DE102019215847B4 - Lowerable chassis suspension with adjustable additional spring - Google Patents

Abstract

Lowerable landing gear suspension (14) comprising:
- A power transmission section (20);
- An additional spring (22); and
- A support section (24), wherein
- The additional spring (22) is mounted between the force transmission section (20) and the support section (24), so that the force transmission section (20) has a force flow (F) over a substrate (18), the additional spring (22) and the support section (24) ), characterized in that the support section (24) and the additional spring (22) are rotatably mounted with respect to a common longitudinal axis (L) and by relative rotation (32) about the longitudinal axis (L) between a locking state (26) and an unlocked state (30) are adjustable, wherein the support section (24) and the additional spring (22) in the locked state (26) can be rigidly applied to one another in the direction of the longitudinal axis (L) and wherein the support section (24) and the additional spring (22) in Unlocking state (30) can be pushed into one another to a limited extent in the direction of the longitudinal axis (L), as a result of which the force transmission section (20) and the support section (24) can be displaced towards one another.

Description

The invention relates to a lowerable chassis suspension according to the preamble of claim 1, a chassis according to the preamble of claim 9 and a vehicle according to the preamble of claim 10.

In the technical field of vehicles, in particular land vehicles, a common design consists in mounting a vehicle body on a chassis, via which contact with the ground is established. This is known in rail vehicles and in particular in road vehicles.

The chassis often has resilient properties compared to the ground, with spring force reserves being required from a certain point in the compression travel, usually towards the end of the compression travel. Therefore, such chassis are often designed with an additional spring on a progressive overall spring characteristic.

Often there is an additional requirement to lower the vehicle body via the suspension on the chassis, for example to ensure barrier-free access to the vehicle. Usually, such vehicle bodies can be lowered by about 50 mm to 70 mm.

The DE 295 14 552 U1 describes, for example, a spring-damper combination in which a compression travel of an additional spring can be adjusted by means of a thread adjustment.

Other known lowerable chassis suspensions include, for example, a force transmission section, such as a spring-damper system, in order to achieve the desired spring-damping properties with respect to the ground.

In order to achieve the desired lowerability, an air spring, for example, is used in such known lowerable chassis suspension. To implement the progressive overall spring characteristic, an additional spring is used, for example, which is mounted between the power transmission section and a support section, so that when a defined compression travel of the chassis suspension is reached, a force flow between the ground and the support section is enabled via the additional spring.

However, due to the additional spring, there are technical limits to the desired lowerability, which can be undesirable with regard to accessibility.

DE 10 2006 010 055 A1 discloses a suspension with spring adjustment for a motor vehicle. An anti-roll bar is assigned to a helical compression spring arrangement. A spring stiffness of the helical compression spring arrangement can be changed, a higher spring stiffness of the stabilizer being set with a softer setting of the helical compression spring. The stabilizer is formed by two elastic elements that can be brought into or out of operative engagement by rotating the spring plate of the helical compression spring.

The invention is now based on the object of proposing a lowerable chassis suspension with an additional spring, which can be lowered significantly more than known solutions and at the same time is designed to be very compact.

The object is achieved by the subjects of the independent claims 1, 9 and 10. Further preferred configurations of the invention emerge from the features mentioned in the subclaims.

• - einen Kraftübertragungsabschnitt;
• - eine Zusatzfeder; und
• - einen Stützabschnitt, wobei
• - die Zusatzfeder zwischen dem Kraftübertragungsabschnitt und dem Stützabschnitt gelagert ist, so dass der Kraftübertragungsabschnitt einen Kraftfluss über einem Untergrund, die Zusatzfeder und den Stützabschnitt ermöglichen kann.

A first aspect of the invention relates to a lowerable chassis suspension, comprising:

• - a power transmission section;
• - an additional spring; and
• - A support section, wherein
• - The additional spring is mounted between the force transmission section and the support section, so that the force transmission section can enable a force flow over a substrate, the additional spring and the support section.

According to the invention, it is provided that the support section and the additional spring are rotatably mounted with respect to a common longitudinal axis and can be adjusted between a locked state and an unlocked state by rotating them relative to one another around the longitudinal axis, the support section and the additional spring being rigidly abutable against one another in the locked state in the direction of the longitudinal axis and wherein the support section and the additional spring in the unlocked state can be pushed into one another to a limited extent in the direction of the longitudinal axis, as a result of which the force transmission section and the support section can be displaced towards one another.

In other words, an operational configuration of the support portion and the auxiliary spring can be changed in binary relative to each other. In one operating configuration, the force transmission section, the auxiliary spring and the support section are common with regard to their The length in the direction of the subsurface, regardless of the spring travel, is shortened in that the force transmission section and the support section are partially shifted towards one another or up to a stop. When the stop is reached, the vehicle can be supported against the ground. In another operating configuration, the components mentioned can already support the vehicle with respect to the ground without their common length being shortened in the direction of the ground.

This offers the advantage that towards the end of the suspension travel of the chassis suspension, which is normally provided in vehicle operation, when the additional spring is reached, the additional spring normally rests on the power transmission section and the support section and generates a large counterforce, by shortening the spatial expansion of the chassis suspension towards the ground an additional lowering of the Vehicle structure compared to the ground is made possible.

If, for example, a spring-damper system with an adjustable spring, such as an air spring, is used as the force transmission section, the adjustable spring can be relaxed until the additional spring comes to rest on the support section. Then (optionally earlier, of course) the unlocked state can be established and then the adjustable spring can simply be relaxed further. Such a spring-damper system can for example be designed in the manner of a McPherson strut or also comprise a spring and a damper which are arranged separately from one another on different sections of a transverse link.

The additional spring is preferably designed for the force transmission section, for example the spring of the spring-damper system, that a progressive overall spring characteristic results.

The support section can preferably be involved in the connection of the chassis to the vehicle, for example to the vehicle body or a body. The damper can preferably be coupled to a wishbone of the chassis.

In a preferred embodiment of the lowerable chassis suspension of the invention, it is provided that the support section and the additional spring can abut one another at the ends in the locked state and can engage in one another in a claw-like manner in the unlocked state.

In other words, the support section and the additional spring can comprise, for example, mutually complementary shaped features or also shaped recesses, wherein the shaped features can also be formed, for example, by the respective sections between the shaped recesses.

The shaped features of the additional spring can, for example, engage in the shaped recesses of the support section or vice versa. By the rotational movement of the additional spring or the support section, the respective shape features and recesses are aligned with one another so that they can be pushed into one another in the direction of the longitudinal axis, the support section is brought into the unlocked state.

If, on the other hand, the respective shaped features and shaped recesses are not aligned with one another in this way, then the respective end faces of the additional spring and support section bear against one another and support the vehicle body against the ground.

Preferably, the additional spring and the support section are each designed in the manner of a claw clutch. The shaped features and shaped recesses can then be produced simply by means of clearances in the respective jacket volume of the additional spring and the support section, which are preferably arranged at the same angular intervals in the jacket volume.

In the locked state, the additional spring and the support section are then supported on one another via a base or top surface of the respective claw coupling half.

In the unlocked state, which can be assumed by twisting the base or top surfaces that are preferably adjacent to one another, the shell volume sections of the additional spring that are still present can dip into the complementary clearances of the support section (or vice versa) and the additional spring and the support section can thus be pushed axially into one another in sections. Appropriate form-fit surfaces, for example on the base of the clearances, are preferably used as a stop to limit the sliding into one another.

Such an interaction, which is similar in principle to a claw coupling, can be achieved technically with little effort. At the same time, the support section and the auxiliary spring are suitable both in the unlocked state and in the locked state for effectively supporting the vehicle body.

In a further preferred embodiment of the lowerable chassis suspension of the invention it is provided that the support section has a drive profile by means of which it can be rotationally adjusted.

The drive profile can comprise a belt surface or an external toothing.

This not only enables simple and precise adjustment, but at the same time also provides protection against unwanted relative rotation.

In a further preferred embodiment of the lowerable chassis suspension of the invention, it is provided that a drive belt is provided which interacts with the drive profile.

In this way, the adjustment can be carried out simply, safely and precisely.

In a further preferred embodiment of the lowerable chassis suspension of the invention, it is provided that the drive belt can be adjusted with a drive or a tool attachment.

Both variants offer individual advantages. Adjustment using a tool is more cost-effective. However, the adjustment via a drive is extremely flexible and is particularly preferred in connection with barrier-free vehicles, especially since vehicles are often not easily accessible from below in order to apply a tool.

In a further preferred embodiment of the lowerable chassis suspension of the invention, it is provided that the support section is mounted in a housing.

In this way, the drive and the support section can be arranged particularly safely and compactly. The housing can also be used particularly well for connection to the vehicle body. When using a McPherson strut, the housing can preferably include the strut bearing.

In a further preferred embodiment of the lowerable chassis suspension of the invention, it is provided that the support section and / or the additional spring can be rotated about the longitudinal axis.

This offers the advantage that the kinematics of the lowerable chassis suspension can be designed flexibly and react flexibly to different installation space conditions.

If the additional spring is rotatable, it can preferably be arranged on a rotatably mounted receptacle, for example a cylindrical receptacle.

In a further preferred embodiment of the lowerable chassis suspension of the invention it is provided that a lowering of the chassis suspension by at least 120 mm is possible by shifting the power transmission section and the support section towards each other.

By shortening the chassis suspension, a significantly greater lowering of the vehicle body is possible than in the prior art.

Another aspect of the invention relates to a chassis comprising a lowerable chassis suspension according to the invention according to the preceding description.

Another aspect of the invention relates to a vehicle comprising a chassis according to the invention according to the preceding description or a lowerable chassis suspension according to the invention according to the preceding description.

The various embodiments of the invention mentioned in this application can advantageously be combined with one another, unless stated otherwise in the individual case.

• 1 ein Fahrzeug gemäß der Erfindung;
• 2 eine absenkbare Fahrwerksfederung gemäß der Erfindung; und
• 3A-B eine Verstellung der Fahrwerksfederung aus 2 von einem Verriegelungszustand in einen Entriegelungszustand.

The invention is explained below in exemplary embodiments with reference to the accompanying drawings. Show it:

• 1 a vehicle according to the invention;
• 2 a lowerable chassis suspension according to the invention; and
• 3A-B an adjustment of the chassis suspension 2 from a locked state to an unlocked state.

1 shows a vehicle according to the invention 10 that with a chassis according to the invention 12th Is provided. The landing gear 12th comprises a lowerable chassis suspension according to the invention 14th which are discussed below with reference to the 2 to 3B will describe in more detail.

With the lowerable chassis suspension 14th is it possible to build a vehicle body 16 on the landing gear 12th by 120 mm or more, or in the direction of a subsurface 18th to relocate what's in 1 through an additional lowering path S. is indicated, which is accordingly at least 120 mm.

The structure of the lowerable chassis suspension 14th is in 2 described in more detail. For the sake of clarity, there are a large number of chassis components 12th hidden.

In order to realize the function aimed for by the invention, the Chassis suspension 14th including a power transmission section 20th . The power transmission section 20th may include, purely by way of example, a damper, a spring or a combination of these elements. It also includes the chassis suspension 14th an additional spring 22nd and a support portion 24 . The additional spring 22nd is such between the power transmission section 20th and the support section 24 stored that the power transmission section 20th a power flow F. over the underground 18th , the additional spring 22nd and the support section 24 can enable. Even if the additional spring 22nd and the support section 24 in the in 2 the state shown are not necessarily in contact with one another, is the flow of force F. drawn in for illustrative purposes.

The support section 24 and the additional spring 22nd are with respect to a common longitudinal axis L. rotatably mounted. In the in 2 The condition shown is the chassis suspension 14th in a locked state 26th . The support section is in this locked state 22nd and the additional spring 24 in the direction of the longitudinal axis L. rigidly applied to one another or can be applied, so that the flow of force F. over the underground 18th , the additional spring 22nd and the support section 24 and possibly further components in the direction of the vehicle body 16 can be directed.

A housing is a further component here, purely by way of example 28 shown to the undercarriage 12th or, depending on the design, the vehicle body directly 16 can connect.

In the following, the 3A and 3B received, in which an adjustment of the chassis suspension from the locked state 26th who is in 3A is shown in an unlocked state 30th who is in 3B shown is explained.

As already described above, the support section 24 and the additional spring 22nd to each other around the longitudinal axis L. mounted relatively rotatable. Based on the locked state 26th can be achieved by rotating them relative to each other 32 of support section 24 and additional spring 22nd around the longitudinal axis L. the unlocked state 30th getting produced.

In 3A is an example of a rotation 32 of the support section 24 shown, with the additional spring in other exemplary embodiments 22nd around the longitudinal axis L. can be rotated.

In 3B , left part, is the unlocked state 30th shown. In this unlocked state 30th are the support section 24 and the additional spring 22nd in the direction of the longitudinal axis L. partially slidable one inside the other. The left part of the 3B shows the support section 24 and the additional spring 22nd while in a state in which they are indeed according to the unlocked state 30th are unlocked relative to one another, but have not yet been pushed into one another. In contrast, the right part of the 3B like the support section 24 and the additional spring 22nd in the unlocked state 30th are pushed into each other.

The desired additional lowering path is created by this pushing into one another S. reached.

As in the 2 and 3A can be clearly seen, are the support section 24 and the additional spring 22nd in the locked state 26th not yet face to face, even if this would also be possible, as long as the relative rotation 32 still possible. In the example shown here, come the support section 24 and the additional spring 22nd in the locked state 26th but only against each other when a conventional suspension travel of the chassis suspension, not shown here 14th is used or if the chassis suspension 14th has already been conventionally lowered via an adjustable spring, also not shown.

In the example shown, the support section 24 and the additional spring 22nd in the unlocked state 30th claw-like interlocking what is in 3B is easily recognizable. The flow of power F. runs as shown in 3B .

The rotation 32 can for example be effected by the support section 24 with a drive profile 34 is provided, over which it is rotatably adjustable. The drive profile 34 is in the present case designed as a belt surface, but can also be present as a toothed profile in other examples.

According to the present embodiment is a drive belt 36 is provided with the drive profile 34 cooperates.

The drive belt 36 is present with a drive 38 adjustable. Alternatively or additionally, where the drive is here 38 is placed, also a tool approach 40 be provided to the drive belt 36 to be adjusted manually.

The support section 24 and the drive 38 are expediently together in the housing in the present example 28 stored.

List of reference symbols

10

vehicle

12th

landing gear

14th

Chassis suspension

16

Vehicle body

18th

Underground

20th

Power transmission section

22nd

Additional spring

24

Support section

26th

Locking state

28

casing

30th

Unlocked state

32

rotation

34

Drive profile

36

Drive belt

38

drive

40

Tool approach

F.

Power flow

L.

Longitudinal axis

S.

additional lowering path

Claims (10)

Lowerable chassis suspension (14) comprising: - a power transmission section (20); - An additional spring (22); and - a support section (24), wherein - the additional spring (22) is mounted between the force transmission section (20) and the support section (24) so that the force transmission section (20) has a force flow (F) over a substrate (18) which Additional spring (22) and the support section (24), characterized in that the support section (24) and the additional spring (22) are rotatably mounted with respect to a common longitudinal axis (L) and by rotation (32) relative to one another about the longitudinal axis ( L) are adjustable between a locked state (26) and an unlocked state (30), wherein the support section (24) and the additional spring (22) in the locked state (26) can be placed rigidly against one another in the direction of the longitudinal axis (L) and wherein the support section ( 24) and the additional spring (22) in the unlocked state (30) can be pushed into one another to a limited extent in the direction of the longitudinal axis (L), whereby the force transmission section (20) and the support section (24) open nander are too relocatable. Lowerable chassis suspension (14) according to Claim 1 , characterized in that the support section (24) and the additional spring (22) in the locked state (26) can abut one another at the end and in the unlocked state 30 can engage in one another like a claw. Lowerable chassis suspension (14) according to one of the preceding claims, characterized in that the support section (24) has a drive profile (34) by means of which it can be adjusted in rotation. Lowerable chassis suspension (14) according to Claim 3 , characterized in that a drive belt (36) is provided which cooperates with the drive profile (34). Lowerable chassis suspension (14) according to Claim 4 , characterized in that the drive belt (36) is adjustable with a drive (38) or via a tool attachment (40). Lowerable chassis suspension (14) according to one of the preceding claims, characterized in that the support section (24) is mounted in a housing (28). Lowerable chassis suspension (14) according to one of the preceding claims, characterized in that the support section (24) and / or the additional spring (22) can be rotated about the longitudinal axis (L). Lowerable chassis suspension (14) according to one of the preceding claims, characterized in that the chassis suspension (14) can be lowered by at least 120 mm by displacing the power transmission section (20) and the support section (24) towards one another. Chassis (12), comprising a lowerable chassis suspension (14) according to one of the preceding claims. Vehicle (10), comprising a chassis (12) according to Claim 9 or a lowerable chassis suspension (14) according to one of the preceding claims.

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