DE1139036B - Suspension system acting on a handlebar, especially for wheel suspension of motor vehicles - Google Patents

Description

Suspension system acting on a handlebar, in particular for Wheel suspension of motor vehicles The invention relates to a handlebar effective cushioning system, in particular for wheel cushioning of motor vehicles, the one that appears progressively softer than its end areas in the middle area Suspension characteristics and for this purpose one opposite the articulation point of the Link variable in distance from: support point of a cooperating with the spring element having pivotable support body.

With conventional cushioning systems, this grows from the spring system torque transmitted to the handlebar approximately in a straight line according to the spring characteristics of the spring element used. Is a vehicle wheel opposite the vehicle body z. B. cushioned by a coil spring acting on the suspension arm, the spring force counteracting the deflection increases in accordance with the spring characteristics the mostly very stiff and short helical spring for structural reasons strong, which is the cause of high natural frequency vibrations that occur after a - for example caused by an unevenness in the roadway - stronger rebound a subsequent repeated oscillation around the equilibrium position of the suspension system caused.

To avoid those that are unpleasant and annoying for the occupants of the vehicle To counter pendulum movements, one strives for a long time cushioning systems, in which the counter-torque of the cushioning is in the area of a central starting position of the handlebar changes only relatively little and therefore a relatively small amount in this area soft cushioning results.

Such cushioning has the advantage that even at the end of a normal Ausfe.derungsausschlags of the handlebars the counter-torque of the suspension me is slightly larger than the cushioning moment acting in the equilibrium state, which means after springing back into the equilibrium position there is almost no reason to do more There is pendulum movement.

Two already further back, in the way of operation one another Very similar proposals see two different ones for bringing about such a cushioning Springs in front of which the one, about the vehicle load bearing adjustable The spring is set to be extremely soft and the spring deflection is always as constant as possible Opposing counter-torque, so that the other, the restoring forces during rebound delivering spring can be designed accordingly weak. Both are constructively different However, the proposed proposals have the disadvantage that there are very large deflections the handlebars leading the wheels or unpleasant bumps result if such soft cushioning at the ends of the suspension area no more complicated Has provisions for a progressive increase in the opposing forces.

With: a modern, well-known cushioning system, which with a torsion suspension works, is a handlebar used to guide the wheel on the vehicle body freely pivotable while on the handlebar at one between its articulation point and the point lying on the wheel with a support arm attached to a torsion bar its free end is performed. The support arm extends at a middle one Vehicle load corresponding to the horizontal position of the handlebar on the vehicle body torsion bar spring mounted on an outer location near the wheel there from also horizontally towards the articulation point of the handlebar, so that the support point of the support arm on the initially relieved (outwardly downward sloping) handlebar with increasing deflection of the same along the handlebar first inwards and then again (with the handlebar pointing upwards outwards) "wanders" outwards. on in this way, a cushioning characteristic of the cushioning system can be achieved which is relatively soft in the area of the central position of the handlebar and increasing on both sides of this central area gets harder. if such cushioning also represents a certain advance over the aforementioned Represents cushioning systems, it is in its middle area on one relatively small rebound travel with soft cushioning is limited and goes on both sides of this central area very quickly on a very hard cushioning over, the advantages of the soft cushioning because of their strong restoring forces and therefore with stronger rebound also to the unpleasant pendulum oscillations of the handlebar.

Another well-known proposal for adapting the suspension characteristics to the vehicle load provides two independent spring elements that have different soft spring characteristics and can optionally be switched off or can be switched one after the other. This way you can have three different Cushioning characteristics, namely a soft, a medium and a hard optional can be set. Apart from the fact that the proposal does not automatically "soften" the cushioning characteristic allows, is also disadvantageous that the proposal three very different characteristics is bound. If you wanted more setting options create, the whole suspension system would require additional spring elements become very complicated and expensive.

After one. has not yet found a suitable cushioning system, which with a soft cushioning in the middle area of the cushioning characteristic and a correspondingly pleasant cushioning in the normal pivoting range of the handlebars a favorable, vibration-free cushioning also connects in its end areas, Until today, one has usually dealt with simple spring elements with straight spring characteristics contented and also so-called shock absorbers (vibration dampers) provided that each of the restoring force of the spring elements in the sense of damping the pendulum oscillations counteract the handlebar. Experience shows, however, that shock absorbers are sensitive and require maintenance, so that they complicate the suspension system and make it more expensive.

The invention is based on the problem of the cushioning system mentioned at the beginning to perfect that with a sufficiently soft cushioning characteristic in the Central area also in the end areas a favorable one that can be adapted to the load Cushioning is achieved, whereby the cushioning system is as simple and insensitive as possible, and should be designed as possible without additional shock absorbers.

The object is achieved according to the invention in that the in a manner known per se freely pivotably mounted support body on the one hand a substantially in the longitudinal direction of the handlebar, z. B. medium or The guideway located directly on the handlebar is supported and arranged in such a way that that when the handlebar is relieved, its End of the guideway resting one end with increasing deflection of the handlebar with simultaneous corresponding pivoting of the support body and corresponding reduction of the lever arm which co-determines the support torque can evade the other end of the guideway, the guideway after its said other end towards such a curve against the associated path of movement of the supporting body end supported on it is excessive, that in the middle deflection area of the link each deflection deflection a certain pivot position of the support body is assigned and its end supported on the guideway with increasing Suspension deflection in the sense of the increasing "softening" of the suspension characteristics after the said other end of the guideway arrives.

By pivoting the support body, the lever arm becomes at the same time shortened for the spring force acting on the handlebars, which counteracts the rebound Restoring torque in the entire central area of the handlebar look-out in a simple manner can only be kept rising slightly. But when the support body is its largest Has reached swing out, the greatest possible spring deflection is by no means achieved. Rather, the cushioning can still correspond accordingly in the subsequent end area the characteristics of the actual spring element are continued.

According to a preferred embodiment of the invention acts on and the same handlebar or one and the same handlebar system and a second, similar one A spring element, the guide track assigned to the corresponding support body against the movement path of the support body support point corresponding to the central position of the link is not excessive in a manner known per se and which has an adjustable Linkage adjustable in its pivot position support body on an automatic Swivel movement is prevented. This then forms the second, in its influence spring element largely adjustable to the suspension, which is much weaker, d. H. usually only about half as strong as a single spring element that was customary up to now can be held, at the same time that part of the cushioning system that the - or at least most of the restoring force delivers.

According to another embodiment of the invention, one can also use a Use cushioning element alone if the or each spring element consists of a one above the lower wishbone - one to the pivot axis of the link parallel axis -swivel mounted helical spring (or from a corresponding Spring system), of the two inevitably guided axially to the axis of the spring Spring plates remote from the pivot axis by means of a support roller on the guideway running directly or indirectly on the upper side of the handlebar is performed, the z. B. Part of an adjustable in the longitudinal direction of the handlebar and lockable as well as by means of another roller on the guide track of the handlebar guided runner block.

In the case of the last-mentioned cushioning system, there are basically the same conditions as with the arrangement of two spring elements side by side. It differs from the latter, however, by a simpler structure and a smaller footprint; which it is particularly suitable for use in two-wheeled vehicles makes suitable.

Further refinements of the invention relate to other modifications and configurations of the subject matter of the invention, especially constructive ones Details of the actuation and design of an adjusting device for adjusting of the adjustable Linkage for a support body or for the carriage having a guideway.

In the drawing the invention is in connection with various For example, wheel suspensions of vehicle wheels are illustrated; it shows Fig. 1 shows a wheel suspension having transverse control arms in accordance with the first exemplary embodiment of a motor vehicle in a front view of the vehicle, FIG. 2 shows the wheel suspension according to Fig. 1 in plan, Fig. 3 is a diagram showing the cushioning characteristics of the provided with the adjustable support body part of the cushioning system according to Figs. 1 and 2, Fig. 4 is a diagram showing the cushioning characteristics of the part of the suspension system provided with the freely pivotable support body according to FIGS. 1 and 2, Fig.5 is a diagram showing the various adjustable cushioning characteristics of the entire cushioning system according to 1 and 2, FIG. 6 shows a diagram corresponding to FIG. 5, in which instead of spring elements with linear characteristics spring elements with progressive increasing spring characteristics are used, d. H. for example spring elements from helical springs of conical shape made of rubber or pneumatic spring elements, 7 shows an illustration of a wheel suspension corresponding to FIG. 2 with opposite the first embodiment slightly modified suspension, Fig. 8 a the second embodiment corresponding suspension in a vertical Section along the line VIII-VIII in FIG. 9, FIG. 9 shows the wheel suspension according to FIG. 8 in plan, FIG. 10 the swinging half-axis of the wheel suspension according to FIGS. 8 and 9 in a side view in the longitudinal direction of the vehicle (from its front 11 shows a wheel suspension corresponding to the third exemplary embodiment in a side view in the longitudinal direction of the vehicle (parts of the suspension system are shown cut for better visibility of details), Fig. 12 shows the wheel suspension according to FIG. 11 in plan, FIG. 13 shows the fourth exemplary embodiment Corresponding wheel suspension in a side view in the transverse direction of the vehicle (with the vehicle wheel removed, parts of the suspension system are shown in section), 14 shows a motorcycle, the two wheels of which have suspension systems, each one correspond to another embodiment of the invention.

The illustrated in Figs. 1 and 2, the first embodiment The corresponding wheel suspension essentially consists of two on a vehicle i frame 1 of a motor vehicle by means of hinge pins 2, 2 'diagonally one above the other a: ngelenkenen Wishbones 3 and 3 ', which at their outer ends via further hinge pins 4 to Serve guidance of the wheel carrier 5, on which a steerable according to the embodiment i front wheel 6 is articulated in the usual way.

As can be seen from FIG. 2, the two wishbones 3 and 3 'branch out fork-shaped towards their articulation points 2 and 2', one arm extending in the transverse direction of the vehicle and the other 3 a or 3'a running along an arc of a circle whose axis of curvature is outside of the handlebar, at a short distance from the side of his extended arm. If it is assumed that the two wishbones 3, 3 'run straight horizontally, as shown in Fig. 1, the center of curvature of the curved arm 3a or 3'a of each of the two wishbones 3, 3' coincides with the axis each of a hinge pin 7 or 7 ', which is located on a hub 8 or 8', which in turn is firmly clamped onto the outer end of a torsion bar spring 9 or 9 'running in the transverse direction of the vehicle. Each torsion bar spring 9 or 9 'is fixed with its other end, not visible in Fig. 1, non-rotatable on the vehicle body. Immediately next to its outer end, however, it is rotatably mounted in a bearing 10 or 10 'located on the vehicle frame 1. A pivot lever 11 is mounted on the upper hinge pin 7, which extends over the transverse link 3 there and is supported on a guide track 13 by means of a support roller 12 mounted at its free end, which is located on the upper side of the curved arm 3a of the transverse link 3. As can be seen from Fig. 1, the guide track 13 is provided with an extension 14 at its end located at the outer end of the wishbone 3, while towards its other end it is helical against the associated path of movement of the support roller 12 of the pivot lever 11, which also serves as a support body is excessive towards the top.

A pivot lever 11 'is also mounted on the other hinge pin 7', which engages over the wishbone 3 'there and has a bearing at its free end Support roller 12 'is guided on a local guide track 13' of the wishbone 3 ' is. This guide track 13 'is also at the outer end of the wishbone 3' provided at the end with a serving as a stop approach 14 ', on the other hand it runs after the articulation point of the wishbone 3 'up to one on her inner end located stop 14 ".

A connecting rod 15 extending in the transverse direction of the vehicle is articulated on the lower pivot lever 11 ', protruding into a tube 16 rotatably mounted on the vehicle frame 1 and guided in this tube 16 by means of a thread. The tube 16 extends transversely to the vehicle frame 1 and works at its other free end with a (not visible) similar connecting rod, which is used for the cushioning system of the other wheel on the same axis and therefore has a thread that works in the opposite direction to the connecting rod 15. In the vicinity of its one bearing point, the tube 16 carries a bevel gear 17 which meshes with a further bevel gear 18, the axis of which is directed forwards and accessible from the front of the motor vehicle. The front free end of the axis of the bevel gear 18 is provided with a square 18 'which is secured from the front of the vehicle by means of a socket wrench, as it is, for. B. is used for jacks, can be rotated, whereby the tube 16 is rotated via the two bevel gears 17, 18 and the two connecting rods 15 are moved into or out of the tube 16 accordingly. In Fig. 3, the cushioning characteristics of the cushioning system described is shown, namely only that which results from the torsion bar spring 9 'in connection with the pivot lever 11'. The individual curves are straight; because each of them is assigned a constant position of the pivot lever 11 'set by means of the connecting rod 15. The uppermost straight line, which is strongly drawn out in the diagram, corresponds to the "hardest" setting of the suspension, in which the support roller 12 'of the pivot lever 11' in the starting position of the link system shown in FIG 'is about. As a result, the torsion bar spring 9 'acts with the greatest possible lever arm compared to the pivot point of the link 3' on the link system, which results in the corresponding hardness of the cushioning.

However, if the vehicle is less loaded and the links 3, 3 'would run obliquely downwards with the vehicle at a standstill, the pivoting lever 11' is pivoted over the square of the bevel gear 18 and the connecting rod IS to the longitudinal center plane of the vehicle. until the moment exerted by the torsion bar spring 9 'on the link 11' is less and the two links 3; 3 'return to the horizontal starting position shown by the weight of the vehicle. This setting corresponds to a flatter straight line of the family of curves in the diagram according to FIG. 3, of which the straight line corresponding to a softest setting of the cushioning is shown in dash-dotted lines. The dash-dotted straight line finally corresponds to a setting of the swivel arm 11 ', as indicated in FIG. 2 by dash-dotted lines.

The family of curves in the diagram according to FIG. 3 is divided by two to the ordinate parallel lines 19 and 20 divided into three sections, of which the Central section located between the two lines 19 and 20 is the normal cushioning area corresponds to the deflection movements caused by unevenness in the roadway lie.

In Fig. 4, a further diagram is shown, which in a single curve the work of the torsion bar spring 9 in conjunction with the freely pivotable Swivel lever 11 and the guide track 13 of the upper link 3 illustrated. Even here is the field of the diagram through the two lines parallel to the ordinate 19 and 20 divided into three sections, of which the one between the two lines 19 and 20 located middle section the normal working range of this cushioning represents.

First, the adjustable pivot lever 11 'was adjusted via the connecting rod 15 so that the control arms 3, 3' protrude horizontally outwards when the vehicle is stationary (for this purpose, the support roller 12 'must move further from the outer extension 14' to the center of the guide track 13 'as the vehicle load decreases. are adjusted towards), then see also the support roller 12 'in the outer end position shown in Fig. 1 near the outer extension 14' of the guide track 13 '. In the diagram according to FIG. 4, this setting corresponds to a point on the curve located slightly above line 19. If the wheel bounces upwards through a bump in the ground or some other obstacle, the two control arms 3 and 3 'pivot upwards. While the lower swivel arm 11 'is prevented from swiveling due to its fixing by the connecting rod 15, during this swiveling of the link 3, 3' the upper swivel arm 11 can be swiveled along the guide track 13 to the longitudinal center plane of the vehicle and, in the extreme case, the in Fig 2 assume the position indicated by dash-dotted lines, in which its support roller 12 is located at the innermost end of the guideway 13 that is located furthest above.

It is clear that in the latter inner end position of the Swivel arm 11 the associated torsion bar 9 on the handlebar 3 despite the stronger Tension of the torsion bar does not have a greater torque than in the middle position shown of the steering system can exert because the force exerted by the Drelistabfeder 9 as a result of the greater distance of the support roller 12 from the axis of the torsion bar Eeder 9 becomes smaller and moreover only via a relatively short lever arm of the handlebar 3 can attack this. The suspension by the torsion bar spring 9 is so very soft, which is the corresponding flat curve between the two lines 19 and 20 of the diagram of FIG. The one indicated in phantom in Fig. 2 End position 3es pivot lever 11 corresponds to that at the intersection with the line 20 of the single curve in the diagram.

If the wheel has to evade further upwards due to a larger obstacle, the two links 3 and 3 'also allow a further swing out in accordance with the two diagrams 3 and 4, in which, however, the restoring force of the torsion bar spring 9 is again approximately proportional to the further deflection increases because the pivot lever 11 no longer allows any further change in the characteristic. The cushioning thus works above the line 20 in exactly the same way as a spring with a straight line characteristic indicated by dashed lines in FIG. 4.

Should the wheel be able to move downwards in the case of a hole or a corresponding depression in the roadway, this corresponds to a downward swing of the link system, in which the pivot lever 11 can cover a small pivoting path until its support roller 12 rests on the extension 14 of the guide track 13. The corresponding change in the characteristics of the cushioning can be seen from the curve according to FIG. 4; as can be seen immediately above the point of intersection of the curve with the vertical line 19. The curve changes to a straight line leading to the zero point of the diagram with a flat curvature at the point of intersection mentioned, so that the cushioning works with a constant, straight spring characteristic even below the normal cushioning range.

The above already explained in the effect of its individual elements The cushioning system is set up in the following way and works according to its correct setting as follows: The one for a certain maximum load of the standing vehicle designed suspension by the two torsion bar springs 9 and 9 'is initially set - with the vehicle at a standstill - so that the two control arms 3, 3 'of the link system according to FIG. 1 protrude approximately horizontally outwards (the smaller the vehicle load, all the more can an outwardly inclined course the handlebars 3, 3 'are approved). If the vehicle is loaded to the maximum, so is this position of the handlebars 3, 3 'only by adjusting the pivot lever 11' possible as shown in Fig. 1, i. that is, the pivot lever 11 'must be above the connecting rod 15 brought into its most pivoted position be, in which his support roller 12 'rests almost on the extension 14' of the link 3 '. As a result of the described kinematics of the suspension acting on the upper link 3 results inevitably with the horizontal position of the handlebar 3 and the loaded vehicle also a closer to the outer extension 14 of the guide track 13 located position of the Support roller 12 of the swivel arm 11 corresponding to the handlebar profile rising outwards, a correspondingly larger one Distance from approach 14 result).

If you drive with this setting of the suspension system, this will result In the case of uneven ground, rebound along a characteristic of the whole Suspension system, as shown in the diagram of FIG is. The characteristics correspond to a combination of the two strongly drawn out Curves of the diagrams according to FIGS. 3 and 4.

With the normal suspension of the handlebar system, the suspension characteristic moves between the two vertical lines 19 and 20, as already described in connection with FIG and 4 have been described, resulting in a relatively soft suspension that Pendulum oscillations in a relatively wide range of suspension practically excludes. Only when due to extraordinary influences one over the normal vibration range the deflection of the links 3, 3 'going beyond the cushioning takes place, can also the cushioning become stronger again, but without a spring counter-torque being more common To exceed spring elements. The cushioning is also in the extreme swivel areas of the handlebar system not felt uncomfortable, with the swinging back of the handlebar system In its normal working area, the softer cushioning there is practically than Shock absorber acts and the arrangement of additional shock absorbers is unnecessary.

If the vehicle, whose suspension system was set in the aforementioned manner, is relieved, the two torsion bar springs 9, 9 'cause the links 3, 3' to tilt down slightly even when the vehicle is stationary, which at the same time increases the vehicle's ground clearance accordingly . So that the vehicle continues to work in the aforementioned most favorable middle range of its suspension characteristics, the adjustable pivot lever 11 'is adjusted via the square 18' of the bevel gear 18 and the connecting rods 15 (both front-wheel control systems) so that the links 3, 3 'also with the lower Load and, when the vehicle is at a standstill, protrude horizontally or at an incline to the outside. This results in practically the same kinematic conditions as shown in FIGS. 1 and 2, with the support roller 12 'of the pivot lever 11' in particular being in a position pivoted closer to the longitudinal center plane of the vehicle. If the front wheels of the vehicle then spring out upwards or downwards on uneven roads, the result is a characteristic of the entire suspension system that corresponds to a thin curve in the diagram according to FIG. Only when the vehicle is completely relieved and the pivoting lever 11 'is set (with the vehicle stationary), as indicated by dash-dotted lines in FIG. This characteristic corresponds to a much softer cushioning than the strongly extended characteristic, which, however, is only a sign of the favorable adaptation of the cushioning to the - correspondingly reduced - vehicle weight. The cushioning properties of the vehicle are therefore always equally favorable, regardless of its load, if the lower pivot levers 11 '- and, as a function of these, the upper pivot levers 11 as well - are correctly set.

Is used for the cushioning system instead of that in FIGS. 1 and 2 torsion bar springs shown, spring elements with progressively increasing spring characteristics, how it z. B. with pneumatic spring elements, rubber block spring elements or in the case of helical springs with a conical shape or uneven pitch and similar to This is the case - in a corresponding deviation from the diagram according to FIG. 5 - an overall characteristic, as shown for example in the diagram according to FIG. 6 is. The diagram only shows that even when using spring elements with progressively increasing spring characteristics the advantageous properties practically does not change the cushioning described.

In the modification of the first embodiment shown in FIG the torsion bar springs 9, 9 'run in the longitudinal direction of the longitudinal members of the vehicle frame 1, which is why here at the front free ends of the torsion bar springs 9, 9 'in each case a bevel gear 21 or 21 'must be attached, which is connected to a bevel gear 22 or 22 'meshes, which in turn is fixed to a shaft having the hub 8 or 8' 23 or 23 'is connected.

According to FIG. 7, the one meshing with the bevel gear 17 of the tube 16 is located Bevel gear 18 behind the tube 16 and is via a drive shaft 24 in not particularly With a hand crank 25 that can be actuated by the driver of the vehicle, as shown connected, the one - compared to the more convenient setting of the Swivel lever 11 'also allows while driving.

In the second embodiment shown in FIGS it is a rear wheel suspension on a swinging half-axle 103 suspended rear wheel 106. The swinging half-axle 103 is opposite the vehicle frame 101 suspended by two leaf springs 109 and 109 ', which extend in the longitudinal direction of the vehicle run and each from one in the longitudinal direction of the vehicle in front of or behind the pivoting half-axis 103 located bearing 107 or 107 'from self-supporting after the swing half-axis 103 and extend to their there, with little Distance from opposite free ends each carry a support roller 112 or 112 '. Each bearing point 107 or 107 'has a vertical bearing pin around which the associated leaf spring 109 or 109 'between two positions shown in FIG is pivotable within a horizontal plane.

The two support rollers 112 and 112 'are supported from above on one with the swing half-axis 103 fixed connected guide plate 126 from, the in the range of motion of each of the two support rollers 112, 112 'a guide track 113 or 113 ', as basically corresponds to the first embodiment. The course of the guideway 11.3 following the pivot point 102 of the swing half-axis 103 curved towards the support body formed from the leaf spring 109 itself and is thereby at the same time exaggerated, can be clearly seen from FIG. 10, as well the course of the planar guideway 113 '.

Of the two leaf springs, the leaf spring 109 is freely pivotable at its bearing point 107 and can therefore pivot out in the same way as, for example, the pivot lever 11 according to the first exemplary embodiment. Likewise, a connecting rod 115, which corresponds to the connecting rod 15 of the first exemplary embodiment, engages the leaf spring 109 '. The connecting rod 115 is also screwed into a tube 116 running transversely to the longitudinal direction of the vehicle on the vehicle frame 101, which through its rotation pulls the connecting rod 115 more or less into itself and thereby adjusts the leaf spring 109 '. The tube 116 is provided with a worm gear 117 which cooperates with a worm 118 which in turn can be rotated in both directions of rotation - either clockwise or anti-clockwise - by a control motor 127 via an actuating shaft 124.

The guide track 113 is in the area of its two ends with one each Pressure switches 128 and 129, of which the pressure switch 128 is on the outer and the push button switch 129 is located at the inner end of the guideway, if one is "Inner" end according to the first exemplary embodiment that of the articulation point 102 of FIG Swing half-axis 103 looks at the nearest end of the guideway. In the circuit the pressure switch 128, 129 is each a (not shown) solenoid; that when the pressure switch is actuated, the switching on of the electric control motor127 each caused in one or the other direction of rotation of the actuating shaft 124. aside from that the control motor 127 can also do the correct basic setting of the suspension switched on and off from the driver of the vehicle in one or the other direction of rotation will.

The setting and effect of the cushioning system described last is quite similar to the setting and effect of the first embodiment corresponding, but with corrections of a setting made once in general can be omitted because these automatically differ from those described Pressure switches 128, 129 can be made off.

Before starting the vehicle, the control motor 127 is from the handlebar of the vehicle operated so that the leaf spring 109 'in such a position arrives at the guide track 113 ', in which the oscillating half-axis 103 is in its starting position is, in turn, the freely pivotable leaf spring 109 with her Support roller 112 approximately in the lower position in FIG. 9 - at maximum load of the Vehicle just under the side member of the vehicle frame 101 - just before the pressure switch 128 lies (with increasing relief there may also be an increasing distance from this switch). Cushions the swinging half-axis upwards when driving off, the freely pivotable leaf spring 109 also gives way in accordance with the pivot position the swing half-axis towards the longitudinal center plane of the vehicle. As long as it is If the pressure switch 129 is not actuated, the basic setting of the changes Cushioning system nothing. The leaf spring 109; whose spring force in the swiveled out State of the spring only under a correspondingly smaller lever arm on the swing half-axis 103 can attack, causes a correspondingly soft cushioning and slow return the swing half-axis in its starting position, as it would otherwise also with standing Vehicle occupies. The slow return includes fast pendulums, such as they occur with conventional cushioning systems if no shock absorber is provided is, practically off, so that even with a cushioning system according to FIGS. 8 to 10 the arrangement of a special shock absorber is unnecessary.

If the vehicle, whose adjustable leaf spring 109 'came to the dot-dashed position in FIG Vehicle. If the oscillating half-axis 103 now swings upwards in the case of uneven road surfaces, it can reach such an angular position even with normal road surface unevenness in which the support roller 112 actuates the pressure switch 129. This actuation has the consequence that the control motor 127 is operated in the sense of an outward pivoting of the leaf spring 109 '(via the worm gear 117; 118 and the connecting rod 115) until the pressure switch 129 is released again by the support roller 112. This outward pivoting of the leaf spring 109 ' results in a stronger action of the spring force of this leaf spring, because the associated support roller 112' now engages the associated guide track 113 'with a larger lever arm (from the articulation point 102 of the pivoting half-axis 103). As a result, the oscillating half-axis 103 also swivels downward accordingly until it has again reached the starting position shown in FIG. 8, in which the freely pivotable leaf spring 109 also automatically reaches its starting position described above. The suspension then works again in the same way as if the vehicle were only under less load.

The manual influencing of the work of the control motor 127 can. from the handlebar can also be made as a correction while driving if the vehicle z. B. drives on a very different roadway. Leaves the vehicle about one normal road and should be driven on open terrain, so the driver spends the suspension in its hardest setting, at which the vehicle is automatically greatest possible ground clearance achieved.

The same manual adjustment of the suspension can ultimately also be used to make changing wheels easier. If, after setting the greatest ground clearance, the frame 101 is supported and secured at a suitable point and the suspension is then switched back to the softest suspension, then the wheel 106 to be exchanged can - after loosening the corresponding fastening means - easily pulled off the swinging half-axis 103 and the corresponding Spare wheel can be pushed onto the axle just as easily. In the wheel suspension shown in FIGS. 11 and 12, corresponding to the third exemplary embodiment, cushioning is provided by means of helical spring systems 209 and 209 ', which are arranged in the usual way between the two superimposed links 203 and 203' of the link system. Each coil spring system consists of two nested coil springs between two - at the same time the associated supporting body forming - spring plates 211 a, 211 b are held and 211'a and 211'b. So that the spring systems 209, 209 'are axially guided at the same time, the spring plates 211 a, 211 b and 211'a and 211'b that belong together are each telescopically guided to one another by an axial pin 230 and an axial bush 231. The upper link 203 of the link system is approximately triangular in shape, one leg being formed by the hinge pin 202 mounted on the vehicle frame 201. As can be seen from FIG. 12, the correspondingly long hinge pin 202 is used at the same time to support the upper spring plates 211a and 211'a of the two spring systems 209 and 209 '.

The lower link 203 'is in turn branched in the shape of a fork towards its articulation point 202', each arm of the fork forming a guide track 213 or 213 '. The articulation of the lower link 203 'on the vehicle frame 201 corresponds to the articulation of the first exemplary embodiment. The respective lower spring plates 211b and 211'b each carry a support roller 212 (not visible in the drawing) or 212 ', with which the spring systems 209 and 209' are supported on the respectively associated guide track 213 and 213 '.

In the relief position of the wheel suspension shown in FIG. 11 and the. steering system (not to be confused with a relieved vehicle; the Rather, setting the spring system corresponds to a heavy vehicle load) the guideway 213 runs along a spiral curve, the center of which coincides with the hinge pin 202 and after the articulation point of the lower Link 203 'extends inwards (raised towards the hinge pin 202). at In the same starting position, on the other hand, the guideway 213 'runs in an arc of a circle, the center of which coincides with the axis of the hinge pin 202. While the Guide track 213 'at both ends of the fixed stops for the associated Has support roller 212 ', the stops 228 and 229 belong to a fork lever 232, which is immediately next to the guide track 213 on an arm of the handlebar there 203 'located pivot pin 233 is mounted. On an additional lever arm 234 of the fork lever 232 is a tie rod 235 articulated, which will be used in the following described in more detail for the automatic control of a according to the third embodiment hydraulic control motor 227 for setting the adjustable spring system 209 serves.

A connecting rod 215 corresponding to the connecting rod 15 of the first exemplary embodiment is articulated on the lower spring plate 211'b and, on the other hand, is articulated on the piston rod 236 of a control piston 237 of the hydraulic control motor 227. The to a (not shown) pressure oil source of the vehicle - z. B. to the oil pump of the. Lubricating oil circuit - connected control motor 227 has to control the control piston 237 to the associated working cylinder 238 connected control valve 239 , the operating lever 240 is connected to the said tie rod 235. The actuating lever 240 is pretensioned by two tension springs 241 into its central position shown in FIG. 11 in such a way that the control valve 239 remains in its central position when the fork lever 232 is not actuated The spring system 209 'is accordingly held in its respective angular position via the connecting rod 215.

The control motor 227 can also in not specifically shown Way can also be adjusted from the driver of the vehicle, as is basically the case has already been described in the second embodiment.

11 and 12 is in addition to the hydraulic control motor described 227 also has another similar control motor for the wheel suspension shown visible, which is assigned to the suspension of the other wheel on the same vehicle axle is. Since this control motor works in the same way as the one already described, it is unnecessary his additional description.

The cushioning system corresponding to the third exemplary embodiment basically works in the same way as the one corresponding to the second exemplary embodiment. Before starting the journey, the (in FIGS. 11 and 12 for a relatively heavily loaded vehicle shown) starting position of the spring systems 209 and 209 'is set. During the subsequent driving operation, the spring system then oscillates 209 - with swiveling movements of the link system upwards - according to the longitudinal center plane of the vehicle, which results in the desired soft cushioning and on a special shock absorber can be dispensed with. Should the vehicle be stronger are loaded, the spring system 209 arrives with its (not visible) support roller 212 to the inner stop 229 of the fork lever 232, whereby this according to FIG. 11 is pivoted counterclockwise. This has the consequence that the piston 237 via the control valve 239 and the pull rod 235, the control cylinder 238 lifted out and accordingly the adjustable spring system 209 'on the Piston rod 236 and connecting rod 215 is pivoted outward. As the support roller 212 of the spring system 209 the stop 229 of the fork lever 232 again has left, the fork lever 232 returns automatically by the force of the tension spring 241 back to its center position shown, in which the control valve 239 is completed again. As a result, the swiveling movement of the adjustable spring system. 209 'at this moment, and the spring system remains stand in the new position in which the suspension - corresponding to the enlarged Load - overall a bit harder.

The corresponding processes arise when the Vehicle, with only the piston 237 into the working cylinder 238 and thereby the spring system 209 'inwards (after the longitudinal center plane of the vehicle to) is pivoted back. Finally, the suspension can be provided by the driver of the vehicle. can also be influenced in the same way as for the second exemplary embodiment has already been described. The fourth embodiment shown in FIG illustrates how the desired cushioning principle can also be achieved with a single Spring system can be achieved. On a vehicle frame 301 of a motor vehicle. is a rear wheel axle 303, which can be used either as a rigid axle or as a swinging half axle can be formed, articulated via a guide arm 303 '. In the case of a rigid axle is located on each side of the same such a guide arm 303 ', while im In the case of the arrangement of two oscillating half-axes, each of these half-axes in the area of their the outer end is guided on a guide arm 303 '.

The guide arm 303 'corresponds approximately to a conventional trailing arm; the Is arranged below a longitudinal member of the vehicle frame 301 and on his front end via a hinge pin running in the transverse direction of the vehicle 302 'is articulated on the vehicle frame 301. The rear axle 303 has a rear support bolt 342 supporting guide arm 303 'has on its upper side a Guide track 313 'on which the support roller 312' of a carriage 343 is guided, which in turn has a guide track 313 on its upper side. On the guideway 313, in turn, a support roller 312 is guided, which belongs to a spring system 309, as has basically already been described in connection with FIGS. 11 and 12. The only difference is that the spring system 309 does not consist of two, but is composed of three nested coil springs.

Two spring plates 311a and 311a serve to guide the spring system 309 311b, of which the upper one (311a) is attached to the vehicle frame 301 via a hinge pin 307 is suspended and the lower one (311 b) carries the support roller 312. Both spring plates 311a and 311b are telescopically guided towards one another in the manner already described, so that a bending of the axis of the spring system. 301 is impossible.

A guide rod 344 is also articulated on the hinge pin 307, the spring system 309 on its front side (in the direction of travel of the vehicle) encompasses and with its lower free end at the front end of the carriage 343 means a hinge pin 345 is articulated and thereby the front end of the carriage 343 leads concentrically to the pivot axis of the spring system 309.

In addition, a piston rod 336 is articulated on the hinge pin 345, which is part of a hydraulically operating control motor 327, as it is basically described with reference to FIGS. 11 and 12; became. So that the piston rod is the circular arc-shaped Movements of the hinge pin 345 can follow without jamming is the housing The control motor with its end opposite the piston rod 336 on the Point 346 articulated on the vehicle frame 301. Andes control cylinder of the control engine 327, a control valve 339 is connected via two flexible lines 347, which corresponds to the control valve 239 shown in FIG. In contrast to the control valve 239, however, the control valve 339 is controlled electromagnetically, with its operating lever 340 to: a solenoid 348 is articulated, via whose magnetic coil 349 the adjustment of the control valve 339 - against: the force of springs (not shown) (see Fig. 11) - can be adjusted from its central position.

While the guide track 313 'of the guide arm 303' in the illustrated Starting position runs concentrically to the hinge pin 307, the guideway runs 313 of the carriage 343 spirally just like the described guide track 213 of the third embodiment. Located at both ends of the guideway 313 pressure switches 328 and 329, just as they were in connection with the second Embodiment have been explained. The pressure switches 328, 329 can be used in not specifically shown in their position in relation to the curve bah-n 313 so that the free ends of their pressure pins both in their height above the Guide track as well as its position along the guide track can be changed, if such a change is made to better adapt the work of the control motor 327 to the conditions of a well-functioning cushioning should be required. in the Circuit of the two pressure switches 328, 329 is a solenoid 348 each, of which the one (shown) for pivoting the actuating lever 340 of the control valve 339 is used in one direction and the other for actuation in the other direction of rotation.

The fully loaded vehicle makes an adjustment as shown in FIG. 13 cushioning shown is necessary. Both support rollers 312 and 312 'are located in the area of the outer ends of the associated guideways 313 and 313 '. So long When the vehicle is in motion, the two pressure switches 328 and 329 from the support roller 312 off are not actuated, the basic setting shown is retained, d. That is, the support roller 312 'remains at the position shown on the guide track 313 ', while the support roller 312 approximately in the middle area of the guide track 313 - depending on the size of the deflection of the guide arm 303 '- rolls back and forth. Will however, the vehicle is relieved and accordingly strikes the support roller 312 against the If the pressure switch 328 is on, the control valve 339 is first activated by the one Sölenoid 348 adjusted so that the control motor 327 the piston rod 326 after Control motor 327 moves out. This also makes the carriage 343 after the steering motor 327 shifted out, whereby the support roller 312 'of the carriage is now a central one Place of the guideway 313 'arrives. The consequence of this is that the point of attack of the spring system 309 on the guide arm 303 'a little more towards the hinge pin 302' is shifted, whereby the moment of the spring force - according to the shortened lever arm - decreased. The consequence of this is that by the lesser Load from the vehicle frame 301 from the axle 303 that was initially shifted downwards again swing back up. can, whereby the support roller 312 automatically out of their Stop position on pressure switch 328 to approximately the representation in FIG. 13 corresponding (with a completely unloaded vehicle even to an approximately middle) position arrives on the guideway 313. The cushioning can now be in the same again Way to go ahead, as they have already been done several times with reference to the exemplary embodiments has been described.

Of course, the control valve 339 can also be added Adjust from the handlebars of the vehicle so that the suspension is adapted to the road conditions can be adjusted favorably. In addition, the cushioning system according to FIG However, the further advantage that the suspension system of each vehicle wheel can be set independently of the other suspension systems: Should the vehicle - designed as a truck - z. B. be loaded on one side, so causes the described Suspension completely automatically a correspondingly harder setting on this side of the vehicle assigned cushioning systems, which means that any inclination of the vehicle, caused by uneven loading are excluded. The same automatic Change in the hardness of the suspension system already results in curves, see above that the vehicle despite the desired soft and pleasant cushioning in curves remains relatively stable and therefore far less to the outside tends towards the curve than would otherwise correspond to such a soft cushioning.

The balancing effect of the wheel suspension described last In curves it can also be improved by the fact that the control valves 339 resp. the solenoids 348 used to actuate them - assigned in each side of the vehicle Pairs - in addition to one already proposed in numerous embodiments Pendulum device or from the steering wheel - depending on the deflection - be operated. This allows adjusting the hardness of the cushioning system the centrifugal force on the vehicle body can still be accelerated.

From the last embodiment shown in Fig. 14 goes Finally it emerges how the cushioning system described is also beneficial for Motorcycles or other two-wheeled vehicles can be used.

The front wheel 406 of the illustrated motorcycle is on a modern one Motorcycles usual tuning fork 403 mounted, which at its rear end over a pivot pin 402 is hinged to the front wheel 1450. The front fork 450 points directly below a conventional steering head 451 of the motorcycle frame 401_ a transverse bearing 407, on each side of the front wheel 406 a spring element 409 is articulated, as has been described with reference to FIGS. 11 and 12, for example. to each spring element 409, which in this case only consists of a single helical spring exists and in turn via the two spring plates 411 a and 411 b - at the same time inevitably axially - is guided, belongs to a support roller mounted on the lower spring plate 411 b 412, which are arranged on one at the top of each arm of the vibrating fork 403 Guide track 413 can roll along part of the tuning fork. In the illustrated In the initial position of the cushioning, the guide track 413 also runs in a spiral shape, for example, just like the guide track 313 of the fourth embodiment.

So that the hardness of the spring element 409 can also be adjusted is the axial bushing 43 'connected to the lower spring plate 4. = 11_ b provided with an external thread and carries the actual lower support disc on it 45'2 for the spring element 409. Should the hardness of the cushioning element 409 be increased need only the support disk 452 along the bush 431 after to be screwed up until the desired hardness is achieved. An automatic one Adaptation of the spring elements to the vehicle load is not necessary here because with Motorcycles are not expected to have more frequent, larger changes in load needs. In general, such vehicles are only owned by one and the same owner used, who adjusts the hardness of the cushioning once according to his wishes. Only in the event that a passenger is to be taken with the motorcycle, it will be necessary to adapt the suspension to the new vehicle load however, mainly on the rear suspension described in more detail below relates.

The rear wheel 406 'of the motorcycle shown in Fig. 14 is on the vehicle frame 401 by means of a tuning fork 403' out, which is hinged to the vehicle frame 401 by means of a front hinge bolt 40d '. In the area of the axis 453 of the rear wheel 406, there is a basically identical guide track 413 on the upper side of each arm of the vibrating fork 403 ′ as is located on the two arms of the front vibrating fork 403. On each guide track 413 of the oscillating fork 403 ', a support roller 412 is guided, which is mounted on a carriage 443, which is approximately the same as the carriage 343 of the fourth exemplary embodiment. While the guide track 313 of the carriage 343 is spirally curved, the guide track 413 'of the carriage 443 runs in the illustrated initial position of the suspension concentrically to a hinge pin 407 mounted on the vehicle frame 401 above the rear wheel 406', one on each side of the rear wheel 406 ' Spring element 409 'is articulated by means of an upper spring plate 411.'a.

Each spring element 409 'corresponds approximately to the spring elements 409 of the front wheel suspension, but here the spring stiffness is changed by adjusting the position of the support roller 412' with respect to the guide track 41.3 '. For this change, the lower spring plate 411'b carrying the support roller 412 'has a shoulder which projects downwards to the side of the support roller and is provided with a transverse bore (not visible). In addition, the carriage 443 also has a number of transverse bores 454 along a circular arc parallel to the guide track 413 ′. By means of a coupling pin 455, the spring plate 411'b can now be fixed to one of the named transverse bores 454 of the carriage 443 via the coupling pin 455, depending on the desired spring stiffness. The setting shown corresponds to the hardest spring setting, while the cushioning becomes softer the more the spring element 409 'is adjusted towards the inner end of the guide track 413'.

The same guide rod is used to further fix the carriage 443 444, as described in the fourth exemplary embodiment (see FIG. 13). the the spring system 4-09 'towards the front of the motorcycle to encompass a guide rod 444 is hinged at the top of the hinge pin 407, while at its lower free end the front end of the carriage 443 is articulated by means of a hinge pin 445.

The mode of action of the suspension of the motorcycle is based on the above Description of the other exemplary embodiments immediately emerges, so that here a repetitive functional description can be dispensed with. Just be advised that the rear wheel suspension should be used if a passenger is taken along by repositioning the coupling pins 445 accordingly - usually without tools will be possible by hand - can easily be adapted to the new load.

The various embodiments described above leave recognize that the invention Cushioning system at all common wheel suspensions and in connection with all common spring elements', and in general with all common road vehicles, especially all-terrain vehicles Vehicles can be used advantageously. As already mentioned, could be about the depicted Spring elements also even use pneumatic or other spring elements that have a progressive spring characteristic. The disclosed individual elements, z. B. for automatic control of the adjustable spring system, can of course also regardless of the respective embodiment for which they are described, apply in conjunction with the other exemplary embodiments, which results in further numerous modification options result. The support rollers could by using made particularly easy by rolling bearings or additionally by means of side edges be guided.

Furthermore, the fine drive having the actuating shaft could for the adjustment of the pivot lever of the suspension system according to Figure 7 by a be replaced on the associated tube via a chain drive engaging chain drive. Instead of the chain drive, the tube could also have a ratchet wheel with symmetrical teeth have, which by means of a permanently engaged with the toothing Pawl lever with adjustable pawl, roughly like a "ratchet" for twisting of the pipe is exploited. In the simplest way, however, would be a simple one All you need is a hexagon on the pipe, which can then be removed with the help of a normal wrench is used to twist the pipe. In addition, the cushioning system could also still can be supplemented by conventional shock absorbers, although such dampers are usually hardly will be necessary and at least only need to have a very weak effect Refinements could include the additional use of rubber mountings, self-lubricating Bearing points and are in the application of rubber sleeves, in particular can serve to protect coil spring elements of the cushioning. It could together with the cushioning system described, also the usual stabilizers can be used to counteract the side tilts of the vehicle body even better can.

In the context of other configurations, one could be described with one Suspension system a display device arranged on the vehicle's instrument panel combine, which via appropriate transmission means the degree of loading of the Vehicle or the respective ground clearance of the same indicates: Furthermore could the control motor, which in the exemplary embodiments either as an electric motor or is described as a hydraulically operating motor, also as a pneumatically operating one Be designed motor, which then in a simple manner to a conventional compressed air system, z. B. is connected to the brake air reservoir of the vehicle. To control could -over a suitable coupling - the drive motor of the vehicle is used be.

Finally, the spring systems composed of different springs could Some embodiments can also be designed differently than shown in order to achieve a better adaptation of the cushioning characteristics to the load conditions create. So could a single coil spring with a different pitch or with a conical shell shape or finally a combination of interlocking ones Helical springs are used, some of which only after a certain deflection other springs come into play.

Claims (20)

PATENT CLAIM: 1. A suspension system acting on a link, in particular for wheel suspension of motor vehicles, which has a cushioning characteristic that is progressively softer than its end areas in the central area and for this purpose a support point of a pivotable support body that interacts with the spring element, which can be varied at a distance from the articulation point of the link characterized in that the support body (e.g. pivot lever 11 or leaf spring 109), which is freely pivotable in a manner known per se, is on the one hand on a substantially longitudinal direction of the link (e.g. 3 or 103), e.g. B. directly or indirectly located on the handlebar guideway (13 or 113, 213...) Is supported and arranged so that when the handlebar is relieved about the outer (ie facing the wheel axis) end of the guideway resting one end with increasing deflection of the link (e.g. 3 or 103) with simultaneous corresponding pivoting of the support body (e.g. pivot lever 11 or leaf spring 109) and a corresponding reduction of the lever arm, which co-determines the support torque, to the other end of the guide way (13 or 113, 213 . ..) may toward dodge, wherein the guide track by its said other end of is toward such a curved shape against the associated path of movement inflated to its supported Abstützkörperendes that in the central deflection of the link each Durchfederungsauslenkung for a particular pivotal position of the supporting body (. B. pivot lever 11 or leaf spring 109) is assigned and its supported on the guide track s the end with increasing deflection in the sense of the increasing "softening" of the cushioning characteristic reaches the named other end of the guideway (13 or 113, 213 ... ). 2. Suspension system according to claim 1, characterized in that on one and the same link (z. B. 103) or one and the same link system (3, 3 ') still a second similar spring element (z. B. 9', 109 ') acts, whereby the guide track (13 ', 113') assigned to the corresponding support body (e.g. 11 @) does not exaggerate in a manner known per se against the movement path of the support body support point corresponding to the central position of the link (3 'or 103) and the support body (11 '), which can be adjusted in its pivoted position via an adjustable linkage (15, 115), is prevented from an automatic pivoting movement (FIGS. 1, 2 and 7 to 12). 3. Suspension system according to claim 1 or 2, characterized in that each support body (z. B. pivot lever 11, 11 'or leaf spring 109; 109') on the associated guide track (13, 13 'or 113, 113'. ) is supported by means of a rolling element (e.g. roller 12, 12 'or 112, 112'...). 4. cushioning system according to claims 1 to 3, characterized in that each spring element in a manner known per se consists of a torsion bar spring (9) which is non-rotatably fixed at one point on the vehicle body (1) and rotatably mounted in the region of its outer free end on the vehicle body (1) or 9 '), the torsional stress of which takes place via a hub (8 or 8') directly or indirectly connected to it, with the wheel (6) to be cushioned on a link system ( 3, 3 ', 5), the articulation points (2, 2') of which are located on the vehicle body (1) in the longitudinal direction of the vehicle approximately next to the hub or the hubs (8, 8) , and with a support body ( 11 or 11 ') is articulated freely pivotable, whose axis of rotation (7 or 7') runs approximately vertically in the starting position of the hub (8 or 8 ') corresponding to a medium load and which the link (3 or 3') overlaps and on the at the top of the Link (3 or 3 ') arranged guide track (13 or 13') is supported (Fig. 1, 2 and 7). 5. cushioning system according to claim 1 or 2, characterized in that the or each spring element from a one hand of the link (swing half-axis 103) to one vertical axis (107 or 107 ') on the vehicle body (101) pivotally mounted leaf spring (109 or 109, which is itself designed as a support body and on its free end carries a support roller (112 or 112 '), while the link (swing half-axis 103) in the swivel area of the support roller (112 or 112 ') the associated guide track (113 or 113 ') (Figs. 8 to 10). 6. Suspension system according to the claims 2, 4 and 5, characterized in that the adjustable linkage (15) for the adjustable Support body (11 ') on the vehicle body (1) in a transverse direction of the vehicle rotatably mounted tube (16) is screwed, which by means of a conventional drive (17, 18,18 ') in the sense of a simultaneous, self-locking retained adjustment the support body of two wheel springs belonging to an axle of the vehicle acts (Fig. 1, 2 and 7). 7. cushioning system according to claim 5 or 6, characterized due to two mirror images to the plane of movement of the handlebar (swing half-axis 103) arranged leaf springs (109, 109 '), each with a guide track attached to the handlebar (113, 113 ') interact and one of which (109') with the not exaggerated Guide track (113 ') interacting through the adjustable linkage (115) on one automatic pivoting movement is prevented (Fig. 8 to 10). B. Suspension system according to claim 1 or 2, characterized in that the or each spring element from one to one above the lower wishbone (e.g. 203 ') - about one to the pivot axis (202 ') of the handlebar parallel axis (202) -swivel-mounted helical spring or consists of a corresponding spring system (e.g. 209 '), both of which are inevitable spring plates (21.1'a and 211'b) guided axially to the axis of the spring of the bearing axis (202) remote by means of a support roller (212 ') on the indirect or immediate is guided on the upper side of the handlebar (203 ') running guide track (213') (Figures 11-14). 9. cushioning system according to claims 2 and 8, characterized in that that the second similar spring element (z. B. 209) immediately next to the first (209 ') and the guide track (213) assigned to it on the same Link (203 ') next to the guide track assigned to the first spring element (209') (213 ') is arranged (Figs. 11 and 12). 10. Suspension system according to the claims 1 and 8, characterized in that the curved superelevation having Guide track (313) part of an adjustable in the longitudinal direction of the handlebar (303 ') and lockable as well as by means of a further roller (312 ') on the guideway (313 ') of the link (303') is guided guide carriage (343) (Fig. 13). 11. Suspension system according to claims 1 and 8 to 10, characterized in that the elevation of the guide track (213 or 313) located on the handlebar (203 ') or on the upper side of the guide carriage (343) has the shape of a curve, the center of which coincides with the pivot axis (202 or 307) of the spring element in the unloaded position of the link (203 'or 303') and the center point in the direction of the articulation point (202 'or 302') of the link (203 'or 303 ') is curved towards the pivot axis (202 or 307) of the spring element (209 or 309) (FIGS. 11 and 13). 12. cushioning system according to claims 1 and 8, characterized in that the the guideway (413) having a camber directly on the upper side of the handlebar (403 ') runs, while the support roller (412') is also the support body forming spring element (helical spring element 409 ') on a further guide track (413 ') one by means of a further roller (412) on the guide track (413) of the handlebar guided guide carriage (443) is guided, opposite to which the support roller (412 ') supporting spring plate (411'b) of the spring element (409') in the longitudinal direction the guide track (413) of the handlebar (403 ') is displaceable and lockable (Fig. 14). 13. Suspension system according to claims 2, 10 and 12, characterized in that the guide carriage (343 or 443) at its one, preferably after the articulation point (302 'or 402') of the link (303 'or 403') located end is articulated to a guide rod (344 or 444) , the other end of which is mounted on the pivot axis (307 or 407) of the spring element (309 or 409 ') (Fig. 13 and 14). 14. Suspension system according to claims 10 and 13, characterized in that the guide carriage (343) at the articulation point (345) of the guide rod (344) at the same time hinged to a connecting rod (piston rod 336) serving for its adjustment is (Fig. 13). 15. Cushioning system according to claims 2 to 12, characterized in that that for setting Jung of the connecting rod (15, 115 etc. resp. Piston rod 336) for the adjustable support body (11) or guide carriage (343) a remote drive (e.g. 25) that can be operated from the driver of the vehicle is used (Fig. 1, 2 and 7 to 13). 16. Cushioning system according to claim 15, characterized in that that the remote drive for adjusting the adjustable connecting rod or the like. (115, 336) as an electrically, hydraulically or pneumatically operating device (z. B. 127) is formed (Figs. 1, 2 and 7 to 13). 17. Cushioning system according to Claim 15 or 16, characterized in that the adjusting device (e.g. 227) for adjusting the adjustable connecting rod (e.g. 215) from both the handlebars of the vehicle and automatically - depending on the position of the support roller (212) on the elevated guide track (213) - can be actuated (FIGS. 7 to 13). 18th Suspension system according to claim 17, characterized in that for automatic Control of the adjustment device (e.g. 227) at the two ends of the raised Guide track (213) arranged and actuated mechanically from the support roller (212) or electrically operating switching elements (e.g. 128, 129 or 228, 229) are used (Fig. 7 to 13). 19. Cushioning system according to claim 18, characterized in that the mechanically operating switching element from one the stops for the guideway (213) having fork lever (232), which is on the handlebar (203 ') immediately next to the elevated guideway (233) is articulated and via a further lever arm (234) with one leading to the actuating mechanism (240) of the adjusting device (239) Linkage (235) is articulated (Figs. 11 and 12). 20. Cushioning system according to claim 18, characterized in that at each end of the elevated guideway (e.g. 313) an electrical pressure switch that can be actuated from the support roller (312) (328, 329) is arranged, in whose circuit there is one to the opposite Actuation of the adjusting device (339) serving solenoid (348) is (Fig. 9, 10 and 13). Considered publications: German Patent Specifications No. 387 616, 612 844, 636 925, 655 400, 751796, 873 938.