Wolfgang
Kraftwagen König
The "CURE"http://www.vehicledynamics-expo.com/06vdx_conf/pres/day_1/gilsdorf.pdf
The world goes ELECTRIC! ZF's prototype ELECTRIC ABC
Pic with electric ABC installed on the ML with offroad pro package.
Daimler
Mercedes Active Body Control To Go 'Magic' in Next Generation
- Thread starter PHYBENZ
- Start date
Pic with electric ABC installed on the ML with offroad pro package.
Daimler
coolraoul
Torque Titan
I highly doubt Mercedes will ditch its own proprietary system to use the ZF's one.
And, as the current ABC, Daimler said the Magic Body Control has been entirely developped in-house.
Wolfgang
Kraftwagen König
The pic is from 2004. (W164 ML / X164 GL)
Here's the rear axle.
View attachment 2afc48eb0d8fa6b455488ee3dd85cd27.jpg
Daimler - December 21, 2004
Here's the rear axle.
View attachment 2afc48eb0d8fa6b455488ee3dd85cd27.jpg
Daimler - December 21, 2004
Wolfgang
Kraftwagen König
What I meant to say is that these Daimler pictures with the electric ABC, you seem to be interested in,
are dated from 2004. They can be found on the server located at http://media.daimler.com
Wolfgang
Kraftwagen König
Just noticed Car and Driver brought the 6.9 article back, from 1977.
Hydropneumatic Suspension
“There are no springs or shock absorbers per se in the 6.9 suspension. Both functions have been combined into a single hydraulic strut that mounts in place of the coil spring and shock absorber at each wheel. The telescoping struts support the car with oil pressure generated by a small radial-piston pump on the engine. A separate bell-shaped pressure reservoir, connected to each strut by a high-pressure hose, contains a permanently sealed charge of nitrogen gas that functions as a spring. Working pressures in the system range from 2100 to 2900 psi.
“When the 6.9 hits a bump in the road, the wheel rises and telescopes its suspension strut. Oil forced out of the strut passes through the hose to the reservoir, where it acts on a diaphragm and compresses the gas. The gas behaves like a progressive spring. The more it’s compressed, the harder it is to compress further. In other words, the suspension rates change in direct proportion to the load. Thus the rates can be relatively soft without fear that the suspension will bottom out easily. The same softness, combined with the fully independent suspension, allows each tire to stay on the road surface even over very rough sections. To compensate for the higher degree of roll that would otherwise be encountered during cornering with the lower spring rates, the front and rear stabilizer bars of the 6.9 are stiffer than on the 450SEL.
“Because the gas charge is fixed, the amount of oil in the system determines the ride height. Automatic regulator valves adjust oil volume constantly to compensate for vehicle load. Thus leveling takes place independently and automatically at both front and rear. Due to inclusion of a separate pressure reservoir for the system as a whole, this occurs even when the engine isn’t running.
‘‘Front and rear level-control valves use the center of the respective stabilizer bar as a reference point. A lever connected to each bar responds to the average position of the body of the vehicle relative to the axle. When a level-control valve is actuated, additional hydraulic oil is then forced into both struts on the appropriate axle.
“The front suspension and steering geometry of the 6.9 are basically the same as on the Mercedes 450SEL, but several components have been changed to accommodate the mounting of the hydraulic struts rather than conventional springs. The steering linkage has been strengthened to account for the increased vehicle weight and larger tires of the 6.9. The anti-dive feature of the W116 front suspension is particularly important with the hydropneumatic suspension due to the relatively soft springing.
http://www.caranddriver.com/reviews/mercedes-benz-450sel-69-archived-road-test-a-technical-and-dynamic-delight-page-2
Hydropneumatic Suspension
“There are no springs or shock absorbers per se in the 6.9 suspension. Both functions have been combined into a single hydraulic strut that mounts in place of the coil spring and shock absorber at each wheel. The telescoping struts support the car with oil pressure generated by a small radial-piston pump on the engine. A separate bell-shaped pressure reservoir, connected to each strut by a high-pressure hose, contains a permanently sealed charge of nitrogen gas that functions as a spring. Working pressures in the system range from 2100 to 2900 psi.
“When the 6.9 hits a bump in the road, the wheel rises and telescopes its suspension strut. Oil forced out of the strut passes through the hose to the reservoir, where it acts on a diaphragm and compresses the gas. The gas behaves like a progressive spring. The more it’s compressed, the harder it is to compress further. In other words, the suspension rates change in direct proportion to the load. Thus the rates can be relatively soft without fear that the suspension will bottom out easily. The same softness, combined with the fully independent suspension, allows each tire to stay on the road surface even over very rough sections. To compensate for the higher degree of roll that would otherwise be encountered during cornering with the lower spring rates, the front and rear stabilizer bars of the 6.9 are stiffer than on the 450SEL.
“Because the gas charge is fixed, the amount of oil in the system determines the ride height. Automatic regulator valves adjust oil volume constantly to compensate for vehicle load. Thus leveling takes place independently and automatically at both front and rear. Due to inclusion of a separate pressure reservoir for the system as a whole, this occurs even when the engine isn’t running.
‘‘Front and rear level-control valves use the center of the respective stabilizer bar as a reference point. A lever connected to each bar responds to the average position of the body of the vehicle relative to the axle. When a level-control valve is actuated, additional hydraulic oil is then forced into both struts on the appropriate axle.
“The front suspension and steering geometry of the 6.9 are basically the same as on the Mercedes 450SEL, but several components have been changed to accommodate the mounting of the hydraulic struts rather than conventional springs. The steering linkage has been strengthened to account for the increased vehicle weight and larger tires of the 6.9. The anti-dive feature of the W116 front suspension is particularly important with the hydropneumatic suspension due to the relatively soft springing.
http://www.caranddriver.com/reviews/mercedes-benz-450sel-69-archived-road-test-a-technical-and-dynamic-delight-page-2
mini_cooper4
Autotechnik Ace
I love it!
Wolfgang
Kraftwagen König
Airbus working on flying car project
French aerospace company Airbus has turned its attention from long-haul passenger aircraft to finding a solution for a more local problem, traffic congestion in large cities.
Its answer, a flying car. FINALLY!
Airbus calls it Project Vahana, “an autonomous flying vehicle platform for individual passenger and cargo transport”, and the consortium’s feasibility studies have listed the success of the project as being favourable.
The vehicle is best described as a passenger-sized drone and flight tests are slated for the end of 2017 as the majority of technology required is already available. The biggest challenge comes from an airborne detect and avoidance system, similar to that used in cars like the Tesla Model S and Mercedes-Benz E-Class. We would all agree that it is a pretty crucial component to get right.
While there are no legal or technical precedents to allow the flying of ‘pilotless’ aircraft over population centres, the Airbus team is forging ahead with the project and has an agreement with the Civil Aviation Authority of Singapore to conduct scale testing of drones over the University of Singapore in mid-2017.
The full-scale vehicle, called CityAirbus, would feature multiple propellors to exhibit flying behaviour similar to a drone or helicopter. The CityAirbus will initially be flown by a pilot, but will be developed with autonomous flying in mind.
http://www.caradvice.com.au/472896/airbus-working-on-flying-car-project/flying-car-plan
French aerospace company Airbus has turned its attention from long-haul passenger aircraft to finding a solution for a more local problem, traffic congestion in large cities.
Its answer, a flying car. FINALLY!
Airbus calls it Project Vahana, “an autonomous flying vehicle platform for individual passenger and cargo transport”, and the consortium’s feasibility studies have listed the success of the project as being favourable.
The vehicle is best described as a passenger-sized drone and flight tests are slated for the end of 2017 as the majority of technology required is already available. The biggest challenge comes from an airborne detect and avoidance system, similar to that used in cars like the Tesla Model S and Mercedes-Benz E-Class. We would all agree that it is a pretty crucial component to get right.
While there are no legal or technical precedents to allow the flying of ‘pilotless’ aircraft over population centres, the Airbus team is forging ahead with the project and has an agreement with the Civil Aviation Authority of Singapore to conduct scale testing of drones over the University of Singapore in mid-2017.
The full-scale vehicle, called CityAirbus, would feature multiple propellors to exhibit flying behaviour similar to a drone or helicopter. The CityAirbus will initially be flown by a pilot, but will be developed with autonomous flying in mind.
http://www.caradvice.com.au/472896/airbus-working-on-flying-car-project/flying-car-plan
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