Daimler Chrysler Ag

Thomas Szell

Bernd Acker

Werner Busch

Wolfgang Speier

Gerhard Meier

J&ouml;rg R&ouml;sener

Arnulf Sponheimer

Martin Spieth

Cornelius Statescu

Wolfgang Krause

Friedrich-Wilhelm Schl&uuml;ter

Rudlf Reinhardt

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

A driving stabilizer has a rotary actuator located between spider parts supporting stabilizer arms. Flanges associated with the spider parts and supported by the spider parts form end covers of the rotary actuator. A central part adjacent to the flanges includes an outer body formed by an annular jacket spanning a gap between the flanges and an inner body. The outer body and inner body are mutually rotatable and axially secured with respect to one another and each non-rotatably connected to a respective one of the spider parts via a respective one of the flanges.

Driving stabilizer for motor vehicles

A rotary actuator that can be used in conjunction with drive stabilizers for motor vehicles. The rotary actuator includes an outer body forming a gas-tight connection for a first element capable of being turned opposite from a second element, and an inner body coaxial with the outer body and covered by the outer body axially over a full length of the inner body. The inner body and the outer body define an annular space and turn axially in opposite directions, the inner body forming a gas-tight connection for a second element. A sleeve is disposed in the annular space and includes an annular piston and a bushing axially connected to the annular piston, the annular piston moving on cylindrical surfaces of the inner body and the outer body. The annular piston defines two working chambers capable of being acted upon by pressure. The bushing includes oppositely-angles helical teeth on a radially inner on radial inner and outer sides which engage on the inner body and the outer body. The rotary acutuator has an especially compact design with favorable force uptake and advantageous assembly requirements.

Hydraulically operated rotary actuator

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.

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Holzgerlingen, Germany

Thomas Szell