阅读说明：本技术 用于机动车的车轮悬架装置的扭转弹簧组件以及用于机动车的车桥的车轮的车轮悬架装置 (Torsion spring assembly for a wheel suspension of a motor vehicle and wheel suspension for a wheel of an axle of a motor vehicle ) 是由 S·辛德勒 M·恩格尔 于 2018-11-06 设计创作，主要内容包括：本发明涉及一种用于机动车的车轮悬架装置(100)的扭转弹簧组件(10),包括彼此同轴地布置的两根扭杆(12、14)以及轴向平行于两根同轴的扭杆(12、14)布置的、可通过支承部位(26)支承在机动车车身上的弹簧元件(16),其中,径向靠外的扭杆(12)可支承在机动车车身侧、并且与可固定在车轮引导元件上的从动杆(22)以不能相对转动的方式连接,并且径向靠内的扭杆(14)以不能相对转动的方式与外部的扭杆(12)连接、并且通过耦联部(24)以不能相对转动的方式与弹簧元件(16)连接,其中,支承部位(26)与调节器(40、50)协同作用,以进行弹簧元件(16)的弹簧长度和预载调整。根据本发明,使弹簧元件(16)支承在耦联部(24)上的弹簧元件支承装置(28)如此构造,使得弹簧元件(16)仅仅被施加以沿切向方向指向的、平移的移动,并且支承部位(26)构造为相对于弹簧元件(16)可沿轴向方向(a)移动的滑动支承结构。车轮悬架装置(100)的特征在于,在机动车车身和车轮引导元件之间起作用的承载弹簧以扭转弹簧组件(10)的形式来构造。(The invention relates to a torsion spring assembly (10) for a wheel suspension (100) of a motor vehicle, comprising two torsion bars (12, 14) arranged coaxially with respect to one another and a spring element (16) which is arranged axially parallel to the two coaxial torsion bars (12, 14) and can be mounted on a vehicle body via a mounting point (26), wherein the radially outer torsion bar (12) can be mounted on the motor vehicle body side and is connected in a rotationally fixed manner to a driven lever (22) which can be fastened to the wheel guide element, and the radially inner torsion bar (14) is connected in a rotationally fixed manner to the outer torsion bar (12) and via a coupling section (24) in a rotationally fixed manner to the spring element (16), wherein the bearing point (26) cooperates with the adjuster (40, 50) to adjust the spring length and the preload of the spring element (16). According to the invention, the spring element bearing (28) which bears the spring element (16) on the coupling (24) is designed in such a way that the spring element (16) is only subjected to a translational movement which is directed in the tangential direction, and the bearing point (26) is designed as a sliding bearing which is movable in the axial direction (a) relative to the spring element (16). The wheel suspension (100) is characterized in that the support spring acting between the motor vehicle body and the wheel guide element is designed in the form of a torsion spring assembly (10).)

1. A torsion spring assembly (10) for a wheel suspension (100) of a motor vehicle, comprising two torsion bars (12, 14) arranged coaxially with one another and a spring element (16) arranged at a radial distance from the two coaxial torsion bars (12, 14), which is oriented in the axial direction (a) of the torsion bars (12, 14) and can be mounted on the vehicle body by means of a mounting (26), wherein an outer hollow-cylindrical torsion bar (12) viewed in the radial direction (r) can be mounted on the vehicle body side and is connected in a rotationally fixed manner to a driven bar (22) that can be fastened to a wheel guide element, wherein an inner torsion bar (14) viewed in the radial direction (r) is connected in a rotationally fixed manner to an outer torsion bar (12) and is connected in a rotationally fixed manner to the spring element (16) by means of a coupling (24), the bearing point (26) for bearing the spring element (16) on the motor vehicle body side interacts with a first adjuster (40) for the effective spring length adjustment of the spring element (16) and a second adjuster (50) for the preload adjustment of the spring element (16),

it is characterized in that the preparation method is characterized in that,

the spring element (16) is supported on the coupling part (24) by means of a spring element support device (28) which is designed such that the spring element (16) is only subjected to a translational movement directed in the tangential direction (t), and the support point (26) of the spring element (16) on the motor vehicle body side is designed as a sliding support which can be moved in the axial direction (a) relative to the spring element (16).

2. Torsion spring assembly according to claim 1, characterized in that the first adjuster (40) and the second adjuster (50) are configured as a lead screw drive.

3. Torsion spring assembly according to claim 2, wherein the first lead screw drive (40) comprises a first motor (41) which can be operated by a controller, a first lead screw (42) which can be driven by the first motor (41), has a lead screw thread, is oriented in the axial direction (a) and is arranged to: parallel to the spring element (16) and the two coaxial torsion bars (12, 16) with a radial distance, a first spindle nut (42) which meshes with the first spindle nut (42) and has a nut thread, wherein the first spindle nut (42) can be rotatably mounted relative to the motor vehicle body, wherein the first spindle nut (44) is arranged in a rotationally fixed but axially movable manner with reference to the first spindle nut (42), wherein a sliding bearing (26) is mounted on the first spindle nut (44) in such a way that a rotational movement of the first spindle nut (42) causes a linear movement of the first spindle nut (44) in the axial direction (a), and thereby a linear movement of the sliding bearing (26) mounted on the first spindle nut (44) in the axial direction (a) relative to the spring element (16).

4. Torsion spring assembly according to claim 3, characterized in that the second spindle drive (50) comprises a second motor (56), which can be actuated by the controller, a second spindle (52), which can be driven by the second motor (56), has a spindle thread and is oriented parallel to the direction of movement of the tangential translational movement of the spring element support (28), and a second spindle nut (54), which is in engagement with the second spindle (52), has a nut thread, the second spindle (52) being held axially spaced apart from the sliding bearing (26) by a holding arm (58) fixed to the first spindle nut (44), the second spindle (52) being rotatably supported relative to the holding arm (58), the second spindle nut (54) being rotatably supported in a manner such that relative rotation is not possibleIs movably supported on a bracket arm (60) fixed on the sliding support structure (26), and the sliding support structure (26) can rotate around a swing axis (S) which is perpendicular to the first lead screw (42) and the second lead screw (52)₁) Is mounted on the first spindle nut (44) in a pivoting manner such that a rotational movement of the second spindle (52) causes a linear movement of a bracket (60) which supports the second spindle nut (54), and thus a sliding bearing (26) about a pivot axis (S)₁) The oscillating movement of (2).

5. Torsion spring assembly according to claim 4, wherein the bracket arm (58) is so as to be able to pivot about a first pivot axis (S)₁) A second pivot axis (S) oriented in parallel₂) The second spindle nut (54) is mounted in a pivoting manner.

6. Torsion spring assembly according to one of claims 1 to 5, characterized in that the first threaded spindle (42) is rotatably supported relative to the motor vehicle body by means of an adjuster housing (46) which is fixedly supported relative to the vehicle body.

7. Torsion spring assembly according to any one of the preceding claims, wherein the spring element is configured as a leaf spring (16).

8. Wheel suspension (100) for the wheels of an axle of a motor vehicle, comprising a carrier spring which acts between the motor vehicle body and a wheel guide element, characterized in that the carrier spring is configured in the form of a torsion spring assembly (10) according to one of claims 1 to 7.

9. Wheel suspension arrangement according to claim 8, wherein the wheel suspension arrangement further comprises a stabilizer, which is oriented in the vehicle transverse direction (FQ) and is constructed in the form of a hollow cylindrical torsion spring rod (110), characterized in that a torsion spring assembly (10) is arranged locally coaxially within the hollow cylindrical torsion spring rod (110).

10. Wheel suspension according to claim 9, characterized in that in the region of the coaxial nested arrangement of the components, namely the torsion spring bar (110) and the torsion spring assembly (10), are enclosed by a housing (120) which is fixedly supported on the motor vehicle body side, and the stabilizer support device which supports the torsion spring bar (110) of the stabilizer and the hollow cylindrical torsion bar (12) of the torsion spring assembly (10) are supported on the housing (120) and thus on the motor vehicle body side.

Technical Field

The present invention relates to a torsion spring assembly for a wheel suspension of a motor vehicle of the type stated in the preamble of claim 1 and a wheel suspension for a wheel of an axle of a motor vehicle of the type stated in the preamble of claim 8.

Background

A torsion spring assembly of this type is disclosed in the subsequently published document DE 102016217698, which has two torsion bars arranged coaxially with respect to one another and a spring element arranged parallel to the two torsion bars (i.e. oriented in the axial direction (a) of the torsion bars), which spring element is operatively connected to the torsion bars and thus acts in series with the torsion bars with respect to the spring action. The disclosed torsion spring arrangement is characterized in that the spring element is assigned a first adjusting unit for displacing the spring fastening point and/or a second adjusting unit for adjusting the support spring constant. According to the disclosure of DE 102016217698, the spring element is primarily applied with a rotational movement, i.e. the spring element is primarily subjected to a torsional load.

Disclosure of Invention

The object of the present invention is to improve a torsion spring assembly for a wheel suspension of a motor vehicle of the type specified in the preamble of claim 1 in order to achieve a construction which reduces costs and complexity.

This object is achieved by the features of the characterizing portion of claim 1 in combination with the features of the front portion of claim 1.

The dependent claims 2 to 7 form advantageous refinements of the torsion spring arrangement according to the invention.

Torsion spring assemblies for wheel suspensions of motor vehicles are known, which comprise two torsion bars arranged coaxially with respect to one another and an additional spring element, which is oriented in the axial direction a of the torsion bars and is arranged parallel to the two coaxial torsion bar axes with a radial spacing and can be supported on the vehicle body via a bearing. In this case, a radially outer, hollow-cylindrical torsion bar, which can be mounted fixedly on the motor vehicle body via a mounting, is connected in a rotationally fixed manner to a driven lever, which can be mounted on the wheel guide element, and the radially inner torsion bar is connected in a rotationally fixed manner to the outer torsion bar in some regions and is connected in a rotationally fixed manner to the spring element via a coupling, so that the spring element acts in series with the torsion bar with respect to a spring action. In addition, it is provided in a known manner that the bearing point, which bears the spring element on the vehicle-body side, interacts with a first adjuster, which performs an effective spring length adjustment of the spring element, and a second adjuster, which performs a preload adjustment of the spring element.

According to the invention, it is proposed that the spring element is supported on the coupling part by means of a spring element bearing device which is designed in such a way that the spring element is acted upon only with a translatory movement directed in the tangential direction, i.e. perpendicularly to the radial direction r and perpendicularly to the axial direction a, and that the bearing point, which bears the spring element on the vehicle body side, is designed as a sliding bearing which is displaceable in the axial direction with reference to the spring element.

The spring element bearing arranged between the spring element and the coupling part, which, due to its design, converts a rotational movement of the coupling part caused by the rotation of the inner torsion bar into a tangentially directed translational movement acting on the spring element, has the effect that the spring element is only subjected to a bending load/deflection and is not subjected to a predominantly torsional load as in the prior art according to DE 102016217698.

This has the advantage that, owing to the translatory displacement of the spring element only, the spring element can now be designed as a purely flexural spring, and owing to the fact that the bearing point, which bears the spring element, is designed as a sliding bearing which is displaceable in the axial direction relative to the spring element, a simpler and therefore less complex design of the torsion spring assembly can be achieved, and therefore also a more cost-effective design of the torsion spring assembly. In particular, the design of the spring element as a pure bending spring and the design of the bearing point as a sliding bearing ensure that the actuator can be implemented more simply in terms of construction and therefore more cost-effectively.

According to a particularly preferred embodiment, the two actuators are designed as a spindle drive which is structurally simple and therefore cost-effective and requires less installation space.

For this purpose, the first spindle drive comprises a first motor, which can be actuated by the controller, a first spindle, which can be driven by the first motor, is oriented in the axial direction a and is arranged with a radial distance with its axis parallel to the spring element and the two coaxial torsion bars, and a first spindle nut. The spindle and the spindle nut are in this case engaged with one another in a known manner by means of their spindle thread and nut thread. The first spindle is rotatably mounted but otherwise fixed relative to the motor vehicle body, while the first spindle nut is arranged in a rotationally fixed but axially movable manner with reference to the first spindle. Furthermore, a sliding bearing is mounted on the first spindle nut, so that a rotational movement of the first spindle causes a linear movement of the first spindle nut in the axial direction a, and thus a linear movement of the sliding bearing mounted on the first spindle nut in the axial direction a relative to the spring element, thereby causing an adjustment of the effective spring length of the spring element.

Correspondingly, the second spindle drive also comprises a motor which drives the second spindle, and a second spindle nut, wherein the second spindle and the second spindle nut in turn mesh with one another via their spindle and nut threads. The second spindle is oriented substantially parallel to the tangential translational movement direction of the spring element bearing and is held axially spaced apart from the sliding bearing by a holding element fixed to the first spindle nut. The second spindle is mounted rotatably relative to the retaining arm and therefore movably in the axial direction a relative to the motor vehicle body and therefore relative to the spring element, since the retaining arm is fixed to the first spindle nut. Accordingly, the second spindle nut is mounted in a rotationally fixed manner on a bracket arm fixed to the sliding bearing. The sliding bearing structure itself surrounds a first pivot axis S oriented perpendicularly to the first threaded spindle and the second threaded spindle₁Is mounted pivotably on the first spindle nut in such a way that a rotational movement of the second spindle results in a linear movement of a bracket that carries the second spindle nut and thus in a sliding bearing about a first pivot axis S₁And thus a change in the preload of the spring element.

In order to avoid clamping, according to an advantageous embodiment, it is provided that the bracket arm is pivoted about a second pivot axis S oriented parallel to the first pivot axis₂The second spindle nut is pivotably mounted on the second spindle nut.

Preferably, the first threaded spindle is mounted rotatably and fixedly in the axial direction relative to the motor vehicle body via a control housing mounted fixedly relative to the vehicle body.

A further preferred embodiment provides that the spring element is designed in the form of a leaf spring. In addition to low costs, the design of the spring element as a leaf spring has the additional advantage that the sliding bearing arrangement for supporting the leaf spring on the vehicle body side can be realized particularly simply and cost-effectively, for example in the form of a clamping arrangement.

In a technically preferred embodiment, the spring element bearing arrangement comprises a guide section oriented parallel to the second threaded spindle and fixedly mounted on the motor vehicle body side, a (in particular translationally guided) bearing element which is displaceable on the guide section, a first bearing part which is connected to the coupling section and the bearing element, a second bearing part which is connected to the spring element and the bearing element, and a conversion device which converts a rotary form of the coupling section movement, i.e. a rotary movement of the coupling section caused by a rotation of the second torsion bar, into a translational movement of the bearing element and thus of the second bearing part.

The conversion means for converting a rotary-type coupling part movement into a translational movement can be configured in different ways, for example in the form of a rubber-metal bearing arranged between the guide part and the first and/or second bearing part. Alternatively, it is conceivable for the conversion device for converting a rotary-type coupling movement into a translational movement to be designed in such a way that the coupling is mounted on the bearing element in a pivotable manner, for which purpose the coupling is mounted on the first bearing part so as to be pivotable about a first axis of rotation oriented in the axial direction, i.e. parallel to the first threaded spindle, and the first bearing part is mounted on the bearing element so as to be pivotable about a second axis of rotation parallel to the first axis of rotation.

For the sake of completeness, it is also to be noted that the local, rotationally fixed connection of the inner torsion bar to the outer torsion bar is preferably formed on an end region of the inner torsion bar opposite the coupling part and is, for example, in the form of a form-locking connection, in particular in the form of a toothing or in the form of a bonded connection.

Furthermore, it is to be noted that the fixed mounting of the outer torsion bar on the motor vehicle side is not only carried out directly, i.e. the torsion bar is supported directly on the vehicle body component via the mounting structure, but also indirectly, i.e. the mounting structure supporting the torsion bar is fixed to a further component, which in turn is mounted fixedly relative to the vehicle body.

The invention is further based on the object of improving a wheel suspension for a wheel of an axle of a motor vehicle according to the type specified in the preamble of claim 8 in such a way that a cost-and installation space-saving construction is possible.

This object is achieved by the features of the characterizing portion of claim 8 in combination with the features of the preamble thereof.

The dependent claims 9 and 10 form advantageous developments of the wheel suspension according to the invention.

The wheel suspension for the wheels of an axle of a motor vehicle according to the invention is characterized in that the support spring acting between the motor vehicle body and the wheel guide element is designed in the form of a torsion spring assembly according to one of claims 1 to 8. On the basis of the embodiment of the support spring in the form of a torsion spring assembly according to the invention, a construction which is compact as seen in the vehicle height direction and therefore requires little installation space can be advantageously achieved, which is furthermore less complex and therefore more cost-effective than the prior art according to DE 102016217698 on account of the embodiment of the spring element embodied here as a bending spring and the structurally simpler embodiment of the actuator.

According to a particularly advantageous embodiment of the wheel suspension according to the invention, the wheel suspension further comprises a stabilizer, which is oriented in the transverse direction of the vehicle and is designed in the form of a hollow cylindrical spring rod, wherein the torsion spring assembly is arranged partially coaxially within the hollow cylindrical spring rod. That is, the torsion spring rod of the stabilizer and the two torsion bars of the torsion spring assembly are oriented in the vehicle transverse direction and have a common axis of rotation R due to the coaxially nested arrangement. A particularly space-saving arrangement of the support springs is advantageously achieved due to the coaxially nested arrangement.

In a further advantageous embodiment of the wheel suspension according to the invention, it is provided that in the region of the coaxial nesting of the stabilizer and the support spring, i.e. in the region of the coaxial nested arrangement of the components, i.e. the torsion spring bar and the torsion spring assembly, a housing is provided which is mounted fixedly on the motor vehicle body side and by means of which the components are surrounded in this region. The housing, which is mounted fixedly on the motor vehicle body side, supports both the stabilizer support structure, which supports the torsion spring bar of the stabilizer, and the support, which supports the outer torsion bar of the torsion spring assembly. In other words, the torsion spring bar and the outer torsion bar itself are indirectly fixedly supported on the vehicle body structure side by a housing fixedly supported on the vehicle body side. Furthermore, the actuator housing, which supports the first spindle in a fixed manner relative to the vehicle body, is preferably also connected to the housing and is therefore supported indirectly via the housing on the vehicle body side.

Drawings

Further advantages and possibilities of application of the invention are given in the following description of an embodiment thereof in connection with the drawings. Wherein:

FIG. 1 shows a schematic cross-sectional view of a torsion spring assembly according to the present invention;

fig. 2 shows a detail of a wheel suspension of a motor vehicle with a support spring configured as a torsion bar spring assembly according to fig. 1;

fig. 3 shows a top view of the wheel suspension according to fig. 2;

fig. 4 shows a front oblique view of the wheel suspension according to fig. 2;

fig. 5 shows a bottom view of the wheel suspension according to fig. 2.

Detailed Description

Fig. 1 shows a torsion spring assembly, generally designated by reference numeral 10, for a wheel suspension of a motor vehicle in a schematic sectional view.

The torsion spring assembly 10 comprises an outer torsion bar 12, viewed in the radial direction r, an inner torsion bar 14 arranged coaxially within the outer torsion bar 12, and a spring element 16, which is embodied in the form of a leaf spring and is arranged axially parallel to the two torsion bars 12, 14 at a radial distance. As shown in fig. 1, the outer torsion bar 12 is fixedly mounted on the motor vehicle body 20 via a bearing 18 and is connected in a rotationally fixed manner to a driven lever 22 which can be fixed on the wheel guide element.

The common axis of rotation of the two torsion bars 12, 14 oriented in the axial direction a is designated by R in the following.

The spring element 16 is connected to the inner torsion bar 14 via a coupling part 24 and is supported at its end facing away from the coupling part 24 on the motor vehicle body 20 via a bearing point 26 and on the coupling part 24 via a spring element bearing 28. The inner torsion bar 14 is fixedly connected to the outer torsion bar 12 at its end region facing away from the coupling 24, so that the torsion bars 12, 14 and the spring element 16 are connected in series in terms of spring action, i.e., the spring element 16 acts in series with the two torsion bars 12, 14 in terms of spring action.

The spring element bearing arrangement 28 is designed such that a rotational movement of the coupling 24, which is caused by a rotation of the inner torsion bar 14 about the axis R, is converted into a translatory movement directed in the tangential direction, which acts on the spring element 16. The translatory movement of the spring lever 16, which extends perpendicularly to the paper in fig. 1, is denoted by reference sign t. It is thus ensured that the spring element 16, which is embodied in the form of a leaf spring, is subjected only to bending loads due to the purely translatory movement of the spring rod 16.

The bearing point 26 is designed as a sliding bearing, which can be moved in the axial direction a relative to the spring element 16 by means of a first adjuster for adjusting the effective spring length of the spring element 16, and which can be moved about the axis S shown by means of a second adjuster for adjusting the spring preload of the spring element 16₁And (4) swinging.

Fig. 2 shows a part of a wheel suspension, generally designated by reference numeral 100, in which the carrier spring is formed by a torsion spring assembly 10.

The wheel suspension 100 comprises a stabilizer, which is oriented in the transverse direction FQ of the vehicle and is designed in the form of a hollow cylindrical torsion bar 110, which is also connected to the driven lever 22 in a rotationally fixed manner, like the outer torsion bar 12 of the torsion spring assembly 10. The driven rod 22 may be secured with the wheel guide member (e.g., guide rod) in a known manner.

Here, as further shown in fig. 2 to 4, the torsion bar 110 of the stabilizer is partially enclosed by a housing 120. The housing 120 can be mounted fixedly on the motor vehicle body via a bearing point 130. The torsion bar 110 is supported on the vehicle body side by a stabilizer support structure disposed in the housing 120.

In the case of the torsion bar spring assembly 10, only the coupling 24, the spring element carrier 28, the spring element 16 embodied in the form of a leaf spring, and the bearing point 26 of the spring element 16 on the vehicle body side, embodied as a sliding bearing, are visible here; here, the two torsion bars 12, 14 of the torsion bar spring assembly 10, which are arranged coaxially within the torsion bar 110 of the stabilizer, are concealed by a housing 120.

As can be seen in particular from fig. 2 to 4, the spring element bearing arrangement 28 comprises three bearing components, namely a bearing element 30, a first bearing part 32 connected to the coupling 24 and the bearing element 30, and a second bearing part 34 connected to the spring element 16 and the bearing element 30, wherein the bearing element 30 is guided in a translatory manner in the vehicle height direction FH by a guide 36, which is fixedly supported on the vehicle body side and is oriented in the vehicle height direction. In order to ensure a clamping-free adjustment, the spring element 16 is also mounted on the second mounting part 34 so as to be pivotable about a pivot axis D3, which pivot axis D3 is oriented perpendicularly to the two torsion bars 12, 14 and perpendicularly to the guide 36 and thus perpendicularly to the vehicle height direction FH.

In order to convert a rotational movement of the coupling 24, which is directed about the axis R, into a translational movement of the second bearing part 34 and thus of the end of the spring element 16 supported in the bearing 28, which is oriented in the tangential direction t, i.e. in the vehicle height direction FH, a rubber-metal bearing 38 is arranged between the guide 36 and the first and second bearing parts 32, 36.

The actuator, which interacts with the sliding bearing 26, is designed as a spindle drive for adjusting the spring length of the spring element 16 or for adjusting the spring preload of the spring element 16.

The adjustment of the spring length of the spring element is effected by means of a first spindle drive 40, see in particular fig. 4 and 5. The first spindle drive 40 comprises a motor 41 which can be actuated by a control, a first spindle 42 which is arranged with its axis parallel to the spring element and has a spindle thread, and a first spindle nut 44 which meshes with the first spindle and has a nut thread. The first threaded spindle 42 is mounted rotatably, but otherwise fixedly, via an actuator housing 46, which can be mounted fixedly relative to the vehicle body. With reference to the first threaded spindle 42, the first threaded spindle nut 44 is mounted in a rotationally fixed but axially movable manner. As can be seen in particular from fig. 4, the sliding bearing 26 is fixed to the first spindle nut 44 by means of a bracket 48, so that a rotational movement of the first spindle 42 causes a linear movement of the spindle nut 44 and thus of the sliding bearing 26 fixed to the first spindle nut 44 by means of the bracket 48 relative to the spring element 26.

The adjustment of the spring preload of the spring element 16 is effected by a second spindle drive 50, see in particular fig. 3 to 5. The second spindle drive 50 comprises a second spindle 52 and a second spindle nut 54, which are engaged by their spindle thread and nut thread. The second threaded spindle 52 is in turn driven by a second motor 56, which can be controlled by a controller. The second threaded spindle 52 is oriented parallel to the translational movement of the spring lever 16, i.e., in this case in the vehicle height direction FH. As can be seen in particular from fig. 5, the second spindle 52 is held in this case by a holding arm 58, which is fastened to the first spindle nut 44, so as to be spaced axially apart from the sliding bearing 26. The second spindle 52 is mounted rotatably relative to the retaining arm 58 and is therefore mounted displaceably in the axial direction a relative to the motor vehicle body and therefore relative to the spring element 16, since the retaining arm 58 is fixed to the first spindle nut 44. As can be seen in particular from fig. 4, the second spindle nut 54 is mounted in a rotationally fixed manner on a bracket 60 which is fixed to the sliding bearing 26. The sliding bearing 26 surrounds a second threaded spindle 42 perpendicular thereto and perpendicular theretoFirst axis of oscillation S oriented in the lead screw 52₁Is mounted pivotably on the carrier 48 in such a way that a rotary movement of the second spindle 52 causes a linear movement of the bracket 60, which carries the second spindle nut 54, in the vehicle height direction FH and thus causes the sliding bearing to pivot about the pivot axis S₁And thus a change in the spring preload.

Furthermore, to avoid clamping, the bracket arm 60 is pivoted about a pivot axis S parallel to the first pivot axis S₁Second axis of oscillation S of orientation₂And is pivotably supported on the second spindle nut 54.