[0001] This invention concerns a hydro-pneumatic spring suspension strut for motor vehicles
including an air spring and a one-way hydraulic telescopic shock absorber the damping
force of which varies according to the load of the strut or that of the motor vehicle.
[0002] In one known variant of motor road vehicle suspension the vehicle body is suspended
by an air spring mounted between the body and the running wheels with an hydraulic
telescopic shock absorber connected in parallel with the air spring. The height of
the vehicle body is maintained substantially constant, independently of the load on
the vehicle,by interposing a height corrector valve, and as a consequence of the characteristics
of the air spring, the natural frequency of the vehicle can be adjusted to a favourably
low value.
[0003] In the course of relative movement between the vehicle body and the wheels, the hydraulic
shock absorber exerts a damping force proportional to the velocity of that relative
movement and converts the kinetic energy of the oscillating movements of the vehicle
into heat.
[0004] Spring strut constructions are already known in which the shock absorber and the
air spring are combined into a single or integrated unit, see for instance the hydro-pneumatic
spring struts for vehicles disclosed in Patent Specification Nos. 1 152 316 and 1
184 225 of the Federal Republic of Germany. Both of these known constructions disclose
a rolling membrane air spring mounted on an hydraulic telescopic shock absorber in
, such a way that one side (face) of the rolling membrane air spring is fixed to that
end of the piston rod of the shock absorber which is connected to the vehicle body,
while the other side of the rolling membrane is connected to a base cylinder of the
shock absorber linked to the wheels, and in use the membrane can roll along the outer
surface of the base cylinder during oscillation of the body. The advantages of the
above-mentioned constructions compared with separately mounted air springs and shock
absorbers are that these single-unit spring suspension struts require less installation
space, their mounting on the vehicle is simpler, that the coincident line of action
of the spring and of the damping force does not produce any torque, whereby to simplify
the construction, and that the piston rod of the shock absorber is better protected
against contamination, which is advantageous from the point of view of its useful
life. On the other hand, it is unfavourable that the load on the individual elements
of the shock absorber increases and a failure of or a fault developing in the shock
absorber can also cause damage to the rolling membrane.
[0005] It is commonly a disadvantageous characteristic of both the traditional, separately
mounted air spring and shock absorber and of the above-mentioned single-unit or integrated
type hydro-pneumatic spring suspension struts that although the shock-absorbing characteristics
of the air spring is suitably influenced with the aid of the height corrector valve
as a function of the varying load on the vehicle, the hydraulic shock absorber exerts
its effect substantially'independently of the load, that is to say the damping force
is a function of the velocity of oscillations (bouncing) only. From this it follows
that if for instance the shock absorption or oscillation of damping of a given vehicle
is adjusted to be optimal at full load, then on partial load it will become over-
damped which gives rise to an uncomfortable ride.
[0006] The aim of this invention as defined in the appended claims is to overcome, or at
least to reduce, the above-described disadvantage of suspension struts and to provide
improved struts wherein the magnitude of the damping force varies with variations
in the bad on the spring strut, i.e. on the vehicle, whereby the shortcoming of known
struts, namely that the magnitude of the damping is optimal only in one arbitrarily
chosen load condition, is obviated.
[0007] The aim of the invention was sought to be achieved in one preferred embodiment thereof
by not fixing one of the cylindersor the piston rods of the shock absorber - preferably
not fixing the cylinder- to the running gear (wheels) or to the vehicle body, but
instead subjecting it to the pressure of the air in the air space of the air spring
with the aid of an auxiliary membrane, whereby to load it in the direction of extension
so that in its rest position the cylinder (or piston rod) bears against the element
the oscillation of which is to be damped, but aan also move away from that element.
[0008] When the relative velocity of oscillation between the running gear and the vehicle
body exceeds the limit velocity at which the damping force which is proportional to
the velocity, is equal to the supporting force of the auxiliary membrane - which in
turn depends on the internal air pressure- the cylinder moves away from its supported
rest position and thereafter the shock absorber will
;move only at this limit velocity and provide a damping force
' of a magnitude determined by the auxiliary membrane. On the other hand, when the
said relative velocity falls below the limit velocity, the cylinder of the shock absorber
will re-assume its supported rest position.
[0009] Since usually the air pressure in the air spring changes according to the load on
the body, due to the effect of the height corrector valve, the damping force limited
by the auxiliary membrane will also be proportional to the load on the spring strut.
[0010] Accordingly, the hydro-pneumatic spring suspension strut of this invention is characterised
in that one of the two relatively movable elements of the shock absorber is connected
to an auxiliary membrane that is subjected to the pressure prevailing in the-gas space
of the pneumatic spring so as to urge said one element in the direction of extension
of the strut to bear against and move with the member of the strut, the oscillation
of which is to be damped, the auxiliary membrane enabling said element to move relative
to said member when the damping force of the shock absorber equals or exceeds the
force exerted by said auxiliary membrane and abutment means for limiting the movement
of said one element.
[0011] In a preferred embodiment of this invention both the resilient jacket of the air
spring and the auxiliary membrane are constituted as rolling membranes and the piston
of the air spring is arranged on a piston column so that it can be rigidly connected
to the running gear. The shock absorber cylinder has an end face formed as an abutment
surface capable of co-operating with a counter-abutment surface formed in the piston
column. The piston rod of the shock absorber is connected to a rigid wall of the air
spring, which wall can be fixed to the vehicle body.
[0012] In another advantageous embodiment, the piston rod of the shock absorber is fixed
to the running gear and one rigid wall of the load-bearing air or gas spring is formed
as a piston of the rolling membrane fixed to the wheels, the piston rod of the shock
absorber being connected to the piston of the air spring which latter has an auxiliary
piston formed as a rigid wall adapted to be secured to the vehicle body. The outer
rim of the auxiliary membrane is sealingly fixed to this auxiliary piston, while the
counter-abutment is Disposed in the above-mentioned rigid wall of the air spring;
and there is a guide pin in a guide bush fixed to an end face of the shock absorber
cylinder which face serves as a supporting surface and is provided with a resilient
bearing plate, the end face of the guide bush serving as the counter-abutment of the
above-mentioned bearing plate. Further, a stop plateis arranged on the end of the
guide pin projecting beyond the guide bush to limit the extent of resilient extension,
and the stop plate carries an abutment or impact damping spring bearing against the
end face of the guide bush.
[0013] The hydraulic telescopic shock absorber forming part of the spring suspension strut
according to the present invention is a so-called one-way shock absorber which is
a term of art signifying that its damping force for the same oscillation velocity
on extension (in tension) is several times greater than on retraction (in compression).
Thus, the load-dependent limitation of the damping force, which in practice is generated
only on extension, ensures that the damping of the vehicle remains approximately the
same at partial load as at full load. At thesame time, the strut also establishes
the limits of the movements in extension and in compression. The stroke of the shock
absorber forming part of the spring strut is shorter than the total springing path
of movement of the spring strut, the difference being equal to or greater than the
amplitude of those oscillations of the wheels on a smooth road surface which are caused
by the resilience of the tyres and by any unbalance of the wheels.
[0014] In a suitable construction of the shock absorber, its cylinder may be finned or may
have a finned cooling head, to improve its cooling.
[0015] The invention will now be described in greater detail and by way of example with
reference to three preferred embodiments illustrated in the accompanying drawings,
in which:
.
Figure 1 is a longitudinal cross-section through a first embodiment of a spring strut
according to the invention, wherein the piston rod of the shock absorber is fixed
to the upper casing of an air spring;
Figure 2 is'a longitudinal cross-section through a second embodiment of a spring strut
according to the invention, wherein the piston rod of the shock absorber is fixed
into a piston provided in the air spring; and
Figure 3 is a longitudinal cross-section of a third embodiment of a spring strut according
to the invention, shown mounted in a motor vehicle.
[0016] Like or functionally equivalent parts have been allotted like reference numbers in
the drawings.
[0017] Referring to the embodiment of a spring strut for a motor vehicle shown in Figure
1,. the strut 1 consists' of three man parts, namely an air spring 2, an hydraulic
shock absorber 3 and-a support member 5 on which the different elements are supported
and mounted; hereafter the member 5 will be referred to as "piston column 5". The
air spring 2 of Figure 1 is a rolling membrane type of air spring with a rigid wall
portion 7 adapted to be connected to the body of the vehicle, not shown in Figure
1, by way of bolts 9. An air coupling duct 8 extends through the wall 7 and communicates
with the internal air space of the air spring 2, the duct 8 being connectable to a
source of air in the vehicle.
[0018] A membrane 6 is sealingly secured to the wall 7 and during operation it can roll
downwardly, as viewed, on the outer casing of a piston 4 mounted on piston column
5. The membrane 6 has an inner rim 11 sealingly fixed to a rim 12 of the piston 4
by means of a locking ring 14. The locking ring 14 also fixes and seals the outer
rim 13 of an auxiliary membrane 15 the inner rim 16 of which is fixed to a collar
17 on the outer surface 23 of a cylinder 22 forming part of the shock absorber 3.
[0019] In use, the auxiliary membrane 15 can roll on the inner surface 19 of the piston
4 of the air spring 2 as well as on the outer surface 23 of the shock absorber cylinder
22...
[0020] The shock absorber 3 is a telescopic, one-way type of shock absorber having an apertured
and valved piston 21 connected to one end of a piston rod 20 the other end of which
is connected to a block 10 of the wall 7. The magnitude of the forces generated on
the piston 21 on extension is a multiple of those in compression, which in practice
is considered to be a one-way mode of operation. The cylinder 22 is extended downwardly
in the form of a guide pin 26 guided in a guide bush 27, the outer surface of which
is part-spherically convex and engages a complementarily concave, part-spherical seat
33 formed in a connecting rim portion 29 of the piston column 5. Planar end faces
32, 34 of the bush 27 serve as supporting and stop faces. The end face 34 is a counter-abutment
surface to the bearing rim 24 of the shock-absorber cylinder 22, or more particularly,
to a resilient bearing plate 25 disposed on the bearing rim 24. The end face 32 is
a counter-abutment surface to an abutment disc 31 serving to limit the extension of
the shock absorber. The disc 31 is mounted at the end of the guide pin 26 and is separated
from the face 32 by a spring 30 of elastomeric material. The connecting rim 29 has
bolts 28 for clamping the strut 1 to the vehicle wheels or to a part moving with the
wheels.
[0021] The extension of the spring strut 1 is limited by the disc 31 of the shock absorber
3 which means that the springing path of the spring strut 1 is longer.than the maximum
displacement of the shock absorber 3. The surface area of the auxiliary membrane 15
is chosen to be approximately one-third of the effective surface area of the rolling
membrane 6 and that its displacement is one-fifth of the total spring path length
of the strut 1.
[0022] The operation of the spring strut 1 is as follows:
The air spring 2 of the strut 1 is filled with air via the coupling 8 to the required
operational pressure by the air system of the vehicle and the height corrector or
control valve, not shown in the drawing, whereby to provide a predetermined body height
or clearance independently of the load. The air pressure in the air spring 2 is load-dependent
and in general is proportional to the load. In normal use, on compression the wall
7 and the air spring piston 4 approach each other, the volume of the air spring 2
is reduced and the rolling membrane 6 rolls down on the outer rim 18 of the piston
4. The pressure in the spring 2 increases with decreasing volume, and the increasing
pressure exerts an increasing spring force to the effective surface of the rolling
membrane 6 of the air spring 2. The same air pressure is exerted on the auxiliary
membrane 15, thus tending to hold the cylinder 22 of the shock absorber 3 via thec
disc 25 to the piston column 5 while the damping force of the shock absorber 3 acts
in the opposite direction with a magnitude determined by the air pressure. As long
as the force on the shock absorber cylinder 22 exerted by the auxiliary membrane 15
is greater than the damping force the resilient bearing disc 25 continues to be held
down on and against the piston column 5. As the velocity of oscillation increases
a state of dynamic equilibrium is reached in which the force on the shock absorber
cylinder 22 transmitted by the auxiliary membrane 15 is equal to the damping force.
In this State, the force holding the shock absorber cylinder 22 down against the piston
column 5 ceases, and if the oscillation velocity increases further, the movement of
the shock absorber cylinder 22 lags or falls behind relative to the piston column
5 and the wheels and the shock absorber cylinder 22 will only come again to rest against
the piston column 5 and move together with it when the oscillation velocity falls
below the above-mentioned limit value. The movement of the shock absorber cylinder
22 relative to the piston cylinder 5 is made possible by the auxiliary membrane 15
being a rolling membrane so that it can roll on the inner surface 19 of the air spring
piston 4 and on the outer surface 23 of the shock absorber cylinder 22.
[0023] As a result of the above-described mode of cperation, on extension the damping force
cannot exceed the value determined by, and proportional to, the air pressure of the
auxiliary membrane 15 and the air spring 2. Since the static air pressure is proportional
to the load on the spring strut 1, when the latter extends, a load- proportional limitation
of the damping force is ensured. The dynamic variation of the air pressure during
the oscillations has very little effect on the load- proportional limitation of the
damping force because, " on the one hand for the most frequently applied suspensions
of motor vehicles, the variation of the pressure of the air in the air springs is
only about + 10% of the static pressure in most practical cases and, on the other
hand the oscillation lags in phase behind the oscillation path. It follows from that
that high oscillation velocities occur around the mid-position i.e. the basic operational
position, at which the dynamic air pressure is approximately the same as static air
pressure. A limitation of the damping force is needed at higher oscillation velocities
which is ensured in the above-described way. On extension, i.e. when the wheels move
away from the body of the motor vehicle, the force exerted on the body of the motor
vehicle by-the spring strut 1 is equal to the difference between the spring force
of the air spring 2 and the load-proportionally limited damping force of the shock
absorber 3.
[0024] The extension of the spring strut 1 is reliably limited by the fact that the stroke
of the- shock absorber 3 is shorter than the path length of springing movement of
the spring strut 1 and in a fully extended position first the piston 21 of the shock
absorber cylinder 22 mechanically abuts the end of the cylinder and the guide pin
26 is displaced in the bush 27, which compresses the elastomeric spring 30 and then
abuts the stop disc 31.
[0025] Thus the simple construction of the spring strut according to Figure 1 of the present
invention makes load- proportional control of the damping force possible, while requiring
relatively little space because the air spring and the shock absorber are integrated
into a single unit; moreover, the piston rod of the shock absorber operates in a clean
and practically uncontaminatable environment, and no torque is generated between the
two suspension elements 2, 3 because the air spring 2 and the shock absorber 3 are
mounted concentrically.
[0026] The embodiment shown in Figure 2 differs from that of Figure 1 mainly in that it
is the cylinder 22 bf,the shock absorber 3 mounted in a spring strut generally designated
by 35 that is fixed to the body of the motor vehicle while the piston rod 20 is fixed,
directly or indirectly, to the wheels. An auxiliary piston,36 forming part of a rigid
wall 7 is secured to the outer rim 13 of the auxiliary membrane 15 at its rim 38 so
that the membrane 15 can roll on the inner surface 37 of the piston 36. The guide
pin 26 of the cylinder 22 of the shock absorber 3 is guided in the guide bush 27 mounted
in the wall 7.
[0027] The air spring piston 4 has a connecting rim 39 by which it can be fixed to the wheels,
with the aid of bolts 40.
[0028] The mode of operation of the spring strut 35 is essentially the same as that of the
spring strut 1 shown in Figure 1. The space requirements of the two struts 1 and 35
are the same. A consideration in choosing between these two spring struts is whether
the space requirements of the guide pin 26 and the damping spring 30 are better accommodated
in the vehide body or in the coupling to the wheels.
[0029] Figure 3 shows a further embodiment of a strut mounted in a vehicle and designated
generally by 41. The main advantage of the spring strut 41 shown in Figure 3, as compared
with the struts 1 and 35 is its reduced longitudinal dimensions, i.e. its reduced
size in the direction of the axis of the shock absorber. The difference is equal to
the combined length of the guide pin 25 and the stop disc 31 in Figure 2. The wall
7 is fixed to a body 51 by bolts 9, and a connection rim 49 of the air spring piston
4 is fixed to a bridge body 50 by bolts 48.
[0030] The air supply system feeding the air spring consists of a compressor 57, a duct
55b connecting the compressor 57 to a tank 56, a duct 55a connecting the tank 5.6
to a height corrector (height level control) valve 54. The pressure coupling 8 of
the air spring 2 is connected through a duct 52 to the control valve 54 which is connected
to the bridge body 50 by an articulated link 53.
[0031] The main difference between the spring strut 41 and the spring strut 1 shown in Figure
1 is that there is a stop collar 42 on the cylinder 22 of the shock absorber which
is disposed between two resilient support rings 45, 46 for limiting cylinder displacement,
and the rings 45, 46 are embedded in a groove 43 in the rim 12 of the air spring piston
4. An elastomeric stop 47 is secured on the air spring piston 4 for limiting the "bounce"
of the strut 41. The distance between the two rings 45, 46 is chosen to be equal to
or greater than the amplitude of wheel oscillations, on a smooth road surface, due
to the resilience of the tyres and any unbalance of the wheels.
[0032] There is a gap 44 in the stop collar 42 to provide permanent communication between
the upper and lower air spaces of the air spring 2. The operation of the strut 41
is essentially the same as that of the strut 1 shown in Figure 1.
[0033] When the vehicle is not in operatinn the wall 7 and body part 51 are supported by
the stop 47. When the engine of the vehicle is started up the' air compressor 57 fills
the tank 56 with air which then enters the air spring 2 via the height control valve
54 until the level reaches the preset value independently of the load of the vehicle.
When the level reaches the preset value, the control valve 54 closes and remains closed
within the predetermined spring path length. In this way the pressure in the air spring
2 is proportional to the load and the force exerted on the auxiliary membrane 15 is
also proportional to the air pressure. At rest, the stop collar 42 of the cylinder
22 of the shock absorber 3 is supported on the ring 45. In this state the pressure
between the upper and lower air spaces of the air spring 2, separated from each other
by the stop collar 42, can be equalised through the gap 44. When the body 51 and the
bridge 50 move relative to each other, the strut 41 operates in essentially the same
way as was described above in connection with Figure 1.
1. A hydro-pneumatic spring suspension strut for vehicles which provides damping limited
proportionally to the load, comprising an hydraulic telescopic shock absorber (3)
and a load-bearing pneumatic spring (2) connectable to a source of pressurised gaseous
fluid, the gas space of the pneumatic spring (2) being bounded by a resilient wall
(6) and rigid walls (4, 7) adapted for fixing to. the vehicle body (51) and the. wheels,
and the constructional elements of the shock absorber (3) are in part arranged in
the gas space of the pneumatic spring (2), characterised in that one (22) of the two
relatively movable elements (20, 22) of the shock absorber (3) is connected to an
auxiliary membrane (15) that is subjected to the pressure prevailing in the gas space
of the pneumatic spring (2) so as to urge said one element (22) in the direction of
extension of the strut (1, 35, 41) and to bear against and move with the member (4
- 5) of the strut (1, 35, 41) the oscillation of which is to damped, the auxiliary
membrane (15) enabling said element (22) to move relative to said member (4 - 5) when
the damping force of the shock absorber (3) equals or exceeds the biasing force of
the auxiliary membrane (15) and abutment means (24, 27; 42, 45 and 46) for limiting
the movement of said one element (22).
2. A suspension strut according to'claim 1, characterised in that the inner rim (16)
of the auxiliary membrane (15) is fixed to the cylinder (22) of the hydraulic telescopic
shock absorber (3) while its outer rim (13) is fixed to one of the above-mentioned
rigid walls (7) of the pneumatic spring (2) and constitutes one of the boundary walls
of the gas space of the pneumatic spring (2); and that said abutment means includes
a stop (27,45) fixed to one of said rigid walls (4 or 7) bearing the outer rim (13)
of the auxiliary membrane (15), while the co-operating counter-stop (24; 42) of said
abutment means is arranged on the cylinder (22) of the shock absorber (3); and that
the piston rod (20) of the shock absorber (3) is fixed to the other of said rigid
walls (7 or 4) of the pneumatic spring (2).
3. A suspension strut according to claim 1 or claim 2, characterised in that both
the resilient wall (6) of the pneumatic spring (2) and the auxiliary membrane (15)
are formed as rolling membranes, and that the rolling membrane (6) of the pneumatic
spring (2) is connected to a rigid piston-like wall (4) provided with securing elements
(28, 29, 40) for securing to the wheels.
4. A suspension strut according to any preceding claim characterised in that a piston-like
rigid wall (4) of the pneumatic spring (2) is arranged on a piston column (5) which
has fixing elements for connection to the wheels, the end face (24) of the shock absorber
cylinder (22) forming one of said stops while the counter-abutment (27) is formed
as a supporting surface in the piston column (5), and that the piston rod (20) of
the shock absorber (3) is connected to the rigid wall (7) of the pneumatic spring
(2) which is connectable to the vehicle body.
5. A suspension strut according to any of claims 1 to 3, characterised in that it
has an auxiliary piston (36) which forms a part of the rigid wall,(7) of the pneumatic
spring (2) connected to the vehicle body, the outer rim (13) of said auxiliary piston
(36) being rigidly and sealingly secured to the auxiliary membrane (15); and that
the said counter-abutment$(27) is disposed in the said rigid wall (7) of the pneunatic
spring (2) and the piston rod (20) of the shock absorber (3) is connected to the piston-like
rigid wall (4) of the pneumatic spring (2).
6. A suspension strut according to any preceding, claim, characterised in that a guide
pin (26) is fixed to one end face (24) of the cylinder (22) of the shock absorber
(3), the said end face (24) being provided with a resilient supporting plate (25),
the guide pin (26) being guided in a guide bush (27) an end face (34) of which forms
a counter-abutment to said supporting plate (25), and a stop plate (31) for limiting
the extension of the strut is mounted on the end of the guide pin (26) projecting
beyond the guide bush (27), there being a spring (30) between said stop plate (31)
and the end face (34) of the bush (27).
7. A suspension strut according to any preceding claim, characterised in that the
said bush (27) is orientably journalled in a seating (33), co-operating parts of the
bush (27) and the seating (33) forming a ball joint.
8. A suspension strut according to claim 1 or claim 2, characterised in that the outer
rim (13) of the auxiliary membrane (15) is sealingly fixed as sealing to the rim (12)
of the piston-like rigid wall (4) of the pneumatic spring (2), the wall (4) journalling
resilient abutment rings (45, 46) which sandwich an abutment collar (42) on the shock
absorber cylinder (22) to limit the displacement of the latter, a channel (44) being
formed in the collar (42) to connect the gas spaces separated by the rim (12) of the
piston-like wall (4); and that the piston rod (20) of the shock absorber (3) is connected
to the other rigid wall (7) which can be fixed to the vehicle body (51).
9. A suspension strut according to any preceding claim, characterised in that the
stroke of the spring strut (1, 35, 41) is longer than that of the shock absorber (3).