DE1963704U - CAR. - Google Patents

Description

! A.231 652-26.4.67 "

ALFRED TEVES KG. PGm 28-6

_. _ ■ .-, ", ν April 8, 1964

Frankfurt (Main) ■.

Suspension , in particular for motor vehicles

The invention relates to a suspension, in particular for Motor vehicles with hydraulic shock absorbers on the wheels the front axle and rear axle, the working areas of which are connected diagonally by cables. With the well-known Single-acting shock absorbers are used for suspension an oil motor is switched on, the oil motors and the shock absorbers can be connected diagonally to a pressure accumulator. Shaking vibrations can occur with this suspension be included in the way that wheels that face each other Opposite diagonally, go up and down other wheels, using only the hydraulic means shifts in connecting lines without increasing the pressure in the whole systera changes. Ea are torsion bars for Coupling of the diagonally associated motors is used .

Wax of the invention is a 4 ^{e <^ eni} shock absorbers associated inductors, way surge and pressure relief valve "which are connected to a container, the Druciaaittel from the working chamber displaces a shock absorber in the respective working chamber of the shock absorber diametrically opposed. As a result, the same effect as with the known system © can be achieved with considerably less effort.

The invention can have several forms of use set forth in the claims and in the exemplary embodiments of the description are described,

To be continued, see report on hydraulic terrain compensation, Printed matter B »O25-, 01-05 ·

Αΐϊ · * ^ ..iaam

Report on a hydraulic - terrain compensation

B. 025. 01 - ⁰ A TB-HB '/ II. Kl on /

Mechanically, as Grammatz Ic y demonstrated, by a Series of cranks, tie rods and, torsion-bending springs, a terrain compensation .be achieved. In this case, diagonally opposite wheels (in the unloaded state) run the same and neighboring wheels make opposing compensatory movements'. Resilient intermediate links - which are generally dampened are - also allow relatively moved.

Sketch 1 shows how this task can be solved hydraulically. For this purpose, a synchronizing cylinder 1 is connected in parallel to the suspension spring on each wheel. The cylinders V 1, V 2, H 1 and K 2 assigned to the four wheels are hydraulically coupled to one another, as shown, with two connections being required for each wheel. In each of the coupling lines there is a combined. Throttle, liachsauge and pressure limiting valve 2 are arranged, which are jointly connected to an equalizing and liachsaugebehanks 3. In the idle state, this is the hydraulic system release ; a volume at the same time is possible via the axial suction valves in. 2 (analogous to the sniffing hole of the Lockheed system). V / i-rd moves a wheel so quickly during the coupling movement that the other wheels cannot follow, so the pressure relief valve drops into 2 pressure fluid and a relative movement takes place with respect to the other wheels. With the backward stroke, the missing amount of liquid is sucked in via the associated Naohsaugeventil.

The mechanical Gramatzky system for terrain compensation cannot be "switched off". With the .hydraulic system according to the above proposal, this is without special Difficulties due to the arrangement of one .'4 / 2 -'-, legeven ^ ilan every cylinder possible as sketch 2 shows. In the illustrated switching position of the valve 4 and the four

Alfred Teves

Machine and armaluron factory

Frankfurt I Main

Folder No.

TO -36a 36350

KOO DiH k «- 9. 6Y · Weak

, Γ,

Report on a hydraulic .. terrain level

B. 02 5. TB-IIE H. Klein

$ il

L. I. | i ! , ■ s Cj <s
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Hydro-cylinders are coupled in the same way as in sketch 1. If the four valves - mechanically, hydraulically or electrically - are moved into the other switching position, then the double-acting cylinders are short-circuited via a built-in throttle and only work in the manner of "S.to ßdäm" horse. The vehicle then has normal "road driving characteristics". It is conceivable that the valve actuation is coupled with the switch from one-axle to two-axle drive (the former should only be selected for road travel or harmless terrain, the latter for difficult terrain).

Disadvantages of these two solutions are the expenditure on connecting lines (two per wheel) and the relatively large installation length of the hydraulic cylinder 1 (approximately three times the spring stroke). As will be shown in the following, these disadvantages _{must be} avoided and the terrain compensation, which can be switched off, must even be combined with level control. The block diagram of such a system is shown on sketch sheet J.

Each of the four suspension struts 10 is connected to the central block 11 by a line (hose and pipe). The strut consists of a suspension spring 10.1 and a single-acting hydraulic cylinder 1.0.2 connected in parallel, both of which are involved in the transfer of wheel loads. In this way _t the hydraulic system is under a certain pressure, which is by a feed pump 12, which is the castle to the block 11, is maintained. The central block has two signal inputs; 11.1 Level setpoint, 11.2 terrain compensation on - off and a signal output: 11.3 oil level indicator.

Both the spring legs 10, the pump 12 and the block 11 are to be imagined as compact, closed, interchangeable structural units. '... ■■

Il 1 Alfred Teves

■ \ J j machines · and armature factory

³ I Frankfurt / Main

Folder No.

TB-36a 36350

OW A 4 · S, U · f'ani liclittr ΛοοΛ /, Fpti.

Report on hydraulic terrain adjustment

B. 0.2 5.03 TB-HE *

H. Klein

The construction of such a plant is thus so that this is not technically understood Ausgebiloeten without difficulty from easy - properly operated and maintained ^v v / ground pot

With Hilie from sketch 4, let us now consider the mode of operation dea terrain compensation considered: In this case they are two double-acting coupling cylinders with continuous piston rods K 1 and K 2 are rigidly connected by coupling 11.2. For example, suspension strut V 1 now springs as a result of an unevenness in the roadway a, then the struts H 1 and V 2 to the same rebound and strut H 2 to the same compression movement forced. The combination valves 2, via which Here, however, the feed pump 12 feeds into the suspension system. The feed pressure is set by a pressure relief valve 11.1. Centering springs 13. lead the coupling cylinders dormant oil column back in the message.

By opening the coupling 1.1.2, the foundation compensation is switched off. The coupling of the struts V 1 with II 1 through K 1 and V 2 with H 2 through K that remains when the clutch is disengaged corresponds to that of the Iu composite suspension system . orris 110 0 (ATZ 64 (1962), p. 332 ff.). To avoid pitching vibrations and lateral inclinations, the Morris 1 1 0 (Drehotab stabilizers are provided. These can "be replaced here by an elastic, damped coupling of the cylinders K 1 and K 2 (spring 14.1, damper 14.2)"

In terms of installation, this solution offers the advantage that the Strut dimensions can be determined solely by the simple spring and level control stroke and the coupling cylinder with larger dimensions

z /

Piston diameter than cylinder 1.0.2, but with a smaller one: Hub can be executed.

Alfred Teves

Machinery and fittings factory

Fran k / urt / MaIn

Folder No.

TB -36a 35350

10000 DIN H ■ iU. Frani RicHtt «« »/, Fjm.

Report on a hydraulic ground leveling

B.025.04 / TB-I-LE / H.Kien

The level control of this composite suspension is done durckab häpgig duroh adjustment of the pressure limiting valve 11.1. As already mentioned, the wheel load P is partly due to the Suspension spring 10.1 to the other part P ^ through the hydraulic cylinder 10.2 and it applies

or with linear characteristics of the suspension spring;

P- f-C i-p-F

and

* ■ Δ, ρ-F

If, with the wheel load remaining the same, P ρ, then the structure is reversed

enlarged,

which corresponds to a reduction in compression and was shown in sketch 5 a) in the P - f diagram. It also follows from this relationship that a wheel load change δΡ due to a change in pressure

i3 ία I

can be compensated so that Δ-f'D or / = oonst. remains. In the most general Pail is (sketch 5 b)

while-as a result of the hydraulic coupling have to be. The consequence of this is that too

is. With a skilful, averaged interpretation, however, everyone can Case not only achieved that.

ff / Qi < <r "io

Alfred Teves

Maschinen · und Armaturenfabrik KG Frankfurt I Main

Folder No.

- 5 -

TB -3Sa 36350

SOuO DIN A 4 · 2nd il. · Frtnl 8'Ctiler , Voc * /, f / m.

ί. ζ.

Report -over a hydraulic terrain

B.025.05 TB-HB I H.Kle ^ L

% i ¹ S, ⁱ ε S

Wed

ill

remains, but also the loading tendency of the structure is characterized duroh

becomes smaller than without level control and with load smoothness always zero,

Sketch 5 c) shows the effect of the terrain leveling in the P - f diagram with a quasi-static change, where Pg a o'onst. remains. As can be seen for each axle and the entire vehicle "ΣΡ β oonst"

Alfred Teves

Maschinen- und Armalurenfabrik KG Frank} urf IMain

Folder No.

TB -36a 36350

10000 DlH A 4 - ?. (3. ■ Frani Richltr Had /, f / m.

Claims (8)

ALFRED TEVES KG. PGm 2-876- Prankfurt (Main) April 8, 196 patent claims 1. Suspension j especially for motor vehicles, with hydraulic shock absorbers on the wheels, the front axle and rear axle ©, the working area © of which is connected diagonally by lines, characterized by the fact that each StoiMämp £ ey (l, 10) associated throttle, suction and pressure relief valve (2), which are connected to a container (3), the pressure medium is displaced from the working area of a shock absorber Ih the corresponding working area of the diametrically opposite shock absorber. 2. Suspension according to claim 1, characterized in that g ■ θ Ic e η * n ζ β i C h «. η & t that the shock absorbers (1) are double-acting, two-sided piston rod cylinders, of which the working space on the axle side © of an axle and the superstructure part . The work areas of the other axis © are connected to one another. 3 x suspension according to claim 2, daduroh geke ti η ζ e i C h n et that assigned by jedein shock absorber (1) 4/2-Xiegeventile (h) the two working chambers of each shock "damper (1) Turn briefly au are. k · I ₁ characterized suspension ek e g to i ze Fane c t that the shock absorber strut (io) kolbensylindern with immersion (10.2) according to claim. 5- suspension according to claim k- _t gekennzeic characterized Fane t that the working spaces of the Tauchkolbenaylinder (10.2) each ¥ agrenseite to the working spaces of a respective Kupplunge ~ Cylinder (Κ1, Κ2) are connected, the double-acting, are double-sided piston rod cylinders whose Piston rods are to be rigidly coupled. 6. Suspension according to claims 4 and 5t characterized by a releasable coupling (ll.S) between the piston rods of the coupling sylids (Κ1, Κ2). 7 · Suspension according to claim 6, characterized in that the piston rods of the jacking cylinders (Kl, Κ2) via a compression-tension spring and a double-acting shock absorber (14.2) together support, which is assigned to the fixed coupling (11.2) in parallel. 8. Suspension according to claims 6 and 7 »g e k e η η ζ e i c h η'.β t through © ine level control pump (ΐ2 ·) with a connected »adjustable pressure relief valve, the two throttle, machined eye and pressure relief valves (2) is connected, through which the working spaces of the shock absorbers (10) are connected to the volume-compensating working spaces of your coupling cylinder (K1, K2) are connected.