Air suspension strut and air spring damper system for a vehicle's front axle and vehicle

Abstract

The invention relates to an air spring strut (1) for a front axle (2) of a vehicle (3), comprising an air spring strut shaft (6), an air spring boot (7) and a strut head bearing plate (8) connected to an upper end of the air spring boot (7), wherein the air spring strut shaft (6) has an upper end section (9), a middle section (10) and a lower end section (11), wherein the air spring boot (7) is arranged at the upper end section (9), wherein the air spring boot (7), the strut head bearing plate (8) and the upper end section (9) are components of an air spring (12), wherein the lower end section (11) is arranged eccentrically to the middle section (10), wherein the middle section (10) is arranged eccentrically to the upper end section (9), and wherein a central axis of the lower end section (11) and the upper end section (9) lies on an air spring strut central axis (LMA).wherein a straight guide recess (19) for a guide rod (20) extends from an upper end of the upper end section (9) of the air spring shaft (6) to the middle section (10) of the air spring shaft (6) and is arranged radially offset to the air spring strut center axis (LMA), wherein a sliding guide sleeve (21) is arranged in the guide recess (19) in the upper end section (9) of the air spring shaft (6), wherein the guide rod (20) is axially slidably mounted in the sliding guide sleeve (21), wherein an upper end of the guide rod (20) is connected to the strut head bearing plate (8), and wherein air guide channels (23) are formed on an outer surface of the sliding guide sleeve (21). Furthermore, the invention relates to an air spring damper system (5) for a front axle (2) of a vehicle (3) and a vehicle (3).

Description

[0001] The invention relates to an air spring strut for a front axle of a vehicle, an air spring damper system for a front axle of a vehicle and a vehicle.

[0002] As described in DE 10 2007 063 545 A1, a wheel suspension for the rear wheels of a motor vehicle is known from the prior art. Three links are provided in an upper link plane. Viewed in the direction of travel, the front link is a tie rod, and the two other links are designed as single, segmented links on either side of a vertical transverse plane of the wheel center. A triangular link is arranged in the lower link plane, which accommodates an air spring and a shock absorber strut at a distance from each other.

[0003] JP H02-182512A discloses a pneumatic suspension in which an outer casing and the piston rod of a damper form an air chamber by being connected by means of a rolling diaphragm. For this purpose, the rolling diaphragm is connected at one end to the outer casing and at the other end to the piston of the damper. The first end of the rolling diaphragm has a larger diameter than the second end. The first and second ends of the rolling diaphragm are arranged eccentrically to each other.

[0004] Furthermore, DE 10 2005 008 126 A1 discloses an air spring strut with a centrally arranged, telescopic damper, which is positioned between the body and the chassis of a vehicle. The air spring strut essentially comprises a damper housing, a rolling diaphragm, and a rotationally symmetrical rolling piston. The rolling diaphragm, together with a housing, encloses a working chamber filled with compressed air.

[0005] German patent application DE 10 2007 012 204 A1 discloses a wheel suspension for motor vehicles with an active strut. This strut comprises a shock absorber, a leaf spring, and a storage spring. An actuator adjusts a spring plate to enable level control or roll and pitch compensation.

[0006] Finally, the document DE 10 2018 217 956 A1 discloses a strut component for a spring-damper leg of a vehicle wheel suspension and a method for its manufacture. The strut component serves to connect the damper to a lower control arm of the wheel suspension.

[0007] The invention is based on the objective of providing an improved air spring strut for a front axle of a vehicle compared to the prior art, an improved air spring damper system for a front axle of a vehicle compared to the prior art, and a vehicle improved compared to the prior art.

[0008] The problem is solved according to the invention by an air spring strut for a front axle of a vehicle with the features of claim 1, an air spring damper system for a front axle of a vehicle according to the features of claim 5 and a vehicle with the features of claim 7.

[0009] Advantageous embodiments of the invention are the subject of the dependent claims.

[0010] An air spring strut according to the invention for a front axle of a vehicle comprises an air spring strut shaft, an air spring boot (also referred to as an air spring bellows), and a strut head bearing plate connected to an upper end of the air spring boot, in particular in an airtight manner. The air spring strut shaft has an upper end section, a middle section, and a lower end section. The air spring boot is arranged at the upper end section of the air spring strut shaft.

[0011] The air spring sleeve and the upper end section of the air spring strut shaft, and in particular the strut head bearing plate, are components of an air spring.

[0012] In particular, the air spring boot and the upper end section of the air strut shaft, especially together with the strut head bearing plate, form the air spring. For this purpose, it is specifically provided that the upper end section of the air strut shaft has an upwardly open air chamber, which is closed at the top by the air spring boot and especially by the strut head bearing plate, and in particular is sealed airtight, with the exception of at least one air flow opening in the strut head bearing plate, through which air supply and exhaust are permitted. The air spring boot is connected to the upper end section of the air strut shaft in an airtight manner.

[0013] The airflow opening allows air to be added to the air spring's interior, for example to compensate for air loss, and air to be released from the air spring's interior. This enables, for example, vehicle leveling when the air spring is installed on the vehicle; that is, ground clearance at the front axle can be increased by adding air to the air spring's interior and decreased by releasing air. The air supply and release can also be used to change the spring rate of the air spring. When the air spring is installed on the vehicle, the airflow opening is connected to the vehicle's air pressure system, which typically includes a compressor.

[0014] The lower end section of the air spring shaft is arranged eccentrically to the middle section of the air spring shaft. In particular, it is arranged radially offset from the middle section of the air spring shaft, i.e., specifically laterally to it. The middle section of the air spring shaft is arranged eccentrically to the upper end section of the air spring shaft. In particular, it is arranged radially off-center on a lower side of the upper end section of the air spring shaft. A central axis, in particular a longitudinal axis, axis of rotation, or axis of rotational symmetry, of the lower end section of the air spring shaft and a central axis, in particular a longitudinal axis, axis of rotation, or axis of rotational symmetry, of the upper end section of the air spring shaft lie on a central axis, in particular a longitudinal axis, axis of rotation, or axis of rotational symmetry, of the air spring.A central axis, in particular a longitudinal axis, axis of rotation, or axis of rotational symmetry, of the central section of the air spring strut shaft is radially spaced from this air spring strut central axis. The air spring strut shaft is thus designed to be, in particular, offset.

[0015] A straight guide recess for a guide rod extends, particularly in the axial direction, from an upper end of the upper end section to the middle section of the air strut shaft, this guide recess being arranged radially offset from the air strut's central axis. A sliding guide sleeve, also referred to as a sliding guide bushing, is arranged in the guide recess in the upper end section of the air strut shaft. The guide rod is axially slidably mounted in the sliding guide sleeve. An upper end of the guide rod is connected to the strut head bearing plate, particularly via a ball joint, especially a rubber ball joint.

[0016] At least one air guide channel, or several air guide channels, are formed on an outer surface of the sliding guide sleeve. The at least one air guide channel, or the respective air guide channel, extends axially across the entire sliding guide sleeve. Alternatively or additionally, the at least one air guide channel, or the several air guide channels, can also be formed, for example, on an inner wall of the guide recess, particularly in the upper end section of the air strut shaft, extending axially across the entire upper end section of the air strut shaft.

[0017] For example, the diameter of the guide recess below the sliding guide sleeve is larger than the diameter of the guide rod, so that when the guide rod protrudes or slides downwards out of the sliding guide sleeve, it is radially spaced from the guide recess on its circumference.

[0018] In one embodiment, a collar section is formed at the upper end of a sleeve section of the sliding guide sleeve, which rests on the upper end of the guide recess. The at least one or each air guide channel extends, for example, axially over the entire sleeve section and radially over an underside of the collar section.

[0019] The at least one air guide channel or several air guide channels and, for example, the radial spacing of the guide rod from the guide recess below the sliding guide sleeve enable air exchange in the guide recess connected to the air spring interior, particularly when the guide rod moves during compression and rebound and when air pressure changes in the air spring interior, for example when filling or releasing air via the air flow opening.

[0020] In one embodiment, the air spring boot has an annular bead below, and in particular directly below, the strut head bearing plate. This makes the air spring boot gimbal-flexible at this annular bead. The annular bead is formed, in particular, in a section of the air spring boot adjoining the strut head bearing plate downwards, and especially in a section adjoining a connecting section of the air spring boot downwards, wherein the air spring boot is connected to the strut head bearing plate in the connecting section, and in particular is connected airtight.

[0021] It is specifically provided that a ball joint with a mounting flange for attachment to a steering knuckle of the vehicle, in particular the front axle of the vehicle, is arranged at the lower end of the lower end section of the air spring strut shaft.

[0022] An air spring damper system according to the invention for a front axle of a vehicle comprises the air spring strut and a damper strut, in particular a wheel-guiding one.

[0023] It is specifically provided that the damper strut has a radially projecting curved, in particular crescent-shaped, retaining arm for connection with an upper stabilizer linkage joint.

[0024] The shock absorber strut features, in particular, an internal pull and push stop.

[0025] A vehicle according to the invention has a front axle with two such air spring-damper systems, one on each side of the front axle. A lower end of each damper strut is rigidly connected to a respective steering knuckle of the front axle. The lower end of each damper strut is inserted, particularly in the axial direction of the damper strut, into a receiving opening of the respective steering knuckle and is supported therein, particularly by a rolling bearing, so that the respective steering knuckle can pivot about the respective damper strut. At its upper end, each damper strut has a damper head bearing plate, which is particularly flexible and mounted by a cardan joint, and is rigidly attached to a respective body strut tower of the vehicle body. Each damper strut forms, in particular, a primary connection between the respective steering knuckle and the vehicle body.The respective shock absorber strut is therefore particularly wheel-guiding and is thus also referred to as a wheel-guiding shock absorber strut.

[0026] The ball joint of each air spring strut is articulated to the respective steering knuckle of the front axle via its mounting flange. The strut head bearing plate of each strut is rigidly attached to a respective body strut tower of the vehicle body. For example, the body has one body strut tower on each side to which both the damper head bearing plate and the strut head bearing plate of the respective air spring / damper system are attached, or the body has one body strut tower on each side for attaching the damper head bearing plate and another body strut tower for attaching the strut head bearing plate of the respective air spring / damper system.

[0027] In one embodiment, the air spring strut of the respective air spring damper system is arranged in front of the damper strut in the longitudinal direction of the vehicle and / or further inwards than the damper strut in the transverse direction of the vehicle.

[0028] It is specifically provided that the radially projecting curved support arm of the respective damper leg is connected to an upper stabilizer linkage joint of a respective stabilizer linkage. The stabilizer linkages are connected, in particular, to a stabilizer, which is designed, in particular, as a torsion bar.

[0029] The described solution avoids, in particular, the disadvantages of prior art air-sprung wheel-guiding struts. These air-sprung wheel-guiding struts either have a strut axis with an angled and misaligned air spring bellows, resulting in strength problems of the air spring bellows that can only be remedied by uncomfortably hard rubber compounds and bellows wall thicknesses, or they have a strut axis with an air spring bellows that flexes in the direction of the damper axis, resulting in an air-spring-friendly but comfort-damaging orientation of the air spring bellows, because the unfavorable direction of air spring action generates clamping forces on a damper piston rod.

[0030] The described solution makes it possible, even with limited installation space at the front axle and between the front axle and the body, to position the respective air spring strut in such a way that the spring force of the respective air spring is aligned in the direction of an intersection of the central axis of a lower control arm with the force direction of a wheel contact. This improves ride comfort.

[0031] Furthermore, the described solution makes it possible to support the damper struts of the air spring damper systems by means of a stabilizer. This prevents forces occurring during vehicle operation from impairing the properties of the damper struts.

[0032] Furthermore, the described solution prevents the respective air spring from being pinched and damaged during steering movements, despite the limited installation space available.

[0033] The aforementioned advantages are achieved primarily through the described design of the air spring strut, particularly through the offset of the strut shaft. This design means the strut's physical structure is not symmetrical to the axis of action of the air spring force. This allows the air spring strut to be positioned within the limited installation space on the vehicle and simultaneously ensures that, as mentioned above, the spring force of the air spring is aligned with the direction of the force exerted by the wheel contact, thus improving ride comfort.

[0034] By offsetting the respective air spring strut shaft, a sufficient distance between the respective air spring strut shaft and the respective stabilizer linkage is achieved, so that the respective stabilizer linkage can be connected to the respective damper strut, especially by means of the curved retaining arm on the respective damper strut.

[0035] The described solution thus enables, in particular, a comfortable, compact, and durable air suspension. This solution also makes it possible to use the air spring / damper systems as an alternative to steel-sprung wheel-guiding struts on the front axle without requiring any further modifications to the vehicle's front axle. For example, vehicle configurations with very cost-effective steel-sprung wheel-guiding struts on the front axle and vehicle configurations with the air spring / damper systems described here can be offered without requiring complex additional modifications to the front axle. For instance, only an additional body strut tower on the respective side of the vehicle is required.

[0036] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0037] This shows: Fig. 1. Schematic longitudinal section view of an air suspension strut for a front axle of a vehicle, Fig. 2 schematically a sliding guide of a guide rod of the air spring strut, Fig. 3 schematically a vehicle with an air spring damper system on a front axle of the vehicle in a top view from a slant front, Fig. 4 schematically another view of the air spring damper system on the front axle in a top view from a rear oblique angle, Fig. 5 schematically another view of the air spring damper system on the front axle in a top view from a low angle, Fig. Figure 6 schematically shows another view of the air spring and damper system on the front axle in a top view from the front. Fig. Figure 7 schematically shows another view of the air spring and damper system on the front axle in a top view from the inside. Fig. Figure 8 schematically shows another view of the air spring and damper system on the front axle in a top view from the front, and Fig. Figure 9 schematically shows another view of the air spring damper system on the front axle in a top view from above.

[0038] Corresponding parts are marked with the same reference symbols in all figures.

[0039] Based on the Fig. References 1 to 9 below describe an air spring strut 1 for a front axle 2 of a vehicle 3, an air spring damper system 5 comprising the air spring strut 1 and a wheel-guiding damper strut 4 for the front axle 2 of the vehicle 3, and the vehicle 3 with the front axle 2 and two such air spring damper systems 5, wherein one of the air spring damper systems 5 is arranged on each side of the front axle 2.

[0040] The air spring strut 1 is in Fig. 1 is shown in a longitudinal section view. The vehicle 3 with the front axle 2 and the air spring-damper systems 5 is in Fig. 3 is shown, whereby vehicle 3 is only shown schematically and in a highly simplified manner for the sake of clarity.

[0041] The Fig. Figures 4 to 9 show the front axle 2 in different views, whereby, for the sake of clarity, only one side of the front axle 2 and thus only one of the two air spring-damper systems 5 is shown in each figure. The other side of the front axle 2 and the other air spring-damper system 5 located there are designed accordingly.

[0042] To help you understand the orientation of each presentation, see in the Fig. 3, Fig. 4, Fig. 7 and Fig. Figure 9 shows a direction of travel R of vehicle 3. This direction of travel R corresponds to a forward straight-ahead journey of vehicle 3. It runs parallel to a longitudinal axis of the vehicle.

[0043] The air spring strut 1 comprises an air spring shaft 6, an air spring boot 7, and a strut head bearing plate 8 connected to an upper end of the air spring boot 7, in particular in an airtight manner. The air spring strut shaft 6 has an upper end section 9, a middle section 10, and a lower end section 11. The air spring boot 7 is arranged at the upper end section 9 of the air spring strut shaft 6 and is in particular in an airtight manner connected to it.

[0044] The air spring boot 7, the upper end section 9, and the strut head bearing plate 8 form an air spring 12. For this purpose, the upper end section 9 has an upwardly open air chamber 13, which is hermetically sealed at the top by the air spring boot 7 and the strut head bearing plate 8, so that an air spring interior 14 is formed in the upper end section 9 of the air spring strut shaft 6 by the air spring boot 7, the strut head bearing plate 8, and the air chamber 13. The strut head bearing plate 8 has an air flow opening 15 to this air spring interior 14. The airtight seal is thus present with the exception of this air flow opening 15.

[0045] The air flow opening 15 is connected to an air pressure device of the vehicle 3 when installed in the vehicle 3, in order to allow air to be supplied to the air spring interior 14 and air to be released from the air spring interior 14.

[0046] In the example shown, according to Fig. 1 The air spring sleeve 7 has an inwardly inverted lower section 16 and is sealed with an end face 37 of this inverted lower section 16 to an outer surface of a circumferential wall of the upper end section 9 of the air spring shaft 6, which defines the air chamber 13, for example by means of a clamp or clip (not shown) and / or by bonding. Bonding, which is particularly possible as an additional measure, ensures, for example, an airtight connection between the air spring sleeve 7 and the upper end section 9 of the air spring shaft 6.

[0047] When the air spring 12 compresses, the air spring sleeve 7 is further inverted, i.e., the inverted lower section 16 is lengthened by a further inversion of a previously external wall section of the air spring sleeve 7. Conversely, when the air spring 12 rebounds, part of the inverted lower section 16 is inverted, thus shortening this inverted lower section 16.

[0048] The upper end section 9 of the air spring shaft 6 has a collar-shaped lower end stop 17 on its outer circumference for the air spring boot 7, against which the air spring boot 7 abuts at maximum compression. The lower end stop 17 then prevents the air spring boot 7 from inverting further. An upper end stop is created, for example, by the air filling of the air spring 12 and the vehicle weight.

[0049] The lower end section 11 of the strut shaft 6 is arranged eccentrically to the middle section 10 of the strut shaft 6. In particular, it is arranged radially offset from the middle section 10 of the strut shaft 6, i.e., specifically laterally to it. The middle section 10 of the strut shaft 6 is arranged eccentrically to the upper end section 9 of the strut shaft 6. In particular, it is arranged radially off-center on a lower surface 18 of the upper end section 9 of the strut shaft 6. A central axis of the lower end section 11 and the upper end section 9 of the strut shaft 6 lie on an air strut central axis LMA. The air strut shaft 6 is thus, in particular, designed with an offset.

[0050] A straight guide recess 19 for a guide rod 20 extends axially from an upper end of the upper end section 9 to the middle section 10 of the air spring shaft 6, wherein this guide recess 19 is arranged radially offset from the air spring strut center axis LMA. The guide recess 19 is specifically designed as a blind hole open at the top and closed at the bottom. The guide recess 19 is thus in contact with the air spring interior 14.

[0051] A sliding guide sleeve 21 is arranged in the guide recess 19 in the upper end section 9 of the air spring strut shaft 6. The guide rod 20 is axially slidably mounted in the sliding guide sleeve 21. An upper end of the guide rod 20 is connected to the strut head bearing plate 8 via a ball joint 22, in particular a rubber ball joint.

[0052] The diameter of the guide recess 19 below the sliding guide sleeve 21 is larger than the diameter of the guide rod 20, so that when the guide rod 20 extends downwards or slides out of the sliding guide sleeve 21, it is radially spaced from the guide recess 19 on its circumference.

[0053] Fig. Figure 2 shows the sliding guide sleeve 21 with the guide rod 20 arranged therein. Air guide channels 23 are formed on an outer side of the sliding guide sleeve 21.

[0054] In the illustrated embodiment, a collar section 25 is formed at an upper end of a sleeve section 24 of the sliding guide sleeve 21. This collar section rests on an upper end of the guide recess 19; that is, this collar section 25 has a larger diameter than the guide recess 19, so that it abuts the outside of an opening edge of the guide recess 19. The air guide channels 23 extend axially over the entire sleeve section 24 and radially over an underside of the collar section 25.

[0055] The air guide channels 23 and the radial spacing of the guide rod 20 from the guide recess 19 below the sliding guide sleeve 21 enable air exchange in the guide recess 19 connected to the air spring interior 14, particularly when the guide rod 20 moves during compression and rebound and when there are changes in air pressure in the air spring interior 14, for example when filling or releasing air via the air flow opening 15.

[0056] The air spring boot 7 has an annular bead 26 below the strut head bearing plate 8. This makes the air spring boot 7 gimbal-flexible at this annular bead 26.

[0057] At the lower end of the lower end section 11 of the air spring strut shaft 6, a ball joint 27 with a mounting flange for attachment to a steering knuckle 28 of the front axle 2 of the vehicle 3 is arranged.

[0058] The Fig. Figures 3 to 9 show the air spring damper system 5 on the front axle 2 of the vehicle 3.

[0059] The damper strut 4 of the air spring damper system 5 has a radially projecting curved, in particular crescent-shaped, retaining arm 29 for connection to an upper stabilizer linkage joint 30. When the damper strut 4 is installed on the vehicle 3, the retaining arm 29 is curved forward, in particular crescent-shaped. This allows the upper stabilizer linkage joint 30 to be attached to this retaining arm 29, past the dis-axled air spring shaft 6 of the air spring strut 1, and ensures sufficient clearance between the steered components.

[0060] The damper leg 4 has an internal pull and push stop.

[0061] A lower end of the damper strut 4 is rigidly connected to the steering knuckle 28 of the front axle 2. The lower end of the damper strut 4 is inserted axially into a receiving opening of the steering knuckle 28 and is supported therein, in particular by a rolling bearing, so that the steering knuckle 28 can pivot about the damper strut 4.

[0062] The damper strut 4 has a gimbal-mounted damper head bearing plate 31 at its upper end, which is rigidly attached to a body strut tower of the vehicle 3 (not shown). The damper strut 4 forms, in particular, a primary connection between the steering knuckle 28 and the vehicle 3 body. The damper strut 4 is therefore wheel-guiding and is thus also referred to as a wheel-guiding damper strut 4.

[0063] The ball joint 27 of the air spring strut 1 is pivotally connected to the steering knuckle 28 of the front axle 2 via its mounting flange. The strut head bearing plate 8 of the strut 1 is rigidly attached to a body tower of the vehicle body 3. The body has, for example, a body tower on each side to which both the damper head bearing plate 31 and the strut head bearing plate 8 of the respective air spring / damper system 5 are attached, or the body has, for example, one body tower for attaching the damper head bearing plate 31 and another body tower for attaching the strut head bearing plate 8 of the respective air spring / damper system 5.

[0064] The air spring strut 1 of the respective air spring-damper system 5 is arranged in front of the damper strut 4 in the longitudinal direction of the vehicle and, with the exception of the ball joint 27, is arranged further inwards in the transverse direction of the vehicle than the damper strut 4. In particular, the air spring strut 1 is inclined inwards in the transverse direction of the vehicle. Specifically, from the middle section 10 of the air spring strut shaft 6 upwards, it is arranged further inwards in the transverse direction of the vehicle than the damper strut 4. In particular, an upper region of the lower end section 11 of the air spring strut shaft 6 is also arranged further inwards in the transverse direction of the vehicle than the damper strut 4.

[0065] The radially projecting curved support arm 29 of the damper strut 4 is connected to the upper stabilizer linkage joint 30 of a stabilizer linkage 32. The stabilizer linkages 32 connected in this way to the respective damper strut 4 of the two air spring damper systems 5 are connected to a stabilizer 33, which is designed in particular as a torsion bar.

[0066] The respective steering knuckle 28 of the front axle 2 of the vehicle 3 is also connected to a steering system of the vehicle 3 via a respective tie rod 34.

[0067] Furthermore, the respective steering knuckle 28 is connected to the body of the vehicle 3 via a lower control arm 35 or, in the example shown, via two lower control arms 35.

[0068] The described solution makes it possible, even with limited installation space at the front axle 2 and between the front axle 2 and the body, to arrange the respective air spring strut 1 in such a way that a spring force FF of the respective air spring 12 is aligned in the direction of an intersection SB of a control arm center axis QMA, in particular the line of action, of the respective lower control arm 35 with a force direction of a wheel contact force FR of a respective vehicle wheel 36 on a road surface FB. This improves ride comfort.

[0069] In the Fig. Figures 6 to 9 schematically illustrate this relationship from different perspectives, with the Fig. 7 and Fig. 8 additionally shows a steering axis LA.

[0070] Furthermore, the described solution makes it possible to support the damper struts 4 of the air spring damper systems 5 by means of the stabilizer 33. This prevents forces occurring during vehicle operation from impairing the properties of the damper struts 4.

[0071] Furthermore, the described solution prevents the respective air spring 12, in particular the air spring boot 7, from being pinched and damaged during steering movements despite the small available installation space.

[0072] The aforementioned advantages are achieved in particular through the described design of the air spring strut 1, especially through the offset of the air spring strut shaft 6. This design of the air spring strut 1 means that its physical structure is not symmetrical to the effective axis of the spring force FF of the air spring 12. This makes it possible to arrange the respective air spring strut 1 within the limited installation space on the vehicle 3, and simultaneously ensures that, as mentioned above, the spring force FF of the respective air spring 12 is aligned in the direction of the intersection area SB of the control arm center axis QMA of the respective lower control arm 35 with the force direction of the respective wheel contact, thereby improving ride comfort.

[0073] By offsetting the respective air spring strut shaft 6, a sufficient distance between the respective air spring strut shaft 6 and the respective stabilizer linkage 32 is achieved, so that the respective stabilizer linkage 32 can be connected to the respective damper strut 4, particularly also by means of the curved retaining arm 29 on the respective damper strut 4.

[0074] The described solution thus enables, in particular, a comfortable, compact, and durable air suspension. This solution also makes it possible to use the air spring / damper systems 5 as an alternative to steel-sprung wheel-guiding struts on the front axle 2 without requiring any further modifications to the front axle 2 of the vehicle 3. For example, vehicle configurations with very cost-effective steel-sprung wheel-guiding struts on the front axle 2 and vehicle configurations with the air spring / damper systems 5 described here can be offered without requiring complex additional modifications to the front axle 2. For instance, only an additional body strut tower on the respective side of the vehicle is required.

Claims

[1] Air spring strut (1) for a front axle (2) of a vehicle (3), comprising an air strut shaft (6), an air spring boot (7) and a strut head bearing plate (8) connected to an upper end of the air spring boot (7), wherein the air strut shaft (6) has an upper end section (9), a middle section (10) and a lower end section (11), wherein the air spring boot (7) is arranged at the upper end section (9), wherein the air spring boot (7), the strut head bearing plate (8) and the upper end section (9) are components of an air spring (12), wherein the lower end section (11) is arranged eccentrically to the middle section (10), wherein the middle section (10) is arranged eccentrically to the upper end section (9), and wherein a central axis of the lower end section (11) and the upper end section (9) lies on an air strut central axis (LMA), characterized by , that a straight guide recess (19) for a guide rod (20) extends from an upper end of the upper end section (9) of the air spring shaft (6) to the middle section (10) of the air spring shaft (6) and is arranged radially offset to the air spring strut center axis (LMA), wherein a sliding guide sleeve (21) is arranged in the guide recess (19) in the upper end section (9) of the air spring shaft (6), wherein the guide rod (20) is arranged to slide axially in the sliding guide sleeve (21), wherein an upper end of the guide rod (20) is connected to the strut head bearing plate (8), and wherein air guide channels (23) are formed on an outside of the sliding guide sleeve (21). [2] Air spring strut (1) according to claim 1, characterized by, that a collar section (25) is formed at an upper end of a sleeve section (24) of the sliding guide sleeve (21), which rests on an upper end of the guide recess (19), wherein the respective air guide channel (23) extends axially over the entire sleeve section (24) and radially over a bottom surface of the collar section (25). [3] Air spring strut (1) according to one of the preceding claims, characterized by , that the air spring boot (7) has an annular bead (26) below the strut head bearing plate (8). [4] Air spring strut (1) according to any one of the preceding claims, characterized by , that at the lower end of the lower end section (11) of the air spring strut shaft (6) a ball joint (27) with a mounting flange for attachment to a steering knuckle (28) of the vehicle (3) is arranged. [5] Air spring damper system (5) for a front axle (2) of a vehicle (3), comprising an air spring strut (1) according to one of the preceding claims and a damper strut (4). [6] Air spring damper system (5) according to claim 5, characterized by , that the damper strut (4) has a radially projecting curved retaining arm (29) for connection with an upper stabilizer linkage joint (30). [7] Vehicle (3) comprising a front axle (2) with two air spring damper systems (5) according to claim 5 or 6, wherein a lower end of the respective damper strut (4) is rigidly connected to a respective steering knuckle (28) of the front axle (2), wherein the respective damper strut (4) has a cardanically soft-mounted damper strut head bearing plate (31) which is rigidly attached to a respective body tower of a body, wherein the ball joint (27) of the respective air spring strut (1) is pivotally connected with its mounting flange to the respective steering knuckle (28) of the front axle (2), and wherein the strut head bearing plate (8) of the respective air spring strut (1) is rigidly attached to a respective body tower of the body. [8] Vehicle (3) according to claim 7, characterized by, that the air spring strut (1) of the respective air spring damper system (5) is arranged in front of the damper strut (4) in the longitudinal direction of the vehicle and / or further inwards in the transverse direction of the vehicle than the damper strut (4). [9] Vehicle (3) according to claim 7 or 8, characterized by , that the radially projecting curved retaining arm (29) of the respective damper leg (4) is connected to an upper stabilizer linkage joint (30) of a respective stabilizer linkage (32).

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