WO2011080163A1 - Feder-dämpfer-einheit - Google Patents
Feder-dämpfer-einheit Download PDFInfo
- Publication number
- WO2011080163A1 WO2011080163A1 PCT/EP2010/070433 EP2010070433W WO2011080163A1 WO 2011080163 A1 WO2011080163 A1 WO 2011080163A1 EP 2010070433 W EP2010070433 W EP 2010070433W WO 2011080163 A1 WO2011080163 A1 WO 2011080163A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- spring
- adjusting device
- damper
- damper unit
- adjusting
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
- B60G15/063—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper characterised by the mounting of the spring on the damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
- B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/021—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a coil spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/12—Wound spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/419—Gears
- B60G2204/4191—Planetary or epicyclic gears
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
Definitions
- the present invention relates to a spring-damper unit for arrangement between a first vehicle part and a second vehicle part, in particular between a structure and a wheel (i.e., an axle) of a motor vehicle.
- Such spring-damper units are used in automotive engineering to dampen relative movements between two vehicle parts and to regulate a distance between the vehicle parts.
- Modern spring-damper units in motor vehicles allow leveling adjustments for load compensation and height adjustments of vehicles in order to always be able to ensure optimal ground clearance, even in the most varied load conditions and the most diverse road conditions.
- an adjusting device is provided which acts between the spring-damper unit and the structure or the vehicle wheel.
- the adjusting device may act within the spring-damper unit.
- the two variants mentioned have disadvantages which have an unfavorable effect on ride comfort. If the adjusting device acts between the spring-damper unit and the superstructure or the vehicle wheel, then the paths of the rebound and compression stage of the damper component of the spring-damper unit are reduced during load compensation. Acts the adjusting device within the spring-damper unit, so at a height adjustment a spring travel is shortened at the expense of the other spring travel. This effect occurs, for example, when a vehicle is due to a bad road surface. is higher. When rebounding, the damper component then strikes earlier at its associated upper stop, compared to a non-height-adjusted condition. Thus, when driving with increased ground clearance, the ride comfort is noticeably deteriorated.
- a spring-damper unit is to be created, which allows a level control of the vehicle and / or an adjustment of the ground clearance, without thereby the ride comfort is reduced.
- This object is achieved by a spring-damper unit with the features of claim 1.
- the spring-damper unit according to the invention has a first fastening device for fastening the unit to the first vehicle part and a second fastening device for fastening the unit to the second vehicle part. Furthermore, an elastic element and a vibration damper are provided with two damper parts movable relative to each other. The damper parts and the elastic element are arranged - at least functionally - between the fastening devices. Although you do not have to be connected to the fasteners yourself, but act between them.
- a first adjusting device a bias of the elastic member is variably adjustable. This means, in particular, that the position of a point of engagement of the elastic element (eg the position of a spring plate) by the first adjusting device relative to the position of one of the fastening elements. is adjustable supply devices. Furthermore, the position of one of the damper parts (of the vibration damper) is adjustable by a second adjusting device relative to the position of one of the fastening devices (in particular the same fastening device).
- the pretensioning of the elastic element is adapted by the first adjusting device in order, for example, to take account of a change in the load acting between the vehicle parts.
- a position of a piston of the damper unit can additionally be changed in such a way that the optimal paths of the rebound and compression stages of the damper unit are always available.
- the first adjusting device is operable independently of the second adjusting device. This makes it possible, for example, in a vehicle equipped with such a spring / damper unit, to carry out a level control for load compensation, without at the same time changing the ground clearance (height adjustment). It has proved to be advantageous if the adjusting devices can be coupled to one another in terms of drive efficiency, that is, if the adjusting devices can be coupled to one another mechanically or electromagnetically in such a way that forces or torques can be transmitted. For example, the adjusting devices can be coupled in such a way that the second adjusting device can only be operated together with the first adjusting device.
- the first adjusting device can be driven by a drive unit, while the second adjusting device is indirectly driven by the drive unit via the first adjusting device.
- the first and the second adjusting device are associated with a common drive unit.
- differently configured embodiments are conceivable, in which in each case a single drive unit is provided for both adjustment mechanisms. By providing only one drive unit, cost advantages are achieved.
- this embodiment is characterized by its compactness.
- a transmission device can be arranged, with which a drive-effective coupling between the drive unit and the one adjusting device is configurable, ie adjustable or selectable.
- the second adjusting device can be selectively coupled to the drive unit by the transmission device.
- the transmission device is assigned a locking device with which at least one of the components of the transmission device can be fixed relative to a housing of the spring-damper unit.
- the barrier device is electrically (including electromagnetically) operable, wherein the blocking device is designed such that the transmission device in a non-energized state is blocked.
- a "fail-safe" - function can be provided, that is, the transmission device is blocked in an accident to bring them into a safe state in which, for example, the spring-damper unit as a non-actively controllable spring Damper unit reacts.
- this comprises a planetary gear.
- a sun gear of the planetary gear is connected to an input element of one of the adjusting devices. That is, the "output" of the planetary gear is formed by a sun gear, while the “input” of the planetary gear is formed for example by a ring gear of the planetary gear. It is understood that in other embodiments, a reverse arrangement may be provided.
- each of the first and the second adjusting device is assigned its own drive unit, which are in particular arranged coaxially with one another.
- a particularly compact design results when the two drive units are arranged at one end of the vibration damper, that is, when they lie together in the region of one of the fastening devices. This makes the power supply to the drive units easier, for example.
- a respective rotor of the two drive units can be connected directly to an input element of the corresponding adjustment device.
- the aforementioned respective drive unit may have a rotor which is driven directly with an input element of one of the adjusting devices, in particular an input element of the first adjusting device. is effectively connected. As a result, the corresponding adjusting device is always driven during operation of the drive unit.
- the drive unit is arranged coaxially to one of the adjusting devices, in particular coaxially with the two adjusting devices.
- the first and the second adjusting device may be arranged coaxially with each other, which does not exclude that there is an offset in the axial direction between the two adjusting devices.
- the two mutually movable damper parts of the vibration damper may be a piston and a cylinder, in particular, the piston is adjustable by the second adjusting device.
- the elastic element may be a spring, in particular a helical spring, which is arranged between two spring plates, wherein the bias of the spring by a displacement of one of the two spring plates along a longitudinal axis, i. the longitudinal extension of the spring-damper unit is changeable.
- the invention further relates to a method for damping relative movements between a first vehicle part and a second vehicle part and for regulating a distance between the two vehicle parts, in particular between a structure and a wheel of a motor vehicle.
- the method includes using a spring-damper unit disposed between the vehicle parts and including an elastic member and a vibration damper having two damper parts movable relative to each other.
- the bias of the elastic element is variably adjusted by a first adjusting device.
- at least one of the damper parts is adjusted by a second adjusting device relative to one of the vehicle parts.
- Adjustment devices driven by a common drive unit.
- the second adjusting device is operated in dependence on the first adjusting device, in particular that the second adjusting device is operated only together with the first adjusting device.
- the first and the second adjusting device are operated to actively change the distance between the vehicle parts, that is, for example, to raise or lower the vehicle body depending on the road quality.
- the second adjusting device is operated such that an adjusting movement is generated, which is in the opposite direction / antiparallel to the adjusting movement generated by the first adjusting device.
- the second adjusting device is operated in particular such that a relative movement between the two damper parts of the vibration damper produced by the operation of the first adjusting device is compensated. This can be ensured, for example, by a corresponding coupling between the adjusting devices or also by a subsequent compensation by one of the two adjusting devices.
- FIG. 2 is an enlarged detail of the spring-damper unit of FIG. 1, 3 and 4, the detail of FIG. 2 in further operating states of the spring-damper unit,
- FIG. 5 shows a comparison of different operating states of the spring-damper unit of FIG. 1, FIG.
- Fig. 6 shows a further embodiment of the invention
- FIG. 1 shows a spring-damper unit 10 having an upper attachment point 12 which is connectable to a structure of a motor vehicle (not shown).
- a lower attachment point 12 ' is used to attach the spring-damper unit 10 to a wheel of the motor vehicle or the associated axle (not shown).
- the spring-damper unit 10 includes a shock absorber 14 having a cylinder 16 and a piston 18.
- the shock absorber 14 serves to dampen vibrations between the wheel and the vehicle body.
- the shock absorber 14 is subjected to a compression of the vehicle to pressure and rebound on train, which is why the damping generated during rebound as rebound, when compression is referred to as compression.
- the spring-damper unit 10 further comprises a spring 20 which is disposed between a lower, fixed to the cylinder 16 spring plate 22 'and another spring plate 22.
- the spring plate 22 also serves as a lower support point for an additional spring 24, the upper fixed point is an upper spring plate 22 ", which is in communication with the upper attachment point 12.
- the spring plate 22 is movably arranged and can be displaced along the longitudinal axis of the spring-damper unit 10. To this Purpose is provided an actuator 26, which will be described in more detail below with reference to FIG. 2.
- Fig. 2 shows the upper portion of the spring-damper unit 10 in an enlargement.
- the spring-damper unit 10 comprises the movable spring plate 22, which forms an upper point of engagement for the spring 20.
- An axial movement of the spring plate 22 leads to a change in the bias of the spring 20, whereby, for example, a level compensation of the vehicle can be realized. That is, when moved by a larger payload of the vehicle whose structure to the wheel, the spring plate 22 is moved relative to the upper attachment point 12 down actively. In other words, the upper attachment point 12 is thereby brought back to the original "zero point".
- the actuator 26 In order to move the spring plate 22, the already mentioned actuator 26 is provided which is surrounded by a housing 27.
- the actuator 26 comprises a motor M l with a stator 28 and a rotor with a lower rotor section 30 'and an upper rotor section 30.
- the two rotor sections 30, 30' are separate components in order to allow easy assembly, in an assembled state However, they are rotatably connected.
- the lower rotor portion 30 ' surrounds a piston rod 46 of the piston 18 of the shock absorber 14 coaxially and has an external thread 32 which cooperates with an internal thread 32' of the spring plate 22 to move the (non-rotatable) spring plate 22 in the axial direction (spindle drive).
- the lower rotor portion 30 is set in rotation, whereby ultimately the spring plate 22 is moved in the axial direction relative to the attachment point 12.
- the upper rotor section 30 is connected to a ring gear 34 which meshes with planet gears 36 (only one shown).
- the planet gears 36 are supported by a planetary carrier 38 coaxial with a sun gear 40.
- the sun gear 40 is rotatably mounted on a piston rod sleeve 42.
- the piston rod sleeve 42 has a central bore 44 in which the piston rod 46 is slidably disposed.
- the bore 44 has an internal thread which cooperates with a corresponding external thread of the piston rod 46 to form a spindle drive, a movement of the piston rod 46 - and thus of the piston 18 - relative to the actuator 26 and the components firmly connected to the Spring-damper unit 10 (in particular relative to the attachment point 12) allows.
- the ring gear 34, the planetary gears 36, the planet carrier 38 and the sun gear 40 form a planetary gear which is disposed between the upper rotor portion 30 of the motor M l and the piston rod sleeve 42.
- transmission of torque from the motor M 1 to the piston rod sleeve 42 can be achieved.
- a change in the position of the piston 18 relative to the cylinder 16 can be compensated.
- the piston 18 is moved by a corresponding adjustment device 48 comprising the planetary gear (ring gear 34, planet gears 36, planet carrier 38, sun gear 40) and the spindle drive (piston rod sleeve 42 / piston rod 46) relative to the vehicle-mounted components (FIG.
- the actuator 26, the upper spring plate 22 "and the attachment point 12) and the cylinder 16 moves to reach again a" zero point ", which provides sufficient stroke both in the compression stage and in the rebound stage.
- Locking elements 50a, 50b are provided with which either the sun gear 40 or the planetary carrier 38 of the planetary gear of the adjusting device 48 can be secured against rotation.
- the locking elements 50a, 50b can be actuated, for example, by a respective lifting magnet.
- Fig. 3 is another configuration.
- the locking element 50a is no longer in engagement with the piston rod sleeve 42, while now the locking element 50b the planetary carrier 38 rotatably fixed (dark color).
- the planet gears 36 are driven only to a rotational movement about its own axis of rotation. Since the planet carrier 38 is now arranged rotationally fixed, the sun gear 40 is driven to rotate. This leads to the described spindle drive to a displacement of the piston rod 46, symbolized by the arrow B2.
- the spring plate movement Bl already explained and additionally a piston rod movement B2 are generated, which are in opposite directions, so that a change in the ground clearance of the vehicle does not lead to a reduction of the stroke of the rebound or compression stage of the shock absorber 14.
- the adjusting devices 48, 48 ' are mechanically coupled to one another in such a way that compensation is always carried out by appropriate activation in order to ensure a constant driving comfort.
- the locking elements 50a, 50b are designed so that in a fault - for example, when no electrical energy is available - automatically a locking position is taken (all shaded components shown are rotatably secured) , Although no adaptation of the ground clearance and level compensation are no longer possible, but the spring-damper unit 10 is now in a "fail-safe" state, the principle of a safe further journey - albeit with lower ride comfort - allows.
- State ZI represents an unloaded ("normal") state.
- the piston 18 is arranged approximately centrally in the cylinder 16, so that a
- Stroke z of the rebound and a stroke d of the compression stage are about the same length.
- State Z2 is present when the vehicle is loaded.
- the spring plate 22 was moved by the adjusting device 48 'relative to the upper attachment point 12 downward.
- the bias of the spring 20 has been increased.
- the strokes z, d have remained constant.
- the state Z3 illustrates the situation of an unloaded vehicle having an increased ground clearance, that is, the vehicle body (upper attachment point 12) has been raised by an offset ⁇ 1, for example, because the vehicle is using on a bad country lane shall be. It can clearly be seen that the piston rod 46 was moved downwards by the adjusting device 48 relative to the actuator 26 and the upper attachment point 12 in order to keep the stroke paths z, d approximately equal (compensation). Without a method of the piston rod 46, the piston 18 would be closer to the top of the cylinder 16, reducing the stroke z and increasing the stroke d.
- the state Z4 shows a reversal of the state Z3, that is, the structure of the vehicle has been lowered by the offset ⁇ 1.
- Fig. 6 shows another embodiment 10 'of the spring-damper unit, wherein the adjusting device 48 is not here by a Planetary gear is formed.
- the planetary gear is replaced by a stator 28 'which cooperates directly with the piston rod sleeve 42 acting as a rotor to form a motor M2.
- the upper rotor section 30 is no longer drivingly connected to the piston rod sleeve 42 in connection, but now primarily serves to improve the bearing of the rotor (rotor sections 30, 30 ') of the motor M l.
- the motors M l, M2 of the adjusting means 48 'and 48, respectively, are arranged coaxially and adjacent / axially staggered, so that their power supply can be arranged in a compact manner in the upper region of the spring-damper unit 10'.
- This embodiment allows independent actuation of the adjusting devices 48, 48 ', which is not possible with the spring-damper unit 10. There, the adjusting device 48 'can be actuated only together with the adjusting device 48. The independent activation of the Adjusting means 48, 48 'allow greater flexibility in the configuration of the spring-damper unit 10'.
- the spring-damper unit 10 ' also has suitable locking elements (not shown) in order to ensure reliable operation of the vehicle even in the event of malfunctions.
- the spring-damper units 10, 10 ' have been described above by way of example with reference to a motor vehicle, but it is understood that the units 10, 10' can in principle also be used in other areas which have high requirements for suspension systems. / Set damping devices.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201080064967.6A CN102781691B (zh) | 2010-01-04 | 2010-12-21 | 弹簧减震器单元 |
DE112010005077.5T DE112010005077B4 (de) | 2010-01-04 | 2010-12-21 | Feder-dämpfer-einheit |
US13/520,599 US9050874B2 (en) | 2010-01-04 | 2010-12-21 | Spring damper unit |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010003986.1 | 2010-01-04 | ||
DE102010003986 | 2010-01-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011080163A1 true WO2011080163A1 (de) | 2011-07-07 |
Family
ID=43662009
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2010/070433 WO2011080163A1 (de) | 2010-01-04 | 2010-12-21 | Feder-dämpfer-einheit |
Country Status (4)
Country | Link |
---|---|
US (1) | US9050874B2 (de) |
CN (1) | CN102781691B (de) |
DE (1) | DE112010005077B4 (de) |
WO (1) | WO2011080163A1 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2018077345A1 (de) * | 2016-10-27 | 2018-05-03 | Schaeffler Technologies AG & Co. KG | Elektromechanischer fahrwerksaktuator |
EP3653411A1 (de) * | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
EP3653410A1 (de) * | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
EP3653412A1 (de) | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
US20220032713A1 (en) * | 2020-07-29 | 2022-02-03 | Ferrari S.P.A. | Device and apparatus for the height adjustment of a road vehicle and relative road vehicle |
US11999210B2 (en) | 2019-10-25 | 2024-06-04 | Iljin Motion & Control Gmbh | Electromechanical vehicle height adjustment unit and vehicle height adjustment method |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
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US20100170760A1 (en) | 2009-01-07 | 2010-07-08 | John Marking | Remotely Operated Bypass for a Suspension Damper |
US10036443B2 (en) | 2009-03-19 | 2018-07-31 | Fox Factory, Inc. | Methods and apparatus for suspension adjustment |
US9140325B2 (en) * | 2009-03-19 | 2015-09-22 | Fox Factory, Inc. | Methods and apparatus for selective spring pre-load adjustment |
US9422018B2 (en) | 2008-11-25 | 2016-08-23 | Fox Factory, Inc. | Seat post |
US11299233B2 (en) | 2009-01-07 | 2022-04-12 | Fox Factory, Inc. | Method and apparatus for an adjustable damper |
US8936139B2 (en) | 2009-03-19 | 2015-01-20 | Fox Factory, Inc. | Methods and apparatus for suspension adjustment |
US8955653B2 (en) | 2009-10-13 | 2015-02-17 | Fox Factory, Incorporated | Methods and apparatus for controlling a fluid damper |
US8807574B2 (en) * | 2010-05-14 | 2014-08-19 | Magna Steyr Fahrzeugtechnik Ag & Co Kg | Spring-damper unit for height adjustment of a vehicle |
ITPD20130030A1 (it) * | 2013-02-12 | 2014-08-13 | Piaggio & C Spa | Gruppo sospensione in particolare per motoveicoli |
JP2016519631A (ja) * | 2013-04-10 | 2016-07-07 | テネコ オートモティブ オペレーティング カンパニー インコーポレイテッドTenneco Automotive Operating Company Inc. | サスペンションレベリングシステム |
CN105637528B (zh) * | 2013-11-14 | 2018-01-30 | 精工爱普生株式会社 | 结算媒介读取装置及其控制方法以及结算处理*** |
US9103373B1 (en) | 2014-04-30 | 2015-08-11 | Hi-Lex Controls, Inc. | Bearing-shaft assembly with bearing and method of attaching a bearing to a shaft |
US9751374B2 (en) * | 2014-09-22 | 2017-09-05 | GM Global Technology Operations LLC | Vehicle and a height adjustment system for the vehicle |
CN106004310B (zh) * | 2016-06-22 | 2018-11-02 | 北京长安汽车工程技术研究有限责任公司 | 一种汽车及悬架偏频调节装置 |
DE102017202541A1 (de) * | 2017-02-16 | 2018-08-16 | Bayerische Motoren Werke Aktiengesellschaft | Stützlager einer Fahrzeug-Tragfeder |
DE102017205399B4 (de) * | 2017-03-30 | 2022-02-03 | Audi Ag | Dämpfungseinrichtung für einen Antriebsstrang eines Kraftfahrzeugs, insbesondere eines Kraftwagens, sowie Antriebsstrangs mit einer solchen Dämpfungseinrichtung |
US10690215B2 (en) * | 2018-02-23 | 2020-06-23 | Tenneco Automotive Operating Company Inc. | Damper with electro-magnetic actuator |
RU2705604C1 (ru) * | 2019-02-12 | 2019-11-11 | Алексей Васильевич Гаврилов | Пружинная подвеска с регулируемым дорожным просветом |
CN111216506A (zh) * | 2020-01-15 | 2020-06-02 | 东风汽车集团有限公司 | 双横臂后悬架减振器总成和双横臂后悬架总成及安装方法 |
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US8262100B2 (en) * | 2010-09-28 | 2012-09-11 | Georges Thomas | Vehicle height adjustment suspension device |
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2010
- 2010-12-21 DE DE112010005077.5T patent/DE112010005077B4/de not_active Expired - Fee Related
- 2010-12-21 CN CN201080064967.6A patent/CN102781691B/zh not_active Expired - Fee Related
- 2010-12-21 WO PCT/EP2010/070433 patent/WO2011080163A1/de active Application Filing
- 2010-12-21 US US13/520,599 patent/US9050874B2/en not_active Expired - Fee Related
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US20090108546A1 (en) * | 2007-10-31 | 2009-04-30 | Audi Ag | Adjustment device for suspension means |
WO2009071149A1 (de) * | 2007-12-07 | 2009-06-11 | Audi Ag | Höhenverstellung an einer radaufhängung für kraftfahrzeuge |
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WO2018077345A1 (de) * | 2016-10-27 | 2018-05-03 | Schaeffler Technologies AG & Co. KG | Elektromechanischer fahrwerksaktuator |
US11001116B2 (en) | 2016-10-27 | 2021-05-11 | Schaeffler Technologies Ag & Co Kg | Electromechanical chasis actuator |
EP3653411A1 (de) * | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
EP3653410A1 (de) * | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
EP3653412A1 (de) | 2018-11-14 | 2020-05-20 | Ovalo GmbH | Vorrichtung zum verbinden eines federbeines mit einer karosserie |
US11999210B2 (en) | 2019-10-25 | 2024-06-04 | Iljin Motion & Control Gmbh | Electromechanical vehicle height adjustment unit and vehicle height adjustment method |
US20220032713A1 (en) * | 2020-07-29 | 2022-02-03 | Ferrari S.P.A. | Device and apparatus for the height adjustment of a road vehicle and relative road vehicle |
US11639081B2 (en) * | 2020-07-29 | 2023-05-02 | Ferrari S.P.A. | Device and apparatus for the height adjustment of a road vehicle and relative road vehicle |
Also Published As
Publication number | Publication date |
---|---|
CN102781691B (zh) | 2015-06-17 |
DE112010005077B4 (de) | 2019-05-29 |
US20130020748A1 (en) | 2013-01-24 |
US9050874B2 (en) | 2015-06-09 |
DE112010005077A5 (de) | 2013-01-17 |
CN102781691A (zh) | 2012-11-14 |
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