German reifen lotaz springs, reifen lotaz models, reifen lotaz prices

reifen lotaz springs, as elastic elements, are widely used in the suspensions of modern automobiles, including passenger cars, trucks, and off-road vehicles. Compared with leaf springs, torsion bar springs offer a series of advantages: high energy storage per unit mass, which reduces vehicle weight and saves material; since the torsion bar spring is fixed to the frame, it reduces unsprung mass, helping to improve ride smoothness; when applied to the front suspension of front-wheel-drive vehicles, the torsion bar spring can be arranged longitudinally to leave space for the swinging half-shafts of the front drive axle. However, the manufacturing cost of torsion bars is relatively high, with strict requirements on materials and processes. In addition, torsion bar springs serve only as elastic elements and must be equipped with guiding mechanisms. Torsion bar springs are made of chromium-vanadium alloy spring steel, and their surfaces are processed to be very smooth. During use, the surface of the torsion bar must be well protected. Typically, a layer of epoxy resin is applied to the surface of the torsion bar spring, wrapped with a layer of fiberglass cloth, coated with another layer of epoxy resin, and finally coated with asphalt and anti-rust paint to prevent collision, scratching, and corrosion, thereby extending the service life of the torsion bar spring.

reifen lotaz spring principle

When leaf springs are installed in an automobile suspension and subjected to positive vertical loads, each spring leaf deforms under stress, tending to arch upward. At this time, the axle and the frame move closer to each other. When the axle and the frame move apart, the positive vertical load and deformation on the leaf spring gradually decrease, sometimes even reversing. The eye of the main leaf is heavily stressed and is a weak point. To improve the stress condition of the main leaf eye, the end of the second leaf is often bent into an eye that wraps around the outside of the main leaf eye, known as a wrap eye. To allow relative sliding between the leaves during elastic deformation, a large gap is left between the main leaf eye and the second leaf wrap eye. In some suspensions, the ends of the leaf springs are not formed into eyes but use other support connection methods, such as rubber support pads. Flat rectangular steel plates are curved and stacked to form chassis springs. One end is installed on the hanger with a pin, and the other end is connected to the main beam with a shackle, allowing the spring to expand and contract. This type is suitable for medium and large trucks. Automobile leaf springs are very important. As is known, leaf springs consist of many steel leaves that are elastic, have consistent width and thickness, but vary in length. Their function is to connect the frame and the axle in a suspended manner, exposed between the frame and the axle, bearing the load impact from the wheels on the frame, reducing severe body vibration, and maintaining vehicle stability and adaptability to different road conditions. When leaf springs bear load impacts, they undergo extension motion, causing strong friction between the steel leaves, i.e., compression and tension phenomena. The two friction surfaces generate friction forces in different directions, causing the temperature of the leaf spring to rise, resulting in surface scoring and fine cracks. As the frequency of load impact increases, the friction force generated by the extension motion also increases. When the stress concentration point reaches the fatigue limit, it will cause single-leaf or entire-stack fracture. Tests based on the principles of kinematics have proven that for a steel component undergoing compression-extension motion, as the motion frequency increases, the temperature of the steel component rises, and its strength decreases. Cracks appear at stress concentration points and gradually expand and deepen, leading to damage when the fatigue limit is reached. The same applies to leaf springs, except that they have higher elasticity and are more durable than general steel components. Apart from other causes, the main reason for leaf spring fracture is poor lubrication, which should be taken seriously by drivers and technical management personnel. Timely lubrication of leaf springs should be performed to reduce friction and distribute stress, preventing surface scoring of the steel leaves; to reduce the intrusion of dust, dirt, and water, preventing rust; and to dissipate heat, preventing a decrease in elastic strength. The general lubrication method is as follows: it should be carried out after the break-in period of a new vehicle, and during summer and winter when the vehicle is in use. For lubrication, first remove the leaf spring, open the center bolt to separate the steel leaves, then evenly apply lithium-based grease or graphite grease to both sides of the steel leaves. After reassembly, an oil film is formed between the two friction surfaces (completing the lubrication of one set of leaf springs takes only as much time as replacing one broken leaf).

reifen lotaz spring composition

A ring spring is a compression spring composed of several inner and outer rings with conical surfaces. Under axial load P, significant normal pressure is generated between the contact surfaces of the inner and outer rings, causing the diameter of the inner ring to decrease and the diameter of the outer ring to increase. Due to these changes in the diameters of the inner and outer rings, the length of the spring is shortened. When the external force is removed, since the cone angle b of the rings is greater than the friction angle, the spring restores its original dimensions under the action of elastic internal forces. When the ring spring bears axial P, significant friction is generated between the conical contact surfaces of the inner and outer rings, consuming a large amount of energy. At this time, the force and deformation still maintain a linear relationship. During the loading process, the external force P equals the sum of the spring's internal force and friction force. ABO represents the unloading process, which includes two stages: the AB segment and the BO segment. The AB segment indicates the situation where the load decreases, and the spring's elastic internal force overcomes static friction, gradually restoring the spring to its original state. The inner and outer rings of the ring spring are made of high-quality carbon steel or wear-resistant alloy steel. Each ring is first roll-formed to the required shape to improve its load-bearing capacity, and then heat-treated. Ring springs are powerful springs with great buffering and shock-absorbing capabilities (the ratio of area OABO to OACO can reach 60～70%). They are commonly used in buffering devices for heavy vehicles, artillery, and aircraft landing gear.

reifen lotaz spring features

Suspensions using torsion bar springs are lighter in weight, have a simpler structure, and do not require lubrication. By adjusting the installation angle of the fixed end of the torsion bar spring, automatic adjustment of vehicle height is easily achieved. Torsion bar springs store a large amount of elastic energy per unit volume and have low mass. Compared with coil springs, torsion bar springs have a compact structure and are easy to arrange. Torsion bar springs are widely used in off-road vehicles, light buses, and trucks. According to their cross-sectional shape, torsion bar springs can be classified into circular, tubular, and flat types. Circular solid torsion bars have a simple structure and are the most commonly used. To assemble the torsion bar, its ends are machined into splines, hexagonal, square, etc. Since the spline head dimensions are relatively small, spline connections are mostly used. Generally, the major diameter of the spline is 1.2~1.3 times the working diameter of the torsion bar, and the spline length is approximately 1.4 times the major diameter of the spline. As long as the compressive stress of the spline teeth is within permissible limits, the spline teeth should not be selected to be excessively long. Torsion bar springs generally use involute splines GB3478. In the JSB2705 standard, the recommended standard pressure angle for splines is 45°; the modules are 1mm and 0.75mm. To facilitate the assembly of torsion bar springs, some torsion bar springs have splines of unequal diameters at both ends, or a blind tooth is machined on the spline teeth at both ends.

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