DE102014200295A1 - Bearing arrangement for a torsion beam axle and torsion beam axle - Google Patents

Abstract

The invention relates to a bearing arrangement (80a, 80b) for a torsion beam axle of a vehicle. The bearing assembly (80a, 80b) comprises an outer bearing element (81a, 81b) and an inner bearing element (82a, 82b), wherein the inner bearing element (82a, 82b) is disposed at least partially within the outer bearing element (81a, 81b). Between the outer bearing element (81a, 81b) and the inner bearing element (82a, 82b), a magnetorheological support body (90a, 90b) is arranged. This surrounds the inner bearing element (82 a, 82 b) annularly, wherein the rigidity of which is changeable under the application of a magnetic field. According to the invention, the support body (90a, 90b) is subdivided into a first support region (91a, 91b) and into a second support region (92a, 92b), which have the shape of ring segments. The support regions (91a, 91b, 92a, 92b) are arranged between the outer bearing element (81a, 81b) and the inner bearing element (82a, 82b) such that the inner bearing element (82a, 82b) and / or the outer bearing element (82a, 82b). 81a, 81b) can be supported in opposite directions (x2, x3) either against the first support region (91a, 91b) or against the second support region (92a, 92b). Here, the rigidity of the first support portion (91a, 91b) and the second support portion (92a, 92b) are mutually independently variable. Furthermore, the invention is directed to a torsion beam axle with such a bearing assembly and a correspondingly equipped vehicle.

Description

The present invention relates to a bearing assembly for a torsion beam axle for a vehicle, in particular as a rear axle for a motor vehicle according to the preamble of claim 1 and a torsion beam axle with such a bearing assembly for its connection to a body and / or a subframe of a vehicle according to the preamble of the claim 4. The invention further relates to a vehicle equipped with such a torsion beam axle with the features of claim 5.

Twist-beam axles are usually formed as part of the suspension of a vehicle as a rear axle. Their structure provides two longitudinal wings, on each of which a wheel of the vehicle axle is rotatably arranged. The longitudinal wings are connected by a transversely extending to the vehicle longitudinal direction torsion profile usually rigid with each other. The torsion profile is designed such that it can be twisted during compression and rebound of one of the longitudinal wings in itself. As a result, the simple structural design of a vehicle axle is made possible, in which the torsion can serve as a stabilizer at the same time.

For the movable coupling of the torsion beam axle with the vehicle body suitable bearing arrangements are used, for example in the form of bearing bushes. These are designed in the usual way as a rubber-metal bearing, although other embodiments are possible. In order to enable the coupling of the torsion beam axle with the vehicle body, usually two such bearing arrangements are provided. In their mutually spaced and mostly each lying between one of the longitudinal wings and the vehicle body arrangement, they form a structural axis of rotation around which the longitudinal wings and thus the entire torsion beam axis is pivotable. In combination with shock absorbers and suspension springs, the desired behavior of the thus created part of a chassis is finally tuned.

A well-known feature of twist beam axles when cornering is their tendency to oversteer. This is mainly due to the relative mobility of the twist beam axes compared to the vehicle body. Their mobility is based essentially on the elastic compliance of the bearing assemblies. Their structure usually provides an inner bearing element and an outer bearing element, which are each connected to the torsion beam axle or to the vehicle body. Here it is in particular the arranged between the two bearing elements elastic support body which allows limited mobility of the inner bearing member relative to the outer bearing element. The support body is usually formed of an elastomer or includes such. The presence of such elastic portion within the individual bearing assembly is quite desirable because its decoupling effect reduces the transmission of noise and increases the overall comfort.

In order to be able to counteract the known oversteering tendency of torsion-beam axles, various design possibilities are already known in the state of the art which, however, mainly do not focus solely on the design of the bearing arrangements themselves.

So is out of the DE 10 2006 033 755 A1 a composite beam axis known which seeks to avoid the overdrive behavior of conventional twist beam axles through the use of additional components. For this purpose, it is proposed to couple the wheel-carrying longitudinal links connected to one another via the torsion profile to a Watt linkage. The Watt linkage extending between the two longitudinal wings causes the longitudinal wings to be supported during cornering both via the torsion profile and via the Watt linkage. In this way, the inward and outward rotation of the longitudinal wings and thus the limited rotation of the entire twist beam axis is reduced around a vertical axis, so that the tendency to oversteer is reduced.

In contrast, the DE 10 2009 043 552 A1 directed to the configuration of the bearing assemblies in composite beam axes. This has recognized that the choice of the support body and in particular its respective material properties involves a conflict in terms of its soft or hard design in itself. Thus, a comfortable, damping design requires the use of a soft material, which, however, limits the driving stability. In contrast, the driving stability can be increased by the use of stiffer materials, which in turn is at the expense of acoustic and mechanical ride comfort. In order to eliminate or at least minimize this target conflict, a substantially spherical configuration of the inner bearing element is proposed. As a result, both the damping effect and the gimbal of the bearing assembly is improved, which in addition to a high compliance and good cardanicity and the service life can be increased.

The improvement of a bearing assembly should be in accordance with CN 101 607 572 A can also be achieved by both the inner bearing element and the outer bearing element on the each have the same side located circumferential collar. In the mutually arranged state of the two bearing elements whose collar are spaced apart by a gap. The arranged between the inner and outer bearing element support body can be arranged to between the two collars. When a load of the bearing assembly in the axial direction, the inner bearing element is supported via its collar against the collar of the outer bearing element. As a result, an increased rigidity of the bearing assembly is achieved, in particular in its axial direction.

The GB 1 259 802 A shows an elastic element which changes its elastic properties by means of the supply of electric current or in the presence of a magnetic field. The elastic element presented herein makes use of the properties of electro- or magnetoviscosic liquids which, in the presence of a magnetic field or electric current, are quasi-solidified and thus increase their shear resistance. When so possible activation of this liquid is a reversible process, so that the desired shear resistance of the selected level of the magnetic field or the current is dependent.

With the US 5,609,353 A Subsequently, a variable stiffness bearing assembly for use in motor vehicles using an activatable magnetorheological fluid was known.

Also the DE 10 2007 040 600 B4 shows a controllable hydraulic bearing, which serves primarily for vibration damping in a certain frequency band. As hydraulically damping bearings, these can be used, for example, as chassis bearings in motor vehicles. In order to minimize the transmission of noise-causing vibrations, a departure from the otherwise used homogeneous magnetic fields in connection with the activation of magnetorheological fluids in such hydraulic bearings is proposed.

Of the EP 0 784 163 B1 is also a bearing assembly can be seen, however, which includes a magnetorheological support body to change their rigidity. Compared with magnetorheological fluids, the support body has the advantage that, even in the non-activated state, it has its own rigidity, which can then be varied reversibly within a magnetic field to be generated. In addition, the otherwise necessary in magnetorheological fluids sealing effort is reduced or even completely eliminated.

The known in the art storage arrangements already allow dynamic adaptation during operation of the respective vehicle. As a result, their rigidity can be changed depending on the desired driving characteristics. In this case, the activation of the magnetorheological fluid or the magnetorheological support body causes, in particular, the inner bearing element is braced radially relative to the outer bearing element in its mostly centric orientation. As a result, the elastic mobility of the two bearing elements to each other depending on the selected strength of the magnetic field or the current can be manipulated.

In this way, for agile cornering, for example, a harder tuning can be selected by correspondingly increasing the rigidity of the bearing arrangements by activating them via an applied magnetic field or by supplying electric current. In contrast, their stiffness can then be reduced again by decreasing to switching off the magnetic field or the current, if, for example, a subdued and comfortable driving with predominantly slight cornering exists.

Nevertheless, it has been shown that such influenceable bearing arrangements are not able to fully compensate for the known oversteer tendency of twist-beam axles. In addition, the increased rigidity of the bearing assembly allows for increased transmission of vibrations, which in addition to the ride comfort in particular affects the noise.

After all, in view of the known advantages, bearing arrangements which can be influenced in terms of their rigidity therefore continue to offer room for improvement.

Against this background, the invention has the object, further, to develop a, a magnetorheological material bearing arrangement for a torsion beam axle and such a twist beam axle and a suitably equipped vehicle to the effect that the variable properties of the bearing assembly allow improved compensation of the Übersteustendenz the twist beam axis.

The solution of the objective part of this task according to the invention in a bearing assembly for a torsion beam axle with the features of claim 1 and in such a torsion beam axle with the features of claim 4 and a suitably equipped vehicle with the features of claim 5. Further, particularly advantageous Embodiments of Invention discloses the respective dependent subclaims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

According to the invention, a bearing arrangement for a torsion beam axle is shown below. The composite bearing axle is provided for a vehicle, where it is used in particular as a rear axle. In said bearing assembly is a multi-part connecting member, via which the torsion beam axle with a structure and / or a subframe of the corresponding vehicle is movable coupled.

For this purpose, the bearing arrangement comprises both an outer bearing element and an inner bearing element. The bearing elements are adapted to be connected on the one hand to the torsion beam axle and on the other hand to the structure and / or the subframe of the vehicle. It is provided that either the inner or the outer bearing element is connected to the torsion beam axle, while the respective other bearing element is fixed to the body and / or the subframe of the vehicle.

In order to enable at least limited mobility, in particular a pivotability of the torsion beam axle relative to the vehicle, the bearing assembly is constructed such that its bearing elements are movably coupled to each other. For this purpose, the inner bearing element is arranged at least partially within the outer bearing element. In order to allow a permanent and particularly damping connection, the two bearing elements are elastically connected. In this case, a magnetorheological support body is arranged between the first bearing element and the second bearing element, whose rigidity is changeable under the application of a magnetic field.

In this case, the support body surrounds the inner bearing element annularly, wherein the inner bearing element, for example, is arranged centrally in the outer bearing element, while the support body extends in the circumferential direction as a closed ring around the inner bearing element. Even if the support body in this case can only have local contact with the inner and / or outer bearing element, this is preferably applied to the entire surface of this. As a result, the forces to be transmitted between the inner and outer bearing element via the support body can be absorbed and forwarded over the full area, which allows better utilization of both the inherent rigidity and the increased rigidity due to activation.

According to the invention, the support body is designed such that it is subdivided into a first support region and into a second support region. In this case, the support areas of the support body in the form of ring segments. As a result, the annular support body is divided into at least two ring segments which together form the inner bearing element encompassing support body. Even if the support body can be divided into more than two support areas and thus ring segments, it preferably has only two support areas. In this case, the support body can be composed of two integrally formed each ring segments in the form of support areas. Also, the support body may be integrally formed as a whole, so that the support areas and in particular the ring segments only define boundaries with each other, over which there is no activation of the respective support area. Thereafter, the ring segments and consequently the support areas, for example, also integrally formed materially to the support body, whereas their activatability can be done separately from each other.

In connection with the division of the support body according to the invention, it is provided that the respective stiffnesses of the first support region and the second support region can be changed independently of one another. Said subdivision of the support body requires no physical separation of the support body, although this is also conceivable within the scope of the invention. Nevertheless, the separation of the support body is rather understood to be a mutually separate change of the support body with respect to the respective rigidity of its support areas. In other words, hereinafter are preferably at least two located between the inner and outer bearing element portions of the support body formed as mutually independently activatable support areas. Activatable in the sense of the invention means that the respective subarea can be manipulated by applying a magnetic field in its rigidity.

The arrangement of the support areas between the outer bearing element and the inner bearing element of the bearing assembly is such that the inner bearing element and / or the outer bearing element can be supported in opposite directions either against the first support area or against the second support area / is. In this way, the support areas are arranged opposite, so that the inner bearing element, for example, in an in Direction of travel of the vehicle directed load is pressed against the first support area, while the second support area is relieved. In contrast, in this example, the first support area would be relieved and the second support area loaded, as long as the load on the inner bearing element is directed against the direction of travel.

As a result, an activation of the respective loaded support region is made possible in an ideal manner, while the support region lying opposite it remains inactive in its inherent rigidity. Thus, only that support region is activated in an advantageous manner, which should actually counteract any movement of the torsion beam axle. In contrast, the respectively inactive support region retains its softer properties in comparison in order to maintain the advantages of vibration and sound damping at least in a partial region of the support body.

By thus in their respective stiffness differently adjustable opposite support areas can also be achieved that due to the non-activated support area whose targeted compression is possible. Depending on the configuration, this results in further advantages, which is due in particular to the so manipulatable inclination of the torsion beam axle relative to the structure and / or the subframe of the vehicle.

The particular advantage of the embodiment of the support body according to the invention is to be seen in the fact that the possible change in its rigidity now no longer necessarily covers its entire body, but depending on requirements, for example, only a portion, more precisely one of its support areas. Thus, it is now possible that the support body only partially by activation by the application of a magnetic field experiences, while the or the other areas remain in their non-activated inherent rigidity (inactive). In particular, the separate activation of individual support areas of the support body allows the bearing assembly can be adapted specifically to the respective load situations.

Accordingly, a support area of the support body, which is loaded, for example, during cornering, can be selectively increased in its rigidity by activating it, while the support area which is not or only slightly loaded remains inactive in its inherent rigidity. In this way, a compression of a support area by its activation can be counteracted when needed, while the contrast inactive and therefore softer support area continues to maintain its vibrations and thus noise damping effect.

In particular, by the targeted activation of each loaded with pressure support area of a cause of the oversteer movement of the torsion beam axis against the vehicle is counteracted within the bearing assembly. This results from the need for increased stiffness of the activated support region, which now no longer or at least now limited yields elastically due to the load acting on it.

The pressure load in question here on the support areas of the support body are based in particular from cornering. Here, any lateral forces are transmitted to the inner or outer bearing element via vehicle tires and wheels arranged on the torsion beam axle, whereupon the thus loaded bearing element is elastically moved relative to the respective other bearing element. That movement should be minimized or even prevented in order to counteract at least a limited inclination of the torsion beam axle relative to the body and / or the subframe of the vehicle.

Thanks to the now possible separate activation of individual support areas of the support body allow the so changeable properties of the bearing assembly an improved as targeted use and controllable compensation of the Übersteustendenz the torsion beam axle.

The mutually independent change in the stiffnesses of the support regions can, for example, take place such that two separate means for generating a magnetic field are provided. Thus, the means for generating the magnetic fields can each act on a support area. In this way, the desired magnetic field is selectively applied to the respective support region in order to activate only this and thus to change its stiffness.

Of course, the support areas may also have mutually different material properties, so that they have, for example, a mutually different inherent rigidity. After this, for example, the support area, which is typically more heavily loaded in cornering, can already be stiffer from the outset.

In the context of the invention, it is thus conceivable that the first support region and the second support region have the same rigidity in the absence of or of the respective magnetic field. It is also conceivable that the support areas have the same volume in the absence of or the respective magnetic field. In this way, a simplified installation is made possible because the bearing assemblies do not need to be arranged direction-dependent. This also makes the overall manufacturing more efficient, which is due in particular to the same materials and / or shapes.

According to a particularly preferred embodiment, the first support region and / or the second support region can be variable in its volume by applying the or the respective magnetic field. In other words, the invention provides that the volume of the respective support region can be selectively increased by activating it.

In this way, a very advantageous manipulation with respect to the orientation of the torsion beam axle is given. Thus, the support area expanding through its activation is preferably then activated while the support area opposite it is inactive. As a result, the inner bearing element can be pressed against the inactive support region due to the expansion of the one support region, which results in its targeted displacement relative to the outer bearing element. As a result, depending on the load in cornering, the torsion beam axle can be intentionally tilted so far that it completely compensates for its oversteer tendency or even understeers it.

With this handling, completely new possibilities arise with respect to the active manipulation of the torsion beam axle during operation with a minimum cost of materials. Thus, the known disadvantages of twist beam axles are virtually eliminated, wherein the torsion beam axle can now be operated as an active suspension component. Thanks to the need-based manipulation of the bearing assembly with respect to their rigidity and the position of the inner and outer bearing element with each other now the known oversteer tendency is completely compensated in the case of twist beam axles. In addition, the possibility of only partially increasing the rigidity of the bearing assembly allows a significantly reduced transmission of vibrations, as is the case in the prior art in completely radially bracing embodiments. Thus, the presented invention has a positive effect not only on the ride comfort but also on the noise development.

The invention is further directed to a torsion beam axle, which in particular comprises at least one as previously indicated bearing assembly.

Particularly preferably, the torsion beam axle according to the invention can be combined with a front-wheel drive in a vehicle, in particular in a motor vehicle.

The torsion beam axle according to the invention may comprise in the usual way two spaced longitudinal wings, which serve to couple with one wheel. In the installed state of the torsion beam axle, the longitudinal wings extend substantially parallel to a longitudinal direction or direction of travel of the corresponding vehicle. Furthermore, said longitudinal wings are interconnected by a torsion profile extending therebetween. The connection of the two longitudinal wings on the Torsionsprofil is preferably designed rigid. The Torsionsprofil can serve as a stabilizer, it is against a type-related resistance in itself rotatable. In addition to the design as a hollow profile, in particular a U-shaped or T-shaped cross section for the torsion profile is suitable.

For connecting the torsion beam axle to a structure or a subframe of a vehicle, two bearing arrangements as described above are provided in an advantageous manner. The construction of the vehicle may be, for example, a load-bearing vehicle frame or a sub-frame or a correspondingly formed region of a self-supporting body.

The bearing assemblies may be advantageously spaced from each other, wherein the individual bearing assembly are connected to one of the longitudinal wings. In this arrangement, the bearing assemblies each form a pivot bearing about its axis of rotation about the respective longitudinal rocker pivotally connected to the body and / or the subframe of the vehicle is attachable. The axes of rotation of the two bearing assemblies usually but not necessarily run on a common axis, so that they are aligned.

Thanks to the division of the support body of the respective bearing assembly in a first and in a second support region, the torsion beam axle according to the invention can now be selectively guided or even limited to the structure and / or the subframe of the vehicle. Accordingly, the invention also provides a semi-active torsion beam axle with a magnetorheological portion having bearing assemblies to compensate for the typical oversteer tendency of known twist beam axles.

With respect to known from the prior art twist beam axles such as those with Watt linkage, the embodiment of the invention has the advantage that this allows an approximately weight neutral design and does not necessarily require additional space.

Further advantages resulting therefrom have already been mentioned in connection with the bearing arrangement according to the invention explained above, so that reference is made at this point to the previous statements in order to avoid repetition.

Furthermore, the invention shows that the torsion beam axle via a first bearing assembly and a second bearing assembly is connectable to a vehicle, wherein the two bearing assemblies comprise a magnetorheological support body. In this case, the support body is designed such that it engages annularly around an inner bearing element of the bearing assembly. As already indicated above, said support bodies are designed to change their stiffness while applying a magnetic field.

According to the invention, the support bodies of the bearing assemblies are now also divided into a first support region and a second support region. These each have the form of ring segments complementary to the ring shape. Using this division of the respective support body, the rigidity of the first support region and / or the second support region of each support body is changed as needed, independently of the respective other support region of the same support body. In this case, the support areas are arranged between an outer bearing element and the inner bearing element of the bearing arrangement such that the inner bearing element and / or the outer bearing element can be supported in mutually opposite directions either against the first support area or against the second support area.

The resulting advantages and further details have already been addressed in connection with the previously described inventive bearing assembly and the torsion beam axle according to the invention, so that reference is made at this point to avoid repetition of the previous embodiments.

According to a preferred measure of the invention, it is provided that the first support region of the first bearing arrangement and the second support region of the second bearing arrangement are simultaneously changed in their respective rigidity while applying a magnetic field. Alternatively, the second support region of the first bearing arrangement and the first support region of the second bearing arrangement can be changed simultaneously with the application of a magnetic field in their respective stiffness. In other words, it is provided here that the bearing arrangements are activated quasi crosswise with respect to the respective support regions of the support body, so that their rigidity is changed, in particular increased.

Thus, advantageously, the rotation of the torsion beam axis around a vertical axis can be compensated for by activating the support area of the support body, which is then loaded with pressure, in the two bearing arrangements and consequently changes its rigidity.

Another advantageous and particularly preferred further development of the invention provides that the first support region of the first bearing arrangement and the second support region of the second bearing arrangement are simultaneously changed in their respective volumes while applying a magnetic field. Alternatively, the second support region of the first bearing arrangement and the first support region of the second bearing arrangement can be changed simultaneously in their respective volume while applying a magnetic field. In other words, it is provided here that the bearing arrangements are activated quasi-crosswise with respect to the respective support areas of the support bodies, so that their volume changes, in particular increases. By the measures described, it is possible that the respective inner bearing element of the two bearing assemblies is changed in its position relative to the respectively associated outer bearing element.

According to this, it is now possible to rotate the composite beam axis limitedly around a vertical axis in order to compensate for its rotation due to external influences. Particularly preferably, the volumetric expansion of the support areas in question in each case takes place in such a way that said rotation is overcompensated. As a result, if necessary, understeer of the torsion beam axle can be achieved by activating the respective support areas.

Embodiments of a torsion beam axle with bearing arrangements according to the prior art are shown in the following figures. Show it:

1 a plan view of a torsion beam axle of the prior art and

2 the composite beam axle of the prior art of 1 with lateral load, for example during the passage of a curve.

Further advantageous details and effects of the invention are explained in more detail below with reference to embodiments schematically illustrated in the figures. Show it:

3 a bearing assembly according to the invention for a twist beam axis in a view

4 the bearing assembly of the invention 3 in activated state in self-presentation as well

5 a torsion beam axle according to the invention with the bearing assembly of the 3 and 4 in a supervision.

It should be emphasized at this point that in the below described 1 and 2 shown twisted beam axes and in particular their bearing arrangements show a possible and known in the prior art embodiment. This opposite is in the 3 to 5 the inventive design of a bearing assembly and a composite beam axle equipped therewith shown, as claimed in the invention.

After that is 1 a plan view of a schematically illustrated torsion beam axle 1 as is known from the prior art. Preferred are such twist beam axles 1 used as the rear axle of a vehicle not shown in detail. The torsion beam axle shown here is present in a typical situation, as it adjusts in the state or when driving straight ahead of the vehicle, not shown.

The torsion beam axle 1 has two spaced apart longitudinal wings 2a . 2 B on, on each of which a wheel 3a . 3b the vehicle axle is rotatably arranged. With reference to the representation of 1 are the left longitudinal swingarm 2a and the associated left wheel 3a shown on the left, while the right longitudinal swing arm 2 B with the associated right wheel 3b are located on the right side. For receiving the wheels 3a . 3b show the two longitudinal wings 2a . 2 B at their respective free ends 4a . 4b located wheel carrier 5a . 5b on, to which the two wheels 3a . 3b are each rotatably connected.

The longitudinal wings 2a . 2 B are over a transverse to a longitudinal direction x of the vehicle, not shown torsion profile 6 mostly rigidly connected. Here is the torsion profile 6 designed such that it is one of the longitudinal wings during compression and rebound 2a . 2 B can be twisted in itself. The longitudinal direction x is the direction in which the vehicle usually moves in its forward travel.

Furthermore, the vehicle, not shown, has a transverse direction y extending at right angles to its longitudinal direction x and a vertical direction z, which is perpendicular to the longitudinal direction x and transverse direction y and presently exiting from the plane of the sheet. After that, the previously named torsion profile extends 6 in the transverse direction y of the vehicle, not shown.

At their free ends 4a . 4b opposite end portions 7a . 7b are the two longitudinal wings 2a . 2 B via a respective bearing arrangement 8a . 8b connected to a structure and / or a subframe of the vehicle, not shown. It is with reference to the representation of 1 the left longitudinal swingarm 2a with the left bearing assembly 8a connected while the right longitudinal swingarm 2 B with the corresponding right bearing arrangement 8b connected is. The bearing arrangements 8a . 8b are mostly designed as rubber-metal bearings, which among other things each have an elastic support body 9a . 9b include. Depending on the configuration, the support body can also be designed magnetorheologically. Of these, the includes in 1 shown left bearing assembly 8a the left support body 9a while the right bearing assembly 8b the right support body 9b having.

The two bearing arrangements 8a . 8b have a common axis of rotation y1, around which the two longitudinal wings 2a . 2 B are pivotable relative to the structure and / or subframe of the vehicle not shown in detail.

Out 2 Now, a driving situation emerges in which, for example due to cornering, corresponding transverse forces Y2 on the torsion beam axle 1 act. In this case, the transverse forces Y2 on the wheels 3a . 3b on the respective longitudinal wings 2a . 2 B transferred, whereupon there is a rotational load with respect to the bearing assemblies 8a . 8b comes. As can be seen, give in particular the support body 9a . 9b the bearing arrangements 8a . 8b in the form that the torsion beam axle 1 is limited rotated around the vertical direction z around.

As a result, this results in a rotation of the left wheel 3a inward, while the right wheel 3b is shifted to the outside. Due to the deviating from the longitudinal direction x running direction x1 of the wheels 3a . 3b it comes to adverse oversteer of the torsion beam axle 1 ,

Out 3 Now goes one for a torsion beam axle according to the invention not shown here yet 10 designed bearing arrangement 80a . 80b according to the present invention. The bearing arrangement shown here 80a . 80b is representative of the installation both as a left bearing assembly 80a as well as the right bearing arrangement 80b in terms of first in 5 illustrated twist beam axle according to the invention 10 ,

As can be seen, the bearing assembly comprises 80a . 80b an outer bearing element 81a . 81b and an inner bearing element 82a . 82b , The inner bearing element 82a . 82b is at least partially within the outer bearing element 81a . 81b arranged. In this case, the inner bearing element 82a . 82b and the outer bearing element 81a . 81b a tubular structure, wherein the rotation axis y1 of the bearing assemblies 80a . 80b through the center of the inner bearing element 82a . 82b passes through. Furthermore, between the outer bearing element 81a . 81b and the inner bearing element 82a . 82b a magnetorheological support body 90a . 90b arranged, the rigidity of which is changeable under installation of a magnetic field, not shown.

Here is the support body 90a . 90b in a first support area 91a . 91b and in a second support area 92a . 92b divided. In particular, by this division are the stiffness of the first support area 91a . 91b and the second support area 92a . 92b independently changeable. Here are the support areas 91a . 91b ; 92a . 92b between the outer bearing element 81a . 81b and the inner bearing element 82a . 82b arranged such that the inner bearing element 82a . 82b and / or the outer bearing element 81a . 81b in opposite directions x2, x3 either against the first support area 91a . 91b or against the second support area 92a . 92b are supportable / is. With reference to the illustration in 3 the direction x2 is upwards and thus directed in the longitudinal direction x, while the direction x3 is directed downwards and thus against the longitudinal direction x.

The supporting body 90a . 90b surrounds the inner bearing element 82a . 82b annular, with its two support areas 91a . 91b ; 92a . 92b have the shape of ring segments. Out 3 goes that condition of the bearing assembly 80a . 80b in which the support body 90a . 90b has its own rigidity. Due to the absence of a magnetic field to be generated is the support body 90a . 90b therefore not active and thus inactive or passive. In the present case is the inner bearing element 82a . 82b centrally within the outer bearing element 81a . 81b centered.

4 shows the support body 90a . 90b out 3 in an activated state. Here was the second support area here 92a . 92b a not shown closer magnetic field applied. With reference to the illustration in 4 is the second support area 92a . 92b in the lower half of the support body 90a . 90b while the first support area 91a . 91b is in the upper half. The magnetic field, not shown, was generated for example by means of an electromagnetic field of an electromagnetic actuator. The result is now the volume of the magnetorheological support 90a . 90b in the second support area 92a . 92b increased. As a result, the position of the inner bearing element 82a . 82b opposite the outer bearing element 81a . 81b changed, wherein the inner bearing element 82a . 82b in the direction x2 of the longitudinal direction x by an offset x4 from its usual position in the passive state of the bearing assembly 80a . 80b was displaced.

Of course, the result of an activation shown here is only to be understood as an example and can therefore also be activated by activating the first support region 91a . 91b with corresponding displacement of the inner bearing element 82a . 82b take place in the direction x3 against the longitudinal direction x.

The volume increase of the respective support area 91a . 91b ; 92a . 92b can be chosen so that it occurs only in the absence of external stress. Accordingly, in the presence of said loads no displacement of the inner bearing element 82a . 82b take place, since only an increase of the stiffness would act against the load. Alternatively, the activation can also be set so that despite the presence of external loads, an offset of the inner bearing element 82a . 82b would be possible.

5 now shows the torsion beam axle according to the invention 10 with the bearing arrangements according to the invention 80a . 80b , The present is already in 2 shown situation in which, for example, due to cornering corresponding lateral forces Y2 on the torsion beam axis 10 act. Opposite the in 2 shown reaction of the torsion beam axle 1 in the prior art, the torsion beam axle according to the invention 10 no or no appreciable rotation about the direction z on.

The reason for this is the fact that according to the invention, the rigidity of the first support area 91a . 91b and / or the second support area 92a . 92b of each support body 90a . 90b regardless of the other support area 91a . 91b ; 92a . 92b the same support body 90a . 90b can be changed. In the example shown the 5 are just those support areas 91b . 92a the right and left bearing assembly 80a . 80b have been activated, which experience a pressure load resulting from the transverse force Y2. According to the direction of lateral force Y2 shown here, the torsion beam axle would 10 rotated counterclockwise around the vertical direction z, leaving the upper support area 91b the right bearing assembly 80b and the lower support area 92a the left bearing assembly 80a be charged. These were now selectively activated by the application of a magnetic field, not shown, so that their rigidity has increased.

As a result, hereby the rotation of the torsion beam axle 10 and thus compensates for their oversteer. The reason for this is the targeted activation of the respective support areas 91a . 91b ; 92a . 92b crosswise. Thus, in the case of a reversal of direction of the transverse force Y2 would be the corresponding other support areas 91a . 92b activated, which is not shown here in detail.

LIST OF REFERENCE NUMBERS

1

 Twist-beam axle (prior art)

2a

Longitudinal swingarm left of 1

2 B

Longitudinal rocker right from 1

3a

Wheel left 2a

3b

Wheel on the right 2 B

4a

free end of 2a

4b

free end of 2 B

5a

Wheel carrier left 2a

5b

Wheel carrier right 2 B

6

Torsion profile between 2a . 2 B

7a

End section of 2a

7b

End section of 2 B

8a

Bearing arrangement left of 2a

8b

Bearing arrangement to the right of 2 B

9a

Support body to the left of 8a

9b

Support body to the right of 8b

10

 Twist-beam axle (according to the invention)

20a

Longitudinal swingarm left of 10

20b

Longitudinal rocker right from 10

30a

Wheel left 20a

30b

Wheel on the right 20b

40a

free end of 20a

40b

free end of 20b

50a

Wheel carrier left 20a

50b

Wheel carrier right 20b

60

Torsion profile between 20a . 20b

70a

End section of 20a

70b

End section of 20b

80a

Bearing arrangement left of 20a

80b

Bearing arrangement to the right of 20b

81a

Bearing element outside of 80a

81b

Bearing element outside of 80b

82a

Bearing element inside of 80a

82b

Bearing element outside of 80b

90a

Support body to the left of 80a

90b

Support body to the right of 80b

91a

first support area of 90a

91b

first support area of 90b

92a

second support area of 90a

92b

second support area of 90b

x

 longitudinal direction

x1

Running direction of 3a . 3b respectively. 30a . 30b

x2

 Direction according to x

x3

 Direction towards x

x4

Offset from 82a . 82b across from 81a . 81b

y

 transversely

y1

Rotation axis of 2a . 2 B respectively. 20a . 20b

z

 vertical direction

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102006033755 A1 [0006]
• DE 102009043552 A1 [0007]
• CN 101607572 A [0008]
• GB 1259802 A [0009]
• US Pat. No. 5,609,353 A [0010]
• DE 102007040600 B4 [0011]
• EP 0784163 B1 [0012]

Claims (7)

Bearing arrangement for a torsion-beam axle ( 10 ) of a vehicle, comprising an outer bearing element ( 81a . 81b ) and an inner bearing element ( 82a . 82b ), which at least partially within the outer bearing element ( 81a . 81b ) is arranged, wherein between the outer bearing element ( 81a . 81b ) and the inner bearing element ( 82a . 82b ) a magnetorheological support body ( 90a . 90b ) is arranged, which the inner bearing element ( 82a . 82b ) is annularly encompassed and whose rigidity is changeable under the application of a magnetic field, characterized in that the supporting body ( 90a . 90b ) into a first support area ( 91a . 91b ) and into a second support area ( 92a . 92b ), which have the shape of ring segments and thus between the outer bearing element ( 81a . 81b ) and the inner bearing element ( 82a . 82b ) are arranged such that the inner bearing element ( 82a . 82b ) and / or the outer bearing element ( 81a . 81b ) in opposite directions (x2, x3) either against the first support region ( 91a . 91b ) or against the second support area ( 92a . 92b ) are supportable / is, wherein the stiffness of the first support area ( 91a . 91b ) and the second support area ( 92a . 92b ) are mutually independently variable. Bearing arrangement according to claim 1, characterized in that the first support area ( 91a . 91b ) and the second support area ( 92a . 92b ) in the absence of the magnetic field have the same stiffness and / or the same volume. Bearing arrangement according to one of the preceding claims, characterized in that the first support area ( 91a . 91b ) and / or the second support area ( 92a . 92b ) are changeable by conditioning the magnetic field in his / her volume / is. Twist-beam axle ( 10 ) for a vehicle having at least one bearing assembly ( 80a . 80b ), in particular according to one of the preceding claims, wherein the bearing arrangement ( 80a . 80b ) an outer bearing element ( 81a . 81b ) and an inner bearing element ( 82a . 82b ), which at least partially in the outer bearing element ( 81a . 81b ) is arranged, wherein between the outer bearing element ( 81a . 81b ) and the inner bearing element ( 82a . 82b ) a magnetorheological support body ( 90a . 90b ) is arranged, which the inner bearing element ( 82a . 82b ) is annularly encompassed and whose rigidity is changeable under the application of a magnetic field, characterized in that the supporting body ( 90a . 90b ) into a first support area ( 91a . 91b ) and into a second support area ( 92a . 92b ), which have the shape of ring segments and thus between the outer bearing element ( 81a . 81b ) and the inner bearing element ( 82a . 82b ) are arranged such that the inner bearing element ( 82a . 82b ) and / or the outer bearing element ( 81a . 81b ) in opposite directions (x2, x3) either against the first support region ( 91a . 91b ) or against the second support area ( 92a . 92b ) are supportable / is, wherein the stiffness of the first support area ( 91a . 91b ) and the second support area ( 92a . 92b ) are mutually independently variable. Vehicle comprising a torsion beam axle ( 10 ) and at least one bearing assembly ( 80a . 80b ) according to any one of the preceding claims. Method for operating a torsion beam axle ( 10 ), which via a first bearing arrangement ( 80a ) and a second bearing arrangement ( 80b ) is connectable to a vehicle, in particular according to one of the preceding claims, wherein the storage orders ( 80a . 80b ) magnetorheological support bodies ( 90a . 90b ), which are adapted to change their stiffness under application of a magnetic field, wherein the support body ( 90a . 90b ) each in a first support area ( 91a . 91b ) and into a second support area ( 92a . 92b ) and the rigidity of the first support area ( 91a . 91b ) and / or the second support area ( 92a . 92b ) of each supporting body ( 90a . 90b ) independently of the respective other support area ( 91a . 91b ; 92a . 92b ) of the same support body ( 90a . 90b ) is changed such that either the first support area ( 91a ) of the first bearing assembly ( 80a ) and the second support area ( 92b ) of the second bearing arrangement ( 80b ) or the second support area ( 92a ) of the first bearing assembly ( 80a ) and the first support area ( 91b ) of the second bearing arrangement ( 80b ) are simultaneously changed in their respective stiffness. Method according to claim 6, characterized in that either the first support area ( 91a ) of the first bearing assembly ( 80a ) and the second support area ( 92b ) of the second bearing arrangement ( 80b ) or the second support area ( 92a ) of the first bearing assembly ( 80a ) and the first support area ( 91b ) of the second bearing arrangement ( 80b ) are changed under the influence of the magnetic field at the same time in their volume, wherein a respective inner bearing element ( 82a . 82b ) of the storage arrangements ( 80a . 80b ) in its position relative to an associated outer bearing element ( 81a . 81b ) is changed.

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