stability reasons, since at the high center of gravity of such vehicles, the lateral stability is very critical and at greater travel of the lateral inclination angle is so large that the risk of lateral tipping is given. Due to this for the vehicle size small spring travel is the suspension and thus the ride comfort bad. Another disadvantage is that the tire suspension can not be damped and thus the vehicle has a Hubschwingbewegung while driving. This permanent lifting vibration stresses the driver and leads to premature fatigue and thus to unconcentrated driving, which increases the risk of accidents. In addition to the Hubschwingbewegung the oversized vehicle tires have the disadvantage that they have extremely high procurement costs, e.g. up to $ 40,000 per vehicle tire. In addition, the production time of such oversized large tires is long and the transportation from the factory to the mines is expensive, expensive and difficult.

The present invention is based on the object to provide a vehicle spring system for wheeled vehicles with more than a hundred tons of payload, which can feather vehicle axles with long travel and despite the large suspension travel has such a high lateral stability that no critical driving condition due to the high center of gravity and the large spring travel is created and the proportion of tire suspension on the vehicle spring system is so that vehicle tires can be used without air filling and thus without Hubschwingung.

This is achieved by the features of claim 1 according to the invention. In the dependent claims advantageous features of the vehicle spring system according to the invention are included, which represent individually or in combination with one another embodiment of the subject of claim 1.

The inventive design of the vehicle spring system coated with a relatively thin, wear-resistant overlay vehicle wheels are sprung by spring cylinder, the vehicle wheels are guided by arranged in the direction of swing. The compression movement of the spring cylinder is not affected by a damping unit, but in the direction of rebound, the movement of the spring cylinder of the vehicle spring system is loaded by a oil pressure controlled damping unit load and spring travel dependent attenuated. The very long total spring travel of the vehicle spring system according to the invention is such that the spring travel in the rebound direction is significantly longer than that in the compression direction, preferably about two thirds in the rebound direction and one third in the compression direction. The spring force of the spring cylinder is generated by means of a nitrogen pressure storage system, wherein the pressure of the nitrogen is transferred in the storage system by guided in oil on the spring cylinder.

• 1 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für eine Achslinie mit öldruckabhängiger Dämpfungssteuerung,
• 2 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für eine Achslinien mit öldruckabhängiger Dämpfungssteuerung und Gewichtslast-Kompensation zwischen rechter und linker Fahrzeugseite,
• 3 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für zwei Achslinien mit öldruckabhängiger Dämpfungssteuerung und Gewichtslast-Kompensation zwischen rechter und linker Fahrzeugseite,
• 4 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für zwei Achslinien mit öldruckabhängiger Dämpfungssteuerung, Gewichtslast-Kompensation zwischen rechter und linker Fahrzeugseite und einem, aus drei Druckspeichern bestehenden Druckspeichersystem,
• 5 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für drei Achslinien mit öldruckabhängiger Dämpfungssteuerung, Gewichtslast-Kompensation zwischen rechter und linker Fahrzeugseite und ein, aus fünf Druckspeichern bestehendes Druckspeichersystem,
• 6 Schnittzeichnung eines erfindungsgemäßen Dämpfungsventils für druckgesteuerte Dämpfung in Ausfederungsrichtung,
• 7 Schnittzeichnung eines erfindungsgemäßen Dämpfungsventils für druckgesteuerte Dämpfung in Ausfederungsrichtung mit Steuerung der Dämpfung durch die Federbewegung der gegenüberliegenden Fahrzeugseite,
• 8 Schnittzeichnung eines Details eines erfindungsgemäßen Dämpfungsventils mit druckgesteuerter Ausfederungsdämpfung in geschlossener Stellung,
• 9 Schnittzeichnung eines Details eines erfindungsgemäßen Dämpfungsventils mit druckgesteuerter Ausfederungsdämpfung in offener Stellung,
• 10 Steuerkolben eines erfindungsgemäßen Dämpfungsventils mit Umfangsverdickung im Mittelbereich des Steuerkolbens,
• 11 Schnittzeichnung eines erfindungsgemäßen Dämpfungsventils,
• 12 bis 15 Schnittzeichnung eines Details eines erfindungsgemäßen Dämpfungsventils,
• 16 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems mit Schnittzeichnung der Federzylinder,
• 17 bis 22 Schnittzeichnung einer erfindungsgemäßen Dämpfungseinheit mit Öl-Systemdrücken,
• 23 bis 25 Prinzipansicht eines erfindungsgemäßen Strömungsverteilers,
• 26 und 27 Schnittzeichnung eines erfindungsgemäßen Druckspeichersystems,
• 28 Prinzipzeichnung einer Federkurve,
• 29 und 30 Schnittzeichnung eines erfindungsgemäßen Druckspeichersystems,
• 31 und 32 Prinzipzeichnung eines erfindungsgemäßen Fahrzeugrades mit elastischer Beschichtung der Lauffläche,
• 33 und 34 Prinzipzeichnung einer erfindungsgemäßen Haltevorrichtung für jedes Fahrzeugrad,
• 35 Prinzipansicht eines erfindungsgemäßen Fahrzeugfedersystems für zwei Achslinien mit hydraulischer Hebe- und Senkeinrichtung für das Fahrzeug.

Reference to the embodiments illustrated in the figures, the invention is explained in detail. Show it:

• 1 Schematic view of a vehicle spring system according to the invention for an axle line with oil pressure-dependent damping control,
• 2 Schematic view of a vehicle spring system according to the invention for an axle lines with oil pressure-dependent damping control and weight load compensation between right and left side of the vehicle,
• 3 Principle view of a vehicle spring system according to the invention for two axle lines with oil pressure-dependent damping control and weight load compensation between right and left side of the vehicle,
• 4 Principle view of a vehicle spring system according to the invention for two axle lines with oil pressure-dependent damping control, weight load compensation between right and left side of the vehicle and a, consisting of three pressure accumulator pressure accumulator system,
• 5 Schematic view of a vehicle spring system according to the invention for three axle lines with oil pressure-dependent damping control, weight load compensation between right and left side of the vehicle and consisting of five pressure accumulator pressure accumulator system,
• 6 Sectional view of a damping valve according to the invention for pressure-controlled damping in the rebound direction,
• 7 Sectional view of a damping valve according to the invention for pressure-controlled damping in the rebound direction with control of the damping by the spring movement of the opposite vehicle side,
• 8th Sectional view of a detail of a damping valve according to the invention with pressure-controlled rebound damping in the closed position,
• 9 Sectional view of a detail of a damping valve according to the invention with pressure-controlled rebound damping in the open position,
• 10 Control piston of a damping valve according to the invention with circumferential thickening in the central region of the control piston,
• 11 Sectional view of a damping valve according to the invention,
• 12 to 15 Sectional view of a detail of a damping valve according to the invention,
• 16 Principle view of a vehicle spring system according to the invention with a sectional view of the spring cylinder,
• 17 to 22 Sectional view of a damping unit according to the invention with oil system pressures,
• 23 to 25 Schematic view of a flow distributor according to the invention,
• 26 and 27 Sectional view of a pressure accumulator system according to the invention,
• 28 Principle drawing of a spring curve,
• 29 and 30 Sectional view of a pressure accumulator system according to the invention,
• 31 and 32 Schematic drawing of a vehicle wheel according to the invention with elastic coating of the tread,
• 33 and 34 Schematic drawing of a holding device according to the invention for each vehicle wheel,
• 35 Principle view of a vehicle spring system according to the invention for two axle lines with hydraulic lifting and lowering device for the vehicle.

In the various figures of the drawing, like parts are always provided with the same reference numerals. For clarity, parts that are associated with the left side of the vehicle, designated with an additional L and parts for the right with an additional R.

In the 1 to 5 advantageous embodiments of a vehicle spring system according to the invention are shown. A vehicle spring system, especially for wheeled vehicles with a weight capacity greater than one hundred tons with use as transport vehicles in opencast mining has a pressure accumulator system 1L . 1R , a pressure-controlled damping system 2 , Spring cylinder 3L . 3R . 3.1L . 3.2L . 3.3L . 3.1R . 3.2R . 3.3R , a hydraulic pipe system 4 and with on the outer lateral surface with elastic coating 5 provided vehicle wheels 6L . 6R . 6.1L . 6.2L . 6.3L . 6.1R . 6.2R . 6.3R on, and these are in bike-leading and in the vehicle frame 7 in a warehouse 8L . 8R . 8.1L . 8.2L . 8.3L . 8.1R . 8.2R . 8.3R rotatably mounted swing 9L . 9R . 9.1L . 9.2L . 9.3L . 9.1R . 9.2R . 9.3R stored, and the wings are in the direction of travel 10 are arranged and not at right angles to the direction of travel 10 ,

As in 1 to 5 shown, the one accumulator system acts 1L over the pipe system 4 and the damping unit 2 on the spring cylinder 3L . 3.1L . 3.2L . 3.3L , The other accumulator system 1R acts via the pipe system 4 and the damping unit 2 on the spring cylinder 3R . 3.1R . 3.2R . 3.3R , From the realization that a comfortable vehicle suspension can only be present if in the compression direction no or as little damping force acts on the spring cylinder is the line system 4 designed to have multiple hydraulic lines 4 via flow distributor 11.1L . 11.2l . 11.1R . 11.2R . 12L . 12R . 13.1L . 13.2L . 13.1R . 13.2R . 14L . 14R , which are described in more detail below, are summarized and not, as usual in hydraulic piping usual, with T-socket.

As in 1 to 7 shown, the pressure-controlled damping system 2 damping valves 15L . 15.1L . 15R 15.1R , a valve unit 16 with double check valves 17 . 18 , Pressure accumulator 19 . 20 and hydraulic lines 21 . 22 . 23 . 24 . 25 . 26 . 27 . 28R . 28L . 29 . 34 . 35 . 149 on. The double check valves 17 . 18 be due to the oil pressure of an oil pump 149 briefly opened by a line 150 Oil pressure on the double check valves 17 . 18 is given. With opened double check valves 17 . 18 is over the wires 21 . 22 . 23 . 24 an oil room 30 . 31 with an oil room 32 . 33 connected. At the same time the pressure accumulator 19 . 20 over the oil line 34 . 35 with the oil room 30 . 31 . 32 . 33 connected. Will the line 150 depressurized, so close the double check valves 17 . 18 , and at that moment in the oil chambers 30 . 31 prevailing oil pressure is in the accumulator 19 . 20 and the oil room 32 . 33 chambered. In the oil chamber 32 and accumulator 19 So it is at the time of the open double check valve 17 in the oil room 30 prevailing oil pressure stored in the oil room 33 and accumulator 20 the one in the oil room 31 ruling oil pressure stored. The accumulators 19 . 20 make sure that in the oil room 32 . 33 chambered and incompressible oil volume does not affect the movement of a piston 36 . 37 . 38 . 39 prevented. The pressure accumulators 19,20 are dimensioned so large that a lifting movement of the piston 36 . 37 . 38 . 39 to no control-influencing oil pressure change in the oil chamber 32 . 33 leads.

As in 6 . 8th and 9 shown, the piston has 36 . 37 on its lateral surface 40 . 41 a seal 43 . 44 that the oil room 32 . 33 against the oil room 30 . 31 seals. On the oil room 32 . 33 opposite side of the piston 36 . 37 is a mushroom-shaped piston part 45 . 46 that on a ground 47 . 48 a pot 49 . 50 with hole 57 . 58 rests and the bore 57 . 58 closes, see 8th , or not rests causing the bore 57 . 58 is open, see 9 , The pot 49 . 50 is via a socket 51 . 52 with a hydraulic screw connection 53 . 54 against a shoulder 55 . 56 braced.

In the ground 47 . 48 of the pot 49 . 50 is a second hole 59 . 60 passing through a disk 61 . 62 can be closed, see 9 , or the disc 61 . 62 closes the hole 59 . 60 not, see 8th , The disc 61 . 62 is stored in one with the bottom of the soil 47 . 48 connected basket 63 . 64 in which holes 63.1, 63.2 are.

The disc 61 . 62 Lays down to the bottom of the pot 49 . 50 and closes the hole 59 . 60 , please refer 9 when the oil in a rebound movement of the spring cylinder from the pressure accumulator system 1L . 1R via the hydraulic screw connection 53 . 54 in the direction of the oil chamber 30 . 31 flows. The disc 61 . 62 lifts from the hole 59 . 60 off, see 8th when the oil at the compression movement of the spring cylinder 3L . 3R . 3.1L . 3.2L . 3.3L . 3.1R . 3.2R . 3.3R from there via the pipe system 4 and a hydraulic fitting 65 . 66 in the oil room 30 . 31 flows and continues in the direction of the accumulator system 1L . 1R ,

The oil flows in a rebound of the spring cylinder 3L . 3R . 3.1L . 3.2L . 3.3L . 3.1R . 3.2R . 3.3R from the oil room 30 . 31 through the hydraulic screw connection 65 . 66 and through the pipe system 4 in the direction of spring cylinder, so is through the hole 59 . 60 Oil from an oil room 67 . 68 aspirated. This suction effect causes the disc 61 . 62 against the bottom of the pot 49 . 50 sucked and the bore 59 . 60 is closed. The oil pressure in the oil room 30 . 31 lowers. Between the oil pressure in the room 30 . 31 and the oil pressure of the storage system 1L . 1R creates a pressure gradient such that the oil pressure in the storage system is higher than that in the room 30 . 31 and thus also in the spring cylinders 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R the oil pressure is lower than in the storage system 1L . 1R , As already written above, causes the oil pressure in the oil chamber 32 . 33 the piston 36 . 37 with the mushroom-shaped piston part 45 . 46 against the ground 47 . 48 is pressed and so the hole 57 . 58 closes. The oil pressure gradient between the oil chamber 67 . 68 and oil room 30 . 31 gets bigger until the higher oil pressure in the oil room 67 . 68 the piston 36 . 37 against the oil pressure in the oil room 32 . 33 shifts. The oil can from this point on the accumulator system 1L . 1R over the damping valve 15L , 16R to the spring cylinders 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R flow. The oil pressure in the oil chamber 32 . 33 ensures that during the entire rebound movement of the spring cylinder of the piston 36 . 37 always with force towards the ground 47 . 48 is pressed and thus during the entire Ausfederweges a pressure gradient between the oil chamber 67 . 68 and oil room 30 . 31 preserved. This pressure gradient causes the spring force of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R during the rebound movement becomes smaller. The force difference of the spring cylinder during the rebound and no movement is the damping of the vehicle spring system.

As the oil pressure of the oil chamber 30 . 31 according to the oil pressure in the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R is and the oil pressure in the spring cylinder is again corresponding to the vehicle load is the oil pressure in the oil chamber 30 . 31 depending on the load of the vehicle. Since, as written above, by open circuit of the hydraulic setbacks 17 . 18 the oil pressure of the oil chamber 30, 31 is conducted into the oil chamber 32, 33, the piston is 36 . 37 according to the vehicle load in the direction of the ground 47 . 48 pressed, and thus the vehicle spring system is attenuated in the rebound direction according to the vehicle load.

As 16 shows, the spring cylinder has 3L . 3R {3.1L, 3.2L, 3.3L, 3.1R, 3.2R, 3.3R} a piston 108 . 109 with seal 110 . 111 and those on the piston 108 . 109 attached piston rod 108.1, 109.1. The seal 110 . 111 divides the cylinder chamber into a piston chamber 112L . 112R and an annulus 113L . 113R ,

The piston chamber 112L . 112R of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R is with a hydraulic line 69L . 69R via the hydraulic screw connection 65 . 66 with the oil room 30 . 31 connected, see 1 , The annulus 113L . 113R is with a hydraulic line 70 . 71 with the accumulator system 1L . 1R connected.

In the piston chamber 112L . 112R of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R acts through the damping valve 15L . 15R lowered oil pressure and in the annulus 113L . 113R the higher pressure of the storage system 1L . 1R , During the rebound movement, the load capacity of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R through the in the annulus 113L . 113R prevailing back pressure of the storage system 1L . 1R further lowered, since the load capacity of the spring cylinder piston area times oil pressure in the piston chamber minus annular space times oil pressure in the annulus. The back pressure of the storage system 1L . 1R in the annulus 113L . 113R the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R acts as an amplifier of the rebound damping. In Einfederungsrichtung this gain does not work, since the compression movement according to the invention is not damped by damping elements and thus in the compression movement of the spring cylinder between the oil pressure in the spring cylinders 3L . 3R . 3.1L . 3.2L . 3.3L . 3.1R . 3.2R . 3.3R and the oil pressure in the accumulator system 1L . 1R no by controlled damping elements in the damping valve 15L . 15R . 15.1L . 15.1R produced pressure difference is present.

A physically unavoidable pressure loss during a spring movement of the spring cylinder is reduced to a minimum by the piping system 4 is designed by the dimensioning so that arise in the compression direction of the spring cylinder, the lowest flow losses. In rebound of the spring cylinder is also an optimization of the pipe system 4 made to have as little flow losses, so that in a compression movement in the annulus 113L . 113R flowing oil volume is not damped by throttle losses. A damping of the in the annulus 113L . 113R flowing oil volume would cause a pressure drop in the annulus 113L . 113R to lead. Such a pressure reduction in the annulus 113L . 113R increases, as already written above, the spring force (load capacity) of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R and makes itself felt during the suspension movement like a damping force.

An advantageous measure for pressure loss reduction in the input and rebound direction of the spring cylinders are according to the invention in the line system 4 built-in flow distributor 11.1L . 11.2l . 11.1R . 11.2R . 12L . 12R . 13.1R . 13.2R . 13.1L . 13.2L . 14L . 14R . 15L . 15.1L . 15R 15.1R , please refer 3 to 5 ,

From the realization that a compression movement triggers only on one side of the vehicle a rolling motion about the longitudinal axis of the vehicle, show 2 and 7 an advantageous embodiment of the vehicle spring system that better suppresses the rolling motion about the longitudinal axis of the vehicle than that in 1 shown.

So that the damping valve 15.1L . 15.1R the spring system detects that a rolling movement of the vehicle can be triggered, the compression movement of the spring cylinder of a vehicle side is used by a hydraulic and no electrical signal for damping control of the damping valve of the other side of the vehicle according to the invention.

According to the invention, this damping control does not affect the throttling of the oil flow in the compression direction, but only on the oil flow throttling in the rebound direction of the spring cylinder. It is therefore used according to the invention only the damping of the rebound movement of the spring cylinder for suppressing the lateral rolling movement of the vehicle and not a damping of the spring cylinder in the compression direction.

The piston chamber 112L . 112R the spring cylinder 3L . 3R , {3.1L, 3.2L, 3.3L, 3.1R, 3.2R, 3.3R} is through the hydraulic line 69L . 69R and through the hydraulic screw connection 65 . 66 through with the oil room 30 . 31 the damping valve 15L . 15R . 15.1L . 15.1R connected, see 2 and 16 , The annulus 113L the spring cylinder 3L , {3.1 L, 3.2L, 3.3L} is through a hydraulic line 72 and by a hydraulic screw connection 74 through with the oil room 31 in the damping valve 15R . 15.1R connected and the annulus 113R the spring cylinder 3R , {3.1 R, 3.2R, 3.3R} is through a hydraulic line 73 and by a hydraulic screw connection 75 through with the oil room 30 in the damping valve 15L . 15.1L connected.

In the annulus 113L of the cylinder 3L , {3.1 L, 3.2L, 3.3L} is thus the same oil pressure as in the piston chamber 112R of the cylinder 3R , {3.1R, 3.2R, 3.3R}, since both cylinder spaces 113L . 112R with the room 31 in the damping valve 15R . 15.1R connected and in the annulus 113R of the cylinder 3R , {3.1R, 3.2R, 3.3R} is the same oil pressure as in the piston chamber 112L of the cylinder 3L , {3.1L, 3.2L, 3.3L}, since both cylinder spaces with the space 30 in the damping valve 15L . 15.1L are connected. This circuit of the spring cylinder spaces 112L . 113R . 112R . 113L among each other, the damping of the spring cylinder in the direction of rebound on the other side of the vehicle increases.

As weight measurements have shown, it is normal for wheeled vehicles that the weight of one side of the vehicle is not equal to the weight of the other side of the vehicle. Because of the differences in weight, the spring load of the two sides of the vehicle can be very different without additional measures. The circuit piston chamber 112L . 112R on Annraum113L, 113R the other side of the vehicle not only supports the damping in the rebound direction, as written above, but above all has a ride comfort enhancing effect by load balancing the spring load between the two sides of the vehicle, as shown in the following example calculation.

The annulus 113L is hydraulic with the piston chamber 112R connected, and thus both rooms are hydraulically balanced and the annulus 113R is with the piston chamber 112L hydraulically synchronized.

The carrying capacity of a hydraulic cylinder is oil pressure on the surface of the piston 108 . 109 minus oil pressure on the surface of the annulus 113L . 113R , With the help of 16 the load balancing effect of this hydraulic circuit is explained.

On the spring cylinder 3L , {3.1L, 3.2L, 3.3L} left side of the vehicle acts on the weight G1 and on the spring cylinder 3R , {3.1R, 3.2R, 3.3R} the right side of the vehicle, the weight load G2. The weight load G1 assumed a weight of 30 tons and the weight load G2 assumed a weight of 40 tons. In a preferred embodiment for such a load, the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R a diameter of the piston 108 . 109 of 255 mm and a diameter of the piston rod 108.1, 109.1 of 200 mm. With these dimensions, stands for the support of 30 tons with cylinders 3L , {3.1L, 3.2L, 3.3L} a hydraulic pressure in the piston chamber 112L of 104.4 bar and in the piston chamber 112R from the spring cylinder 3R , {3.1 R, 3.2R, 3.3R} an oil pressure of 118.5 bar. Without the line connection 72 . 73 and instead of this the line connection 70 . 71 , as in 1 shown in the piston chamber 112L an oil pressure of 95.5 bar and in the piston chamber 112R an oil pressure of 127.5 bar.

The circuit with cable connection 72 . 73 , as in 2 to 5 and 16 shown, reduces the oil pressure difference between the right and left side of the vehicle with asymmetrical weight distribution and reduces, as shown in the example calculation, the pressure difference of 31.9 bar to 14.1 bar.

For the vehicle suspension and also for the damping system 2 This means that between the left and right side of the vehicle a more balanced suspension and damping behavior is present.

In order for the compression movement of the other side of the vehicle to control the damping of the rebound movement, the weight load of the other side of the vehicle in the form of the oil pressure of this side of the vehicle from the oil chamber 30 through the hydraulic line 22 and 21 in the oil room 32 passed, and the oil pressure of the oil chamber 31 is through the hydraulic line 24 and 23 in the oil room 33 directed. This is controlled, as already to the damping valve 15L . 15R written by briefly opening the double check valves 17 . 18 by hydraulic pressure of the oil pump 149 , In pressure accumulator 19 So is after closing the double check valves 17,18 the oil pressure of the oil chamber 30 stored and in the accumulator 20 that of the oil room 31 ,

As for the damping valve 15L . 15R written, the rebound damping is using the piston 36 . 37 controlled. An equal control function has a piston 38 . 39 in the damping valve 15.1L . 15.1R , please refer 7 , The piston 38 has a central enlargement 76 and the piston 39 an increase in size 77 so that the piston 38 two additional piston surfaces 78 . 79 has and the piston 39 two additional surfaces 80 . 81 , please refer 7 . 10 and 11 ,

On the piston 38 . 39 are three seals 82 . 83 . 84 . 85 . 86 . 87 that the oil rooms 88 . 89 . 90 . 91 caulk. At the piston 38 is between oil room 30 and oil room 88 with seal 82 sealed and between oil room 32 and oil room 90 with seal 84 , and with seal 83 is between the oil rooms 88 and 90 sealed. At the piston 39 becomes the oil room 31 through seal 85 opposite oil room 89 sealed and oil room 33 through seal 87 opposite oil room 91 , and with seal 86 is between the oil rooms 89 and 91 sealed.

Thus a higher oil pressure of the oil space 30 or 31 a vehicle side does not lead to an unwanted higher rebound damping of the less loaded suspension of the other side of the vehicle is the oil chamber 32 over a line 28R with the oil room 88 in damping valve 15.1R connected and the oil room 33 over a line 28L with the oil room 89 in the damping valve 15.1L , please refer 7 ,

The oil pressure in oil room 32 . 33 acts on a piston surface 92 . 93 of the piston 38 . 39 and over the oil line 28R . 28L also in the oil room 88 . 89 and thus on the piston surface 78 . 80 , The piston surface 78 . 80 on the perimeter enlargement 76 . 77 of the piston 38 . 39 is opposite the piston surface 92 . 93 dimensioned so that the piston surface 78 . 79 . 80 . 81 in a cheaper version is about twice larger than the piston surface 92 . 93 ,

As already written above, a compression movement of the spring cylinder of a vehicle side adjusted the damping in the rebound direction of the spring cylinder of the other side of the vehicle. As in a compression movement oil from the spring cylinders 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R out over the pipe system 4 and damping system 2 in the accumulator system 1L . 1R is pressed, the oil pressure in the accumulator system increases and thus also in the oil chamber 30 . 31 , The pressure change in the oil room 30 . 31 is used to control the damping change of the damping valves 15L . 15R . 15.1L . 15.1R used.

The oil room 30 will be over line 27 with the oil room 91 connected and oil room 31 via wire 29 with the oil room 90 , please refer 7 and 11 , The oil pressure of the oil chamber 31 acts on the piston surface 79 , which is the same size as the opposite piston surface 78 is and the oil pressure of the oil chamber 30 acts on the, the piston surface 80 opposite equal area 81 , The surfaces 78 . 80 lie opposite the surfaces 79 . 81 and thus form a Hubverstellsystem for pistons 38 . 39 that the piston 38 . 39 in the direction of the hole 57 . 58 shifts when on the opposite side of the vehicle from the driving position is a compression movement of the spring cylinder and the piston 38 . 39 opposite displaced when on the other side of the vehicle from the driving position a rebound movement of the spring cylinder takes place.

So that with resting spring movement of the piston 38 . 39 is controlled so that a mushroom-shaped piston part 94 . 95 the oil flow through the hole 57 . 58 does not close, is the piston surface 92 . 93 an opposite piston surface 96 . 97 opposite, see 12 to 15 , The opposite piston surface 96 . 97 is generated by the fact that the mushroom-shaped piston part 94 . 95 not firmly with the piston 38 . 39 is connected, but the piston 38 . 39 a step 98 . 99 and a cone-shaped piston part 100 . 101 has, and the mushroom-shaped piston part 94 . 95 a stepped bore 102 . 103 has, in which the piston 38 . 39 is displaceable, see 12 and 13 , Another explanation of the stepped bore 102 . 103 done below.

The stepped bore 102 . 103 is through holes 104 . 105 with the oil room 30 . 31 connected so that when conditioning the conical piston part 100 . 101 to a stage 106 . 107 in the stepped bore 102 . 103 no oil connection from the oil room 30 . 31 to the oil room 67 . 68 consists. Is the cone-shaped piston part 100 . 101 not at the stage 106 . 107 on, so there is an oil connection from the oil space 30 . 31 to the oil room 67 . 68 ,

The cone-shaped piston part 100 . 101 and the ring surface 98 . 99 on the piston 38 . 39 are equal in sum to the opposite piston surface 92 . 93 , The oil pressure of the oil room 30 . 31 thus acts on an equal area as the oil pressure in the oil chamber 32 . 33 ,

On each control piston 38 . 39 together with the mushroom-shaped piston part 94 . 95 Each oil pressure of the suspension system acts on the same vehicle side and also each oil pressure of the suspension system of the other side of the vehicle. Since these oil pressures act on surfaces, the surfaces are oil pressure the force for the Damping adjustment, and at the same time the oil pressure is the signal for the necessary adjustment or non-adjustment of the piston 38 . 39 in the damping valve 15.1L . 15.1R ,

17 shows the in the damping system 2 existing oil pressures, for example, by the asymmetrically loaded suspension in the damping system 2 existing ones are. The calculated from the exemplary, unbalanced load oil pressures are at dormant vehicle movement, so no deflection or deflection of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R ,

On the piston 38 of the damping valve 15.1L stand at the perimeter enlargement 76 with the surfaces 78 . 79 in the accumulator 20 stored oil pressure of 118.5 bar and the oil pressure of the oil chamber 31 from 118.5 bar across, and on both surfaces 80 . 81 of the piston 39 of the damping valve 15.1R are in the pressure accumulator 19 stored oil pressure of 104.4 bar and the oil pressure of the oil chamber 30 from 104.4 bar opposite. Because on the opposite surfaces to the piston 38 and 39 each acting equal oil pressures, no adjustment forces are exerted on the piston. The area 92 on the piston 38 stands the surface 96 opposite and both surfaces are exposed to the oil pressure of 104.4 bar, and the area 93 on the piston 39 stands the surface 97 opposite, and both surfaces are subjected to the oil pressure of 118.5 bar. Also from this Öldruckbeaufschlagung the surfaces 92 and 96 on the piston 38 and the surfaces 93 and 99 on the piston 39 will not adjust the pistons 38 . 39 caused because the same high pressures act on the opposite surfaces and thus equal forces are present.

On the mushroom-shaped piston part 94 . 95 acts on both sides of the same oil pressure of 104.4 bar and 118.5 bar. Is the mushroom-shaped piston part 94 . 95 on the surface 45 . 46 on, so is the with the oil pressure of the oil chamber 30 . 31 applied area greater than that with the oil pressure of the oil chamber 67 . 68 loaded side, there around the hole 57 . 58 to be able to seal, the diameter of the bore 57 . 58 is smaller than the outer diameter of the mushroom-shaped piston part 94 . 95 , please refer 12 and 13 , This has the consequence that the pressurized surfaces on both sides of the piston part 94 . 95 are different in size. The mushroom-shaped piston part 94 . 95 becomes due to the force generated by the surface difference on the ground 45 . 46 pressed.

The same holding effect is also at the bottom of the floor 45 . 46 adjacent disc 61 . 62 , there to the hole 59 . 60 To be able to seal, the outer diameter of the disc 61 . 62 is greater than the diameter of the hole 59 . 60 ,

As already written above, the oil in the damping valve flows during a compression movement of the spring cylinder 15L . 15R . 15.1L . 15.1R through the hole 59 . 60 to the accumulator system 1L . 1R , So that the holding force on the disc 61 . 62 can be overcome, the oil pressure in the oil room 30 . 31 be higher than the oil pressure in the oil room 67 . 68 , This, caused by the compression movement steeply rising oil pressure would make a force impact on the spring cylinder noticeable, and thereby the suspension comfort would be adversely affected. According to the invention, this pressure shock is reduced to a minimum that the piston 38 . 39 even with equal pressure on the piston surfaces of the piston 38 . 39 in the direction of the oil room 32 . 33 is moved, as explained below. By this shift, the cone-shaped piston part lifts 100 . 101 from the stage 106 . 107 off, and it can get oil through the stepped bore 102 . 103 in the oil room 67 . 68 flow. Through the hole 102 . 103 no large amount of oil flows, but the amount of oil flowing through this hole is sufficient to reduce the oil pressure peak. The oil pressure rise in the oil room 30 . 31 is more gentle and the flow of the oil can the disc 61 . 62 practically gentle and not abrupt from the bottom of the floor 45 . 46 lift off, and the oil has free flow from the oil chamber 30 . 31 to the oil room 67 . 68 ,

Essential for the control of the piston 38 . 39 is that the movement of the piston 38 . 39 is strongly damped, otherwise an uncontrolled vibration behavior of the piston is present. According to the invention, the strong damping of the piston by correspondingly large-sized seals 82 . 83 . 84 . 85 . 86 . 87 achieved, with greater biasing force than necessary for the actual seal, press against the walls of the cylinder bores. The frictional force of the seal damping of the piston 38 . 39 is advantageously between 10 kp and 15 kp. Another feature desired according to the invention is that due to the seal damping of the piston 38 . 39 this is at a stationary spring movement in a position that a small flow of oil through the hole 102 . 103 between the oil rooms 30 . 31 and the oil rooms 67 . 68 allowed.

According to the invention the Verstellhub of the piston 38 . 39 limited between 0.5 mm and 1.5 mm, advantageously the adjustment stroke is 1.0 mm. Because the seals 82 . 83 . 84 . 85 . 86 . 87 when moving the piston 38 . 39 deform about 0.5 mm, is ensured by the seal resetting the stepped bore 102 . 103 always has flow when on the piston 38 . 39 no adjusting force in the direction of the stepped bore 102 . 103 acts.

Because the seals 82 . 83 . 84 . 85 . 86 . 87 at the movement of the piston 38 . 39 deform elastically, this deformation has a restoring effect in the direction of oil space 32 . 33 on the piston 38 . 39 , When the piston 38 . 39 by the oil pressure differences in the mushroom-shaped piston part 94 . 95 is pressed and then the pressure difference is such that a force balance on the piston 38 . 39 is, the restoring force of the seal deformation moves the piston about 0.5 mm in the direction of the oil space 32 . 33 , whereby the step-shaped bore 102 . 103 something is opened and so an oil connection of oil space 67, 68 through the hole 102 . 103 and bore 104 . 105 to the oil room 30 . 31 is made and so this hole opening 102 . 103 . 104 . 105 sufficient to a pressure shock at an incipient compression movement of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R to minimize or avoid.

In a bilateral, from the driving position out uniform compression movement of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R , a so-called parallel suspension, increases the oil pressure in both sides of the vehicle suspension. Thus, both pistons 38 . 39 in the damping valves 15.1L . 15.1R as a function of the pressure increase in the right or left vehicle spring system in the direction of the oil chambers 67 . 68 moved or in the direction of the oil rooms 32 . 33 , as 18 and illustrate the example calculation below.

The oil pressure in the spring system, for example, increases from the static system pressure in the oil chamber 30 from 104.4 bar to 188 bar and from the static system pressure in the oil room 31 from 118.5 bar to 213 bar. The piston 38 in the damping valve 15.1L will be in the direction of the oil room 67 adjusted and piston 39 in the damping valve 15.1R in the direction of the oil room 68 , as shown by the following comparative calculation.

The piston surface 92 . 93 and the piston surface 96 . 97 from the piston 38 . 39 are used with the unit of measure "1". The piston surface 78 . 79 and the piston surface 80 . 81 from the piston 38 . 39 are used with the unit of measurement "2", since, as written above, the surfaces 78 . 79 . 80 . 81 advantageously be twice as large as the surfaces 92 . 93 . 96 . 97 ,

For the comparison calculation applies a positive force, if this in the direction of the oil spaces 67 . 68 points and a negative force when moving in the direction of the oil chambers 32 . 33 shows.

.On the piston 38 the oil pressures and thus the force of the adjustment act $$\left[\left(213\text{bar-118}\text{, 5 bar}\right)\times 2\right]+\left[\left(\text{104}\text{, 4 bar-188 bar}\right)\times 1\right]=+189\text{bar + -83}\text{, 6 bar = + 105}\text{, 4 bar}\text{,}$$

,

The piston 38 is at 105.4 bar times the area unit "1" in the direction of the oil room 67 pressed.

On the piston 39 the oil pressures and thus the force of the adjustment act $$\left[\left(188\text{bar-104}\text{, 4 bar}\right)\times 2\right]+\left[\left(\text{118}\text{, 5 bar-213 bar}\right)\times 1\right]=+167.2\text{bar + -94}\text{, 5 bar = + 72}\text{, 7 bar}\text{,}$$

The piston 39 is at 72.7 bar times the unit area "1" in the direction of the oil room 68 pressed.

Despite the adjustment of the piston 38 and 39 in the direction of the oil room 67 and 68 and thus closure of the bore 57 . 58 and stepped bore 102 . 103 The oil can be attenuated through the hole 59 . 60 from the oil room 30 . 31 to the oil room 67 . 68 and from there into the accumulator system 1L . 1R stream. The compression direction is thus at parallel compression direction of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R not through the damping valves 15.1L and 15.1R attenuated.

Springs the parallel spring-loaded spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R back in the direction of the driving position, so the oil flows from the accumulator system 1L . 1R through the damping system 2 to the spring cylinders. By the direction of flow from the oil chamber 67 . 68 through the hole 59 . 60 to the oil room 30 . 31 becomes the disc 61 . 62 on the hole 59 . 60 pressed. The flow of oil through this hole is blocked. The pistons 38 . 39 are, as shown in the above calculation, in the direction of the oil space 67 . 68 pressed and thus closing the flow of oil through the hole 57 . 58 and thus also by the stepped bore 102 . 103 , There is no oil from the oil room 67 . 68 in the oil room 30 . 31 can flow, the oil pressure drops in the oil room 30 . 31 and so in the spring cylinders 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R off, and that until the higher oil pressure in the oil room 67 . 68 the mushroom-shaped piston 94 . 95 together with the piston 38 . 39 in the direction of the oil room 32 . 33 pushes. From this point, the oil can pass through the gap between the ground 47 . 48 lifted mushroom-shaped pistons 94 . 95 flow through. It remains despite the oil flow through the hole 57 . 58 an oil pressure difference between the oil chamber 67 . 68 and 30 . 31 received, as the piston 38 . 39 still in the direction of the oil room 67 . 68 is pressed. The pressure reduction between the oil chamber 67 . 68 and oil room 30 . 31 and also in the spring cylinder 3L . 3R depends on the force with which the piston 38 . 39 in the direction of the oil room 67 . 68 is pressed. The force on the pistons 38 . 39 in the direction of the oil rooms 67 . 68 decreases with the suspension travel in the direction of the driving position. In the driving position, the force is zero due to oil pressure difference. Springs the spring cylinders 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R in the parallel suspension beyond the driving position further out, so the force on the piston increases 38 . 39 again, as with 19 and subsequent invoice.

On the piston 38 the oil pressures and thus the force of the adjustment act $$\left[\left(90\text{bar-118}\text{, 5 bar}\right)\times 2\right]+\left[\left(\text{104}\text{, 4 bar-80 bar}\right)\times 1\right]=-57\text{bar + 24}\text{, 4 bar = -32}\text{, 6 bar}\text{,}$$

The piston 38 becomes 32.6 bar times the unit area "1" in the direction of the oil room 32 pressed.

On the piston 39 the oil pressures and thus the force of the adjustment act $$\left[\left(80\text{bar-104}\text{, 4 bar}\right)\times 2\right]+\left[\left(\text{118}\text{, 5 bar-90 bar}\right)\times 1\right]=-48.8\text{bar + 28}\text{, 5 bar = -20}\text{, 3 bar}\text{,}$$

The piston 39 is at 20.3 bar times the unit area "1" in the direction of the oil room 33 pressed.

If the suspension system springs out of the driving position in the case of parallel suspension, the rebound movement will not be caused by the piston 38 . 39 attenuated. This is according to the invention so wanted, as exactly this by the piston 38 . 39 unimpeded smooth-running motion brings an increase in ride comfort with it. This will be explained below.

An essential feature of the invention of the damping system 2 is that the damping acts so that it has the pressure level depending on the damping effect even at the slightest rebound of the spring cylinder. This in turn means that the spring cylinders do not first have to develop a rebound speed to produce a damping effect, but the speed-independent damper control, a speed increase is already greatly slowed down in the start. The spring system does not swing far beyond the driving position due to this effectively acting rebound damping. Due to the weight of the vehicle, the spring system is pushed back in the direction of the driving position and can overrun it a little, since no damping influence by the piston 38 . 39 is available. The following compression movement is triggered only by the vehicle weight. The vehicle weight counteracts the increasing spring force, and the spring system moves over again in Einfederungsrichtung a small Stecke the driving position and is in the spring back in the driving position by the, now again in the direction of the oil chamber 67 . 68 on the piston 38 . 39 acting force damped. The respective spring movement in a parallel suspension around the driving position is braked by the vehicle weight in the direction of rebound and by the increasing spring force in compression direction. So it is sufficient to dampen the damping of the suspension travel from springing down to the driving position, since this starts immediately at the start of the rebound without delay and immediately counteracts an increase in speed of the rebound movement. The gentle oscillation of the spring movement about the driving position is particularly favorable, as this does not affect the vehicle frame and thus the driver any acceleration shocks.

Only springs the spring cylinder of a vehicle side, eg spring cylinder 3R , so imagine the in 20 exemplary shown pressures in the damping system 2 one.

The force of adjustment on the piston 38 . 39 is positive if this is in the direction of the oil rooms 67 . 68 indicates and negatively, if this in the direction of the oil rooms 32 . 33 shows.

On the piston 38 the oil pressures and thus the adjusting forces act $$\left[\left(213\text{bar-118}\text{, 5 bar}\right)\times 2\right]+\left[\left(\text{104}\text{, 4 bar-104}\text{, 4 bar}\right)\times 1\right]=+189\text{bar}\text{,}$$

The piston 38 becomes 189 bar times area unit "1" in the direction of the oil room 67 pressed.

On the piston 39 the oil pressures and thus the adjusting forces act $$\left[\left(104.4\text{bar-104}\text{, 4 bar}\right)\times 2\right]+\left[\left(\text{118}\text{, 5 bar-213 bar}\right)\times 1\right]=-94.5\text{bar}$$

The piston 39 becomes 94.5 bar times area unit "1" in the direction of the oil room 33 pressed.

In the vehicle suspension of the left side of the vehicle, which makes no movement, the piston 38 in the direction of the oil room 67 pressed and thus the stepped bore 102 and bore 57 closed. On the right suspension side of the vehicle is the piston 39 in the direction of the oil room 33 pressed.

In the damping valve 15.1L becomes the oil flow through the hole 57 . 102 from the oil room 67 to the oil room 30 closed, and on the right suspension side is in the damping valve 15.1R the flow of oil through the hole 58 . 103 from the oil room 68 to the oil room 31 Approved. This inventive counter-piston adjustment of the piston 38 . 39 increases the suspension comfort extremely.

Unlike a parallel suspension, in which the spring cylinders of both sides of the vehicle rectified on and feather, is in a Einzelradfederung, in which only the spring cylinder 3L . 3.1L . 3.2L . 3.3L or the spring cylinders 3R . 3.1R . 3.2R . 3.3R a vehicle side make a spring movement, the spring movement from the pressed position to the driving position not by the damping control in the damping valve 15.1L . 15.1R attenuated. The spring cylinders 3L . 3.1L . 3.2L . 3.3L or the spring cylinders 3R . 3.1R . 3.2R . 3.3R So make a "damping-free" rebound movement. This is particularly advantageous in a single-wheel suspension, since the vehicle is stabilized by a faster rebound of the spring-loaded spring cylinder and the vehicle frame and thus the vehicle makes no lateral tilting movement.

Spring the spring cylinder 3L . 3.1L . 3.2L . 3.3L or the spring cylinder 3R . 3.1R . 3.2R . 3.3R a vehicle side at a Einzelradfederung on the driving position beyond, so the rebound movement with increasing rebound length is increasingly stronger by the damping control of the damping valve 15.1L . 15.1R braked. The rebound damping in a Einzelradfederung is therefore dependent on the driving position in the direction of rebound path. A clarification by showing the calculation process, as shown above, is omitted, since based on the pressures, the direction of movement of the piston 38 . 39 can be shown. The 21 illustrates this for a rebound of the spring cylinder 3R . 3.1R . 3.2R . 3.3R of the right spring system.

As 21 further shows, the piston moves 38 in the damping valve 15.1L in the direction of the oil room 32 , there on the surface 78 the oil pressure of 108.5 bar acts and on the opposite surface 79 the oil pressure of 75 bar. The oil route from the oil room 67 to the oil room 30 So it is not through the closed hole 57 and 102 blocked. This control is also very advantageous for the ride comfort, as will be explained below.

Will the rebound beyond the driving position spring cylinder 3R . 3.1R . 3.2R . 3.3R the right side of the vehicle pushed back by the road contour, so acting on the right side of the vehicle, an increasing spring force on the vehicle frame. This increasing force tries to put the vehicle in a lateral rolling motion. Because the damping valve 15.1L the flow of oil space 30 to oil room 67 not locked, because the oil through the hole 57 and 102 can flow, sets the damping valve 15.1L a deflection from the driving position in the compression direction of the spring cylinder 3L . 3.1L . 3.2L . 3.3L the left side of the vehicle no additional damper force. The spring system thus has no "fixed point" on the left side of the vehicle, which would be a "fulcrum" for excessive lateral tilting movement. This "yielding fulcrum" on one side of the vehicle, together with the controlled rebound damping of the other side of the vehicle, prevents the lateral suspension of the vehicle suspension system.

Does the vehicle spring system an opposing spring movement between the vehicle sides, such as the spring cylinder 3L . 3.1L . 3.2L . 3.3L the left side of the vehicle makes a compression movement and the spring cylinder 3R . 3.1R . 3.2R . 3.3R the opposite right side makes a rebound, so are exemplary the following oil pressures in the damping system 15.1L . 15.1R a, see 22 ,

As already written above, the force of the adjustment is on the piston 38 . 39 positive, if this in the direction of the oil chambers 67 . 68 indicates and negatively, if this in the direction of the oil rooms 32 . 33 shows.

On the piston 38 the oil pressures and thus the adjusting forces act $$\left[\left(65\text{bar-118}\text{, 5 bar}\right)\times 2\right]+\left[\left(\text{104}\text{, 4 bar-188 bar}\right)\times 1\right]=-107\text{bar + -83}\text{, 6 bar = -83}\text{, 6 bar}$$

The piston 38 becomes with 83.6 bar times area unit "1" in the direction of oil space 32 pressed.

On the piston 39 the oil pressures and thus the adjusting forces act $$\left[\left(188\text{bar-104}\text{, 4 bar}\right)\times 2\right]+\left[\left(\text{118}\text{, 5 bar-65 bar}\right)\times 1\right]=+167.2\text{bar + 53}\text{, 5 bar = 220}\text{, 7 bar}\text{,}$$

The piston 39 becomes 220.7 bar times area unit "1" in the direction of the oil room 68 pressed.

As the flow through the hole 57 . 58 by the force of the piston 38 . 39 is heavily influenced, is in the damping valve 15.1R a high oil pressure reduction. This means a high damping force on the rebound side. In the damping valve 15.1L is the flow from the oil room 30 to the oil room 67 unaffected. So there are the same conditions as with a Einzelradfederung only with the difference that on the rebound side of the oil pressure in the room 31 and thus in the spring cylinder 3R . 3.1R . 3.2R . 3.3R is lowered much more

Even with a suspension movement of the spring cylinder, in which on one side of the vehicle is a compression movement and on the other side of the vehicle rebound, the jounce side is not affected by the damping valve and this side therefore offers, as in a Einzelradfederung, no "fixed point", the " Turning point represents "for an excessive lateral tilting movement.

As the above explanations for the damping valve 15L . 15R . 15.1L . 15.1R clarify, the damping control by the damping valves is not only dependent on the weight that must be borne by the spring system, but also by the position of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R at a spring movement. Both the weight of the vehicle and a spring movement of the spring cylinder change the oil pressure in the spring system and thus in the damping system 2 the adjusting force on the piston 36 . 37 38 . 39 and its direction of displacement to the oil room 30 . 31 or to the oil room 32 . 33 out.

As 2 and 16 shows, the spring cylinder 3L with lead 72 over the damping valve 15.1R on the line 69R and so on the spring cylinder 3R switched and the spring cylinder 3R with lead 73 over the damping valve 15.1L on the line 69L and so on the spring cylinder 3L connected.

The spring cylinder 3L . 3R has the piston 108 . 109 with seal 110 . 111 and those on the piston 108 . 109 attached piston rod 108.1, 109.1. The seal 110 . 111 divides the cylinder chamber into the piston chamber 112L . 112R and the annulus 113L . 113R ,

The annulus 113L is without the interposition of a damping effect by the damping valve 15.1R hydraulically with the piston chamber 112R connected and thus this same hydraulically connected, and the annulus 113R is without the interposition of a damping effect by the damping valve 15.1L with the piston chamber 112L hydraulically synchronized.

As already written and derived above, the carrying capacity of a hydraulic cylinder is the oil pressure on the surface of the piston 108 . 109 minus oil pressure on the surface of the annulus 113L . 113R , In the explanation of the operation of the damping of the damping system has already been written that the pressure equalization of the piston chamber 112L . 112R with the arranged on the other side of the vehicle annulus 113R . 113L a gain of the damping system 2 reached.

In addition to the load and cylinder travel-dependent damping adjustment also carries in the annulus 113L . 113R introduced oil pressure to improve the suspension behavior. Due to the pressure restraint of piston 108 . 109 . 110 . 111 between piston chamber 112L . 112R and annulus 113L . 113R becomes a self-adjusting oscillatory motion of the piston 108 . 110 . 109 . 111 and thus the piston rod 108.1, 109.1 braked. The suspension behavior thus improves with higher clamping force on the piston 108 . 110 . 109 . 111 acts.

The vehicle suspension with damping system, as in 2 to 5 shown, still brings the additional suspension comfort, that a weight balance between right and left side of the vehicle is present. In addition, the hydraulic weight balance circuit brings a better pressure retention of the piston 108 . 110 . 109 . 111 between piston chamber 112L . 112R and annulus 113L . 113R and thus a more effective braking of a self-adjusting oscillating movement of the piston 108 . 110 . 109 , 111and thus the piston rod 108.1, 109.1, which brings a significant improvement in the suspension behavior of the vehicle suspension with it.

As in 3 to 5 shown, with only one damping system 2 several, arranged in the vehicle spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R with the damping valve 15L . 15R . 15.1L . 15.1R be damped in the rebound motion.

The spring cylinders of a suspension group are hydraulically interconnected and the suspension group always contains an even number of spring cylinders such as two, four, six, eight, ten, etc. spring cylinder. In the suspension group are the piston chambers 112L the spring cylinder with the annular spaces 113R hydraulically connected to each other and the piston chambers 112R with the annuli 113L , please refer 16 , Furthermore, the piston chambers 112L . 112R the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R a vehicle side hydraulically connected to each other, and between the piston chambers of a vehicle side is an oil exchange and pressure compensation. The annular spaces 113L . 113R the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R a vehicle side are hydraulically connected to each other, and between the annular spaces of a vehicle side is an oil exchange and pressure compensation. The carrying capacity of the spring cylinder of a suspension group is the carrying capacity of a spring cylinder times the number of spring cylinders in the suspension group.

So that during a spring movement of the oil flow between the piston chambers 112L . 112R and the annuli 113L . 113R and by the damping device 2 through to the accumulator system 1L . 1R As little flow losses are present, which are the piston chambers 112L . 112R connected lines with the flow distributor 11.1L . 11.1R . 13.1L . 13.1R connected, see 3 to 5 and 23 to 25 , and according to the invention by streamlined V-shaped channels 114 on a canal 115 . 116 brought together to the the line 69L . 69R connected. In the same way, the to the annuli 113L . 113R connected lines with the flow distributor 11.2l . 11.2R . 13.2L . 13.2R connected and according to the invention by streamlined V-shaped channels 114 on a canal 115 . 116 brought together to the the line 72 . 73 connected. The accumulator system 2 is with flow distributor 12L . 12R . 14L . 14R with V-shaped channels 114 pointing to a canal 116 . 117 are merged to the management system 4 connected.

The flow of oil through the V-shaped channels 114 and channel 115 . 116 . 117 is fluidically optimal in both flow directions. To achieve this, the angle ß of the adjacent flow channels with each other in a preferred embodiment is a maximum of 15 ° to 20 °. The one channel 115 . 116 . 117 , please refer 23 to 25 , in the flow distributor is dimensioned by the cross section so that it is equal to the sum of the cross sections of the V-shaped channels 114 is.

The piston chambers 112L {112.1L, 112.2L, 112.3L} and also the piston chambers 112R , {112.1R, 112.2R, 112.3R} are each about the flow divider 11.1L . 11.1R . 13.1L . 13.1R hydraulically interconnected, see 3 to 5 and 16 , During a spring movement of the spring cylinder, an oil balance takes place between the piston chambers 112L , {112.1L, 112.2L, 112.3L} or 112R, {112.1R, 112.2R, 112.3R}. So that this balance of oil volume between the spring cylinders 3L . 3.1L . 3.2L . 3.3L , or the spring cylinders 3R . 3.1R . 3.2R . 3.3R occurs without mechanical stroke limitation of the spring cylinder, according to the invention, contrary to another vehicle suspension, the spring travel of the spring cylinder designed so that the Ausfederweg the spring cylinder is always greater than the compression travel. Preferably, the total spring travel is dimensioned so that the Ausfederweg 2 / 3 and the compression travel is 1/3 of the total spring travel. Such a suspension travel layout significantly increases ride comfort, as the freedom of movement of the piston 108 . 109 in the spring cylinder is so large that when crossing an obstacle, a hill or a hole, the piston 108 . 109 in a rebound motion does not abut the cylinder tube termination with a metallic impact would occur on the vehicle frame.

In an advantageous embodiment, the total spring travel of a spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R between 500 mm and 800 mm.

As 1 shows are the spring cylinders 3L . 3R over the pipe system 4 and the damping system 2 with the storage system 1L . 1R connected. When a spring movement is with the spring cylinders 3L . 3R Oil in the storage system 1L . 1R or the storage system pushes oil back into the spring cylinders. As described above, the spring cylinders in diameter and stroke have very large dimensions. The large diameter dimensions are necessary to carry the loads of the vehicle in the loaded state. At a stroke of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R So is a large volume of oil in the storage system 1L . 1R pressed. The storage system must be correspondingly large 1L . 1R be dimensioned. As 3 to 5 shows, several spring cylinders work 3L . 3.1L . 3.2L . 3.3L , or 3R . 3.1R . 3.2R . 3.3R a vehicle side on the storage system 1L or 1R What an even bigger storage system 1L . 1R required. An additional increase is due to the fact that the spring system must carry less load when the vehicle is unloaded than with loaded vehicle, which is explained below.

The spring force of the spring system is due to a nitrogen pressure in the storage system 1L . 1R generated. If the nitrogen is compressed, the nitrogen pressure increases and the spring system has a higher load capacity. If the nitrogen expands, the nitrogen pressure is reduced and the spring system has less load capacity. The load capacity thus changes with the level of nitrogen pressure and thus with the size of the nitrogen volume.

The storage system 1L . 1R consists of a gas space 118 which is filled with nitrogen and one by a piston 119 with seal 120 separate oil room 121 to which the pipe system 4 is connected, see 26 , On the piston 119 is a piston rod 122 attached by the oil room 121 through into a second, also filled with nitrogen gas space 123 protrudes. The gas space 123 is through a seal 124 against the oil room 121 sealed.

The size of the gas space 118 with a nitrogen pressure P1.1 is determined by the size of loaded spring load times the ratio of loaded spring load to empty spring load. The ratio loaded to empty can easily have the order of magnitude ten and more.

The extent of the gas space 118 acts a nitrogen pressure P1.2 of the gas space 123 contrary, because the piston rod 122 in the gas space 123 is pushed and thereby the nitrogen volume in the gas space 123 decreases and thereby the nitrogen pressure P1.2 increases and thus the pushing force of the piston rod 122 in the direction of gas space 118 gets bigger. For the gas room 118 This means that this space does not expand so much with a change in the spring load from loaded to empty, since with less spring load the piston rod 122 further into the gas space 123 is pushed and thereby the counter load on the piston 119 and thus on the gas space 118 elevated.

The nitrogen pressure P1.1 in the gas space 118 So the load must be from the oil pressure in the oil room 121 plus the load from the pushing force of the piston rod 122 counteract. So if the oil pressure in the oil room 121 becomes smaller and the nitrogen pressure P1.1 in the gas space 123 increases, changes in a change in charge of the vehicle, the nitrogen pressure P1.1 in the gas space 118 fewer. The expansion of the nitrogen is lower and thus is the enlargement of the gas space 118 fewer. Due to this advantageous design of the storage system 1L . 1R The size of the storage system can be drastically reduced, which has a positive effect on the space in the vehicle. With large weight change from loaded to empty, eg ratio 10 : 1, for example, is due to the back pressure of the room 123 a halving of the necessary volume of nitrogen in the gas space 118 reached.

Despite the opposing force due to the nitrogen pressure P1.2 in the room 123 can change the length of the storage system 1L . 1R For example, in vehicles with up to 600 tons total weight about seven meters and more, which makes installation in a vehicle very difficult and makes the production of such long storage systems enormously complex and expensive.

The storage system according to the invention 1L . 1R is designed in spite of much higher manufacturing costs so that the storage system 1L . 1R from several individual memories 1.1L . 1.2L . 1.3L . 1.4L . 1.1R . 1.2R . 1.3R . 1.4R exists, see 4 and 5 ,

An essential feature of the invention of the storage system 1L . 1R is that the individual storage 1.1L . 1.2L . 1.3L . 1.4L from the storage system 1L and the individual memories 1.1R . 1.2R . 1.3R . 1.4R from the storage system 1R over the entire loading area of the vehicle and also during the spring movements of the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R each as a large single memory 1L and 1R and not the individual memories are used successively.

Come the individual gas pressure accumulators 1.1L . 1.2L . 1.3L . 1.4L 1.1R . 1.2R . 1.3R . 1.4R of the storage system 1L . 1R in succession, because each pressure accumulator is filled with a different filling pressure p1, p2, p3, p4, p5, p6, see 27 , thus creating a suspension system in which the spring force increases exponentially by the nitrogen compression in the first pressure accumulator up to a maximum force and then the exponential nitrogen compression in the next pressure accumulator to the spring force of the previous pressure accumulator, see 28 , In the course of the force of the vehicle suspension, a step-like force increase occurs during the compression movement of the spring cylinders and a similar step-like force drop in the rebound movement of the spring cylinders. Such a suspension behavior of the vehicle spring system leads to a behavior of the vehicle, which is no longer easily controllable by the driver of the vehicle, and this results in an increased risk of an accident.

For a safe driving behavior and comfortable driving of the vehicle, it is advantageous if there is no step-like force curve of the vehicle suspension during a spring movement. Advantageously, the vehicle suspension should feather uniform over a large range of vehicle load. This is realized by the fact that the gas space 118 every single memory 1.1L . 1.2L . 1.3L . 1.4L and 1.1R . 1.2R . 1.3R . 1.4R with the same filling pressure P1.1 via a gas filling valve 124 is filled and the filling pressure P1.1 a large single memory 1L . 1R equivalent. Deviating from this is the gas space 123 every single memory 1.1L . 1.2L . 1.3L . 1.4L and 1.1R . 1.2R . 1.3R . 1.4R via a gas filling valve 125 filled with a filling pressure P7, which is different than the filling pressure P1.2 a large gas space 123 a single memory 1L . 1R , please refer 26 and 29 , This is necessary so that the shorter stroke of the piston 119 every single memory 1.1L . 1.2L . 1.3L . 1.4L and 1.1R . 1.2R . 1.3R . 1.4R the same pressure change in the gas space 123 has, as a longer single memory 1L . 1R , Without this pressure adjustment of the filling pressure P7 of the gas space 123 the storage system works 1L . 1R not correct, as a same as in a large gas space 123 filled filling pressure through the other stroke of the piston rod 122 another nitrogen compression in the gas space 123 Has.

In the nitrogen filling of gas space 118 and also gas space 123 must be noted that an unavoidable tolerance in the nitrogen filling to a difference in pressure rise in the gas space 118 , or in the gas space 123 leads, and thus the gas storage do not work synchronously, which may result in a disturbance in the force curve of the vehicle suspension.

In an improved for the filling pressure setting and also for a later service execution of the storage system 1L . 1R become in the storage system according to the invention 1L . 1R with individual memories 1.1L . 1.2L . 1.3L . 1.4L and 1.1R . 1.2R . 1.3R . 1.4R the gas space 118 interconnected and also the gas space 123 is connected with each other. The 30 shows this improved storage system 1L . 1R as an example with three individual memories.

The gas rooms 118 be over line 126 connected to each other and the nitrogen is via gas filling valve 127 together in the gas rooms 118 filled, and the gas chambers 123 be over line 128 connected to each other and the nitrogen is via gas filling valve 129 together in the gas rooms 123 filled.

Because the gas rooms 118 and also the gas rooms 123 through the pipe 126 and direction 128 each connected, it is ensured that in all gas rooms 118 the same Stickstoffeinstelldruck is and also the set pressure in all gas chambers 123 is the same and an unavoidable filling tolerance does not lead to different compression in the gas spaces 118 and the gas chambers 123 the single store 1.1L . 1.2L . 1.3L . 1.4L and 1.1R . 1.2R . 1.3R . 1.4R of the storage system 1L . 1R ,

By the parallel connection of all gas rooms 118 All rooms work together like the one big gas room 118 a single, extremely large single memory 1L . 1R , and the same is true of all gas chambers 123 the case. The filling pressure P1.1 of the gas chambers 118 is equal to the filling pressure as in an extremely large gas space 118 a big store 1L . 1R , and the same applies to the parallel gas chambers 123 with the filling pressure P1.2.

Not only the actual suspension system with the shock absorbers has an influence on the driving behavior of a vehicle, but also the vehicle wheels with the tire suspension have a noticeable influence on the driving comfort.

As already described above, vehicle tires with large volumes of air, as is necessary with tires with very high load capacity, have the disadvantage that a tire suspension is present that can not be damped. The vehicle tends to hoist with such tires.

From the knowledge that the above-described vehicle spring system with the "damping-free" deflection transmits extremely little, or hardly noticeable shocks from the road to the vehicle frame, the vehicle wheel 6L . 6R designed so that this causes no lifting oscillation or stimulates such and still allows a higher load. 31 and 32 shows the vehicle according to the invention 6L . 6R for vehicles with a payload of 100 tons and more.

The vehicle wheel 6L . 6R is designed so that it is made of a disc 130 and a ring firmly connected to it 131 with vulcanized or glued wear-resistant coating 132 exists, see 1 to 5 and 31 , The disc 130 has a central hole 133 and on a radius 134 drilling 135 for fastening the vehicle wheel with the vehicle axle. The coating 132 is the tread of the wheel 6L . 6R , and in a preferred embodiment, the coating 130 a layer thickness of about 100 mm and consists of an abrasion-resistant rubber compound.

In an improved embodiment, the vehicle wheel 6L . 6R provided on the tread with a coating 136, which consists of at least two superimposed and firmly bonded layers 137 . 138 composed, see 32 , The one on the ring 131 vulcanized or glued coating 137 is softer than the outer, more wear-resistant overlay 138 , The inner softer coating 137 is in a preferred embodiment about 40 mm thick and the outer harder wear-resistant coating 60 mm thick. Because the outer coating 138 something in the softer coating 137 can be pressed, the wear of the outer coating 138 reduced. This wear reduction is due to the fact that when passing over a stone, for example, the outer layer 138 it does not oppose the stone with any surface, but yields something that drastically reduces the impact on the tread and thus reduces the force that causes the wear.

For a wheel change, it would be advantageous if with the hydraulic spring system, as described above, an axle could be raised. Since for such an increase of an axis shut-off devices between the accumulator system 1L . 1R and the spring cylinders 3L to 3.3R into the pipe system 4 must be switched, and these shut-off means very high flow losses during a spring movement, such a solution is not realized because of drastic Fahrkomforreduzierung in the spring system according to the invention, but another lifting device for the axles is installed in cooperation with the above-described spring system in the vehicle in 33 and 34 shown.

For every vehicle wheel 6L . 6.1L . 6.2L 6.3L . 6R . 6.1R . 6.2R . 6.3R are in the vehicle frame 7 in a warehouse 139 rotatably mounted hooks 140 , and these are by slidably mounted in the vehicle frame bolts, in the following sliding bolt 141 called, held in its folded position, see 33 , The sliding latch either engages in a hole in the hook 140 or under a pen 142 , as in 33 shown. An axis 143 is a holder 144 with bolts 145 , With the holder 144 together and that the bolt 145 embracing hook 140 the axle can be held in such a raised position that a wheel 6L . 6.1L . 6.2L 6.3L . 6R . 6.1R . 6.2R . 6.3R even with a compression movement of the vehicle, the roadway is not affected, see 34 ,

So that the axis to be lifted 143 with the hook 140 can be connected, the vehicle is brought into the maximum lowered position. This is done via a hydraulic block 146 with electrical switching valves 147 . 148 Oil from the spring system via line 151 in an oil tank 152 drained and the vehicle lowers to the maximum lowest position, see 35 , The sliding bolt 141 is moved so that the hook 140 can move down and the bolt 145 encloses. With the help of the oil pump 149 will the vehicle, after hooking the hook 140 in the holder 144 , raised again until the vehicle is in the driving level.

To lift the vehicle back to the driving position is with the oil pump 149 over the line 150 Oil in the hydraulic block 146 pumped, and by electrical switching of the switching valves 147 . 148 becomes the oil flow to, with pipe 69L . 69R connected line 153 . 154 released, and the oil flows into the piping system 4 , the spring cylinders 3.1L . 3.2L or 3.1R . 3.1R and in the storage system 1L or 1R ,

This in 1 to 5 Spring system shown is the system for one axis or for several interconnected axes. In a wheeled vehicle, at least two suspension-independent axles are necessary, ie a front axle and a rear axle. Both the front axle and the rear axle can consist of a single axle or several interconnected axles. For the raising and lowering of a vehicle is thus in the front and rear axles and also in the right and left side of the vehicle independently with the oil pump 149 Pumped oil or from these into the tank 152 drained.

To keep the spring system absolutely tight while driving, the oil pump works 149 not directly via the switching valves 147 . 148 on line 153, 154 but between switching valve 147 . 148 and direction 153 . 154 in the pipe system 4 is a hydraulic pilot operated check valve 155 . 156 switched, see 35 , In the case of a check valve which can be unlocked, the oil can flow through in one direction of flow, and in the other direction of flow the valve must be opened by hydraulic pressure. When oil is pumped into the spring system, it flows without the check valve 155 . 156 is opened, in the line 153, 154. If oil is discharged from the spring system, so is the pump pressure of the oil pump 149 via the switching valve 147 , or switching valve 148 the check valve 155 , or the check valve 156 via a control line 157 or control line 158 open, and the oil can then pass through the pipe 153 or lead 154 , the check valve 155 or the check valve 156 via the switching valve 147 or the switching valve 148 and direction 151 in the oil tank 152 flow away.

Sensors, not shown on the vehicle, it is determined whether the driving level is reached on all vehicle axles when lifting or lowering, and depending on the signal from the sensors, the valves 147 . 148 switched so that either oil in line 153 or lead 154 flows or through the pipe 153 or lead 154 via control block 146 and direction 151 in the oil tank 152 is derived. The vehicle can thus be raised and lowered independently of each other, page by page and also front and rear.

A raising or lowering of the vehicle in the driving level is necessary, for example, after a charge change, since at less charge, the nitrogen in the storage system 1L . 1R expands and thus the oil from the storage system is pressed into the spring cylinder, which has a lifting of the vehicle result, or in a heavy vehicle, the oil from the spring cylinders in the storage system 1L . 1R is pressed, causing the vehicle to lower. If the vehicle is brought back into the driving level after a charge change, this is done when lifting and lowering with the aid of the pump pressure of the oil pump 149 , With this pump pressure are also the check valves 17 and 18 in the valve unit 16 opened and the changed system pressure of the spring system after a charge change is in pressure accumulators 19 . 20 saved. The control of the damping system 2 turns in an oil pressure change after a lifting or lowering automatically on the other vehicle weight and thus has a weight and the suspension accordingly controlled rebound damping at Einzelrad-, parallel or opposite suspension.

Unlike a steel or air suspension in which the vehicle suspension, the dampers are connected in parallel, in the spring system described above, the damping in series with the suspension element storage system 1L , 1 R switched. The series connection suspension and damping arises because the suspension is the nitrogen volume in the storage system 1L . 1R is and the pressure of the nitrogen with oil through the damping system 2 on the spring cylinder 3L . 3.1L . 3.2L . 3.3L . 3R . 3.1R . 3.2R . 3.3R is transmitted.

The invention is not limited to the illustrated and described embodiments but also includes all the same in the context of the invention embodiments. It is expressly emphasized that the exemplary embodiments are not limited to all the features in combination, but rather each individual partial feature may also have an inventive meaning independently of all other partial features. Furthermore, the invention has hitherto not been limited to the combination of features defined in claim 1, but may also be defined by any other combination of specific features of all the individual features disclosed overall.

LIST OF REFERENCE NUMBERS

1L, 1.1L, 1.2L, 1.3L, 1.4L, 1.5L

Accumulator system

1R, 1.1R, 1.2R, 1.3R, 1.4R, 1.5R

Accumulator system

2

cushioning system

3L, 3.1L, 3.2L, 3.3L,

spring cylinder

3R, 3.1R, 3.2R, 3.3R

spring cylinder

4

line system

5

elastic coating

6L, 6.1L, 6.2L, 6.3L,

vehicle

6R, 6.1R, 6.2R, 6.3R

vehicle

7

vehicle frame

8L, 8.1L, 8.2L, 8.3L,

camp

8R, 8.1R, 8.2R, 8.3R

camp

9L, 9.1L, 9.2L, 9.3L,

Swing

9R, 9.1R, 9.2R, 9.3R

Swing

10

direction of travel

11.1L, 11.2L, 11.1R, 11.2R

flow distributor

12L, 12R

flow distributor

13.1L, 13.2L, 13.1R, 13.2R

flow distributor

14L, 14R

flow distributor

15L, 15.1L, 15R 15.1R

damping valve

16

valve unit

17, 18

Double check valve

19, 20

accumulator

21, 22, 23, 24, 25, 26

hydraulic line

27, 28L, 28R, 29

hydraulic line

30, 31, 32, 33

the oil space

34, 35

hydraulic line

36, 37, 38, 39

piston

40, 41

lateral surface

43, 44

poetry

45, 46

mushroom-shaped piston part

47.48

ground

49,50

pot

51, 52

Rifle

53, 54

Hydraulikverschraubung

55, 56

shoulder

57, 58, 59, 60

drilling

61, 62

disc

63, 64

basket

65, 66

Hydraulikverschraubung

67.68

the oil space

69L, 69R, 70, 71, 72, 73

hydraulic line

74.75

Hydraulikverschraubung

76, 77

increase in circumference

78, 79, 80, 81

piston area

82, 83, 84, 85, 86, 87

poetry

88, 89, 90, 91

the oil space

92, 93,

piston area

94, 95

mushroom-shaped piston part

96, 97

piston area

98, 99

ring surface

100, 101

Piston part cone-shaped

102, 103

Bore stepped

104, 105

drilling

106, 107

step

108, 109

Piston spring cylinder

110, 111

poetry

112L, 112.1L, 112.2L, 112.3L

piston chamber

112R, 112.1R, 112.2R, 112.3R

piston chamber

113L, 113.1L, 113.2L, 113.3L

annulus

113R, 113.1R, 113.2R, 113.3R

annulus

114

V-shaped channel

115, 116, 117

channel

118

Gas space, nitrogen filled

119

piston

120

poetry

121

the oil space

122

piston rod

123

Gas space, nitrogen filled

124, 125

gas valve

126

management

127

gas valve

128

management

129

gas valve

130

disc

131

ring

132

coating

133

hole

134

radius

135

drilling

137, 138

coating

139

camp

140

hook

141

Shootbolt

142

pen

143

axis

144

holder

145

bolt

146

hydraulic block

147, 148

switching valve

149

oil pump

150

hydraulic line

151

management

152

oil tank

153, 154

management

155, 156

check valve

157, 158

control line

Claims (16)

Vehicle spring system for multi-axle wheeled vehicles, in particular for wheeled vehicles with a weight loading preferably greater than one hundred tons of material to be transported, comprising in the vehicle frame (7) rotatably mounted rockers (9L, 9.1L, 9.2L, 9.3L, 9R, 9.1R, 9.2R, 9.3R ), which guide the vehicle wheels (6L, 6.1L, 6.2L, 6.3L, 6R, 6.1R, 6.2R, 6.3R), as well as spring cylinders (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2 R, 3.3R) which are mounted on one of the swing arms (9L, 9.1L, 9.2L, 9.3L, 9R, 9.1R, 9.2R, 9.3R) and on the other side on the vehicle frame (7), a hydraulic line system (4) and in this line system (4) integrated damping system (2), and with this damper system (2) through line system (4) Associated pressure storage system (1L, 1R), characterized in that the damping system (2) comprises two damping valves (15L, 15.1L, 15R 15.1R), a valve unit (16) said valve unit (16) has double check valve (17, 18), which by the oil pressure of a lpumpe (149) are switched to flow and so the pressure accumulator (19, 20) filled with pressure oil or pressure oil is discharged from this and that this oil pressure acts as a control variable for the load-dependent damping of the damping valves (15L, 15.1L, 15R 15.1R) and that the oil pressure in the storage system (1L, 1R) and the oil pressure of the pressure accumulator (19, 20) together with the oil pressure in the spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R) Control variable for the load-dependent damping attributable path-dependent damping of the damping unit (2). Vehicle suspension system according to Claim 1 , characterized in that the damping of the vehicle spring system by the damping system (2) with two damping valves (15L, 15.1L, 15R 15.1R) depending on the vehicle load, the suspension stroke of the spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R , 3.1R, 3.2R, 3.3R), a parallel suspension or a Einzelradfederung or an opposing suspension or a hybrid form of the three types of suspension dampens only in the rebound direction and in a special way in a Einzelradfederung the damping system (2) only from about the driving position in the direction the rebound of the spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R) dampens the spring movement. Vehicle suspension system according to Claim 1 and 2 , characterized in that the control for a damping change of the damping valves (15L, 15.1L, 15R, 15.1R) during a spring movement is not by the lifting speed of the spring cylinders (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R), but by the position of the spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R) during the suspension stroke. Vehicle suspension system according to Claim 1 to 3 , characterized in that the damping system (2) with the two damping valves (15L, 15.1L, 15R 15.1R) and valve unit (16) on at least one or more consecutively arranged vehicle axles with the spring cylinders (3L, 3.1L, 3.2L, 3.3 L, 3R, 3.1R, 3.2R, 3.3R). Vehicle suspension system according to Claim 1 to 4 , characterized in that in the damping valve (15L, 15.1L, 15R 15.1R) is a piston (36, 37, 38, 39) with mushroom-shaped piston part (45, 46, 94, 95), which with the oil pressures of the oil chambers (30 , 31, 32, 33, 67, 68, 88, 89, 90, 91). Vehicle suspension system according to Claim 5 , Characterized in that on the lateral surface of the piston (36, 37, 38, 39) in the damping valve (15L, 15.1L, 15R 15.1R) elastic seals (43, 44, 82, 83, 84, 85, 86, 87) are biased so that these seals (43, 44, 82, 83, 84, 85, 86, 87) on piston (36, 37, 38, 39) have a restoring force to the oil chamber (32, 33) out and by this restoring force on piston (36, 37, 38, 39) an opening (57, 58, 102, 103, 104, 105) between the oil chamber (67, 68) and oil chamber (30, 31) is switched, the a small oil flow between the oil chamber (30, 31) and the oil chamber (67, 68) is possible. Vehicle suspension system according to Claim 5 and 6 , characterized in that the stroke of the piston (36, 37, 38, 39) for adjusting the damping of the damping valve (15L, 15.1L, 15R 15.1R) is between 0.5 mm and 1.5 mm and in a preferred embodiment 1 , 0 mm. Vehicle suspension system according to Claim 5 to 7 , characterized in that the oil space (32, 33) by the pressure in the pressure accumulator (19, 20) is acted upon and the Olverbindung by line (21, 23) between pressure accumulator (19, 20) and oil chamber (32, 33) allows it in that the piston (36, 37, 38, 39) for damping adjustment of the damping valve (15L, 15.1L, 15R 15.1R) is free to move. Vehicle suspension system according to Claim 1 to 8th , characterized in that the pressure storage system (1L, 1R) consists of at least one pressure accumulator (1L, 1R) and in a preferred embodiment of a plurality of pressure accumulator (1.1L, 1.2L, 1.3L, 1.4L, 1.5 L, 1.1R, 1.2R , 1.3R, 1.4R, 1.5R). Vehicle suspension system according to Claim 1 to 9 , characterized in that in the accumulator system (1L, 1.1L, 1.2L, 1.3L, 1.4L, 1.5 L, 1R, 1.1R, 1.2R, 1.3R, 1.4R, 1.5R), the nitrogen-filled gas spaces (118) by conduction (126) are interconnected and filled via fill valve (127) with nitrogen and that the nitrogen-filled gas chambers (123) with line (128) are interconnected and filled via filling valve (129). Vehicle suspension system according to Claim 1 to 10 , characterized in that the annular space (113L, 113R) of the spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R) via line (70, 71) with the pressure storage system (1L, 1.1L, 1.2L, 1.3L, 1.4L, 1.5L, 1R, 1.1R, 1.2R, 1.3R, 1.4R, 1.5R) and the pressure in the accumulator system (1L, 1.1L, 1.2L, 1.3L , 1.4L, 1.5L, 1R, 1.1R, 1.2R, 1.3R, 1.4R, 1.5R) amplifies the rebound damping of the damping system (2). Vehicle suspension system according to Claim 1 to 10 , characterized in that to compensate for a different weight of the right and left side of the vehicle hydraulic pressure from the piston chamber (112 L) via line (69 L, 73) in the annular space (113 R) is passed and the hydraulic pressure from the piston chamber (112 R) via line ( 69R, 72) is directed into the annulus (113L) and the hydraulic pressure in the piston chamber (112L, 112R) damps the spring cylinders (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R) reinforced by the damping system (2) in the rebound direction. Vehicle suspension system according to Claim 1 to 12 , Characterized in that in the line system (4) to minimize the flow resistance of the flow distributor (11.1L, 11.2l, 11.1R, 11.2R, 12L, 12R, 13.1R, 13.2R, 13.1L, 13.2L, 14L, 14R) having flow channel (114, 115, 116, 117) are installed. Vehicle suspension system according to Claim 13 , characterized in that the V-shaped flow channel (114) in the flow distributor (11.1L, 11.2L, 11.1R, 11.2R, 12L, 12R, 13.1R, 13.2R, 13.1L, 13.2L, 14L, 14R) forms an angle (β, β / 2) to each other, which is in a preferred embodiment of the angle (β) between 15 ° and 20 °. Vehicle suspension system according to Claim 1 to 14 , characterized in that the vehicle wheel (6L, 6.1L, 6.2L, 6.3L, 6R, 6.1R, 6.2R, 6.3R) of a disc (130) with bore (133) and on a radius (134) arranged bores (135) and ring (131) integral with the disc (130) and the outer surface of the ring (131) has at least one resilient and wear-resistant coating (5, 132, 136, 137, 138), the layer thickness of the coating ( 5, 132, 136, 137, 138) in a favorable embodiment is about 100 mm and either of a rubber layer (132) of about 100 mm, or in a preferred embodiment of two superimposed coatings (136, 137, 138) a total thickness of about 100 mm, with the approximately 40 mm thick inner coating (137) being more elastic than the outer wear-resistant coating (138). Vehicle suspension system according to Claim 1 to 15 , characterized in that in the line system (4) of the vehicle spring system except the damping unit (2) between memory system (1L, 1R,) and spring cylinder (3L, 3.1L, 3.2L, 3.3L, 3R, 3.1R, 3.2R, 3.3R ) are not the suspension comfort affecting valves for the hydraulic holding up the vehicle wheel (6L, 6.1L, 6.2L, 6.3L, 6R, 6.1R, 6.2R, 6.3R), but the vehicle wheel (6L, 6.1L, 6.2L, 6.3 L, 6R, 6.1R, 6.2R, 6.3R) is in case of need by a hook (1408) which is rotatably mounted in a, in the vehicle frame (7) mounted bearing (139), in cooperation with a holder (144) Bolt (145) held in maximum raised position and when the wheel is not raised during normal driving, the hook (140) by a slide frame (141) slidably mounted in the vehicle frame (7) in cooperation with a hook (140) fastened bolt (142) is held in the uppermost position.

Images