DE102015203907A1 - Semi-active stabilizer arrangement for a chassis of a vehicle - Google Patents

Abstract

The invention relates to a semi-active stabilizer arrangement (19) for a chassis (2) of a vehicle (1). The stabilizer arrangement (19) comprises two separate stabilizer parts (20a, 20b) which extend at least in sections along a common axis of rotation (y1). In this arrangement, the two stabilizer parts (20a, 20b) are independently rotatable about the axis of rotation (y1). Between the two stabilizer parts (20a, 20b), an actuator (22) is provided, which connects the mutually aligned free end portions (24a, 24b) with each other. According to the invention, a housing (23) of the actuator (22) that can be connected rotationally fixed to a subframe (13) or structure (7) of the vehicle (1) is provided in which the end regions (24a, 24b) of the two stabilizer parts (20a, 20b) are rotatable are stored. In this case, the actuator (22) between the housing (23) and the two end regions (24a, 24b) comprises, if necessary, mutually electromagnetically interacting coil elements (25a, 26a, 25b, 26b) such that in the installed state of the semi-active stabilizer arrangement (19). a nodding and / or rolling of the moving vehicle (1) is at least partially compensated.

Description

The present invention relates to a semi-active stabilizer arrangement for a chassis of a vehicle according to the preamble of claim 1.

In order to achieve a sufficient decoupling of the structure from the surface to be driven in the case of two-lane vehicles, their wheels are fastened to vehicle axles that are movable relative to the body. Rear axles may for example be designed as rigid or semi-rigid axles such as pendulum or torsion beam axles. In contrast, have front axles usually largely independent independent suspension on each side of the vehicle, which are increasingly used in the design of rear axles. Compared with twist-beam axles, independent wheel suspensions have the advantage of improved driving characteristics, which results in particular from their mutually non-influencing wheel positions during compression and rebounding. This is achieved by the respective wheel is rotatably mounted on a wheel carrier, which in turn is articulated via mostly a plurality of links movable.

Depending on their respective orientation, the handlebars are distinguished in longitudinal, oblique and transverse links. Their vehicle-side storage can be done via at least one socket, which is designed for example as a composite bearing in the form of a rubber-metal bearing. The storage can be done either directly or under inclusion of a subframe (subframe, axle carrier) on the body of the vehicle. In contrast, the wheel-side coupling between the handlebar and wheel carrier can be realized for example by a connection arrangement in the sense of a ball joint.

Although the opposing wheels in independent wheels are not - as in the classic sense - are arranged on a common structural cross-connection, their at least paired arrangement as a whole usually still referred to as a front or rear axle.

Regardless of the particular embodiment, the axles of a vehicle include relative to its structure movable axle components, which form the components of a chassis in combination with resilient and damping elements or means. In addition to the use of damping means conventional design increasingly establish so-called active damping means. These offer the advantage that their characteristics can be changed even when installed and in particular during operation. This makes it possible to set the desired damping behavior and adapt to the prevailing ground and to take targeted influence on the driving stability of the vehicle. On the other hand, conventional damping means, which are referred to as "passive", require a compromise with regard to their driving behavior and the associated driving stability, safety and driving comfort.

With regard to the driving dynamics of the vehicle in motion, efforts are made to control its usually perceived as unpleasant rotational movements in the form of yaw, pitch and roll. In addition to the increased ride comfort, this can also increase overall driving safety. Said movements take place in each case around one of the three main axes of the vehicle around, with yaw whose gyros mean about the vertical axis, nodding the raising and lowering of his front and rear around the transverse axis and roll its lateral tilting about the longitudinal axis around. The reason for these movements is essentially the nature of the respective subsoil, although the wavering alone may result from changes of direction and the nodding mostly from acceleration and braking maneuvers. While the yawing is essentially controlled by assistance systems acting on the braking device of the vehicle, the measures for controlling the pitching and jerking are directed at the suspension itself.

So was with the FR 2 879 509 A1 a hydropneumatic chassis for a vehicle is known, which provides a hydraulic cylinder per independent suspension. The hydraulic cylinders are fluidly connected with the interposition of storage vessels. By targeted supply and discharge of the fluid in and out of the individual hydraulic cylinders, the independent wheel suspensions are addressed in such a way that the rolling and tilting and the swinging up and down (pumping) of the vehicle body can be actively counteracted. Compared to a chassis with mechanical spring and damping means both structure and operation of such a hydropneumatic chassis can be considered quite expensive and more expensive to manufacture.

In connection with the sideways roll of a vehicle occurring, in particular, when cornering, the use of at least one stabilizer (torsion bar spring) is also known. Wherein substantially in the transverse direction of the vehicle extending arrangement provides the coupling of the respective opposing independent suspensions of an axle. For this purpose, the stabilizer to at its two ends towards angled end portions, which are connected either directly or via suitable coupling elements with the unsprung masses of the independent wheel suspensions; for example with the wheel carriers. Due to the acting as a lever arms end portions of the stabilizer corresponding torque within the stabilizer are generated in opposite rebound and rebound movements, so that the independent suspension of an axle quasi support each other elastic. In this way, the rolling or the lateral tilting of the body is counteracted in a purely passive manner. In an active embodiment, such stabilizers are for example additionally equipped with an actuator in order to generate an on-demand torque within the stabilizer.

To do this go from the US 2009/0230639 A1 and the DE 10 2005 009 002 A1 as well as the EP 1 030 790 B1 . EP 1 491 371 A1 . EP 1 661 740 A1 . US 2004/0217569 A1 and the US Pat. No. 6,425,585 B1 suitable methods and devices, which serve to influence the roll behavior of a vehicle. Herein, the arrangement of at least one stabilizer is shown, which is separated between its angled end portions extending middle part in two stabilizer sections. In the sense of an active stabilizer, an actuator is further provided, which is arranged between the two stabilizer sections. In this way, a kind of rotary actuator is established, in which by applying a corresponding torque targeted rotation of the two stabilizer sections can be achieved against each other. The aim is the possibility thus created for the direct influence on the rolling and / or pitching movements of the body. In the implementation of the actuator is constructed as an electric motor, wherein one of the stabilizer sections is connected to the housing of the actuator, in which a stator is arranged. The other stabilizer portion, however, is firmly connected to a rotatable relative to the stator or the housing shaft of the actuator.

Beyond the previously described embodiments of an active stabilizer, is the already mentioned EP 1 030 790 B1 and EP 1 661 740 A1 as well as the US Pat. No. 6,425,585 B1 to take the additional arrangement of a blocking agent in the form of a brake. As a result, the two stabilizer sections can, if required, be coupled to one another in a rotationally fixed manner without the construction of a torque by the actuator.

In contrast, the show EP 1 554 139 B1 and the US 2005/0212224 A1 an active stabilizer, which includes an activatable in case of failure of the actuator safety device (fail-safe). This results in the possibility of locking the two stabilizer sections via a controllable locking element in the form of a bolt. By means of its corresponding displacement between two positions, a torque-transmitting mechanical coupling of the two stabilizer sections is made possible in case of need. In addition, the arrangement of an energy storage device for the actuator is proposed, in order to obtain a sufficiently high power delivery or to relieve the actuator if necessary. The energy store is preferably a spring element arranged in the form of a helical spring between the separate stabilizer sections. By biasing the stored force can be deployed in addition to the force of the actuator, which is available, if necessary, a lying above the actual power of the actuator actuating force. For prestressing, the spring element arranged in its longitudinal direction parallel to the stabilizer sections between these is first compressed. One end of the spring element is connected to a pin, which is guided in a deviating from the transverse direction cam track. When the spring element relaxes, its force acting in the longitudinal direction of the stabilizer can thus be converted into a movement that rotates the two stabilizer sections relative to each other.

From the US 2004/0217569 A1 shows a further embodiment of a stabilizer, which has no actuator in the sense of an electric motor, but means for generating a magnetic field. The magnetic field is used to manipulate a magnetorheological fluid, which is arranged in a connection arrangement coupling the two mutually separate stabilizer sections. The connection arrangement has a housing which is rotationally fixedly connected to one of the stabilizer sections and has a shaft rotatably mounted within the housing and which is rotationally connected to the other stabilizer section. The inner circumference of the housing as well as the outer circumference of the shaft have mutually corresponding geometries. Thus, the shaft comprises radially extending wings, which engage in corresponding recesses on the inner circumference of the housing. Wings and recesses are spaced apart from each other such that the two stabilizer sections are limited against each other rotatable. This provides sufficient space between the immediately opposite flanks of the wings and the sides of the recesses to receive the magnetorheological fluid therein. In this way, by generating a magnetic field, the viscosity of the magnetorheological fluid can be influenced in such a way that said rotatability of the two stabilizer sections against each other is either possible or at least partially or even completely prevented.

In order to ensure a minimum amount of torque transmissibility between the two stabilizer sections of the stabilizer in the previously disclosed embodiment of a stabilizer, the maintenance of a permanent magnetic field is required, which gives the magnetorheological fluid the required viscosity. In addition, high demands are to be made on the tightness with regard to the housing connecting the two stabilizer sections.

The proposals known in the prior art for the formation of an actively manipulable stabilizer usually provide elaborate and sometimes only with a high energy consumption operable embodiments. In particular, the physical separation of the stabilizer in two stabilizer sections makes high demands on the connection arrangement to be arranged between them. In view of the above, the currently known actively controllable stabilizers therefore continue to offer room for improvement.

Against this background, the object of the invention is to further develop a stabilizer of the previously indicated type such that, in addition to a simple and low-maintenance construction, more efficient controllability for compensating the roll and / or pitch angle of a vehicle equipped with it is possible.

This object is achieved by a semi-active stabilizer arrangement having the features of claim 1. Further, particularly advantageous embodiments of the invention disclose the respective subclaims.

It should be noted that the features listed individually in the following description can be combined with one another in any technically meaningful manner and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The following is a semi-active stabilizer arrangement is shown, which is advantageously suitable for use in a chassis of a vehicle. The semi-active stabilizer assembly is configured to at least partially compensate for the pitch and / or roll of a suitably equipped vehicle in motion.

The semi-active stabilizer assembly according to the invention comprises a stabilizer which is separated into two parts. Thereafter, two separate stabilizer parts are provided, which extend at least in sections along a common axis of rotation. In other words, the longitudinal axes of a portion of the respective stabilizer parts are oriented relative to each other such that they coincide with the axis of rotation. According to this arrangement, the two stabilizer parts are independently rotatable about their respective longitudinal axis or about their common axis of rotation.

In a preferred manner, each of the two stabilizer parts may have a lever arm. The lever arms are intended to be connected to an unsprung mass of a suspension, such as a handlebar or a wheel carrier. The connection can be made directly or preferably via a suitable coupling member, such as a coupling rod. A preferred embodiment provides that the semi-active stabilizer assembly may extend in its installed state on a vehicle substantially between two opposite wheel suspensions of a vehicle axle of the chassis. Due to the arrangement of the lever arms, an input and / or rebound movement of the respective suspension can be converted into a rotation of the associated stabilizer part about its longitudinal axis or about the axis of rotation by the lever arm coupled to the suspension is pivoted accordingly.

Said lever arm can be formed in an advantageous manner from a material integral integral bending of the respective stabilizer part relative to its longitudinal axis or the axis of rotation. Of course, alternatively, a rotationally fixed arrangement of the lever arm on the associated stabilizer part is conceivable, for example via a positive and / or non-positive and / or material connection.

Furthermore, an actuator is provided, which is arranged between the two stabilizer parts. In this case, the two stabilizer parts are arranged so that their longitudinal free end portions are aligned with each other. The two end portions of the stabilizer parts are connected to each other by the actuator.

According to the invention, the actuator has a housing, which is provided and designed to be rotationally connected in the installed state with a subframe and / or structure of the vehicle. Furthermore, the housing is designed such that the two end portions of the stabilizer parts are rotatably mounted within the housing of the actuator. In this way, the two stabilizer parts can be independent of each other be rotated relative to the housing of the actuator. In this respect, the longitudinal axes of the two stabilizer parts or their common axis of rotation extend through the housing of the actuator.

Furthermore, the actuator comprises electromagnetic coil elements in order to be able to influence the rotation and / or the rotatability of the two stabilizer parts. For this purpose, the coil elements can be designed to be electrically controllable. Targeting the coil elements are arranged so that an electromagnetic interaction between the housing and the respective end region of the two stabilizer parts is made possible by this.

The resulting advantage is initially in the mutually independent rotatability of the two stabilizer parts relative to the housing of the actuator. Compared with known embodiments, in which only one stabilizer part is mounted within the housing, while the other stabilizer part is rotationally connected to the housing, there is a significantly reduced mass to be moved. Due to the rotationally fixed applicability of the actuator via its housing on a subframe and / or structure of the respective vehicle results in a simplified storage of the actuator itself, since this no longer needs to be freely rotatably mounted below the vehicle. In addition, the two stabilizer parts can now be selectively controlled and / or influenced, since these are both independently and by the housing of the actuator itself rotated independently. This results in a more precise possibility for their respective control via the actuator. Overall, the present inventive design of a semi-active stabilizer arrangement thus allows both a simple and low-maintenance design and an efficient controllability for compensating the rolling and / or pitch angle of a vehicle equipped with it.

As an actuator in the context of the invention, a device is considered, which can exert a torque and / or a braking or blocking effect on the two stabilizer parts. In other words, the actuator is capable of transmitting a torque of a desired value to at least one stabilizer part. At the same time or alternatively, the actuator is able to brake or completely block a rotation of the stabilizer part resulting from the spring movements of the wheel suspension about its longitudinal axis or about the axis of rotation.

According to a particularly preferred development of the basic idea of the invention, the electromagnetic coil elements can be subdivided into outer coil elements and inner coil elements. In this case, the outer coil elements can be arranged in an advantageous manner in or alternatively on the housing of the actuator. In their arrangement, these can be firmly connected to the housing. In contrast, the inner coil elements can be firmly connected to the stabilizer parts in an advantageous manner. Particularly preferably, in each case at least one inner coil element can be arranged in or alternatively on in each case one end region of a stabilizer part. In this way, the inner and outer coil elements are virtually displaceable relative to each other, wherein in the fixed state of the actuator via its housing, the inner coil elements relative to the outer coil elements of the housing are displaced.

In a particularly preferred manner, the inner and outer coil elements can be aligned and / or arranged relative to one another such that an electromagnetic interaction between an inner coil element and at least one associated outer coil element is made possible. This makes it possible to control and / or influence the rotation or the rotatability of the respective stabilizer part relative to the housing. Thus, a magnetic field which can be generated on the basis of a current supply to one or individual coil elements can be used to initiate, for example, a rotation of a stabilizer part about its longitudinal axis or around the axis of rotation, and / or at least partially brake it or even block it. As a result of the variable polarity of the coil elements which communicate with each other, attractive or repulsive forces can be generated therebetween to control and / or influence the stabilizer bar in a desired manner with respect to the roll and / or pitching of the vehicle so equipped.

According to a preferred further development, an embodiment and / or arrangement of the inner coil elements arranged in or on the end regions of the two stabilizer parts is provided, so that an electromagnetic interaction between the inner coil elements can be made possible. This makes it possible to transfer a rotation of the one stabilizer part at least partially to the respective other stabilizer part. In other words, if required, an electromagnetic coupling between the two end regions can take place in this way, by means of which the two stabilizer parts-physically separate from one another-experience at least mutual influence or operate as a unit.

Compared with commonly used devices for coupling the two stabilizer parts, for example via a braking device, the embodiment of the invention provides the advantage of non-contact mode of operation. As a result, the wear of such a stabilizer assembly with respect to the control and / or influence of its two stabilizer parts is reduced to a minimum.

The invention provides that within the housing of the actuator, a spring element may be present. Particularly preferably, the spring element may be a mechanical torsion spring element.

With regard to the spring element, it is provided that this may preferably be arranged between the end regions of the two stabilizer parts. In this arrangement, the spring element is capable of exerting any restoring forces on at least one stabilizer part. In order to transfer the restoring force of the spring element on the stabilizer parts, this is connected in accordance with the two end portions in an advantageous manner. As a result, the spring element can be supported during a rotation of one of the stabilizer parts against the respective other stabilizer part.

The advantage of supporting the spring element between the two end regions lies in a relief of at least the inner coil elements, since these need not be activated in a desired coupling of the two stabilizer parts. As a result, the energy consumption of the coil elements can be significantly reduced. The reason for this is the transferability of a rotation or a torque between the two stabilizer parts via the arranged between the end regions spring element.

Alternatively, of course, an embodiment and arrangement of the spring element is conceivable, which allows its support on the housing of the actuator.

Furthermore, the spring element can be provided in an advantageous manner to center the two stabilizer parts. Centering is understood within the meaning of the invention a targeted provision of the two stabilizer parts in a previously defined initial position. In other words, the centering is done by the rotated due to a rotational movement about its longitudinal axis or about the axis of rotation around stabilizer part is rotated back to its original position. In the installed state of the stabilizer assembly, the rotation of the stabilizer parts from the original position out regularly due to a spring movement of the suspension.

Thanks to the semi-active stabilizer assembly according to the invention now presented a very precise control of each independently rotatable stabilizer parts can be achieved, the structure of the semi-active stabilizer assembly according to the invention as a whole in the manufacture and installation is easy to see and low maintenance during operation as a whole.

The invention can be used as part of a chassis for a vehicle having at least one, preferably two semi-active stabilizer arrangements. At least one of the semi-active stabilizer arrangements may advantageously be the previously disclosed inventive semi-active stabilizer arrangement.

At least one of the two stabilizer arrangements then has two mutually separate stabilizer parts, which extend at least in sections along their longitudinal direction. The longitudinal directions of the two stabilizer parts form a common axis of rotation. The two stabilizer parts are independently rotatable about said axis of rotation. Furthermore, an actuator is provided between the two stabilizer parts, which connects their mutually aligned free end portions together. According to the invention, the actuator has a housing which is provided to be rotationally connected in the installed state with a subframe and / or structure of the vehicle. Due to the so determined orientation of the actuator, the two end portions of the stabilizer parts are rotatably supported within the housing. Furthermore, the actuator comprises coil elements which, if necessary, permit an electromagnetic interaction between the housing and the two end regions. Due to the electromagnetic interaction, pitching and / or rolling movements or the resulting pitch and / or roll angles of the vehicle thus equipped and in motion can be at least partially compensated.

The resulting advantages have already been explained in more detail in connection with the stabilizer arrangement according to the invention described above, so that reference is first made to the previous statements at this point.

In particular, in a preferred embodiment of both stabilizer assemblies in the manner described above, the chassis according to the invention is able to compensate for both the inclination angle of the vehicle body during cornering and its pitch angle during braking and / or acceleration maneuvers.

Thus, the angle of inclination of the vehicle body during cornering by means of the electromagnetic interactions between the coil elements of the semi-active Stabilizer arrangement of the front axle and between the coil elements of the semi-active stabilizer assembly of the rear axle can be compensated.

During braking and / or acceleration maneuvers, the pitch angle of the vehicle body may be adjusted by means of the electromagnetic interactions both between the mutually communicating inner and outer coil elements of the semi-active stabilizer assembly of the front axle and between the inter-communicating inner and outer coil elements of the semi-active stabilizer assembly of the rear axle be compensated.

In addition, the inventive suspension so equipped is also able to compensate for any superimposed pitch and pitch angles of the vehicle body, as they may arise, for example when braking or accelerating the vehicle during cornering. The control strategy required for the corresponding control of the coil elements can be designed so that it is designed for only partial or complete compensation. Of course, the degree of compensation can also be configured variably, so that the amount of compensation thus enabled is dependent, for example, on the speed of the vehicle.

Further advantageous details and effects of the invention are described below with reference to an in 1 explained embodiment illustrated schematically.

1 is a schematic plan view of an indicated vehicle 1 to be seen, which with a chassis according to the invention 2 Is provided. The chassis 2 has a rear axle 3 and a front axle 4 which, with respect to a longitudinal direction x of the vehicle 1 arranged one behind the other.

Due to the substantially same structure of the chassis 2 in terms of its two axes 3 . 4 is - to simplify and avoid repetition - in the course of only one half of the chassis 2 described in more detail. In the present case, the further description will be made using the example of FIG. 1 with reference to the representation of FIG 1 left half of the chassis 2 which is the rear axle 3 includes. The right axis in the drawing plane 4 thus represents a mirror image example of the front ache 4 represents.

This is how the axis points 3 . 4 a left wheel suspension 5a and a right wheel suspension 5b on, which in pairs in a transverse direction y of the vehicle 1 are opposite. The wheel suspensions 5a . 5b at least one of the two axes 3 . 4 can be designed steerable if necessary in a manner not shown in detail. Due to the supervision shown here, the view is opposite to a vertical direction z of a structure 7 of the vehicle 1 ,

The individual wheel suspensions 5a . 5b each have a wheel carrier 6a . 6b on, in each case an associated wheel 8a . 8b is arranged. In this arrangement, the individual wheels 8a . 8b around an associated wheel rotation axis 9a . 9b rotatable about the respective wheel carrier 6a . 6b arranged. Every suspension 5a . 5b includes a strut, each having a spring element 10a . 10b and a damper element 11a . 11b having. In order to allow the spring movements in and against the vertical direction z, the individual wheel carriers 6a . 6b via handlebars 12a . 12b on a subframe 13 hinged.

The handlebars 12a . 12b the axis 3 . 4 are about jack elements 14a . 15a ; 14b . 15b with the subframe 13 and about ball joints 16a . 16b with the associated wheel carriers 6a . 6b articulated. Furthermore, the subframe 13 over four socket elements 17a . 18a ; 17b . 18b with the construction 7 of the vehicle 1 connected.

A total of two inventively semi-active stabilizer arrangements are apparent 19 provided, which in each case one of the two axes 3 . 4 assigned. The respective stabilizer arrangement 19 comprises two separate stabilizer parts 20a . 20b which extend along a common axis of rotation y1. The two stabilizer parts 20a . 20b point to the wheel suspensions 5a . 5b towards the end, opposite the rotation axis y1 angled end portions in the form of lever arms, via which the stabilizer parts 20a . 20b with the unsprung mass of the respective suspension 5a . 5b are connected. In the present case, said connection is not direct, but via a coupling rod 21a . 21b executed, which the angled end portion of the respective stabilizer part 20a . 20b each with one of the associated wheel carrier 6a . 6b combines.

Between the two stabilizer parts 20a . 20b is obviously an actuator 22 arranged. The actuator 22 has a housing 23 on, over which the actuator 22 in a manner not shown in detail rotationally with the subframe 13 and / or construction 7 of the vehicle 1 connected is. The aligned sections of the two stabilizer parts 20a . 20b each have a free end portion at their ends 24a . 24b on which via the actuator 22 or its housing 23 connected to each other. Here are the stabilizer parts 20a . 20b over their end areas 24a . 24b inside the case 23 rotatably mounted about the rotation axis y1.

Visible points the actuator 22 individual coil elements 25a . 26a ; 25b . 26b on, of which inner coil elements 25a . 25b in each case one of the two end regions 24a . 24b the stabilizer parts 20a . 20b assigned. In the present case are the inner coil elements 25a . 25b within the respective end region 24a . 24b arranged. In contrast, outer coil elements 26a . 26b the housing 23 of the actuator 22 assigned, which in the present case are arranged within a wall. Here, the respective outer coil element 26a . 26b around an associated inner coil element 25a . 25b arranged so that in each case an inner coil element 25a . 25b with an outer coil element 26a . 26b communicated. Due to their design as coil elements 25a . 26a ; 25b . 26b These are so acted upon by electricity, that an electromagnetic interaction between the coil elements 25a . 26a ; 25b . 26b is possible.

Furthermore, between the end areas 24a . 24b the two stabilizer parts 20a . 20b a torsion spring element 27 provided, which with the two end portions 24a . 24b Torque is transmitted. This allows the two stabilizer parts 20a . 20b be centered against each other.

LIST OF REFERENCE NUMBERS

1

 vehicle

2

Suspension of 1

3

rear axle of 1

4

front axle of 1

5a

Suspension left of 2

5b

Wheel suspension right from 2

6a

Wheel carrier of 5a

6b

Wheel carrier of 5b

7

building of 1

8a

Wheel of 5a

8b

Wheel of 5b

9a

Raddrehachse of 8a

9b

Raddrehachse of 8b

10a

Spring element of 5a

10b

Spring element of 5b

11a

Damper element of 5a

11b

Damper element of 5b

12a

Handlebar of 5a

12b

Handlebar of 5b

13

 subframe

14a

Bushing element of 5a

14b

Bushing element of 5b

15a

Bushing element of 5a

15b

Bushing element of 5b

16a

Ball joint of 5a

16b

Ball joint of 5b

17a

Bushing element between 13 and 7

17b

Bushing element between 13 and 7

18a

Bushing element between 13 and 7

18b

Bushing element between 13 and 7

19

Stabilizer arrangement of 3

20a

Stabilizer part for 5a

20b

Stabilizer part for 5b

21a

Coupling rod between 20a and 6a

21b

Coupling rod between 20b and 6b

22

Actuator of 19

23

Housing of 22

24a

free end area of 20a in 23

24b

free end area of 20b in 23

25a

inner coil element in 24a

25b

inner coil element in 24b

26a

outer coil element in 23 around 25a

26b

outer coil element in 23 around 25b

27

Torsion spring element between 24a and 24b

x

Longitudinal direction of 1

y

Transverse direction of 1

y1

Rotation axis of 20a . 20b

z

High direction of 7

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

• FR 2879509 A1 [0007]
• US 2009/0230639 A1 [0009]
• DE 102005009002 A1 [0009]
• EP 1030790 B1 [0009, 0010]
• EP 1491371 A1 [0009]
• EP 1661740 A1 [0009, 0010]
• US 2004/0217569 A1 [0009, 0012]
• US 6425585 B1 [0009, 0010]
• EP 1554139 B1 [0011]
• US 2005/0212224 A1 [0011]

Claims (5)

Semi-active stabilizer arrangement for a chassis ( 2 ) of a vehicle ( 1 ) comprising two separate stabilizer parts ( 20a . 20b ) which extend at least in sections along a common axis of rotation (y1) and are rotatable independently of one another around them, wherein between the two stabilizer parts ( 20a . 20b ) an actuator ( 22 ) is provided, which their mutually aligned free end regions ( 24a . 24b ), characterized by a rotationally fixed with a subframe ( 13 ) or construction ( 7 ) of the vehicle ( 1 ) connectable housing ( 23 ) of the actuator ( 22 ), in which the end regions ( 24a . 24b ) of the two stabilizer parts ( 20a . 20b ) are rotatably mounted, wherein the actuator ( 22 ) between the housing ( 23 ) and the two end regions ( 24a . 24b ), if necessary, electromagnetically interacting coil elements ( 25a . 26a ; 25b . 26b ) such that in the installed state of the semi-active stabilizer arrangement ( 19 ) a pitch and / or roll of the moving vehicle ( 1 ) is at least partially compensated. Stabilizer arrangement according to claim 1, characterized by outer coil elements ( 26a . 26b ) in or on the housing ( 23 ) and at least one inner coil element ( 25a . 25b ) in or at each of the two end regions ( 24a . 24b ), wherein the coil elements ( 25a . 26a ; 25b . 26b ) are arranged to each other such that an electromagnetic interaction between an inner coil element ( 25a . 25b ) and at least one associated outer coil element ( 26a . 26b ) is possible. Stabilizer arrangement according to claim 1 or 2, characterized by a design of the inner coil elements ( 25a . 25b ) such that an electromagnetic interaction between the inner coil elements ( 25a . 25b ) is possible. Stabilizer arrangement according to one of the preceding claims 1 to 3, characterized by at least one torsion spring element ( 27 ), which lies between the two end regions ( 24a . 24b ) of the stabilizer parts ( 20a . 20b ) within the housing ( 23 ), the end regions ( 24a . 24b ) with the torsion spring element ( 27 ) are connected. Stabilizer arrangement according to one of the preceding claims 1 to 4, characterized by a construction and / or arrangement of a torsion spring element ( 27 ) between the two end regions ( 24a . 24b ) such that the so with the torsion spring element ( 27 ) stabilizer parts ( 20a . 20b ) by the torsion spring element ( 27 ) are centered.

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