Daimler-benz Ag

Daimler Chrysler Ag

Mercedes-benz Aktiengesellschaft

Peter Tattermusch

Einhard Kleinschmit

Harald Reimold

Ulrich Zech

Werner Konig

Gunter Bartel

Thomas Huch

Robert Bik

Gunther Haverbeck

A hydraulically damping elastomeric bearing suitable for mountings in a motor vehicle includes an elastic block which is arranged between an outer sleeve and an inner sleeve coaxial thereto and which connects these elastically to one another, and at least two chambers which are filled with a liquid damping medium and communicate with one another via at least one throttle duct. In order to improve the damping properties of the elastomeric bearing, four chambers are provided, which are arranged in one plane, the four chambers each being arranged in one of four quadrants which are formed via two intersecting axes arranged in the plane, and that at least two throttle ducts be provided, via which at least one chamber which is arranged on a first side of the first axis communicates with at least one chamber which is arranged on a second side of the first axis, and via which at least one chamber which is arranged on a first side of the second axis communicates with at least one chamber which is arranged on a second side of the second axis.

Hydraulically damping elastomeric bearing

A device is configured to set the toe-in of wheels of motor vehicles, especially in the case of unsteered axles of motor vehicles. Both the toe-in and the tilt of the toe-in curve are adjustable. Adjusting disks can be fixed with respect to supporting surfaces of the support arms in two positions apart. A kingbolt with associated guides in the adjusting disks assume different elevations with respect to an approximately horizontal reference plane containing the rotational axis.

Device for adjusting motor vehicle toe-in

The present invention relates to an independent suspension system for a vehicle rear axle, the transverse leaf springs articulatedly supporting, at the free ends, one hub carrier per vehicle side; and each transverse leaf spring being braced between its ends on the vehicle body by way of at least one articulation point. In the rear axle, the transverse leaf springs are at least transversely displaceably mounted in the body-side articulation points. In addition, they are articulatedly joined to one another in the region between the hub carriers via at least one coupling element, the pivot points having pivot axes which are aligned at least approximately parallel to the vehicle's vertical axis. At least one coupling element is mounted pivotably on the vehicle body about at least one approximately vertical axis. A vehicle axis thus is created whose transverse leaf springs are precisely guided despite being mounted in vibration-damping fashion on the vehicle body, and are very little influenced in terms of their elastic line.

Vehicle rear axle having at least two transverse leaf springs arranged

An independent wheel suspension for front wheels of a motor vehicle, having a wheel carrier which can be swivelled for steering purposes and whose first and lower joint is disposed on a semi-trailing arm and whose second joint situated above the horizontal wheel center plane is connected with a coupling rod which is supported on the semi-trailing arm in a hinged manner. Either the wheel carrier or the coupling rod is lengthened in the upward direction at least into the close surroundings of the tire tread. At the end of the lengthened portion, a hinge point is situated via which a hinged tie bar is supported on the vehicle front wall. In another variant, the crank formed by the coupling rod and the wheel carrier is supported on the spring strut of the independent wheel suspension.

Independent wheel suspension having a wheel carrier supported via a

In a wheel support frame for connecting wheel support elements of a vehicle to a vehicle body with two longitudinal frame members extending parallel to the longitudinal vehicle axis and two transverse frame members being connected to the longitudinal frame members, at least one of the transverse frame members is connected to the longitudinal frame members by elastic mounts and also the longitudinal frame members which support the wheels are connected to the vehicle body by elastic mounts.

Support frame for connecting the wheel support elements of a vehicle to

A box-shaped chassis support for use in a passenger vehicle is comprised of a top shell and a bottom shell. Each shell is produced from an aluminum sheet consisting of self-hardening aluminum alloy. The shells are welded to one another in the region of their mutually adjoining section legs along the hollow support profile.

Chassis support and process for manufacture thereof

A bearing arrangement of a rear axle transmission case of a motor vehicle has a member frame having one respective linking at both ends of the transmission case situated in the driving direction which acts elastically in at least one direction. I order to have a softer construction with respect to its elasticity in the driving direction than in all other directions. The bearing takes place at least on one of the two ends of the transmission case exclusively by way of at least one lever which can be swivelled in a plane in parallel with respect to the vertical and longitudinal axis of the vehicle and which is linked in the direction of the vertical vehicle axis in mutually spaced positions to the transmission case and in the member frame. In this case at least the bearing arrangement of the lever in the member frame is implemented by means of at least one elastic bearing.

Bearing arrangement of an axle transmission case of a motor vehicle

A motor vehicle rear axle suspension has an inherently stiff axle guide member. The axle guide member is articulated by a universal joint on the vehicle body in the central longitudinal plane of the vehicle. Lateral guidance is effected by a lateral guide linkage. In order to reduce the tendency of the rear axle to oversteer under the action of a lateral force, an axle tube has a configuration curved in the forward direction of travel and is articulated directly on the body by a universal joint.

Rear axle suspension with reduced oversteer

A motor vehicle air spring is arranged between the vehicle body and a link. The spring comprises a housing and piston configured as a double-ring body with inner rings and outer rings defining an annular space for U-shaped bellows. The piston is connected to the link by a joint rod.

Motor vehicle air spring

Two side pieces, each assigned to one longitudinal side of the vehicle, of rear axle supports for passenger vehicles are customarily connected to one another by two transverse tie bars arranged at a distance from one another, In a known type of vehicle, the rearward transverse tie bar, which is designed to be flexible, as seen in the direction of travel, is provided in front of a body cross-member which is directly adjacent to a spare wheel pan, near the rear crumple zone of the body at the floor. In the case of a crash, the spare wheel strikes the rearward transverse tie bar via the spare wheel pan. To increase this crumple zone in the body floor region, the rearward transverse tie bar is provided with lateral clearance between the body cross-member and the spare wheel pan. The body cross-member can thus be arranged at a correspondingly large distance from the spare wheel pan, and a corresponding free path for the spare wheel can be achieved. The profile of the rearward transverse tie bar, which is flexible in the longitudinal direction of the vehicle, will not form a stop unfavorably influencing the desired deformation in the rearward floor region.

Rear axle support for passenger vehicle

A triangular swinging arm loaded via a bearing spring is of nonintegral design and the supporting arm on which the bearing spring is situated is supported with respect to the other, second arm of the triangular swinging arm via two mutually spaced joints.

Triangular swinging arm for wheel suspensions of motor vehicles

The invention relates to an independent wheel suspension for power driven rear wheel motor vehicles, having a wheel carrier and a lower and upper linkage for this wheel carrier. The suspension system has five individual links which are hinged at the wheel side to the wheel carrier and at the body side of the vehicle, with an upper linkage being formed by a rear transverse camber strut link, and a longitudinal tension strut link extending diagonally toward the front inside. The camber strut and the tension strut, as viewed in plan, having an imaginary intersecting point located between their ends and wherein, with respect to the longitudinal direction of the vehicle, the linking point of the camber strut at the wheel carrier is located in front of the linking point of the tension strut and wherein a reversed arrangement exists on the body side.

Independent wheel suspension for motor vehicles

Motor vehicle with front and rear wheel steering, in particular four-wheel steering. The rear wheels are controlled in the same sense as the front wheels but with reduced steering deflection. The steering movement of the rear wheels follows the steering movement of the front wheels with a variable delay period which decreases with increasing lock rate of the front wheels. In addition, the lock rate of the rear wheels increases with increasing lock rate of the front wheels.

Motor vehicle with front wheel and rear wheel steering, in particular

This invention relates to an arrangement of a torsion bar stabilizer at a drivable motor vehicle axle with independent wheel suspensions, the wheels of which being guided by means of a plurality of individual links. By means of this arrangement, a housing of the torsion bar stabilizer between the axle and the vehicle body is made to require little space in upward direction. The assignment of the stabilizer legs to the wheel carriers also do not force a limitation of the rim of tire width of the vehicle wheels. According to the invention, this is achieved by the fact that the legs of a U-shaped torsion bar stabilizer are in each case arranged between a camber strut and the axle shaft of the wheel suspensions. Thus the stabilizer legs are located inside the wheel suspensions or behind their wheel carriers and no longer project over the same in an upward direction. In this case, the stabilizer legs can be moved close to the wheel carriers and as a result, the transmission of the torsion bar stabilizer can be optimally designed.

Stabilizer arrangement for drivable motor vehicle axles with independent

An independent wheel suspension for motor vehicles is provided, especially for passenger motor vehicles with a wheel carrier which is pivotally connected at an upper guide member and at a lower guide member and which has a fixed pivot axis with respect to one of the two guide members. This fixed pivot axis is determined by the point of pivotal connection of the wheel carrier at the one guide member and a point of pivotal connection of a coupler at the one guide member, whereby the coupler together with a rod pivotally connected on the side of the body forms the other guide member; the second one of the points of pivotal connection of the wheel carrier at the guide members which determine the steering axis, is thereby coordinated to the two guide members.

Growing community of inventors

Esslingen, Germany

Peter Tattermusch