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Video History-Suspension 1
Video History-Suspension 2
Video History-Suspension 3
Video History-Suspension 4
Video History-Suspension 5
Video History-Suspension 6
Video History-Suspension 7

Video Undercarriage 1
Video Undercarriage 2
Video Steering Wheel 1
Video Steering Wheel 2
Video Steering Lock
Video Steering
Video Safety Steering
Video Rack Pinion Steering
Video Steering Ratio 1
Video Steering Ratio 2
Video Steering Ratio 3
Video Ball Steering
Video Worm Roller Steering
Video Hydraulic Power Steer. 1
Video Hydraulic Power Steer. 2
Video Electr. Power Steer. 1
Video Electr. Power Steer. 2
Video Electr.-hydraulic Pump
Video Torque (power steer.)
Video Electr. Stab. Program
Video Finger Steering
Video One-piece Track Rod
Video Four Wheel Steering 1
Video Four Wheel Steering 2
Video Four Wheel Steering 3
Video Dry Joint
Video History
Video Suspension control 1
Video Wheel positions
Video Suspension
Video Spring systems
Video Electr. Air Suspension
Video Center of Gravity
Video Oblique/lateral drift angle
Video Elasto-kinematics
Video Elk Test
Video Wheel Bearing 1
Video Wheel Bearing 2
Video Wheel Bearing 3
Video Wheel Bearing 4
Video Ind. pulse sensor
Video Wheel sensor 2
Video Transversal Axis
Video Suspension Carrier
Video Below View
Video Adj. suspension
Video Stabilizer 1
Video Stabilizer 2
Video Double-wishbone 1
Video Double-wishbone 2
Video Double-wishbone 3
Video Air suspension truck
Video McPherson Strut 1
Video McPherson Strut 2
Video McPherson Strut 3
Video McPherson Strut 4
Video Trailing Arm
Video Twist-beam Rear Axle
Video Space Arms
Video Multilink Axle
Video Semi-trailing Arm Axle
Video Rear-wheel Drive
Video Electr. Stab. Program
Video ABS/ESP-Hydr. Unit
Video One-arm Swing. Fork
Video Formula-3 Racing Car
Video Pend. Wheel Suspen.
Video Torson Crank Suspen.
Video DeDion Axle 1
Video DeDion Axle 2
Video Rigid Axle 1
Video Rigid Axle 2
Video Rigid Axle 3
Video Rigid Axle 4
Video Rigid Axle 5
Video Self steering axle
Video Track rod joint
Video Springs
Video Coil Spring 1
Video Coil Spring 2
Video Coil Spring 3
Video Leaf Spring
Video Torsion Bar Spring
Video Rubber Suspension
Video Hydropn. Suspension
Video Air Suspension 1
Video Air Suspension 2
Video Shock Absorber 1
Video Shock Absorber 2
Video Shock Absorber 3
Video Shock Absorber 4
Video Shock Absorber 5
Video Single-tube Damper 1
Video Single Tube Damper 2
Video Double-tube Damper
Video Shock Absorber Piston
Video Friction Absorber
Video Tyres
Video Wheel Positions

Video Tyre Calculation
Video Inch -> mm
Video Slip
Video Axle Load Distrib.
Video Payload Distrib.
Video Roller Resistance 2

Video Wheel suspension 1
Video Wheel suspension 2
Video Wheels 1
Video Suspension 1
Video Suspension 2
Video Suspension 5
Video Steering 1
Video Steering 2

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Suspension Hydropneumatic Suspension

Strut with nitrogen-ball - click to enlarge!


Nitrogen (light blue) provides for particularly sensitive responding of the suspension in combination with the advantages of a level control system. In comparison to steel springs, the induration is considerably smaller, and the distance towards the roadway remains the same, regardless of the amount of load. The travelling comfort seems to be endless. Additionally, the headlight levelling becomes obsolete, as well as the mechanical or hydraulic jacking equipment. Interestingly, in 1954 the hydro-pneumatics was first used, at the rear axle of the Citroen 15 CV.

How it works

The hydraulic pneumatics suspension resembles the gas pressure absorber. Also modern air suspensions copy functions that are already present for quite some time with this technology.Taking the small air space of the single-tube shock absorber into mind, enlarging and replacing it by a larger nitrogen area, exchanging the separator piston for a diaphragm and connecting the absorber oil area to a hydraulic system (e.g. the power steering), makes the suspension function hydro pneumatically. The gas is elastically, and its effect can be adjusted by the inflow or discharge of hydraulic oil. However, the continuing co-operation of a hydraulic pump and a thought out regulation are essential. After scarcely 50 years it has finally found its way to other car manufacturers, being more reliable in service and with an electronic regulation.

Picture 1/2

The hydraulic pump pumped only little oil to the ball, because the vehicle is nearly completely unloaded. The diaphragm curves to the right and the area filled with nitrogen is very large. When the spring is engaged, the right valve in the absorber piston opens and fully absorbs the job. The diaphragm is shifted a little to the left. When the spring is being released, the diaphragm moves exactly opposite. The diaphragm is moved back to the right. The left valve in the absorber piston opens and absorbs more strongly (traction phase).

Picture 3/4

The vehicle is loaded up to the permissible pay load. Nevertheless the absorber to the right shows no difference. The procedures for engaging and disengaging are exactly the same as in fig. 1/2. The only difference is that the system pumped hydraulic oil into the ball, increasing the preload of the nitrogen. The diaphragm still changes little when engaged or disengaged, however, its overall position has strongly shifted to the left and is thus in a completely different position.


If the brake is integrated into the hydraulic pneumatics suspension, the vehicle should be towed away exclusively with a running engine.               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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