Daimler Chrysler Ag

Daimler-Benz Ag

Other

Bernd Acker

Thomas Szell

Gerhard Meier

Werner Busch

Martin Winkler

Darko Meljnikov

Hans-Peter Klander

Gerhard Thurow

Karl-Heinz Roess

Christoph Bank

Paul Cerny

Hubertus Christ

Walter Schulz

Matthias Roemer

Matthias R&ouml;mer

Ruediger Rutz

Peter G&ouml;nnheimer

Karl-Heinz R&ouml;ss

R&uuml;diger Rutz

Friedrich-Wilhelm Schl&uuml;ter

Arnulf Sponheimer

Cornelius Statescu

Rudlf Reinhardt

Martin Spieth

Wolfgang Krause

Peter Goennheimer

Robert Schussler

Udo Reber

In a method for influencing the roll behavior of a motor vehicle having at least one axle with wheels at opposite sides of the motor vehicle, vehicle body movements caused by transverse forces acting at the center of gravity are reduced in that for each vehicle axle wheel, a stabilizer with a hydraulic actuator generating a controllable force is provided and the stabilizer force is transmitted to the respective wheels and vehicle body for counteracting the vehicle body roll movements so as to improve the roll behavior of the vehicle with respect to accuracy and reaction speed.

Method for influencing the roll behavior of motor vehicles

A combined spring/damper system for the support of wheel suspensions or axles on a vehicle body, with a tubular concertina which is mounted between an outer bell and a rolling piston and the meniscus of which is guided on a cylindrical inner-wall region of the outer bell and a cylindrical outer-wall region of the rolling piston. The outer bell or the rolling piston of the displacer is supported between the vehicle body and the chassis in at least one articulated support. The concertina space is filled with a fluid and communicates with a hydraulic accumulator mounted on the chassis side or on the vehicle-body side. Thus, a combined spring/damper system is provided, which includes a low-friction and virtually maintenance-free displacer.

Spring-shock absorbing system with tubular rolled bellows

A combined spring-and-shock-absorber system for supporting wheel suspensions or axles on a vehicle body has a tubular roll bellows (U-bellows) arranged between a wheel-bearing or wheel-controlling connection and a connection on the vehicle body side, the bellows being arranged between an outer bell and a rolling piston, the outer bell and the rolling piston, in each case, having at least partially varying diameters over the height of the corresponding component, and having walls that contact the tubular roll bellows. Both ends of the tubular roll bellows being sealingly secured on the rolling piston at segments having different diameters, the lower mounting section having a larger diameter than the upper mounting section. For this purpose, a tubular roll bellows is used, which is configured as a differential roll bellows, whose interior is filled with a fluid and communicates with a hydraulic accumulator supported on the chassis and/or vehicle body. On the basis of the present invention, a combined spring-and-shock-absorber system is developed, which contains a friction-free displacement device in a thin construction.

Spring-and-shock absorber system having differential roll bellows

In a suspension of a vehicle wheel on a vehicle body, including a spring element for accommodating the compressive forces acting between the vehicle wheel and vehicle body and with a linear actuator for adjusting the kinematics and the distance between the vehicle wheel and the vehicle body, the spring element and the linear actuator include at least one tubular contraction element with at least one hydraulic or pneumatic or hydropneumatic pressure chamber enclosed in a casing, which is designed in such a way that a pressure rise in the pressure chamber widens the casing radially and shortens it axially.

Wheel suspension of a motor vehicle

A stabilizer arrangement for a motor vehicle for coupling two wheels of a vehicle axle line includes a first stabilizer part assigned to one wheel and a second stabilizer part assigned to the other wheel. An actuator couples the stabilizer parts and makes possible a pretensioning of the stabilizer parts. The first stabilizer part is connected non-rotationally with a first actuator connection and the second stabilizer part is connected non-rotationally with a second actuator connection. In order to provide stabilizer arrangements which can be used within the scope of large-scale production, at least one of the stabilizer parts is connected either directly with the associated actuator connection by a self-welded connection, such as friction welded connection or a laser welded connection, or is connected indirectly with the associated actuator connection over a coupling element, connected non-rotationally with the stabilizer part.

Stabilizer arrangement for a motor vehicle and method of making same

For a pivot motor with frame-like sealing elements which are situated in grooves of its vanes, the invention proposes a design in which the frame has an encircling channel which faces its interior and in which an inner sealing insert engages by means of its periphery.

Pivot motor

A method for influencing the roll response of motor vehicles having at least three wheels, the method using transverse forces acting on the center of gravity to reduce vehicle body motion. A two-part stabilizer for a vehicle axle, in which a hydraulic actuator is integrated, and which can twist the two stabilizer halves with respect to one another, is used. The moment introduced into the stabilizer is transferred to the respective knuckles via the stabilizer leg. A roll moment resulting from the transverse force acting on the vehicle is compensated by this moment. Roll behavior with respect to accuracy and speed of response is improved.

Method of influencing the roll behavior of motor vehicles

Deflection detection pick-ups are arranged at the wheels or wheel suspensions of the vehicle, from the signals of which pick-ups a computer determines an averaged pitch angle. These averaged actual values are compared with predetermined or predeterminable set values. the correction of the supporting forces of the support assemblies effected thereupon by the computer is dependent on the extent to which the vehicle body has to execute pure lifting movements, pure rolling movements and/or pure pitching movements to approximate the actual values to the set values and in which proportions the forces necessary for the damping of rolling or pitching movements are to be applied by the support assemblies of the front or rear wheels. In this case, the forces serving for the compensation of rolling movements can be distributed over the front and rear wheels in such a way that a desired control tendency of the vehicle, in particular a tendency toward under-controlling, is obtained.

Active suspension system

An arrangement for regulating the torque transmitted by friction type gear shifting elements whereby, at every point in time throughout a previously specified time duration of a gear shifting operation, the clutch torque which is necessary at that point in time and is defined as a minimum torque, is computed utilizing measured values of an input and output rotational speed of a change-speed transmission or a gearbox, as well as measured values of an operating pressure of the friction-type gear shifting elements. At the minimum torque the relative rotational speed of the parts of the friction-type gear shifting elements, for example, parts of a friction-type clutch, a difference between an input and output speed of the change-speed transmission or gearbox remains constant. At the same time, an additional torque is computed in accordance with a prespecified function. The operating pressure of the friction-type gear shifting elements is then adjusted analogously to an output signal U, with the output signal being an analog of a sum of the necessary torque and additional torque.

Control system for vehicular friction-type transmission clutch

A brake force controller for vehicles, particularly automotive vehicles, with a back-control of the brake pressure of the pressure control medium for enabling various control conditions in response to input signals. The input signals are formed in accordance with sensed conditions including at least one of circumferential wheel force, pressure in the master brake cylinder, pressure in the wheel brake cylinder, a predetermined critical or limit pressure in the wheel brake cylinder, the pressure in the wheel brake cylinder when the maximum is exceeded which is stored, and first and second time intervals corresponding to the length of time predetermined control conditions are effective, respectively. In accordance with the signals, the back-control is effective for enabling control conditions of rapid pressure increase, pressure decrease, pressure maintained and gradual pressure increase.

Brake-force controller for vehicles

Growing community of inventors

Esslingen, Germany

Bernd Acker