WO2009074374A1

WO2009074374A1 - Suspension device of a wheeled vehicle

Info

Publication number: WO2009074374A1
Application number: PCT/EP2008/063766
Authority: WO
Inventors: Ulrich Orlamünder; Dirk Rosner; Mirko Asmus; Jörg Fricke
Original assignee: Continental Aktiengesellschaft
Priority date: 2007-12-13
Filing date: 2008-10-14
Publication date: 2009-06-18
Also published as: EP2222490A1; DE102007060102A1

Abstract

The invention relates to a suspension device of a wheeled vehicle, for example of a motor vehicle, having a plurality of air springs (3a, 3b), which in each case are arranged on a wheel suspension of an associated vehicle wheel (2a, 2b) and in each case have a main air chamber (4a, 4b) and at least one additional air chamber (7a) that can be connected via an associated control valve (5a, 5c; 5b, 5d) to the main air chamber (4a, 4b) and separated therefrom. In order to expand control options of the suspension device, the main air chambers (4a, 4b) can be connected by at least two air springs (3a, 3b) via at least one associated control valve (5a, 5c; 5b, 5d) in each case to at least one common additional air chamber (7a) and can be separated therefrom.

Description

description

Suspension device of a wheeled vehicle

The invention relates to a suspension device of a wheeled vehicle, such as a motor vehicle, with several air springs, which are each arranged on a suspension of an associated vehicle wheel and each have a main air chamber and at least one connected via an associated control valve with the main air chamber and separable from this additional air chamber.

Air springs come in suspension systems of wheeled vehicles, such as motor vehicles and rail vehicles, for a long time alternatively or in combination with

Steel springs for use. An air spring consists of a flexible bellows, usually made of a fabric-reinforced rubber material, which is gas-tightly connected at the end to two terminating and fastening elements. Known types of air springs are the bellows air spring, in which a mostly with a single belt divided into two Balgwülste bellows connected end-to-end with a spring cover gas-tight, and the rolling bellows air spring, wherein a rolling bellows at one end with a spring cover and the other end is connected gas-tight with a rolling piston. As a resilient element is essentially the enclosed within the Federbalgs air volume, the pressure and the length or height of the air spring can be influenced. When loading-dependent compression and rebound of the air spring, the trapped air volume is compressed and expanded, with a bellows air spring the Balgwülste be correspondingly compressed and stretched and a rolling bellows air spring, the piston-side end of the rolling bellows on the rolling piston on and off unrolled , Compared to conventional steel springs, such as leaf springs, coil springs and torsion bars, an air spring on the ability to adjust their length or height by changing the pressure of the trapped air and their spring characteristic by changing the volume of trapped air. The adjustability of the height of air springs can be used to keep the ground clearance of a motor vehicle constant independent (level control), the ground clearance of a motor vehicle if necessary to change, for example, to increase for off-road driving and for highway driving, the vehicle body as a bus to lower one-sided to facilitate entry and exit, and adjust the loading edge of eg a truck to facilitate the loading and unloading to the level of a loading ramp. The adjustability of the spring characteristic of air springs can be used to switch in a motor vehicle, if necessary, between several suspension tuning, for example, between a soft comfort tuning and a hard sports vote, and by a corresponding hardening of the acceleration side air springs a corresponding inclination of the

Vehicle structure, such as a side slope when cornering, a nod at a strong longitudinal acceleration, and a Einnicken in a braking maneuver to counteract.

In a first known type of suspension device with an adjustable

Spring characteristic of an air spring is essentially limited by the bellows of the air spring main air chamber via a control valve, if necessary, connected to at least one additional air chamber with constant additional volume or separable from this. By connecting the main air chamber with the additional air chamber, the spring characteristic of the air spring due to the increased total volume is flatter, ie the air spring softer, and by switching off the additional air chamber, the spring characteristic due to the reduced total volume steeper, ie the air spring harder. A pressure equalization between the main air chamber and the additional air chamber usually does not take place and can only occur when connecting the additional air chamber when a changed pressure in the main air chamber has been set between the last shutdown and the connection of the additional air chamber. The additional air chamber can, as it is known for example from DE 40 18 712 Al, disposed immediately adjacent to the main air chamber and be with this part of a preassembled spring unit. The control valve is arranged in this case in a partition wall between the main air chamber and the additional air chamber, which may be formed for example by an adjacent spring cover of the bellows.

As it is e.g. from DE 203 02 274 Ul is known, however, the additional air chamber can also be arranged away from the main air chamber. In this case, the additional air chamber is connected via a connecting line and an end to or in the

Connecting line arranged control valve with the main air chamber in communication.

Such a suspension device, in which the control valves of two, a common vehicle axle associated air springs are coupled to each other control technology, is known from DE 32 33 160 Al. The additional air chambers are each arranged directly adjacent to the main air chambers and connected via a respective pressure-controlled control valve with this or separable from this. The two separated by a diaphragm control pressure chambers of the control valves are connected via control pressure lines in each case with the main air chamber of the associated air spring and the main air chamber of the other air spring in connection that closed during cornering the control valve of the outside air spring and the control valve of the inside air spring is opened. As a result, due to the opposite change in the spring characteristics of the two air springs of a centrifugal side tilt of the vehicle body automatically, i. without external control intervention, counteracted. In a further development of the relevant suspension device of the main air chamber of the air springs are each assigned a plurality of additional air chambers, which are arranged adjacent to the relevant main air chamber annular and serially connected by a rotary valve and switched off.

In a second known type of suspension device with an adjustable spring characteristic of an air spring is a substantially through the bellows of Air spring limited main air chamber permanently with an additional air chamber with variable volume in combination. The additional air chamber is usually formed as a rigid cylinder in which an axially displaceable by means of a control force adjusting piston is arranged, through which the additional volume is limited. The additional air chamber is usually located away from the main air chamber of the air spring and communicates with this via a connecting line. In this design, a reduction of the additional air chamber is inevitably associated with a compression of the trapped in the main air chamber and the additional air chamber air, which leads to an increase in the spring stiffness of the air spring and at the same time to an extension of the air spring. Accordingly, an enlargement of the additional air chamber with a

Expansion of the total trapped air connected, resulting in a reduction of the spring stiffness of the air spring and at the same time to a shortening of the air spring.

Such a suspension device, in which the actuating piston of two, a common vehicle axle associated air springs are rigidly coupled together, is known from DE 10 50 669 B known. Due to the coupling of the two adjusting piston, the additional volume under compression in the relevant additional air chamber and the connected main air chamber of an air spring air is reduced to the same extent at an adjustment by means of a force as the additional volume under expansion in the relevant additional air chamber and connected Main air chamber located air of the other air spring is increased. This is used in particular to prevent a centrifugal force caused lateral inclination of the vehicle body when cornering by increasing the spring stiffness and the air pressure of the outside air spring and by reducing the spring stiffness and the air pressure of the inside air spring by holding the vehicle body horizontally or even to the inside curve side is inclined. A disadvantage of this known suspension device are the required high actuating force for actuating the compressing actuating piston and a due to the polytropic change in state of both air volume caused increase in the vehicle body on the relevant vehicle axle. To avoid these disadvantages, an improved suspension device has been proposed in DE 42 11 628 C2, in which the additional air chambers of the air springs of a vehicle axle are each limited by a rollable on a control piston rolling bellows, wherein the control piston have an extended in the direction of the additional air chambers contouring. The control pistons are axially displaceable over the control pressure of a respective adjacent Ansteuerraums, whereby the respective additional volume of the respective additional air chamber is reduced or increased accordingly. The Ansteuerräume the air springs of a vehicle axle are connected to the two, separated by a piston pressure chambers of an actuating cylinder, so that by an axial adjustment of the piston, the control pressure in the one

Control room increases and decreases in the other control room. Accordingly, one control piston is pressed into the one additional air chamber while displacing and compressing the relevant air, and the other control piston is pushed out of the other additional air chamber by expanding and expanding the relevant air. Due to the contouring of the control piston, the reduction of the additional volume of an additional air chamber is less than the increase in the additional volume of the other additional air chamber, which can be avoided when cornering an increase in vehicle body due to compensation of centrifugal side tilt. Also, the required force for axial displacement of the compressing actuating piston is relatively low.

In a further suspension device according to DE 100 09 392 A1, each vehicle wheel of a motor vehicle is assigned an air spring with a main air chamber and an additional air chamber connected thereto. The additional air chambers of the air springs are each bounded by a rolling on a control piston rolling bellows, wherein the control piston have a volume in the direction of the additional air extended contouring. The control piston of the additional air chambers are axially displaceable independently of one another by means of a respective associated mechanical adjusting device and are in each case in communication with the piston of a similarly constructed compensating air spring. By setting a corresponding support pressure in the Compensation springs should be possible to a largely force-free adjustment of the control piston and thus the length and the Federsteifϊgkeit the air springs.

In contrast to the second type of such suspension devices of the apparatus and control engineering effort in the first type is significantly lower. Generally, however, it should be noted that in the previously known suspension devices the air springs, the additional air chambers are each assigned individually, which is disadvantageously associated with a high space requirement and high production costs and limited control options.

Due to the above-described disadvantages of the present invention, the object is to propose a suspension device of the type mentioned, which has a wider scope of control options with relatively simple structure.

This object is achieved according to the features of the main claim by a suspension device of a wheeled vehicle, for example a motor vehicle, with a plurality of air springs, which are each arranged on a wheel suspension of an associated vehicle wheel and a main air chamber and at least one connected via an associated control valve with the main air chamber and from having this separable additional air chamber, wherein the main air chambers of at least two air springs via at least one associated control valve with at least one common additional air chamber are connectable and separable from this.

Advantageous embodiments and further developments of the air suspension device according to the invention are the subject matter of claims 2 to 26.

The invention is therefore based on a suspension device of a wheeled vehicle, for example a motor vehicle, with a plurality of air springs, which are each arranged on a wheel suspension of an associated vehicle wheel and each have a main air chamber and at least one via an associated control valve with the

Main air chamber connectable and separable from this additional air chamber. to Avoiding a high expenditure on apparatus and control technology, the additional air chambers preferably each have a constant additional volume. If necessary, however, at least some of the additional air chambers can also be adjustable, ie have a variably adjustable additional volume.

In order to increase the scope of the control possibilities in such a suspension device without much effort, the invention provides that the main air chambers of at least two air springs via at least one associated control valve with at least one common additional air chamber are connectable and separable from this. The relevant common additional air chamber is thus not clearly associated with a single air spring, but can be connected via the respective control valve optionally with the main air chamber of the one air spring and with the main air chamber of the other air spring. In addition, the main air chambers of both air springs can be interconnected by the simultaneous opening of both control valves via the common additional air chamber.

The at least two air springs, which are part of a common compressed air circuit through the use of at least one common additional air chamber, can be arranged on opposite sides of the vehicle and assigned to the vehicle wheels of a common vehicle axle. In this case, e.g. at a

Cornering to avoid a greater lateral inclination of the vehicle body in a simple manner, the spring stiffness of the curve outer air spring by closing the control valve associated therewith, i. by switching off the common additional air chamber, and increases the spring stiffness of the inside air spring by the opening of the control valve associated therewith, so by the connection of the additional air chamber can be reduced.

Likewise, by opening both control valves, the existing transverse lock between two air springs can be repealed, which can be used when driving on uneven ground or off paved roads to increase the travel of the air springs to compensate for bumps and lifting a Vehicle wheel to avoid from the ground. If both control valves are closed, then the air springs of the respective vehicle axle each have their greatest possible spring stiffness.

Alternatively or in addition to the axle-related allocation of the additional air chamber, at least two air springs, which are the use of at least one common additional air chamber part of a common pneumatic circuit, also arranged on a common vehicle side and the vehicle wheels of different vehicle axles, e.g. the vehicle wheels of the front and rear axles of the left or right side of the vehicle to be assigned. In this case, the spring stiffnesses of the air springs of the front and rear axles can be independently increased for each vehicle side by closing both control valves at the same time, reduced by opening one control valve and closing the other control valve at one vehicle axle and at the other vehicle axle be increased, and by opening both control valves, the existing longitudinal lock be repealed.

Furthermore, there is also the possibility that at least two of the respective air springs, which belong to a common compressed air circuit through the use of at least one common additional air chamber, on opposite one another

Vehicle sides arranged and assigned to the vehicle wheels of different vehicle axles. In this case, the aforementioned control options for the air springs of diagonally opposite vehicle wheels arise. This results from the simultaneous opening of both control valves and the compound thus produced the main air chambers of the air springs of two diagonally opposite vehicle wheels increased Achsverschränkung that can be used in an off-road driving with mutual compression and rebound of the vehicle wheels.

In general, in the above embodiments of the suspension device according to the invention, the possibility of short-term opening and closing of Control valves perform a dynamic roll and pitch stabilization of the vehicle body.

The at least one common additional air chamber is preferably arranged approximately centrally between the two relevant air springs and communicates with the main air chambers of the respective air springs at least via a respective connecting line and a control valve. Due to the spatial separation of the common additional air chamber of the air springs space is saved in the wheel suspension. The respective air springs or struts are therefore more compact and simpler in construction and cheaper to produce.

To expand the control options, in particular to achieve a finer gradation of the circuit-related changes in Federsteifϊgkeit the air springs, several common additional air chambers are advantageously arranged in serial arrangement and connected via a respective control valve connected to each other approximately centrally between the two air springs concerned, the outer additional air chambers at least in each case via a connecting line and a control valve with the main air chambers of the respective air springs in communication. In this case, the main air chamber of each of the two air springs can be gradually connected to the nearest outer auxiliary air chamber to the farthest outer peripheral air chamber or separated from them. The number of serially arranged additional air chambers can be infinitely high in principle. With regard to the component costs and the space requirement, however, the number of maximum three additional air chambers and four control valves is considered as still acceptable expense.

In the latter embodiment of the inventive spring device, it is advantageous for an adjustment of Federsteifϊgkeit the respective air springs in both directions, when opened in the idle state, at least the associated air spring respectively the nearest outer control valve and at least the control valve downstream of the outer control valve is closed. Based on an average spring stiffness of the respective air springs, which are in the unactuated Adjusting the idle state of the control valves, the spring stiffness can then be increased by closing the respective closest outer control valve in each of the respective air springs and increased by opening the downstream control valve.

Alternatively or in addition to a serial arrangement of additional air chambers, a plurality of common additional air chambers may be arranged in a parallel arrangement approximately centrally between the two relevant air springs and communicate at least via a respective control valve and a common connecting line with the main air chambers of the respective air springs. In this case, the additional air chambers, similar to the serial arrangement of several additional air chambers, to achieve different or equal Federsteifϊgkeiten the two air springs are connected in different combinations with the main air chambers. Compared to the serial arrangement, however, more control valves are needed in the parallel arrangement of the additional air chambers.

Advantageously, at least one of the common additional air chambers of the above-described arrangements, in a serial arrangement of a plurality of odd additional air chambers preferably the middle additional air chamber, via a filling valve with a compressed air source and a drain valve connected to the environment. Thus, the respective air springs can be filled or emptied by an appropriate circuit of the control valves, if necessary, independently or together with compressed air.

Alternatively, or in addition to the approximately central central arrangement and thus spatially neutral assignment of at least one additional air chamber each of the respective air springs and at least one additional air chamber can be assigned at least spatially. For this purpose, at least one additional air chamber can be arranged near the at least two air springs and can be connected directly to the main air chamber of the relevant air spring via a control valve. The two additional air chambers are in this case connected to each other at least via a common connecting line and a control valve and separable from each other, so that the one air spring associated additional air chamber, if necessary, also with the main air chamber another air spring of the same compressed air circuit is connected, and the main air chambers of both air springs on the associated additional air chambers, the connecting line and the respective control valves are connected to each other.

In order to expand the control options, a plurality of additional air chambers in serial arrangement and via a respective control valve can be arranged connected to each other in the above-described decentralized arrangement of the additional air chambers near the at least two air springs, the two outer auxiliary air chambers each directly connectable via a control valve with the main air chamber of the respective air spring be, and the two inner additional air chambers at least via a common connecting line and a control valve connected to each other.

Thus, in this embodiment of the control device according to the invention, the respective air springs in the unactuated idle state of the control valves have a mean spring stiffness, which is changed by the connection and disconnection of at least one additional air chamber in both directions, in the unactuated idle state expedient at least that of the associated air spring respectively the nearest outer control valve opened and the common connecting line associated control valve closed.

Alternatively, or in addition to the serial arrangement of a plurality of additional air chambers close to the at least two air springs also arranged in each case a plurality of additional air chambers in parallel arrangement and connectable via a respective control valve directly to the main air chamber of the respective air spring, and the additional air chambers of the two air springs via a respective control valve and at least one common connection line communicate with each other.

In the last-described suspension devices with a decentralized arrangement of the additional air chambers, the common connection line is preferably via a Filling valve with a compressed air source and via a drain valve connected to the environment, so that the respective air springs can be filled or emptied by an appropriate circuit of the control valves, if necessary, independently or together with compressed air.

In order to additionally expand the control possibilities of the above-described embodiments of suspension devices, it is expediently provided that at least two compressed air circuits formed by the connectability of the main air chambers of at least two air springs with at least one common additional air chamber at least by means of one between two components of the two

Compressed air circuits, such as main air chambers, additional air chambers or connecting lines, arranged control valve can be coupled together. Thus, it is also possible to additionally connect a main air chamber of an air spring or a plurality of air springs of a compressed air circuit with at least one additional air chamber of another compressed air circuit. Likewise, the air springs of the at least two compressed air circuits can be connected to each other by control technology.

However, a similar functionality is also achievable in that at least two compressed air circuits each formed by the connectability of the main air chambers of at least two air springs with at least one common additional air chamber by the use of at least one common component, such as a main air chamber, an additional air chamber or a connecting line coupled together are.

In order to enable intermittent operation of an air compressor and a rapid pressure filling of the main air chamber of an air spring and associated with this additional air chambers, at least one of the additional air chambers of the compressed air circuit concerned should be designed as a pressure accumulator, in which compressed air can be maintained at a pressure, if necessary, over the pressure prevailing in the main air chambers of the associated air springs pressure. To limit the control-technical effort for pressure filling and pressure reduction of at least one associated air spring at least one designed as a pressure accumulator auxiliary air chamber of a compressed air circuit is suitably connected directly via a filling valve with a compressed air source and a drain valve with the environment.

Alternatively, at least one additional compressed air chamber formed as a pressure accumulator of a compressed air circuit via at least one control valve with that additional air chamber or the connecting line can be connected, which is connected via a filling valve with a compressed air source and a drain valve with the environment.

The above-described, arranged centrally between the main air chambers of at least two air springs and / or decentralized near the main air chambers of the air springs additional air tank are preferably particularly space-saving formed as already existing hollow body or disposed within these hollow body.

Accordingly, it is provided that a hollow body of the axle and / or suspension is designed as an additional air chamber or contains an additional air chamber. Likewise, a hollow body of the vehicle frame and / or the vehicle body may be formed as an additional air chamber or contain an additional air chamber.

In order to reduce the cost and space requirements for several additional air chambers, at least one of the connecting lines is expediently designed as an additional air chamber and is connected via two end-mounted control valves with the adjacent components of the compressed air circuit concerned, such as a main air chamber, an additional air chamber or another connecting line, in Connection.

A trained as an additional air chamber and used as such connecting line consists with the exception of connecting elements, such as mounting fittings, preferably made of an elastic material, as a result, the Federsteifϊgkeit the relevant Additional volume corresponds to a larger additional volume of a rigid additional air chamber.

Accordingly, a connecting line designed as an additional air chamber is preferably designed largely as a fabric-reinforced rubber hose.

To reduce the component costs and the control effort of the suspension device according to the invention as many of the control valves are preferably designed as solenoid valves and identical.

To clarify the invention, the description is accompanied by a drawing with exemplary embodiments. In this shows by way of example and in schematic form

1 shows a first embodiment of the suspension device according to the invention with two air springs of a vehicle axle,

Fig. 2 shows a second variant of the suspension device according to the invention with two

3 shows a third embodiment of the suspension device according to the invention with two air springs of a vehicle axle, Fig. 4 shows a fourth variant of the suspension device according to the invention with two

5 shows a fifth embodiment of the suspension device according to the invention with two air springs of a vehicle axle,

6 shows a sixth variant of the suspension device according to the invention with two air springs of a vehicle axle,

Fig. 7 shows a seventh embodiment of the suspension device according to the invention with four air springs of two vehicle axles, Fig. 8 shows an eighth variant of the suspension device according to the invention with four

9 shows a ninth embodiment of the suspension device according to the invention with four air springs of two vehicle axles, and Fig. 10 shows a tenth variant of the suspension device according to the invention with four air springs of two vehicle axles.

In a first embodiment of a suspension device according to the invention 1.1 according to Fig.l the vehicle wheels 2a, 2b of a vehicle axle each having an air spring 3a, 3b associated with a main air chamber 4a, 4b, i. between a movable component of the suspension in question, e.g. a control arm, and a component of the vehicle body, such as a vehicle body. the vehicle chassis or the vehicle body arranged. The main air chambers 4a, 4b of the two air springs 3 a, 3b are each a first control valve 5a, 5b with a connecting line 6a, 6b and via this and a second control valve 5 c, 5 d with a common, approximately centrally between the two air springs 3a, 3b arranged additional air chamber 7a in connection. In the present case, the two connecting lines 6a, 6b themselves represent additional air chambers and are therefore preferably elastic, e.g. designed as fabric-reinforced rubber hoses. The common additional air chamber 7a is formed as a pressure accumulator and connected via a filling valve 8 with a compressed air source and via a drain valve 9 with the environment 10.

The source of compressed air is formed by a compressor pump 11, which is driven by an electric motor 12, and 8 promoted by means of the compressed air from the environment 10 via a filter 13 in the additional air chamber 7a with the filling valve open and thus the pressure in the additional air chamber 7a can be increased. Likewise, by opening the drain valve 9, compressed air can be discharged from the auxiliary air chamber 7a and thus the pressure in the auxiliary air chamber 7a can be reduced.

By sequentially opening the control valves 5a, 5c, 5d; 5b, 5d, 5c, the main air chambers 4a; 4b of the air springs 3 a; 3b each in stages with the nearest connection line 6a; 6b, with the common secondary air chamber 7a, and with the remote connection line 6b; 6a are connected, whereby the associated with the main air chamber 4a; 4b connected total air volume increases and thus the spring stiffness of the respective air spring 3a; 3b is reduced in each case. In order to enable a simple control of the spring stiffness of the air springs 3a, 3b in both directions, the outer control valves 5a, 5b are preferably opened in the unactuated idle state, and the inner control valves 5c, 5d are closed. When cornering can then be counteracted by a centrifugal side tilt of the vehicle body by the Federsteifϊgkeit the outside air spring 3a; 3b by closing the associated outer control valve 5a; 5b increases and the spring stiffness of the curve-inner air spring 3b; 3a by opening the associated inner control valve 5d; 5 c is reduced. The inherent transverse lock between the two air springs 3 a, 3 b can be canceled if necessary by opening all the control valves 5 a, 5 b, 5 c, 5 d, which can be used for example within the function of a level control for raising or lowering the vehicle body on the relevant vehicle axle.

A second embodiment of the suspension device 1.2 according to the invention of FIG. 2 differs in otherwise identical construction of the first variant of FIG. 1, characterized in that instead of an additional air chamber 7a now three common auxiliary air chambers 7a, 7b and 7c in a serial arrangement and via a respective control valve 5e , 5f connectable to each other approximately in the middle between the two air springs 3 a, 3b are arranged. This results in extended control possibilities, e.g. without the suspension of the cross-lock allow the main air chambers 4a; 4b of the two air springs 3a; 3b simultaneously with the respective adjacent outer auxiliary air chamber 7b; 7c, or the main air chamber 4a of the one air spring 3a with the nearby outer auxiliary air chamber 7b and the middle secondary air chamber 7a and the main air chamber 4b of the other air spring 3b can be connected to the nearby outer auxiliary air chamber 7c.

The middle additional air chamber 7a is connected directly via the filling valve 8 with the compressor pump 11 and the discharge valve 9 with the environment 10, so that the pressure in the main air chambers 4a, 4b of the air springs 3a, 3b by a corresponding circuit of the control valves 5a - f as needed independently can be set to different values or together to a uniform value.

In a third embodiment of the suspension device 1.3 according to the invention of FIG. 3 are in contrast to the variant of FIG. 1 instead of a single

Additional air chamber 7a now two additional air chambers 7a, 7d provided, which are arranged in a parallel arrangement approximately centrally between the two air springs 3a, 3b and via an inner control valve 5c, 5g; 5d, 5h, a common connection line 6a; 6b and a common outer control valve 5 a; 5b with the main air chambers 4a; 4b of the two air springs 3 a; 3b in connection. This also results in extended control options, e.g. can be used to connect the main air chambers 4a, 4b of both air springs 3a, 3b simultaneously with one of the two additional air chambers 7a, 7d or the main air chamber 4a an air spring 3a with two additional air chambers 7a, 7d, without having to pick up the transverse lock , For on-demand pressure filling and pressure reduction, one of the two parallel arranged additional air chambers 7a, 7d directly via the filling valve 8 with the compressor pump 11 and via the drain valve 9 with the environment 10 can be connected.

In a fourth embodiment of the suspension device 1.4 according to the invention according to FIG. 4, the two air springs 3a and 3b of a vehicle axle each associated with an additional air chamber 7e, 7f spatially close, ie each near the respective air spring 3 a, 3b arranged and via a control valve 5i, 5j directly with the main air chamber 4a, 4b of the respective air spring 3 a, 3b connectable. The two additional air chambers 7e, 7f are connected to each other via a respective further control valve 5k, 51 and a common connecting line 6c and separable from each other. The two additional air chambers 7e, 7f are preferably designed as an accumulator and the common connecting line 6c as an additional air chamber. In this embodiment of the invention, the additional air chambers 7e, 7f despite the spatial close association with the air springs 3a, 3b by a corresponding circuit of the control valves, if necessary, also with the main air chamber 4b, 4a of the opposite air spring 3b, 3a get connected. To enable a pressure filling and pressure reduction of the air springs 3 a, 3 b and the additional air chambers 7 e, 7 f, the common connecting line 6 c directly via a filling valve 8 with the compressor pump 11 and via the drain valve 9 with the environment 10 connectable.

In a fifth variant of the suspension device 1.5 according to the invention according to Figure 5 are compared to the fourth embodiment of FIG. 4 instead of a respective spring-near additional air chamber 7e, 7f now two additional air chambers 7e, 7g; 7f; 7h provided in a serial arrangement. The two additional air chambers 7e, 7g; 7f, 7h are each via an additional control valve 5m; 5n connectable to each other and separable. The outer additional air chambers 7e; 7f are each directly connectable via a control valve 5i, 5j with the main air chamber 4a, 4b of the adjacent air spring 3a, 3b. The inner additional air chambers 7g; 7h are each connectable to one another via another control valve 5k, 51 and a common connecting line 6c and separable from each other. The thus extended control options result from the

Combination options for connecting and disconnecting the additional air chambers 7e, 7g, 7h, 7f and the common connecting line 6c to and from the main air chambers 4a, 4b of the air springs 3a, 3b.

As an alternative to the embodiment described above, a sixth variant of the suspension device 1.6 according to the invention is shown in Fig. 6, in which instead of a serial arrangement in each case two additional air chambers 7e, 7i; 7f, 7j are each arranged in a parallel arrangement near the air springs 3a, 3b. The additional air chambers 7e, 7i; 7f, 7j are each connected via an outer control valve 5i, 5o; 5j, 5p directly with the main air chamber 4a; 4b of the adjacent air spring 3 a; 3b and over an inner

Control valve 5k, 5q; 51, 5r with the common connection line 6c and connectable to each other. This results in a variety of possible combinations for connecting and disconnecting the additional air chambers 7e, 7i, 7f, 7j to or from the main air chambers 4a, 4b of the air springs 3 a, 3b and correspondingly expanded control options. In the below-described embodiments of the suspension device 1.7, 1.8, 1.9 and 1.10 according to the invention according to FIGS. 7 to 10, it is illustrated by way of example how two or three compressed air circuits, each by the connectivity of the main air chambers 4a, 4b, 4c, 4d of each at least two air springs 3a, 3b, 3c, 3d are formed with at least one common additional air chamber, can be suitably coupled together.

In a seventh embodiment of Fig. 7, a first pneumatic circuit according to the arrangement of Fig. 1 consists of the main air chambers 4a, 4b of the air springs 3a, 3b of a first vehicle axle having two vehicle wheels 2a, 2b, e.g. the front axle of a motor vehicle, a common auxiliary air chamber 7a, and two connecting lines 6a; 6b, each with two end-mounted control valves 5a, 5c; 5b, 5d, wherein the common additional air chamber 7a via a filling valve 8 with the compressor pump 11 and a drain valve 9 with the environment 10 is connectable. A second compressed air circuit has basically the same construction and is composed of the main air chambers 4c, 4d of the air springs 3 c, 3 c of a second vehicle axle having two vehicle wheels 2c, 2d, such as e.g. the rear axle of a motor vehicle, a common additional air chamber 7a ', and two connecting lines 6a'; 6b 'each with two end arranged control valves 5a', 5c '; 5b ', 5d' formed.

For pressure filling and pressure reduction of the main air chambers 4c, 4d and the additional air chamber 7a 'of the second compressed air circuit, a need also available as an additional air chamber connecting line 14 is provided, which is arranged between the additional air chambers 7a, 7a' of the two compressed air circuits and via one end-side control valve 15 a, 15b connectable to or separable from them. By a need of connection of the additional air chamber both 7a; 7a 'with the connecting line 14 and optionally the additional air chamber 7a'; 7a and at least one connecting line 6a ', 6b; 6a, 6b of the other vehicle axle also result in expanded control options for the individual adjustment of the spring stiffness of the air springs 3a - 3d of the two vehicle axles. Furthermore, for example, the main air chambers (eg 4a, 4c) of the air springs (eg 3a, 3c) of a vehicle side with closed control valves (here exemplified 5d, 5d 'or 5b, 5b') of the connecting lines (here 6b, 6b ') of the opposite side of the vehicle by opening the corresponding control valves (here by way of example 5a, 5a ', 5c, 5c', 15a, 15b) as needed via the connecting lines (here 6a, 6a ') and the two additional air chambers 7a, 7a' are interconnected. Similarly, by a corresponding actuation of the control valves (eg control valves 5b, 5a 'or 5d, 5c' closed and control valves 5a, 5c and 5b ', 5d' opened), if necessary, a compound of the main air chambers (here 4a, 4d) of the two diagonally opposite vehicle wheels (Here 2a, 2d) associated air springs (here 3a, 3d) are produced.

In an eighth embodiment of Fig. 8 corresponds to the first air circuit with the main air chambers 4a, 4b of the air springs 3a, 3b of a two vehicle wheels 2a, 2b having the first vehicle axle, a common auxiliary air chamber 7a, and two connecting lines 6a; 6b, each with two end-mounted control valves 5a, 5c; 5b, 5d those of the first embodiment of FIG. 1 and the seventh embodiment of FIG. 7. Two further compressed air circuits are respectively through the main air chamber 4a; 4b one of the air springs 3a, 3b of the first vehicle axle, through the main air chamber 4c; 4d of an air spring 3c arranged on the same side of the vehicle; 3d a second vehicle axle, by an additional air chamber 16; 16 'with a spring-side control valve 17a, 17a', and by a connecting line 18; 18 'with two end control valves 17b, 17c; 17b ', 17c' formed. The additional air chambers 16, 16 'are designed as accumulators, and the connecting lines are also available as additional air chambers.

For demand-pressure filling and pressure reduction of the main air chambers 4c, 4d of the air springs 3c, 3d of the second vehicle axle and the additional air chambers 16, 16 'of the second and third compressed air circuit and their need-based connection a branched connection line 19 is provided, which between the additional air chambers 7a, 16, 16 'of the three compressed air circuits is arranged and via one end-side control valve 20a, 20b, 20c with these connectable or separable from these. The coupling and switching capabilities of the three compressed air circuits result in extended control options, such as the joint increase or decrease of Federsteifϊgkeit the air springs 3a, 3c; 3b, 3d of a vehicle side by the disconnection or connection of additional air chambers 7a, 16, 16 'or usable as additional air chambers connecting lines 6a, 6b, 18, 18' or the unilateral increase or decrease of the vehicle body by increasing the pressure or lowering the pressure in the main air chambers 4a , 4c; 4b, 4d.

A ninth embodiment of Figure 9 differs from the above-described embodiment in that the two further compressed air circuits are each diagonally between the vehicle wheels 2a, 2b, 2c, 2d of two vehicle axles of a motor vehicle and arranged respectively through the main air chamber 4a; 4b one of the air springs 3 a; 3b of the first vehicle axle, through the main air chamber 4d; 4c of an air spring 3d arranged on the opposite side of the vehicle; 3 c of the second

Vehicle axle, by an approximately centrally located common additional air chamber 21, and by two each on both sides of the additional air chamber 21 arranged connecting lines 22a, 22b; 22a ', 22b' each having two end control valves 23a, 23b, 23c, 23d; 23a ', 23b', 23c ', 23d' are formed. The common additional air chamber 21 is formed as an accumulator and the connecting lines 22a, 22b, 22a '22b' as additional additional air chambers.

For pressure filling and pressure reduction of the main air chambers 4c, 4d of the air springs 3c, 3d of the second vehicle axle and the common auxiliary air chamber 21 of the second and third compressed air circuit is between the additional air chamber 7a of the first

Compressed air circuit and the common additional air chamber 21, a connecting line 24 is arranged, which is connectable by two end-side control valves 25a, 25b with these or against these shut off. The essential advantage of this embodiment is the optional coupling and common pressure filling or pressure reduction of the main air chambers 4a, 4b, 4c, 4d of the air springs 3a, 3b; 3c, 3d of a vehicle axle, the Air springs 3a, 3c; 3b, 3d of a vehicle side and the diagonally opposite air springs 3a, 3d; 3b, 3c.

In order to enable certain circuit combinations, which are excluded due to the common additional air chamber 21 in the suspension device of the ninth embodiment, the diagonal compressed air circuits in the tenth embodiment of FIG. 10 each have their own additional air chamber 21a, 21b with otherwise the same structure. As a result, for example, the main air chambers 3a, 3d; 3b, 3c of the mutually diagonally opposite air springs 3a, 3d; 3b, 3c are simultaneously connected to each other independently, for example, with different pressure levels. For the required coupling and pressure filling or pressure reduction of the two diagonal compressed air circuits, the two additional air chambers 21a, 21b via a branched connecting line 26 and three end control valves 27a, 27b, 27c optionally with each other and separately or together with the additional air chamber 7a of the first compressed air circuit connectable.

LIST OF REFERENCE NUMBERS

1.1 suspension device

1.2 suspension device 1.3 suspension device

1.4 suspension device

1.5 suspension device

1.6 suspension device

1.7 Suspension device 1.8 Suspension device

1.9 suspension device

1.10 suspension device 2a - 2d vehicle wheel

3a-3d air spring 4a-4d main air chamber

5a - 5r control valve

5a '- 5d' control valve

6a - 6c connection line

6a '- 6b' connecting line 7a - 7j additional air chamber

7a 'additional air chamber

8 filling valve

9 drain valve

10 Environment 11 Compressor pump

12 electric motor

13 filters

14 connection line

15 a, 15 b control valve 16, 16 'additional air chamber

17a - 17c control valve 17a '- 17c' control valve 18, 18 'connecting line

19 connecting line 20a - 20c control valve 21 additional air chamber

21a, 21b additional air chamber

22a, 22b connecting line

22a ', 22b' connecting line

23a-23d control valve 23a'-23d 'control valve

24 connection line

25 a, 25 b control valve

26 connecting line 27a - 27c control valve

Claims

claims

1. suspension device of a wheeled vehicle, such as a motor vehicle, with a plurality of air springs (3a, 3b), each at a wheel suspension of an associated

Vehicle wheel (2a, 2b) are arranged and each have a main air chamber (4a, 4b) and at least one via an associated control valve with the main air chamber (4a, 4b) connectable and separable from this additional air chamber (7a), characterized in that the main air chambers (4a, 4b) of at least two air springs (3a, 3b) via at least one associated control valve (5a, 5c, 5b, 5d) with at least one common additional air chamber (7a) are connectable and separable from this.

2. Suspension device according to claim 1, characterized in that at least two of the respective air springs (3a, 3b) arranged on mutually opposite sides of the vehicle and the vehicle wheels (2a, 2b) are assigned to a common vehicle axle.

3. Suspension device according to claim 1 or 2, characterized in that at least two of the respective air springs (3a, 3c) arranged on a common side of the vehicle and the vehicle wheels (2a, 2c) are assigned to different vehicle axles.

4. Suspension device according to one of claims 1 to 3, characterized in that at least two of the respective air springs (3 a, 3d) arranged on opposite sides of the vehicle and the vehicle wheels (2 a, 2 d) are assigned to different vehicle axles.

5. Suspension device according to one of claims 1 to 4, characterized in that the at least one common additional air chamber (7a) is arranged approximately centrally between the two relevant air springs (3a, 3b) and at least one in each case Connecting line (6a, 6b) and a control valve (5a, 5c, 5b, 5d) with the main air chambers (4a, 4b) of the respective air springs (3 a, 3b) is in communication.

6. Suspension device according to claim 5, characterized in that a plurality of common additional air chambers (7a, 7b, 7c) in a serial arrangement and via a respective control valve (5e, 5f) connected to each other in approximately centrally between the two air springs concerned (3a, 3b) are, and that the outer additional air chambers (7b, 7c) at least via a respective connecting line (6a, 6b) and a control valve (5a, 5c, 5b, 5d) with the main air chambers (4a, 4b) of the respective air springs (3 a , 3b).

7. Suspension device according to claim 6, characterized in that in the unactuated rest state at least the associated air spring (3a, 3b) respectively the nearest outer control valve (5a, 5b) open and at least the outer control valve (5a, 5b) downstream control valve (5c, 5d) is closed.

8. Suspension device according to one of claims 5 to 7, characterized in that a plurality of common additional air chambers (7 a, 7 d) in a parallel arrangement approximately centrally between the two air springs concerned (3 a, 3b) are arranged and at least one control valve (in each case 5c, 5d, 5g, 5h) and a common connecting line (6a, 6b) with the main air chambers (4a, 4b) of the respective air springs (3 a, 3b) are in communication.

9. Suspension device according to one of claims 5 to 8, characterized in that at least one of the common auxiliary air chambers (7a) via a filling valve (8) with a compressed air source and via a drain valve (9) with the environment (10) is connectable.

10. Suspension device according to one of claims 1 to 9, characterized in that arranged close to the two air springs (7a, 7b) in each case at least one additional air chamber (7e, 7f) and via a control valve (5i, 5j) directly to the main air chamber (4a, 4b) of the respective air spring (3a, 3b) is connectable, and that the two Additional air chambers (7e, 7f) at least via a common connecting line (6c) and a control valve (5k, 51) are connected to one another and separable from each other.

11. Suspension device according to claim 10, characterized in that near the two air springs (7a, 7b) each have a plurality of additional air chambers (7e, 7g, 7f, 7h) are arranged in a serial arrangement and via a respective control valve (5m, 5n) connected to one another in that the two outer additional air chambers (7e, 7f) can each be connected directly to the main air chamber (4a, 4b) of the respective air spring (3a, 3b) via a control valve (5i, 5j), and that the two inner additional air chambers (7g, 7h ) are connectable to each other at least via a common connecting line (6c) and a control valve (5k, 51).

12. Suspension device according to claim 11, characterized in that in the unactuated state of rest, at least the associated air spring (3a, 3b) respectively the nearest outer control valve (5i, 5j) open and the common connecting line (6c) associated control valve (5k, 51) closed is.

13. Suspension device according to one of claims 10 to 12, characterized in that near the two air springs (3 a, 3b) each have a plurality of additional air chambers (7 e, 7 i; 7 f, 7 j) arranged in a parallel arrangement and via a respective control valve (5 i, 5o, 5j, 5p) are directly connectable to the main air chamber (4a, 4b) of the respective air spring (3a, 3b), and that the additional air chambers (7e, 7i, 7f, 7j) of the two air springs (3a, 3b) are connected via a respective one Control valve (5k, 5q, 51, 5r) and at least one common connecting line (6c) communicate with each other.

14. Suspension device according to one of claims 10 to 13, characterized in that the common connecting line (6c) via a filling valve (8) with a compressed air source and a drain valve (9) with the environment (10) is connectable.

15. Suspension device according to one of claims 1 to 14, characterized in that at least two, in each case by the connectivity of the main air chambers (4a - 4d) of at least two air springs (3a-3d) with at least one common additional air chamber (7a, 7a ') formed compressed air circuits at least by means of a between two components (main air chamber, additional air chamber (7a, 7a'), connecting line) of the two compressed air circuits arranged control valve (15a, 15b) can be coupled together.

16. Suspension device according to one of claims 1 to 15, characterized in that at least two, each by the connectivity of the main air chambers (4a - 4d) of at least two air springs (3a - 3d) with at least one common auxiliary air chamber (7a, 21) formed Compressed air circuits by the use of at least one common component (main air chamber, additional air chamber (21), connecting line) are coupled together.

17. Suspension device according to one of claims 1 to 16, characterized in that at least one of the additional air chambers (7a - 7j, 7a ') of a compressed air circuit is designed as a pressure accumulator.

18. Suspension device according to claim 17, characterized in that at least one additional pressure chamber designed as an additional air chamber (7a) directly via a filling valve (8) with a compressed air source and a drain valve (9) with the environment (10) is connectable.

19. Suspension device according to claim 17 and 9 or 14, characterized in that at least one pressure accumulator designed as an additional air chamber (7a ') via at least one control valve (15a, 15b) with that additional air chamber (7a) or the connecting line is connectable via a filling valve (8) with a compressed air source and via a drain valve (9) with the environment (10) is connectable.

20. Suspension device according to one of claims 1 to 19, characterized in that a hollow body of the axle and / or suspension as an additional air chamber (7a - 7j, 7a ') is formed or an additional air chamber (7a - 7j, 7a') contains.

21. Suspension device according to one of claims 1 to 20, characterized in that a hollow body of the vehicle frame and / or the vehicle body as an additional air chamber (7a - 7j, 7a ') is formed or an additional air chamber (7a - 7j, 7a').

22. Suspension device according to one of claims 1 to 21, characterized in that at least one of the connecting lines (6a, 6b) is designed as an additional air chamber and via two end arranged control valves (5a, 5c, 5b, 5d) with the adjacent components ( Main air chamber, additional air chamber, connecting line) of the compressed air circuit in question is in communication.

23. Suspension device according to claim 22, characterized in that at least one connecting air duct (6a, 6b) formed as an additional air chamber largely consists of an elastic material.

24. Suspension device according to claim 23, characterized in that at least one auxiliary air chamber formed as a connecting line (6a, 6b) is designed largely as a fabric-reinforced rubber hose.

25. Suspension device according to one of claims 1 to 24, characterized in that at least one of the control valves (5 a - 5r) is designed as a magnetic switching valve.

26. Suspension device according to one of claims 1 to 25, characterized in that at least some of the control valves (5 a - 5r) are of identical construction.