DE2851880A1 - VEHICLE - Google Patents

Description

SHIP V. FONER STREHL SCHOBEL-HOPF EBBINSHAUS FINCK

description

The invention relates to vehicles, in particular to ground vehicles running on wheels without rails, which have a have sprung and unsprung mass, as well as on tracked vehicles, which have a suspension system.

Motor vehicles are known in which the suspension of each unsprung wheel mass has levers, each of which has a lever its ends are hinged to the unsprung mass or to the sprung mass, as well as an elastic element, which contains a shock absorber and a spring, arranged between one of the levers and the sprung mass and articulated associated with them. This elastic element provides resistance to the relative displacement of the unsprung mass and reduces the resulting vibrations. With such an arrangement of the elastic Element, part of its mass belongs to the unsprung mass.

When using such a suspension on a racing car, the arrangement of the elastic element deteriorates the aerodynamic properties of the vehicle between one of the suspension levers and the sprung mass, which leads to an increase in resistance to movement.

The suspension lever, which is connected to the elastic element, works on bending, which increases the size requires its mass. In addition, with such an arrangement of the elastic member in the case of his Dismantling a partial disassembly of the suspension is necessary, which makes technical maintenance more difficult.

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The invention is based on the object of such a vehicle in which the structural design of the suspension of the unsprung masses allows the size of the to reduce unsprung masses of the vehicle, to improve its aerodynamic properties and the assembly and To facilitate dismantling of the elastic elements.

This object is achieved in that in a vehicle in which the suspension of each unsprung mass lever has, which with one ends on the unsprung mass, but with the other on the sprung mass of the vehicle are articulated, and has an elastic element that mechanically with the sprung and unsprung mass is connected, according to the invention, the elastic element is attached to the sprung mass, while the mechanical connection is made with the unsprung mass via a flexible element.

Appropriately, the flexible element is at one end with the elastic element and at the other with one of the Lever connected.

The flexible element can at one end with the unsprung Ground and be connected to the other with the elastic element.

Such a connection of the flexible element relieves the lever of the bending forces, whereby the mass of the lever is reduced can be.

A device for changing the is advantageously between the unsprung mass and the elastic element Direction and magnitude of the force provided in the flexible element, which interacts with this and on the sprung Ground is attached.

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It is possible for the facility to change the Direction and magnitude of the force in the flexible element consists of a toggle lever with arms of unequal length and the flexible one Element has an interruption, the ends of the flexible element at the point of interruption with the Arms of the knee lever are connected accordingly.

It is also possible that the device to change the Direction and magnitude of the force in the flexible element is a profiled role around which the flexible element is wrapped and is rotatably mounted eccentrically on the sprung mass.

These devices make it possible to arrange the elastic elements at any convenient point on the sprung mass, what the assembly of other assemblies of the vehicle simplified. In addition, these facilities allow, depending on the motion conditions the desired characteristic of the suspension practically with any characteristic of the elastic To ensure the element.

The elastic elements of the suspensions can be arranged in close proximity to one another in a common block attached to the sprung mass.

The arrangement of the elastic elements in the common block simplifies the assembly and disassembly of the elastic elements * ments even more.

Appropriately, a stabilizer for lateral stability is provided on the vehicle, which is attached to the sprung mass is and consists of a torsion bar with two arms arranged at an angle to it, the ends of which with the elastic elements of the suspensions of the coaxially arranged unsprung masses are connected.

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Advantageously, the vehicle has a stabilizer for longitudinal stability that is attached to the sprung mass and consists of a torsion bar with two arms arranged at an angle to it, the ends of which are attached to the elastic ones Elements of the suspensions arranged on one side of the vehicle are connected.

The connection of the stabilizers for lateral and longitudinal stability to the elastic elements offers the possibility of running them with relatively small dimensions and the to relieve the sprung mass from torsional stresses, which leads to a reduction in the sprung mass.

It is also possible that at least one of the elastic elements is common for at least two unsprung masses is provided, which are connected to him via the flexible elements.

The arrangement of an elastic element for two unsprung Mass makes it possible to reduce the number of elastic elements and consequently the construction of the suspension to simplify.

The vehicle can have a control system to control the mutual Have the position of the sprung and unsprung mass mounted on the sprung mass and encoder for the mutual positions of the sprung mass and the corresponding unsprung mass, a unit for reinforcement and conversion of signals from the encoders, the outputs of the encoders being connected to the inputs of this unit are a transmitter unit for manual control, the output of which is on is connected to the respective input of the unit for amplification and conversion, and has a drive whose Input to the output of the amplification and conversion unit and its output with the input of an actuating mechanism cooperating with the elastic elements

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connected is.

The presence of such a control system allows the vehicle to have an appropriate ground clearance independently to ensure the change in sprung mass and aerodynamic forces during movement.

Each pair of coaxially arranged unsprung masses has a common transmitter for the mutual position the sprung and unsprung masses coupled to the flexible elements that make up the unsprung masses connect with the elastic elements.

It is possible that the control system to control the mutual Location of the sprung mass and the unsprung mass encoder for transverse and longitudinal inclination, which has an attached to the sprung mass and connected to their outputs the inputs of the unit for amplification and conversion of signals from the encoder for the mutual position of the unsprung Masses are connected.

The presence of the transverse and longitudinal inclination transmitters in the control system makes it possible to use mechanical stabilizers omit for lateral and longitudinal stability and give the driver the desired change in the characteristics of the angle bar If igke it to ensure the suspension in the transverse and the longitudinal direction depending on the movement conditions.

The vehicle designed according to the invention has relatively low unsprung masses, a reduced sprung mass Mass, improved aerodynamic properties and an improved overall arrangement in which the elastic Elements can be attached to a convenient place of the sprung mass, their assembly and disassembly without disassembly the suspension.

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With the vehicle according to the invention, favorable stiffness characteristics can be obtained the suspension for the living conditions with any characteristics of the elastic elements used.

The invention is illustrated in more detail, for example, with the aid of the drawings explained. Show it:

Fig. 1 'schematically shows a chassis of a wheeled vehicle with a suspension according to the invention;

Fig. 2 schematically shows a suspension of one of the unsprung masses, in which the end of the flexible Element is attached to one of the levers;

Fig. 3 shows a suspension in which the end of the flexible element on an unsprung mass is attached;

Fig. 4 the same suspension with a device for changing the direction and size of the Force in the flexible element;

5 shows a device for changing the direction and magnitude of the force in the flexible element, in the form of a toggle lever;

6 shows a device for changing the direction and magnitude of the force in the flexible element, in the form of a profiled roll;

7 shows a block of elastic elements with stabilizers for transverse and longitudinal stability;

Fig. 8 a suspension of two coaxially arranged unsprung masses, which a have a common elastic element;

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Fig. 9 shows a chassis of the vehicle whose

A control system to control the mutual position of the sprung and suspension has unsprung mass;

Fig. 10 is a block diagram of the control system for controlling the mutual position of the sprung Mass and unsprung mass and

11 is a partial view of a sprung mass

with an attached encoder for the mutual position of the sprung and unsprung Dimensions.

The vehicle of Fig. 1 has a chassis which has a sprung mass 1 on which an engine 2, a transmission 3 and unsprung masses 4 are mounted, which by means of the front suspensions 5 and the rear suspensions 5a are connected to the sprung mass 1.

The suspension 5 of each front unsprung mass 4 has an upper lever 6 in the example shown (Fig. 2) and a lower lever 7, which ends with the unsprung mass 4 in joints 8 and 9 and with the sprung Mass in joints 10 and 11 are connected. The suspension 5a of each rear unsprung mass 4 includes a Longitudinal swing arm 12. It is possible to use other suitable lever systems for these purposes.

The suspension 5 or 5a of Fig. 1 has an elastic element 13 (Fig. 2), which has a spring and a shock absorber (not shown) which is attached to the unsprung mass 4. The elastic element 13 is connected to the end 15 of the lever 7 by means of a flexible element 14. The flexible element is a rope represents, it being possible to use a chain or other elements suitable for this purpose as the flexible element.

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The arrangement of the elastic element 13 on the sprung Mass 1 allows the unsprung mass 4 to be reduced, which in the known constructions is around the Half of the mass of the elastic element is increased and the aerodynamic resistance of the vehicle is reduced, since only the levers 6 and 7 are located in the space between the unsprung mass 4 and the sprung mass 1.

In addition, in this construction of the suspension 5, the assembly and disassembly of the elastic member 13 are in the Repairs and operation are considerably simplified as there is no dismantling the joints 8, 9, 10, 11 or suspension 5 is required.

Another variant of the suspension is the flexible element 14 (Fig. 3) directly to the unsprung Mass 4 preferably in the vicinity of the joint 8 for the attachment of the upper lever 6 to the unsprung mass 4 connected. Such a connection of the flexible element relieves the lever 7 of the bending force, which it makes possible to reduce the unsprung mass by reducing the mass of the levers 6, 7. Also guaranteed connecting the flexible element 14 directly to the unsprung mass 4 a more even load of the Joints 8, 9, 10, 11, - as these depend on the vertical stress be relieved.

The elastic element 13 (Fig. 4) attached to the sprung Mass 1 is attached, is connected to the unsprung mass 4 by means of the aforementioned flexible element 14, by means of a device 16 for changing the direction of the flexible element 14 and a device 17 for changing it the magnitude of the force in the flexible element 14 runs. These devices are on the sprung mass 1 arranged separately and make it possible to change the direction or the magnitude of the force in the flexible element 14 «,

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These devices can be of any known construction suitable for these purposes.

In order to save space, the device for changing the direction of the flexible element 14 and the Means for changing the force in the flexible element 14 expediently carried out together. Such a facility is a shown in Fig. 5 toggle lever 18 with arms of unequal length, which on the sprung mass 1 with the help a joint 19 is attached. Here, the flexible element 14 has an interruption, while the ends of this flexible element are each connected to the arms of the lever 18 at its point of interruption.

The means for changing the direction and magnitude of the force in the flexible element, as shown in Fig. 6, has the shape of a profiled roller 20, which is attached to the sprung mass 1 with the aid of the joint 19 eccentrically is. The roller is rotatably arranged on the axis of the joint 19. The flexible element 14 around the roller 20 is lying around, changes its direction while changing the force by selecting the profile of the Role 20 is reached.

Other devices for changing the direction and magnitude of the force in the flexible element can also be used for this Appropriate facilities are used for the purpose.

By changing the position of the roller 20 with respect to the flexible Element 14 or by changing the effective length of the arms of the lever 18 (Fig. 5) can be the desired ratio between the force transmitted by the unsprung mass and the force transmitted by the elastic element 13 deformed, which in turn makes it possible to use any desired stiffness characteristics of the suspension independently of

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the characteristic curve of the elastic element 13 to be obtained. The suspension can have the desired non-linear characteristics, while an elastic element with a linear characteristic is used. In addition, the driver can act on the device 18, 20 the characteristics of the suspension 5, 5a as a function of the change in vehicle mass and the Select movement conditions as you like.

The presence of the devices 18 and 20 provides the Possibility of using the elastic elements 13 of the suspension at any convenient place on the vehicle in the immediate vicinity to each other in a common block 21 (Fig. 1) to be arranged. The arrangement of the elastic elements in common Block 21, which is attached to the sprung mass 1, makes it possible to simplify the repair and operating work and to facilitate the assembly and disassembly of the elastic elements 13 (Fig. 4). In addition, simplified the arrangement of the elastic elements 13 in the common block 21 (Fig. 1) the possibility of acting the elastic elements 13 for their regulation.

The ends 22 (Fig. 7) of the elastic elements 13 of the equiaxed arranged suspensions 5 »5a of the unsprung masses 4 (Fig. 1) are paired with one another by means of stabilizers 23 (Fig. 7) connected for lateral stability. The ends 22 of the elastic elements 13 of the suspensions 5 and 5a (Fig. 1), which are located on a right or left side of the vehicle, are paired with each other by means of Stabilizers 24 (Fig. 7) connected for longitudinal stability. The stabilizers 23, 24 are on the sprung mass 1 of the vehicle in supports 25 movably mounted. The arms 26, 27 of the respective stabilizers 23, 24 are with the Ends of the elastic elements 13 connected by means of joints, each of which has two ball support bearings 28a and 28b which also allow the arms 26, 27 to be displaced in the axial direction.

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The support 25 of each stabilizer 23 or 24 can be located together with this on the sprung mass 1 via a guide 29 using a screw device 30 or other similar mechanism using a hand or has a mechanical, electrical or hydraulic drive.

Such a design in which the stabilizers 23, 24 interact directly with the elastic elements 13, allows the unsprung masses 4 (Fig. 1) of the vehicle to be reduced even more in that the stabilizers

23 (Fig. 7), 24 are not connected to them. The arrangement of the elastic elements 13 close to one another allows es, the dimensions and mass of the stabilizers 23,

24 to reduce significantly and thus the total weight of the vehicle also by reducing the sprung mass 1 of the vehicle, which in this construction of the stabilizers 23, 24 and their supports 25 is not stressed by torsional forces and therefore a lower torsional stiffness and consequently a lower weight may have. The displaceability of the support 25 enables it to change the length of the arms 26, 27 of the stabilizers 23, 24, which changes the rigidity of the Suspension 5 and 5a (Fig. 1), based on the transverse and longitudinal inclination, .which in turn results in optimal rigidity depending on the changes in the mass of the vehicle (amount of load, fuel consumption) and the movement conditions can be selected.

One of the design variants of the suspension is a suspension in which one of the elastic elements 13 (Fig. 8), which is attached to the sprung mass 1, is at the same time in connection with two unsprung masses 4. To this Purpose has a stabilizer 31 for lateral stability, which is mounted in supports 32 on the sprung mass 1,

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an additional arm 33 which is connected to the elastic element 13. The flexible elements 14 are with this elastic element in connection and are, by means of the profiled rollers attached to the sprung mass 1 Loop 20, connected to the unsprung masses 4. Such a construction allows the number of elastic members 13 to be reduced and thereby the To simplify the design of the vehicles, which are not subject to high requirements with regard to the suspension.

To improve the characteristics of the vehicle is on the sprung mass 1 a control system 34 (FIG. 9) for controlling the mutual position of the sprung mass 1 and the unsprung masses 4 arranged, which together with the block 21 of the elastic elements 13 (Fig. 3) is mounted and encoder 35 (Fig. 10) for the mutual position, a Unit 36 for amplifying and converting signals from the transmitter 35, a drive 37, an adjusting mechanism 38 and a transmitter unit 39 for the hand control with a handle (Fig. 9). The outputs of the transmitter 35 (Fig. 10) for the mutual position are with the inputs of the unit for amplification and conversion of signals from the transmitter 35 connected. The output of the transmitter unit 39 for manual control is connected to the individual input of the unit 36 for amplifying and converting signals from the transmitter 35. The drive 37 is with its input to the output of the unit 36 for amplification and conversion, with his However, the output is connected to the input of the actuating mechanism 38. The presence of the control system for controlling the relative position of the sprung mass 1 and the unsprung Masses 4 can, the specified ground clearance regardless of the change in vehicle mass and the loads are maintained by aerodynamic forces, which affects the driving characteristics of the vehicle and its Adaptability to different road conditions significantly improved.

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285188Q

The transmitter 35, the unit 36, the drive 37, the transmitter unit 39 and the adjusting mechanism can be any known Have construction suitable for these purposes *

The transmitter 35 (FIG. 11) can be designed as a transmitter for a progressive movement, its immovable part is attached to the sprung mass 1 and its (not shown) movable part by means of tie rods 41 with the flexible elements 14 of the coaxially arranged unsprung masses 4 (the front and rear wheels of the motor vehicle) connected is. It is also any other constructive implementation of the mutual position transmitter the sprung mass 1 and the unsprung mass 4 possible.

To register the transverse and longitudinal inclination and to control the mutual position of the sprung mass 1 and the unsprung masses 4 according to the transverse and longitudinal inclination become a transverse inclination sensor in the control system 34 (FIG. 9) 42 (Fig. 10) and a longitudinal inclination sensor 43 added, which are attached to the sprung mass 1 (Fig. 9). The inclination sensors 42, 43 (FIG. 10) of the sprung mass 1 (Fig. 9) with their outputs to the inputs of the unit 36 (Fig. 10) for amplification and conversion of Signals from the encoder 35 connected and can be designed as a encoder for an angular displacement that is attached to the sprung Mass 1 are attached. The transverse inclination sensor 42 is in a common housing with the sensors 35 (Fig. 11) arranged for mutual position and can be constructed in other ways, for example with gyroscopes.

The presence of inclination sensors 42, 43 (Fig. 10) in the system for controlling the mutual position of the sprung The mass and the unsprung masses allow the mechanical stabilizers for longitudinal and transverse stability omit and thereby the mass of the vehicle

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Reduce. Here, the driver has the option of using the transmitter unit for manual control of the characteristics the angle! rigidity of the suspension in the longitudinal and to change the transverse direction depending on the movement conditions.

The suspension of the vehicle works as follows:

During the movement of the vehicle, the unsprung masses 4 oscillate relative to the sprung mass 1. When the unsprung mass 4 moves upwards, the flexible element 14 is tensioned and the elastic element is deformed Element 13 »which creates a resistance to the displacement of the unsprung mass and strives to this returned to the original position. The vibrations the unsprung mass 4 are damped by a shock absorber (not shown) which is a component part of the elastic element 13.

During the vibrations of the unsprung masses 4, the displacement of the flexible element 14 is not great, which is why the device for changing the direction and magnitude of the force in the flexible element 14, which acts as a lever 18 or Roller 20 is designed to rotate through a small angle. By choosing the ratio of the arms of the lever 18 or rotating the roller 20 with respect to the flexible element 14 changes the stiffness characteristic of the suspension 5 or 5a reached. A greater change in the characteristic can be achieved by choosing the shape of the roller 20 or the lever 18. This makes the characteristics of the suspension 5 or 5a practically independent of the characteristics of the elastic element 13 and offers the possibility of the cheapest and most accessible elastic elements, for example rubber blocks in combination with a liquid shock absorber, to use. Both a

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provisional regulation of the course of the characteristic curve of the suspension as well as the possibility of changing the characteristic curve during the movement while adapting to the changed movement conditions. To this end, the driver actuates a device for rotating the roller 20. This device, which is not shown in the drawing and is not an object of the invention, can be a mechanical, electrical or any other suitable device. The stabilization of the sprung mass after the transverse and longitudinal inclination is ensured by the stabilizers 23, 24 for the transverse and longitudinal stability. When a transverse or longitudinal inclination occurs, there is a large relative displacement of one of the flexible elements 14, which are connected in pairs by means of the stabilizers 23, 24. Here, the respective stabilizer is twisted and loads the elastic element 13 »which is connected to the other flexible element 14, whereby the resistance to the displacement of the unsprung mass 4, which has caused the occurrence of the corresponding inclination, is increased. This stabilizes the vehicle after the transverse and longitudinal inclination, which occur as a result of the effect of lateral and longitudinal inertial forces when turning, starting, braking and driving on uneven roads. Depending on the change in the vehicle mass, which occurs as a result of the change in the amount of fuel in the container or the number of passengers and the load mass, it is necessary to change the rigidity of the suspension according to the transverse and longitudinal inclination and to ensure the best driving characteristics. To do this, the driver switches on the screw device 30 to move the supports 23 of the corresponding stabilizers. Here, the arms 26 and 27 of the stabilizers 23 and 24 move in the ball support bearings 28a, 28b of the joints 28. A change in the effective length of the arms 26, 27 of the stabilizers 23, 24 is brought about, which changes the dependency accordingly

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between the angle of rotation of the stabilizer 23 or and the deformation of the elastic elements 13 connected to it. The angular rigidity of the suspension changes in the respective direction. For adjusting an optimum under the given motion ratios depending on the road surface and the load of the vehicle ground clearance, the driver actuates 40 (Fig. 9) the handle of the transducer unit 39 & ^it control system 34 for controlling the relative position of the sprung mass 1 and unsprung masses 4 The signal from the transmitter unit 39 is converted and amplified in the amplification and conversion unit 36 and reaches the input of the drive 37 by switching it on. The adjusting mechanism 38 connected to the drive 37 acts on the corresponding elastic elements 13 of the block 21 of the elastic elements 13 by tensioning or loosening the flexible elements 14 until the required position of the sprung mass 1 is achieved. The deviations of the position of the sprung mass 1 from the originally specified position occurring during the movement of the vehicle are registered by the sensors 35 of the mutual position, whose signal, which arrives at the input of the amplification and conversion unit 36, is amplified and the activation of the The drive 37 and the response of the actuating mechanism 38, which acts on the block 21 and ensures a balancing of the sprung mass 1, causes. The stabilization according to the transverse and longitudinal inclination is achieved with the presence of the control system 34 with the aid of the inclination sensors, which generate a signal proportional to the intended use of the transmitter for the transverse or longitudinal inclination and feed it to the input of the amplification and conversion unit 36, which, as already described above, causes the drive 37 and the adjusting mechanism 38 to respond, which acts on the corresponding elastic elements 13 of the block 21 and thereby balances the position of the sprung mass

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se 1 guaranteed. The rigidity of the suspension after the transverse and longitudinal inclination is determined by the driver with the help of the handle 40 specified for the hand control transmitter unit. This manipulation determines the degree of amplification of signals the inclination sensor is set in the amplification and conversion unit 36.

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Claims (13)

SHIP ν. FUN ER STRELHL SCHÜBEL-HOPF EBBINGHAUS FINCK MARIÄHILFPLATZ 2. & 3, MÖNCHEN 9O POSTAL ADDRESS: POSTFACH 95Ο16Ο, D-800O MÖNCHEN 95 Moskovsky Avtomobilno-Dorozhny Institute VEHICLE Claims PROFESSIONAL REPRESENTATIVES SO BEFORE THE EUROPEAN PATENT OFFICE KARL LUDWIG SCHIFF DIPL. CHEM. DR. ALEXANDER V. FÖNER DIPL. INC. PETER STREHL DIPL. CHEM. OR. URSULA SCHÜBEL-HOPF DIPL. ING. DIETER EBBINQHAUS DR. INQ. DIETER FINCK TELEPHONE (OBB) 48 2OB * TELEX B-23B6S AURO D TELEGRAMS AUROMARCPAT MUNICH DEA-18928 November 30, 1978 1 _i vehicle in which the suspension of each unsprung mass contains "fog" which is hinged at one end to the unsprung mass, but with the other end to the sprung mass of the vehicle, and has an elastic element that connects to the sprung and the unsprung mass is mechanically connected, characterized gekennz eich η et that the elastic element (13) is attached to the sprung mass (1), while the mechanical connection with the unsprung mass (4) is made via a flexible element (14). 2. Vehicle according to claim 1, characterized-ζ e ic h η e t that the flexible element (14) on the 909025/0605 one end is connected to the elastic element (13) and at the other with a lever (7). 3. Vehicle according to claim 1, characterized Ichnet that the flexible element (14) at one end with the unsprung mass (4) and at the other is connected to the elastic element (13). 4. Vehicle according to claim 1, characterized in that between the unsprung mass (4) Un the elastic element (13) a device (18, 20) for changing the direction and magnitude of the force in the flexible Element (14) is provided which cooperates with this element and is attached to the sprung mass (1). 5. Vehicle according to claim 4, characterized in that the device for changing the Direction and magnitude of the force in the flexible element (14) has a toggle lever (18) with arms of unequal length and that flexible element (14) has an interruption, the ends of the flexible element at the interruption point with the arms of the toggle lever (18) are connected accordingly. 6. Vehicle according to claim 4, characterized in ~ indicates that the device for changing the direction and magnitude of the force in the flexible element (14) is a profiled roller (20) is wrapped around by the flexible element (14) and eccentric on the sprung mass (1) is rotatably mounted. 909825/068 5 7. Vehicle according to claim 1, characterized in that that the elastic elements (13) of the suspensions in close proximity to each other in a common Block (21) are arranged, which is attached to the sprung mass (1). 8. Vehicle according to claim 1, with a stabilizer for lateral stability, attached to the sprung mass and as a torsion bar with two arms arranged at an angle to it is designed, characterized in that that the ends of the arms (26) of the torsion bar (23) to the elastic elements (13) of the suspensions (5) of the coaxially arranged unsprung masses (4) are connected. 9. Vehicle according to claim 1, characterized in that that it has a stabilizer (24) for longitudinal stability, which is attached to the sprung mass (1) is and consists of a torsion bar with two arms (27) arranged at an angle to it, the ends of which are attached the elastic elements (13) of the suspensions (51 5a) arranged on one side of the vehicle are connected. 10. Vehicle according to claim 1, characterized in that that at least one of the elastic elements (13) at least two unsprung masses (4) in common is, which are connected to him via the flexible elements (14). 909825/0685 11. Vehicle according to claim 1, 4 or 7, characterized by a control system (34) for controlling the mutual position of the sprung mass (1) and the unsprung mass (4), which is mounted on the sprung mass (1) and encoder (35) for the mutual positions the sprung mass (1) and the corresponding unsprung mass (4), a unit (36) for reinforcement and conversion of signals from the encoders, whereby the outputs of the encoders are connected to the inputs of this unit, an encoder unit ^ 9) for manual control, the output of which is connected to the respective input the unit (36) for amplification and conversion is connected, and has a drive (37) whose input with the output of the unit (36) for amplification and conversion and its output with the input of one with the elastic elements (13) cooperating adjusting mechanism (38) is connected. 12. Vehicle according to claim 11, characterized in that that each pair of coaxially arranged unsprung masses (4) has a common encoder (35) for the mutual position of the sprung mass (1) and the unsprung mass (4), the one with the flexible elements (14) is coupled, which connect these unsprung masses (4) to the elastic elements (13). 13. Vehicle according to claim 11, characterized in that the control system for controlling the mutual position of the sprung mass (1) and the approximate 9098? 5 / 06ßii derten masses (4) encoder (42,43) for the transverse and longitudinal inclination has, which is attached to the sprung mass (1) and its outputs to the inputs of the unit (36) for Amplification and conversion of signals from the transmitter (35) for the mutual position of the sprung (1) and the unsprung Grounds (4) are connected. 90982 5