DE19646500A1 - Anti-rolling device for motor vehicles - Google Patents

Abstract

The device has two stabiliser sections with hydraulic unit, and valve unit. The valve unit (17) contains a reversing valve (19), formed as a 4 or 2 path valve, and an independently actuated safety valve (21). In a first position, the safety valve connects the hydraulic unit (3) to a pump (11). In a second position, it forms a rigid or dampened coupling of the stabiliser sections, or uncoupling of these sections. The reversing valve or safety valve are electromagnetically actuated.

Description

The invention relates to a device for Vermin change in curl of a vehicle with at least least one having at least two wheels Axle, which is equipped with a cross stabilizer, according to the preamble of claim 1 and Einrich to reduce the tendency of a driver to curl stuff with at least two at least two wheels having axis according to the preamble of the claims 7 and 14.

Facilities of the type mentioned here are knows. They serve the suspension of a driving stuff with a one-sided compression and rebound harden wheels associated with an axle and there with a torsional vibration of the vehicle around its Avoid longitudinal axis. Such vibrations are also known as rolling or swaying. The known devices have a hydraulic direction, in particular a swivel motor, on the interacts with two stabilizer sections so that mutual twisting is effected. The the torques generated by this act as an admission tion of a frame connected to the anti-roll bar the opposite.  

It has been found that not in all cases len optimal functional reliability of such Facilities can be guaranteed.

It is therefore an object of the invention, a Einrich to prevent a vehicle from curling of the above kind to create this after parts does not have.

To accomplish this task, a facility is created proposed that mentioned in claim 1 Features. The facility stands out characterized in that the hydraulic device a Ven Tileinrichtung having a switching valve and a safety valve that can be operated independently includes. The changeover valve serves the hydrau to control the lik facility so that it can also move faster Follow opposite torques in the Ab cuts of the cross stabilizer are initiated can. The safety valve has the task of a failure associated with the hydraulic device Neten control device in the hydraulic device to transfer a defined functional state. It has been found that the changeover valve, for example due to pollution of the Hydraulic fluid that can jam. As a result of that the hydraulic device a changeover and a Si Safety valve includes, which are separated from each other are a functional impairment of the Umschaltven tils the security of the facility for the people Do not adversely affect curl as a separate independent safety valve provided hen is.  

An embodiment of the device is preferred tion, which is characterized in that the certainty the last functional element in the hydraulic supply of the hydraulic device is. The hydraulics are usually between them device supplying pump and hydraulics establishment itself featured several functional elements see, for example facilities for recording and influencing the hydraulic flow and the Print error in one or more of these sy systems can lead to sustained security losses to lead. The safety valve is immediately in front arranged the hydraulic device, all between the pump and the safety valve the error states are intercepted.

Further configurations result from the rest against subclaims.

The task is also carried out by a facility Reduction of the curl of a vehicle ge solves that at least two each at least two Axles with wheels, axles assigned to the axles Anti-roll bars and hydraulic equipment around sums up. So it is particularly about personal motor vehicles with such a facility are provided. The facility stands out there by from that the hydraulic devices at the axles are equipped with valve devices, where independently acting, ge separate changeover and safety valves are provided are. This results in the dealt above security benefits.  

Further configurations result from the rest against subclaims.

The task is also carried out by an institution to reduce the curl of a vehicle solved with at least two axes that also comprises a current dividing device that the of the Pump delivered and the hydraulic equipment divides the oil flow supplied to the axles. The one direction is characterized in that the pump is designed as a volume flow limited pump, the maximum hydraulic power to be pumped likstrom limited. One works with this pump Power divider together, which is a current controller includes. This is designed so that first one of the hydraulic devices a preferably almost constant hydraulic oil power is supplied until the current controller responds and the hydraulic connection between the pump and the second hydraulic device releases. A derar tig trained current divider is very insensitive to vibrations. Conventional electricity divider devices are as classic current dividers formed and have two control edges, from which one of the supply of the one hydraulic direction and the other of supplying the second Hydraulic device is assigned. The one from the Hydraulic flow delivered is always at the pump Control edge regulated that of the hydraulic device associated with the lower pressure. Are the Pressures of the two hydraulic devices approximately same size, it comes due to the valve hysteresis to uncontrolled control edge changes. This ge Mutual coupling-related influencing of the  the fluid flows causes the flow divider is sensitive to vibration and tolerance. Through the Design proposed here, namely by the combination of a volume flow limited pump With a current regulator, vibration and tole ranz problems can be significantly reduced.

An embodiment is particularly preferred the facility, which is characterized in that that assigned in the first hydraulic device Current path a first pressure regulator and that of the two Current path associated with the hydraulic device second pressure regulator is assigned. The one you want Pressure can therefore be independent in the two current paths gig be set from each other.

An embodiment of the device is preferred tion, which is characterized in that the first and Kopop second pressure regulator over the current regulator pelt and that the current regulator with an as Pressure relief valve acting pressure pilot is, which preferably acts mechanically. Through the Coupling of the two pressure regulators ensures that if one of the pressure regulators fails, the other the pressure of both current paths is applied and acts as a pressure relief valve. It can an additional security against sudden pressure peaks and excessive pressure values in the Hydraulic system can be created. It is possible to push the pressure pilot into the current regulator tegrate and thus a very compact design to reach.

The invention is based on the drawing tion explained in more detail. Show it:  

FIG. 1 is a hydraulic diagram of a one direction to avoid the tendency of curling of a vehicle with at least two wheel axis;

Fig. 2 is a hydraulic diagram of a one direction to avoid the tendency of curling of a vehicle with at least two each bit most two wheel axles;

Fig. 3 is a schematic diagram of an order switching valve;

Fig. 4 is a schematic diagram of a safety valve Si;

Fig. 5 and 6, a hydraulic diagram of other embodiments of the A direction to avoid the tendency of curling of a vehicle accelerator as Fig. 2;

Fig. 7 is a schematic diagram of several embodiments of a pressure regulator;

Fig. 8 and 9, a hydraulic diagram of other embodiments of the A direction to avoid the tendency of curling of a vehicle;

Fig. 10 is a schematic diagram of a sensor device and

Fig. 11 is a schematic diagram of a further embodiment of the sensor device.

The ones described below also as active Roll stabilization designated device for ver Avoiding the curl of a vehicle is for all vehicle types can be used, at least one include two wheels having axle. So it is conceivable, the facility for so-called "trikes" to use.

In Fig. 1 the hydraulic diagram of a device for vehicles is shown, which have only one axis. Fig. 2 shows a hydraulic diagram for a vehicle with two axles.

The device 1 shown in Fig. 1 comprises a hydraulic device 3, which may for example comprise a pivot motor. This Schwenkmo gate is symbolically indicated here by a double-acting cylinder, which comprises a reciprocating piston 5 , which acts on control rods 7 and 9 on stabilizer sections, not shown here, of a transverse stabilizer. These sections are part of a cross stabilizer, which is designed in wesentli Chen U-shaped and whose legs engage with the ends of the axle or on the suspension of the wheels assigned to the axle. The U-shaped base of the anti-roll bar is separated on. The ends are connected to each other via the Hydraulikein direction. The Hydraulikein direction is designed in a known manner so that the stabilizer sections can be rotated against each other, so that torques are generated in the Querstabilisa gate. These influence the deflection and rebound of the wheels.

The hydraulic device 3 is supplied with hydraulic fluid by a pump 11 via suitable hydraulic lines 13 . This is conveyed from a tank 15 only indicated here. The pump 11 is designed here as a suction-throttled pump which has a throttle on its suction side. An approximately constant volume flow can also be generated by volume control of a constant or variable pump on the hydraulic side or by influencing the pump drive. The hydraulic fluid is supplied to the hydraulic device 3 via a valve device 17 . The valve device comprises a changeover valve 19 and a safety valve 21 . The switching valve 19 is designed as a 4/2-way valve. A first line section 23 leads via a second line section 25 and via a third line section 27 into a first pressure chamber 29 of the hydraulic device 3 . From a second pressure chamber 31 , a fourth line section 33 leads via the safety valve 21 to a fifth line section 35 , which leads to the tank 15 via the changeover valve 19 .

The valves of the valve device 17 are designed here as electromagnetically operated valves which have a preferred position. The safety valve 21 is provided with a spring 37 which urges the control piston of the safety valve, which is only indicated here, against the force of a magnetic device M1 to the left. Accordingly, the switching valve 19 is seen with a magnetic device M2, which acts against a spring 39 . This urges the control piston of the switching valve indicated here to the left into a preferred functional position. These functional positions of the switchover valve and the safety valve shown here are assumed in the deactivated or currentless state of the magnetic devices M1 and M2. It can be seen from the illustration in FIG. 1 that in this position the first line section 23 is connected to the second line section 25 and the fifth line section 35 is connected to the tank 15 . The safety valve 21 is designed so that the connection between the second line section 25 and the third line section 27 and between the fourth line section 33 and the fifth line section 35 is blocked in the de-energized state. In operation of the device 1 , the magnetic device M1 of the Si safety valve 21 is activated, so that the control piston of the safety valve is displaced to the right against the force of the spring 37 , so that, as indicated by arrows, a hydraulic connection between the line sections 25 and 27 such as 33 and 35 . When the device is operating correctly, this hydraulic connection is continuously established.

So speaks of the solenoid device M1 controlled safety valve 21 in normal operation, a hydraulic connection between the pump 11 and the first pressure chamber 29 via the hydraulic line 13 and via the line sections 23 , 25 and 27 is made. At the same time there is a hydraulic connection between the second pressure chamber 31 via the line sections 33 and 35 to the tank 15 .

If the switching valve 19 is controlled via the Magneteinrich device M2, the Steuerkol ben of the switching valve moves against the force of the spring 39 to the right, so that the first line section 23 , as indicated by crossed arrows, is connected to the fifth line section 35 while the second line section 25 is connected to the tank 15 . In this way, the pressure loading of the piston 5 is reversed. It is now the first pressure chamber 29 opposite second pressure chamber 31 with the hydraulic oil supplied by the pump 11 acted upon. Depending on the pressure applied to the pressure chamber 29 and 31 , the piston 5 moves to the right or left. Due to the reciprocating movement of the piston 5 , opposing moments are introduced into the stabilizer sections of the transverse stabilizer.

The control of the magnetic devices M1 and M2 takes place via a control device 41 , which is only indicated here.

In the hydraulic line 13 , a pressure regulator 43 is integrated, which is designed as a proportional pressure relief valve and via which the pressure prevailing in the hydraulic line 13 is continuously adjustable. The pressure regulator comprises a magnetic device M3 which acts against the pressure applied to a control piston via a control line 45 and releases hydraulic oil at an adjustable excess pressure via a relief line 47 to the tank 15 .

The magnetic device M3 can be controlled via a suitable control line with the help of the control device 41 .

Fig. 1 also shows a pressure sensor 49 which detects the pressure generated by the pump 11 . The sensor is arranged here by way of example in the first line section 23 . It is connected via an electrical line not shown here to the Steuereinrich device 41 , which detects the output signals of the sensor and for controlling the valves, for example the safety valve 21 , evaluates.

Fig. 1 finally shows that in the control device 41, a signal line 51 leads, via which signals are input which, for example, reflect the cornering position and speed of the vehicle, due to which a torque in the Stabilisierungsab sections is initiated via the Hydraulikein device 3 . The torque is dependent on the spring condition of the wheels. Opposing moments may be required in rapid succession, which can be achieved by switching over the pressure conditions given in the pressure chambers 29 and 31 . The reversal of the pressure conditions is achieved with the aid of the changeover valve 19 , which is controlled via the control device 41 . By activating the changeover valve 19 accordingly, moments can be introduced into the stabilizer sections which counteract rolling or swaying of the vehicle.

Fig. 2 shows a hydraulic diagram of a device for reducing the roll tendency of a vehicle with two axles. It can be seen that on the left-hand side of the illustration, the components which have already been explained with reference to FIG. 1 are repeated. The device 1 is, for example, designed such that the parts explained with reference to FIG. 1 are assigned to a front axle of the vehicle, not shown here. A second hydraulic device 3 ', which is constructed almost identically, as the hydraulic device 3 explained in Fig. 1 and which is arranged to the rear axle, comprises a piston 5 ' and control rods 7 'and 9 '. The hydraulic device 3 'can thus, like the hydraulic device 3 described in FIG. 1, also comprise a swivel motor, which is shown here merely as an illustration of the effect of the device 1 ' as a double-acting cylinder. The first pressure chamber 29 'is connected via a third line section 27 ' and via the safety valve 21 'in the functional position shown here with the tank 15 . Likewise, the second pressure chamber 31 'is connected via a line section 33 ' and the switching valve 19 'to the tank 15 . In the currentless state of the Ventileinrich device 17 shown here, both pressure chambers 29 'and 31 ' of the hydraulic device 3 'are connected to the tank, so that no moments can be introduced into the stabilizer sections.

In the functional state shown here, the line section 23 ', which continues via the switching valve 19 ' in the line section 25 ', is completed by the safety valve 21 '. The hydraulic connection between the pump 11 and the hydraulic device 3 'is thus interrupted in the functional position of the valve device 17 shown here.

Fig. 2 shows the valve device 17 , so also the safety valve 21 'and the switching valve 19 ' in the inactivated state, which results, for example, in the event of a power failure or when an error is detected via the control device 41 and the valve device from the power supply is separated.

In normal operation, however, the control piston of the safety valve 21 'against the force of the Fe of 37 ' is moved to the right, so that the section 25 'is connected to the line section 27 '. In this functional position, the switch valve 19 'is fully functional. In the activated state of the valve device, the hydraulic line 13 'via the line section 23 ', the changeover valve 19 ', the line section 25 ', the safety valve 21 'and via the line section 27 ' with the first pressure chamber 29 'of the hydraulic device 3 ' is connected . At the same time, the second pressure chamber 31 'via the line section 33 ' and the switching valve 19 'is connected to the tank 15 . A on the hydraulic line 13 'prevailing pressure thus moves the piston 5 ' to the left, since the left pressure chamber 31 'is entla st.

When the switch valve 19 is activated, if pressure is present on the hydraulic line 13 ', the second pressure chamber 31 ' via the line section 23 ', the switch valve 19 ' and via the line section 33 'are pressurized. At the same time, the first pressure chamber 29 'via the line section 27 ', the safety valve 21 ', the line section 25 ' and the Umschaltven valve 19 'connected to the tank 15 and thus relieved of pressure. If, for example, the case arises that the switching valve 19 'is jammed in this position, i.e. in its right end position, and thus would no longer be switchable, the pressure in the pressure chamber 31 ' and the line section 33 'can be obtained from the pressure regulator 43 'are dismantled.

From Fig. 2 it can be seen that the safety valves 21 and 21 'and the switching valves 19 and 19 ' of the valve device 17 are rigidly coupled via a rod 81 . The rod 81 serves le diglich here to illustrate the coupling of the switching valves. The activation and deactivation of the safety valves - like that of the changeover valves - is carried out simultaneously. It turns out, however, that the safety and Umschaltven tile of the valve device 17 are mechanically completely decoupled from each other. The very frequent switching functions of the switching valve, which can lead to wear, do not in any way affect the safety valve. Of course, this also applies to the device shown in FIG. 1. So it can be caught on Umschaltven valve 19 , 19 'occurring malfunctions by the safety valve 21 , 21 '. It is particularly advantageous that a malfunction of the safety valve 21 , 21 'can lead to no critical driving condition.

Fig. 2 shows that in the line section 23 ', as in the left part of the device 1 ' of FIG. 2, a pressure sensor 49 'is provided, which is connected to the control device 41 via a line, not shown here.

In the hydraulic line 13 'is also a pressure regulator 43 ' introduced, which includes a Magnetein direction M3 ', which acts against the pressure that is given in the hydraulic line 13 ' and via the control line 45 'to the pressure regulator 43 ' is attached becomes.

The elements shown on the left in FIG. 2, the hydraulic device 3 , the safety valve 21 and the changeover valve 19 of the valve device 17 are assigned to the front axle. Their structure is identical to that of the device explained with reference to FIG. 1, so that this structure is not discussed in more detail here. The same parts are provided with the same reference numbers. Correspondingly, reference numerals marked with a dash are selected for the parts of the rear axle, which are shown on the right in FIG. 2.

The hydraulic diagram of Fig. 2 shows that the hydraulic devices 3 and 3 'of the front and rear axles are supplied likflüssigkeit by a single pump 11 Hydrau. In order to guide the fluid flow supplied by the pump to the front and rear axles or to the associated hydraulic devices 3 and 3 ', a flow divider device 53 is provided which comprises a current controller 55 . The current regulator 55 is equipped with a pressure relief valve 69 , referred to as a pressure pilot, which is connected via a control line 71 and a throttle 73 to the hydraulic line 13 and since to the pressure outlet 59 of the pump 11 . Print pilots of the type mentioned here are known. For example, they have a ball 75 which is pressed against a valve seat 79 by a spring 77 . At an overpressure which is above a value defined by the spring 77 , the ball 75 lifts off the valve seat 79 so that oil can flow out to the tank 15 . The pump 11 is here provided with a suction throttle 57 , which keeps the fluid flow delivered from the tank 15 at a predetermined maximum value.

The hydraulic line 13 is connected here to the pressure outlet 59 of the pump 11 via a throttle D1. A line section 61 leads directly from the pressure outlet 59 to the flow regulator 55 , the control piston 63 of which is acted upon on the one hand by the force of a spring 65 and the pressure prevailing in the control line 71 , and on the other hand via a control line 67 with the pressure given at the pressure outlet 59 . In the depressurized state, the control piston 63 separates the line section 61 from the hydraulic line 13 ', which serves to supply the rear axle.

If the pump 11 is put into operation, the control piston 63 is finally shifted to the left into the control position by the pressure applied via the control line 67 against the force of the spring 65 and the pressure prevailing in the control line 71 . By relocating the control piston 63 , a fluid connection from the pressure outlet 59 of the pump 11 via the line section 61 , via the flow controller 55 to the hydraulic line 13 'is released, so that now the pressure chambers 29 ' and 31 'of the hydraulic device 3 ', depending on the position of the To switch valve 19 ', alternately pressurized can be beat.

The pump 11 works preferably while driving in the control area, that is, it promotes a constant volume flow. The flow controller 55 preferably primarily provides the hydraulic device 3 , that is to say the front axle, with a constant volume flow.

The pressure regulators 43 and 43 'are designed such that a pressure of approximately 0 bar to 200 bar can be set via the control device 41 . It is ensured that the pressure supplied to the front axle, which is also supplied to the hydraulic device 3 , is at least equal to or greater than the pressure applied to the hydraulic device 3 ', which is provided for the rear axle.

The hydraulic diagram according to Fig. 2 reveals that the hydraulic device 3 of the front axle and of the hydraulic device 3 are assigned to 'the rear axle separate pressure regulators 43 and 43', which communicate with the hydraulic lines 13 and 13 'in the hydraulic connection and the establishment of the control 41 are controlled and when the predetermined pressure is exceeded hydraulic oil can flow through the relief lines 47 and / or 47 'to the tank 15 .

The pressure regulators 43 and 43 'are coupled here so that in the event of a failure of one of the pressure regulators, the other serves as a pressure relief valve for the entire system, that is to say also for the other hydraulic line. In the device 1 'shown in Fig. 2' a coupling via the Stromteilereinrich device 53 or via the current controller 55 in cooperation with the pressure valve referred to as a pressure pilot 69 is provided. This coupling works as follows:
After the pump 11 has started, the connection between the line section 61 and the hydraulic line 13 'of the rear axle is interrupted by the current controller 55 or its piston 63 . The hydraulic oil provided by the pump is therefore supplied to the hydraulic device 3 via the hydraulic line 13 . When the pressure difference at the throttle D1 increases within the hydraulic system, the current controller 55 finally responds, the control piston 63 releasing the hydraulic connection to the hydraulic line 13 '. So that the second pressure regulator 43 'is supplied with oil. The two pressure regulators 43 and 43 'are set so that the pressure provided for the front axle is equal to or greater than that of the rear axle. If, for example, the pressure regulator 43 'fails and the pressure in the hydraulic system assigned to the rear axle rises due to a fault, the pressure given in the line section 61 also increases, which then continues via the line 13 to the first pressure regulator 43 . The pressure regulator 43 can now respond and relieve excess pressure via the relief line 47 . It can be seen that the part of the hydraulic system which is assigned to the rear axle or the hydraulic device 3 'is also monitored in the event of a fault via the pressure regulator 43 , which is generally assigned to the front axle or the hydraulic device 3 .

Conversely, it is clear that in the event of a failure of the pressure regulator 43 of the hydraulic device 3, an excess pressure based on an accident is transmitted via the line section 61 to the hydraulic line 13 'and is thus detected by the second pressure regulator 43 '. This can reduce the overpressure and let hydraulic oil flow through the relief line 47 'because the flow regulator is equipped with the overpressure valve 69 , which via the control line 71 , the throttle 73 with the hydraulic line 13 and thus with the pressure outlet 59 of the pump 11 connected is. The pressure prevailing in the control line 71 in the event of a malfunction of the hydraulic device 3 is, due to the throttles D1 and 73, less than the pressure present on the control line 67 , which corresponds to the pump pressure, as a result of which the current regulator 55 can be switched and a connection between the line 61 and the hydraulic line 13 'is given.

In FIG. 2, the following aspect is also interpreting Lich: The safety valves 21 and 21 '., As in the embodiment in Figure 1, in UNMIT ately to the hydraulic device 3 relation ship as 3'. Errors in the other components, which can be seen from the hydraulic diagrams of FIGS. 1 and 2 and lead to undefined conditions, can be intercepted by the safety valve 21 or 21 '. The safety valves 21 , 21 'thus provide a fail-safe function.

In the embodiment shown in FIG. 1 and in the part of the device 1 ', which is assigned to the front axle, the piston 5 of the Hydraulikein device 3 is set hydraulically. This is done in that the safety valve 21 is shifted into the position shown in FIGS. 1 and 2, whereby the line sections 33 and 27 are separated from the rest of the system. Since hydraulic flow is no longer possible here, the hydraulic device 3 acts as a rigid coupling of the associated stabilizer sections.

In the area of the rear axle, the safety valve 21 'is moved into the position shown in Fig. 2 in the event of a fault. This is done by the spring 37 ', which displaces the control piston of the safety valves 21 and 21 ' to the left. Since by - in the current-free position of the switching valve 19 'shown in Fig. 2' - the hydraulic likeinrichtung 3 'on both sides ver with the tank 15 connected. That is, both pressure chambers 29 'and 31 ' are separated from the pump 11 and depressurized. It is conceivable here to allow free movement of the piston 5 'and thus a decoupling of the hydraulic device 3 '. However, it is also possible to introduce at least one hydraulic throttle, which prevent the hydraulic fluid from flowing freely out of the pressure chambers and thus cause damping. Such a throttle is indicated in Fig. 2 and provided with the reference symbol D2. The hydraulic device 3 'associated Stabilisa gate sections are not rigidly coupled to each other, but also not completely decoupled. So it can still torque from a Stabili satorabschnitt via the hydraulic device 3 'to the other stabilizer section who who, so that a residual function of the anti-roll bar is ensured. However, torques are no longer actively introduced into the cross stabilizer or into its sections. A complete permanent decoupling of the anti-roll bar is possible by eliminating the throttle D2.

In Fig. 1 there is a rigid coupling in the event of a fault by the safety valve 21 , since the line sections 27 and 33 are completed. However, it is also conceivable here to provide a complete decoupling or a damped decoupling, as just described with reference to FIG. 2.

In both cases it is guaranteed that the safe safety valve due to the separate design from the um switching valve is independent and therefore a very shows high safety function.

This decoupled design of the two valves is also seen on the valve device 17 according to FIG. 2 before. There, too, the safety valves 21 and 21 'are rigidly coupled to one another and the changeover valves 19 and 19 ' to one another. However, they are completely separate and independent of each other. That is, frequent switching operations do not affect the separate safety valve, so that there is a high safety standard.

The device 1 'shown in FIG. 2 is characterized in that the current divider 53 shows little vibration and tolerance problems by the current controller provided with pressure pilot. This in turn makes a large contribution to the safety of the device shown here. Finally, the pressure regulator 43 and 43 'assigned to the rear and front axles are coupled so that in the event of a failure of one of the pressure regulators the other can also protect the entire system in the event of a fault against excessive pressure.

In the embodiment of the device 1 'shown in Fig. 2', a hydraulic line 110 is provided which has a valve unit 112 . The hydraulic line 110 is used to establish a hydraulic connection between the hydraulic devices 3 and 3 'provided pressure levels. The hydraulic line 110 therefore bridges the current divider device 53 . For this purpose, the hydraulic line 110 is connected here with the hydraulic devices 3 and 3 'with an oil flow supplying hydraulic lines 13 and 13 ', in which the same pressure level prevails as in the pressure regulators 43 respectively assigned to them 43 '. The valve unit 112 is preferably designed as a mechanical check valve, which comprises a valve seat 114 into which a ball 116 is pressed. Valve units of this type are constructed in a specialist manner and are functional. The Venti leinheit 112 connects the pressure levels of the two hydraulic devices 3 , 3 'preferably whenever the pressure applied to the hydraulic device 3 is less than the pressure applied to the hydraulic device 3 '. The valve unit designed as a check valve thus realizes a control and control device which compares the two pressure levels with one another and which independently regulates the pressure before. This ensures in the switching function shown in Fig. 2 of the valve unit 112 ge at all times that the pressure level of the Hydraulikein device 3 at least corresponds to the pressure of the Hydraulikein device 3 'or greater.

From the above it is clear that the valve unit compensates for the manufacturing and setting tolerances of the individual modules, for example the pressure regulator 43 , 43 ', the pump 11 and the flow divider device, which lead to an influencing of the pressure levels. Furthermore, improperly made and not desired settings of the pressure regulator are compensated by the fluid connection.

In Fig. 3 is a schematic diagram of a switching valve together with the hydraulic symbol as shown. In the illustration above is the hy metallic symbol; beneath it a first functional position of the changeover valve and at the very bottom a second functional position of the changeover valve. In Fig. 3, the valve device shown in Fig. 2 with the switching valves 19 and 19 'is shown. In the schematic diagram of FIG. 2, the two sub-valves are shown separately to illustrate the function, here being rigidly coupled to one another via a rod 81 .

In the actual implementation of the Umschaltven tile 19 and 19 ', the control pistons of both Ven tiles are advantageously combined to form a control piston 83 which is guided in a cylindrical bore 85 against the force of a spring 87 . A magnetic device M2 counteracts the spring. In the wall of the bore 85 different grooves are made, which are provided here with numbers that correspond to the inputs and outputs of the switching valves 19 and 19 '. The upper connections of the switching valve 19 are marked with 1 and 3 , those of the Umschaltven valve 19 'with 4 and 6 . The lower connections of the switching valve 19 are marked with the tank symbol and the number 2 , the Umschaltven valve 19 'also with the tank symbol and the Zif fer 5 .

The corresponding hydraulic connections are guided through the wall 89 of the housing of the Umschaltven valve, which is not shown in detail here.

In the upper illustration, the control piston 83 is in an inactive state. That is, the magnetic device M2 is not activated, so that the spring 87 can move the spool 83 to the left. The control piston is provided with control surfaces which are delimited by control edges and, depending on the position of the control piston, separate or connect the annular grooves 91 serving as feed and discharge.

In the functional position of the control piston 83 shown in FIG. 3 above, the connections 3 and 2 of the changeover valve 19 and the connections 6 and 5 of the changeover valve 19 'are connected to one another. At the same time, port 1 and port 4 are connected to the tank. So there is virtually a straightforward implementation of the hydraulic connections in the two changeover valves 19 and 19 '.

If the magnetic device M2 is activated, the control piston 83 is moved to the right against the force of the spring 87 (see lower illustration), so that the following hydraulic connections now result:
Within the changeover valve 19 , the connection 3 is connected to the tank; the connections 1 and 2 are interconnected. Within the Umschaltven valve 19 ', the connection 6 is connected to the tank and the connections 5 and 4 are connected to one another. This is indicated in the hydraulic symbol at the top in FIG. 3 by the crossed arrows. It is thus ensured that the connections of the two pressure chambers 29 and 31 or 29 'and 31 ' are interchanged when the switching valve responds. As a result, opposing moments are initiated by the hydraulic devices 3 and 3 'in the associated stabilization sections.

To detect the position of the control piston 83 of the switching valves 19 and 19 'coupled via the rod 81 ', an electrical or electronic detection device 90 can be provided which determines the slide stroke. In the exemplary embodiment shown in FIG. 3, the detection device is arranged in the region of the bore 85 , at its right end. The tank pressure is present at the right end of the bore 85 . The maximum distance that the spool can travel is marked with a Y. When the magnetic device M2 is activated, the control piston 83 is shifted to the right. The distance traveled or the current position of the control piston is determined by a suitable sensor, for example a piezo transducer. The detection device makes it possible at any time to determine the instantaneous switching position of the control piston, which is arranged so that it is invisible from the outside within a housing. By immediately determining the control piston position, a jamming of the control piston can be recognized and displayed, for example. The detection device 90 transmits this in the form of an electrical signal, for example, to the control device 41 , which assumes after actuation of the solenoid valve that the control piston is in its control position. This improves in particular the operational safety of the devices 1 and 1 '.

After all, it is clear that the path detection device 90 shown in FIG. 3 can also be used for the safety valves 21 and 21 '.

Fig. 4 shows the safety valves 21 and 21 ', which are shown in Fig. 2. To connect the two sub-valves, a rod 92 is also provided here, which effects a rigid coupling of the two control pistons.

Such a safety valve is advantageously implemented in such a way as can be seen in the two lower representations according to FIG. 4. There is a continuous piston 93 housed in a cylindri's hole 95 , in the wall annular grooves 97 are introduced, which cooperate with hydraulic connections, not shown here. The piston 93 has control collars and control edges through which the ring grooves can be connected to one another in different ways.

The annular grooves 97 are assigned to the connections of the safety valves, which are identified here with numbers. The safety valve 21 has two upper connections 2 and 4 and two lower connections 1 and 3 , while the safety valve 21 'has an upper connection 6 and two lower connections 5 and 7 , the connection 7 being connected to the tank, which is illustrated here by the tank symbol.

The safety valve here has a Magnetein device M1, which acts on the piston 93 , which is shifted to the right against activation of the magnetic device M1 against the force of a spring 99 . In the upper schematic diagram, the piston 93 is shown in its inactivated position. That is, the magnetic device M1 is de-energized so that the spring 99 can push the piston 93 to the left. In this functional position, as can be seen from the schematic diagram according to FIG. 4, a hydraulic separation of the connections 1 and 2 and the connections 3 and 4 is given, as shown in the safety valve 21 . At the same time there is a hydraulic separation between the connections 6 and 5 , on the other hand there is a hydraulic connection between the connections 7 and 6 . In the fourth state of the safety valve, the magnetic device M1 presses the piston 93 to the right against the force of the spring 99 , so that there is a connection between the connections 1 and 2 and 3 and 4 of the safety valve 21 . At the same time there is a hydraulic separation of the connections 7 and 6 and a hydraulic connection between the connections 6 and 5 of the safety valve 21 '.

After all, it is clear that the Sicherheitsven tile 21 and 21 'and the switching valves 19 and 19 ' can be combined and have a common piston. This summary applies to the changeover and safety valves. However, there is no coupling between the changeover valves and the safety valves, so that there is a separation of the changeover and safety function. A malfunction of the changeover valves cannot have a negative effect on the functional safety of the safety valves.

After all, it is clear that the one described here Setup on the one hand for two-axle vehicles, cars are used in particular, on the other hand also for vehicles with one axle and at least two wheels, for example for so-called trikes. The device described here can easily be used device is also used in multi-axle vehicles will.

Fig. 5 is a hydraulic diagram of one embodiment variation of the device 1 'to reduce the tendency to roll for a vehicle with two axles. Parts which correspond to those in Fig. 2 are provided with the same reference numerals, so that reference is made to the description of Fig. 2. In the following only the differences will be discussed. The hydraulic diagram of FIG. 5 shows a current divider means 53 a, which includes a current regulator 55 a, the associated in the fluid path between the pump 11 and of the rear axle hydraulic device 3 'is arranged. The current controller 55 a is connected via a hydraulic line 118 , a nozzle serving as hydraulic resistance DÜ1 and a line section 120 to the pressure outlet 59 of the pump 11 and via a line section 122 with the hydraulic line 31 supplying the hydraulic line 13 '. The current controller 55 a shown in the depressurized state of the pump 11 has a control piston 63 , on the two end faces of which a pressure is applied. One end face of the control piston 63 is acted upon by a pressure which, viewed in the direction of flow of the fluid, is tapped off on the hydraulic line 118 behind the nozzle DÜ1. The other end of the control piston 63 is connected via lines 126 and 128 to the hydraulic line 13 , which provides the device assigned to the front axle Hydrauleinrich 3 with pressurized hydraulic oil ver. The hydraulic line 13 is in turn connected via a nozzle DÜ2 and a line section 130 to the pressure outlet 59 of the pump 11 . If the pump is put into operation 11, the voltage applied to the end faces of the control piston 63 pressures are compared with each other by means of the control piston 63rd If the pressure prevailing in the control line 124 is greater than the pressure present in the control line 126 , the control piston 63 is displaced to the right. By moving the control piston 63 to the right, a fluid connection from the pressure outlet 59 of the pump 11 to the hydraulic line 13 'is released. As a result, a torque can be applied to the anti-roll bar of the rear axle as described above. The hydraulic line 13 is decoupled from the current regulator 55 a and is constantly supplied with hydraulic oil. If the pressure in the control line 126 is greater than in the control line 124 , the control piston 63 is shifted to the left into its control position and the flow connection from the pressure outlet 59 to the hydraulic line 13 'is interrupted.

The pressure in the hydraulic lines 13 and in the section of the hydraulic line 118 leading to the rear axle and lying after the nozzle DÜ1 is almost the same. If the pressure drop at a certain volume flow after the nozzle DÜ2 is greater than after the nozzle DÜ1, the current controller 55 a is actuated in such a way that a larger fluid flow flows to the rear axle and a smaller fluid flow to the front axle. In the opposite case, that is, if the pressure after the nozzle DÜ2 is greater than the pressure after the nozzle DÜ1, the control piston of the flow regulator 55 a is actuated in such a way that the hydraulic device 3 assigned to the front axle is supplied with a larger fluid flow than that of the rear axle associated hydraulic device 3 '. The pressure drop in the area of the nozzles and thus the distribution ratio of the fluid flows can be adjusted via the resistance of the individual nozzles. Is in operation of the device 1 'a pressure in the hydraulic line 13 ', which is greater than that in the hydraulic line 13 , the flow controller 55 a opens and the distribution of the fluid flows is only dependent on the nozzle cross-sections and the pressures of the front - and rear axle. In this case, the fluid flow to the front axle, that is to the hydraulic line 13 , increases in deviation from the control volu menstrom and the more the rear axle pressure, that is, the pressure in the hydraulic line 13 ', the front axle pressure exceeds. This results in improved dynamics on the front axle, which helps to put the system back in the normal state.

The right end of the control piston 63 of the current regulator 55 a can, in addition to the pressure forces applied via the control line 126 , additionally be acted upon by a spring force which is applied by a spring 65 indicated by a broken line. The spring 65 presses in the embodiment of the device 1 shown in FIG. 5 'the control piston 63 to the left in the direction of its control position, whereby the control piston 63 only leaves its control position and opens completely when the pressure behind nozzle DÜ1 is greater than that which is brought up by the spring 65 and the pressure prevailing from the control line 126 on the right end face. The spring 65 can also be arranged on the opposite end face of the control piston 63 , that is, on the side on which the control line 124 applies pressure to the control piston. In this case, the control piston leaves its control position and completely opens the fluid path between the hydraulic line 118 and the line section 122 when the sum of the forces acting on the left end face of the control piston, which is composed of spring force and the pressure prevailing behind the nozzle DÜ1, is greater than the pressure forces acting on the right end of the control piston, which are tapped behind the nozzle DÜ2. When the control piston leaves its control position and the fluid path between the hydraulic line 118 and the hydraulic line 13 'has completely opened, the distribution of the fluid flow conveyed by the pump is only dependent on the nozzle cross sections and the pressures acting on the front and rear axles.

In a further exemplary embodiment of the flow divider device 53 a, a pressure relief valve 69 , also referred to as a pressure pilot, can be provided, which has a control line 132 , the control line 128 , from which the control line 126 branches, and a nozzle DÜD, the nozzle DÜ2 and the Line section 130 is connected to the pressure outlet 59 of the pump 11 . The pressure relief valve 69 is formed analogously to the pressure relief valve shown in FIG. 2 and also has a ball 75 , which is pressed by a spring 77 against a valve seat 79 . As soon as there is an overpressure in the control line 132 which exerts a force on the ball 75 which is greater than the force defined by the spring 77 , the ball 75 lifts off the valve seat 79 so that hydraulic fluid can flow to the tank 15 . If the hydraulic line 13 is now blocked as a result of a fault, for example by clamping the pressure regulator 43 so that no hydraulic oil can flow away, the hydraulic oil flows via the nozzle DÜ2, via the nozzle DÜD, the control lines 128 and 132 and via the Druckdruckven til 69 in the tank 15 . Accordingly, the pressure which is limited by the action of the pressure relief valve 69 acts on the right end face of the control piston 63 . The nozzle cross sections of the nozzles DÜ1 and DÜ2 are very large compared to the cross section of the nozzle DÜD, so that the hydraulic resistances are comparatively small. The pressure that is tapped behind the nozzle DÜ1 acts on the opposite end of the control piston. Due to the low pressure drop, which - compared to the larger pressure drop on the other side of the control piston through the nozzles DÜ2 and DÜD - occurs after the nozzle DÜ1, the control piston 63 opens the connection from the line section 118 to the line section 122 . The pressure difference is preferably dimensioned such that the control piston moves into the open position, so that only a small amount of oil flows as control oil through the pressure relief valve 69 into the tank, while the majority of the volume flow conveyed by the pump 11 via the flow controller 55 a to the hydraulic device 3 'can flow from. Thus, the pressure regulator 43 'can take over the function of the pressure regulator 43 .

In a further embodiment of the Stromtei leinrichtung 53 a, for example a mechanical check valve formed Ventilein unit 112 may be provided, the connection between the hydraulic line 13 and the hydraulic line 13 '. The valve unit 112 prevents that the pressure in the hydraulic line 13 'can be much greater than in the hydraulic line 13 of the front axle. The valve unit 112 has a ball 116 which bears in a valve seat 114 . The ball 116 can - as indicated by dashed lines - be pressed into the valve seat 114 by a spring. The spring increases the allowable pressure in the hydraulic line 13 '. The spring has the particular advantage that, for example, when driving straight ahead, in the lines 13 and 13 'in the hydraulic lines there is a minimal and practically approximately the same pressure, the Ventilein unit 112 does not respond permanently and begins to oscillate, which leads to increased wear and tear Valve unit leads. The spring is preferably designed so that the ball is lifted from the valve seat only after a defined pressure difference.

From Fig. 5 also shows a throttle D3 which is arranged in the safety valve 21 and establishes a connection between the two pressure chambers of the hydraulic device 3 in the inactivated state of the safety valve. Thus, a damped overflow of the hydraulic oil from one pressure chamber to another is possible in this switching position of the safety valve, which increases the stability in the event of a fault.

Fig. 6 shows a hydraulic diagram of a further embodiment of the device 1 'for avoiding the tendency to curl a vehicle with at least two axles each having at least two wheels. The device 1 'shown in Fig. 6' differs from that shown in Fig. 5 in that the valve unit 112 is replaced by a pressure regulator 134 . The use of a pressure regulator instead of a check valve prevents the pressure in the hydraulic line 13 'from being greater than the pressure in the hydraulic line 13 . The pressure regulator is designed as a so-called single-edge slide valve, which therefore has only one control edge or a seat and which, when actuated, that is to say during a displacement, can allow the hydraulic oil to flow out of the hydraulic line 13 'into the tank 15 . On the right side of the pressure regulator 134 or on its slide is the pressure prevailing in the hydraulic line 13 ', which is tapped via a control line 136 . On the other, the left side of the pressure regulator 134 , the pressure tapped from the hydraulic line 13 via a control line 138 is present . As indicated, a spring 140 can be provided, which can optionally be arranged on both sides of the pressure regulator 134 . In the embodiment shown in FIG. 6, the spring 140 is arranged on the right side of the pressure regulator 134 . This ensures that the pressure regulator 134 releases a fluid connection from the hydraulic line 13 'to the tank 15 as soon as the pressure in the hydraulic line 13 is less than the sum of the forces which are applied by the spring 140 and the pressure in the control line 136 . Here too, the spring, similar to the spring 77 of the pressure relief valve 69 , ensures that the pressure regulator 134 does not respond continuously and the fluid connection opens and closes practically continuously, as may be the case, for example, when the motor vehicle is traveling straight ahead. Swinging of the pressure regulator 134 can thus be practically ruled out.

Fig. 7 shows in the upper figure a hydraulic symbol of the pressure regulator 134 described in FIG. 6. There are a number of different possibilities to design the pressure regulator 134 so that the pressure regulator releases a connection from the hydraulic line 13 'to the tank 15 when the pressure in the hydraulic line 13 ' is greater than the pressure in the hydraulic line 13 . An exemplary embodiment of the pressure regulator 134 is shown in FIG. 7 on the left. The pressure regulator 134 a has a control slide 142 a, which is movably mounted in a bore 144 . He he pressure chamber 146 is limited between a wall 145 of the housing of the pressure regulator and the left end face of the spool 142 a, into which the control line 136 opens, which taps the pressure on the hydraulic line 13 '. Between the right end of the spool and the wall 145 , a second pressure chamber 148 is limited, in which the pressure prevailing in the hydraulic line 13 'is applied via the control line 138 . Furthermore, a hydraulic resistance W1 or W2, for example nozzles, is arranged in the control lines 136 and 138 , which are used for damping. The hydraulic line 13 'opens in the drilling tion 144 in an area in which the control slide has an incision. In the position shown here of the control spool 142 a, the control spool is in the control position. As soon as the sum of the forces acting on the left front side of the control spool during operation of the pump, i.e. the pressure forces and the spring force brought up by spring 140 , become greater than the pressure forces acting on the right front side of the control spool in the second pressure chamber 148 , so the control slide 142 a is shifted to the right and releases a fluid connection from the hydraulic line 13 'to the tank 15 . The spool 142 a is provided with a control surface which is delimited by a control edge 149 which separates the annular groove leading to the tank, arranged in the bore 144 , from the annular groove in which the hydraulic line 13 'opens.

The middle illustration in FIG. 7 shows a further embodiment variant of the pressure regulator 134 . The pressure regulator 134 b has a control slide 142 b, which - in contrast to the control slide 142 a - has no incision. The hydraulic line 13 'opens here directly into the first pressure chamber 146 , which is separated by the control slide 142 b, as shown by the control edge 149 relative to the tank 15 . The second pressure chamber 148 is connected via the hydraulic resistor W2 and via the control line 138 to the hydraulic line 13 . Also in this embodiment, the control slide releases a fluid connection from the hydraulic likleitung 13 'to the tank 15 when the forces acting on the right end of the control slide are smaller than the forces acting on its left end, resulting from the force of the spring 140th and the forces of the line in the hydraulic line 13 'prevailing pressure.

In the right-hand illustration of FIG. 7, a further pressure regulator 134 c is shown, which has a control slide 142 c, the end faces of which have differently sized areas, on which the pressure applied to the pressure chambers 146 and 148 acts. The face 150 of the control slide facing the second pressure chamber 148 has a smaller cross-sectional area on which the pressure forces can act than the face 152 facing the first pressure chamber 146 . Preference, the pressure regulator 142 c is designed so that it releases a fluid connection from the first pressure chamber to the tank when the pressure in the hydraulic line 13 'is greater than a factor <1 multi-plied with the pressure prevailing in the hydraulic line 13 minus the pressure corresponding to the spring force. It is clear that due to the surface differences on the end faces of the control slide, this also shifts at the same pressures within the hydraulic lines 13 and 13 'in the direction of the lower force level transmitting side. With an area ratio of 1: 1, the spring 140 produces a force imbalance, a so-called offset.

Through this valve arrangement, it is possible to the pressure on the hydraulic device 3 'of the rear axle and thus the torsional moments on the associated stabilizer sections as a fixed function depending on the pressure on the Hydraulikeinrich device 3 of the front axle and thus its torsional moments with only one electrically controlled Valve (pressure regulator 43 ). This makes it possible to design the hydraulically effective surfaces on the swivel motors to be the same size and still set a low pressure on the rear axle and therefore lower torsional moments.

Furthermore, the front and rear axles are available via the flow divider device 53 , 53 a precisely definable volume flow, which is independent of the operating pressure of the pump. This available volume flow determines the dynamics of the two hydraulic circuits and, thanks to its constancy, ensures stable control behavior.

Fig. 8 shows a hydraulic diagram of a further embodiment of the device 1 'for reducing the tendency to curl of a vehicle with at least two axles each having at least two wheels. Parts which correspond to those in the figures described so far are provided with the same reference numerals, so that reference is made to the description of the figures already described. The flow divider device 53 a has compared to the current divider device shown in Fig. 6, the difference that here the pressure regulator 43 ', the pressure in the hydraulic line 13 ' limited to a defined value, and the pressure sensor 49 'are not required. For this purpose, the pressure regulator 134 is connected directly to the hydraulic line 13 via the control line 138 . On the opposite side of the pressure regulator 134 is on the control line 136 of the pressure prevailing in the hydraulic line 13 ', which is optionally supported by the force of a spring. The pressure regulator can be designed like one of the pressure regulators a, b or c described for FIG. 7. The control piston 63 of the current regulator 55 a is acted upon by a pressure which is tapped behind the nozzle DÜ1. The pressure in the control line 124 acts in the direction of the open position. A pressure acts on the other side of the control piston and is tapped via the control line 128 at the hydraulic line 13 . These acting on the control piston 63 pressure forces can be amplified by the spring 65 indicated here who the.

Fig. 9 shows a hydraulic diagram of a further embodiment of the device 1 ', which differs from the device shown in Fig. 8 by that the flow dividing device 53 a also has the pressure relief valve 69 , which via the control line 132 and the nozzle DÜD taps the pressure prevailing in the hydraulic line 13 . Furthermore, a pressure is present at the pressure regulator 134 , which is tapped via a control line 138 '- viewed in the direction of flow of the hydraulic oil - behind the nozzle DÜD. The function of the current divider device according to FIG. 9 is explained in more detail below:
Rises due to a malfunction of the pressure in the hydraulic line 13 , for example in the event of a defect in the pressure regulator 43 , so the control piston 63 of the current regulator moves into the open position, the pressure in the hydraulic line 13 'being regulated via the pressure regulator 134 . The pressure in the hydraulic line 13 'then arises accordingly the design of the pressure regulator 134 (compare the embodiment variants described in FIG. 7) in a certain ratio, for example with offset, that is, with an imbalance caused by the spring force of the pressures in the hydraulic lines or control lines 138 'and 136 , the pressure in line 138 ' being limited by the action of the pressure relief valve 69 .

The flow dividing devices 53 and 53 a according to the invention provide a greater pressure than the rear axle, preferably in front of the front axle, for reasons of driving stability. Due to this condition, a current regulator 55 a can be used in an advantageous manner, which has only one control edge that overlaps and closes or releases a fluid path. One of the current regulator 55 a is schwingungsunsensli cher than a classic current divider that has two control edges, especially when the pressure on the front and rear axles is approximately the same. Instead of the single-edge current controller described in the figures, a classic current divider with two control edges can also be used, in which it is ensured by end stops that only one control edge assigned to the rear axle can overlap and that the other control edge, which is assigned to the front axle cannot close completely. This measure reduces the sensitivity to vibration of the two-edged current divider.

The flow controllers 55 and 55 a differ in that the flow controller 55 provides a constant volume flow to the front axle and only the rest of the hydraulic oil delivered by the pump reaches the rear axle, whereby the two volume flows can be the same if the pump has a constant one Volume flow delivers, while with the flow controller 55 a the distribution ratio remains constant. The current regulator 55 a realizes that the volume flow delivered by the pump is always divided up with the same ratio, so that the hydraulic oil is constantly uniform, within the specified division ratio, to the front and rear axles, as hydraulic devices 3 and 3 'is delivered.

Fig. 10 shows a basic circuit diagram of a sensor device 160 having a slide 162 which is guided in a bore 164 . A first chamber 168 is delimited between a wall 166 and the left end face of the slider 162 and a second chamber 170 between the right end face of the slider and the wall. The first chamber 168 is connected via a line section 172, for example to the fifth line section 35 (cf. FIG. 2), and the chamber 170 via a line section 174 to the second line section 25 (see FIG. 2). The sensor device 160 can be arranged at any point within the device 1 or 1 'at which a pressure difference is to be determined. The slide 162 is acted upon by two springs 176 and 178 on its end faces with a force which holds the slide in a central position - as shown in FIG. 10. The slider 162 has at its front end areas each a pin 180 , on each of which a movable on the Zap fen sealing washer 182 is arranged. The sealing washers 182 define the central position of the slide 162 . The maximum distance that the slide 162 can travel is marked with an X and is defined by the length of the pins. The left and right end positions of the slider 162 are determined by the pins 180 or by their length, which serve to limit the travel. In the end positions of the slide, one of the pins abuts the wall 166 of the housing. The wall 166 thus serves as an impact.

The slide, which is preferably in a stable central position, can therefore be displaced to the left and right by a distance X / 2 in the exemplary embodiment shown in FIG. 10. Due to the action of the springs 176 and 178, the slide 162 leaves the central position only when the pressure in one of the chambers is greater than the pressure in the other chamber by a certain amount. This means that if, for example, the pressure in the first chamber 168 is greater than the pressure in the second chamber 170 , the slide 162 is shifted to the right and vice versa. This shift is, for example, by means of a wire 186 'which engages in an arranged in the slider 162 annular groove 188 and is deflected out, detected and by means of an electrical or electronic detection device 184 only indicated here converted into an electrical signal, for example, to the control device 41 of the device 1 or 1 'is passed on. The sensor device 160 can be used in general to compare two pressures with one another. The sensor device can, for example, check the effect for the safety valve and / or the changeover valve. Since the changeover and safety valves are arranged within a housing and the position of their control piston is not visually recognizable from the outside, the sensor device can - as described - determine this in a simple manner and, if necessary, display it directly. The positions of the slide 162 can be assigned, for example, to the individual directions of travel of the motor vehicle. So it is conceivable that the middle position of the straight ahead, the position taken when the slider is shifted to the right, a right-hand cornering and the position taken after the slider is shifted to the left, is assigned to a left-hand turn.

In another embodiment of the sensor device 160 , two pressure switches can be provided instead of the slide 162 , which transmit a signal, for example to the control device 41 , as soon as a preferably adjustable threshold pressure is reached in one of the lines 172 and 174 . The pressure switches can each be connected to a hydraulic line or a control line. It is also conceivable to arrange the pressure switches directly within a line, a chamber or a pressure space in which / is under pressure hydraulic oil.

FIG. 11 shows a basic circuit diagram of a further embodiment of the sensor device 160 , which differs from the sensor device shown in FIG. 10 in that the sealing disks 182 and the spring 176 are omitted. As a result, the slider 162 can assume a preferred position, as shown in FIG. 11; this means that he is in his left end position, in which the pin 180 bears against the wall 166 . The slide 162 assumes this preferred position or end position both in the depressurized state and when there is a pressure in the first chamber 168 which is less than the sum of the pressure forces applied in the second chamber 170 and the pressure force generated by the spring 178 . Alternatively, it is also possible that the spring 178 is omitted and the spring 176 is provided so that the slide 162 has its preferred position in its right end position.

Claims (28)

1. A device for reducing the tendency to curl egg nes vehicle with at least one axle having at least two wheels, which is provided with a Querstabi lizer, which comprises two stabilizer sections rotatable against each other with the aid of a hydraulic device controlled by an electronic control device, with at least one supplying the hydraulic device Pump, with a valve device which interacts with the Hydraulikein direction and influences the direction of rotation and coupling of the stabilizer sections, characterized in that the valve device ( 17 ) comprises a changeover valve ( 19 ) and an independently operable safety valve ( 21 ). 2. Device according to claim 1, characterized in that the switching valve ( 19 ) is designed as a 4/2-way valve. 3. Device according to claim 1 or 2, characterized in that the safety valve ( 21 ) in egg ner first functional position connects the Hydraulikeinrich device ( 3 ) with the pump ( 11 ) and in a second functional position a rigid or a damped coupling of the Stabilizer sections or a decoupling of the stabilizer sections be effective. 4. Device according to one of the preceding claims, characterized in that the safety valve ( 21 ) is the last functional element of the hydraulic supply of the hydraulic device ( 3 ). 5. Device according to one of the preceding claims, characterized in that the switching valve ( 19 ) and / or the safety valve ( 21 ) can be actuated electromagnetically. 6. Device according to one of the preceding claims, characterized in that the switching valve ( 19 ) and / or the safety valve ( 21 ) has a preferred position. 7. Means for reducing the tendency to curl egg nes vehicle with at least two at least two wheels having axle, each provided with egg nem anti-roll bar, which includes two by means of a controlled by an electronic device Steuereinrich hydraulic device against each other the rotatable stabilizer sections, with at least one the hydraulic devices supplying pump with a valve device which interacts with the hydraulic devices and influences the direction of rotation and coupling of the stabilizer sections, characterized in that the valve device ( 17 ) has a switching valve ( 19 , 19 ') and an independently operable safety valve ( 21st , 21 ') includes. 8. Device according to claim 7, characterized in that the switching valve ( 19 , 19 ') is designed as a 4/2-way valve. 9. Device according to claim 7 or 8, characterized in that the safety valve ( 21 , 21 ') in a first functional position connects the Hydraulikein direction ( 3 , 3 ') with the pump ( 11 ) and in a second functional position a rigid or a damped coupling of the stabilizer sections or a decoupling of the stabilizer sections. 10. Device according to one of claims 7 to 9, characterized in that the safety valve ( 21 , 21 ') is the last functional element of the hydraulic supply and the hydraulic device ( 3 , 3 '). 11. Device according to one of claims 7 to 10, characterized in that the switching valve ( 19 , 19 ') and / or the safety valve ( 21 , 21 ') can be actuated electromagnetically. 12. Device according to one of claims 7 to 11, characterized in that the switching valve ( 19 , 19 ') and / or the safety valve ( 21 , 21 ') has a preferred position. 13. Device according to one of claims 7 to 12, characterized by a which connects the hydraulic devices ( 3 , 3 ') provided pressure levels hydraulic line ( 110 ), with a Ven tileinheit ( 112 ) which releases a hydraulic connection when the one , preferably the front axle associated hydraulic device ( 3 ) applied pressure is less than the pressure applied to the hydraulic device ( 3 '). 14. Device according to one of the preceding claims, and with a flow divider influencing the hydraulic flow supplied by the pump to the axes of the hydraulic devices influencing flow divider, characterized in that the pump ( 11 ) is designed as a volume flow limited pump. 15. Device according to one of the preceding claims, characterized in that the Stromtei lereinrichtung ( 53 ) comprises a current controller ( 55 ), the first - preferably assigned to the front axle - hydraulic device ( 3 ) and in the second functi in a first functional position Onsstellung the second - preferably associated with the rear axle - hydraulic device ( 3 ') with the pump ( 11 ) and the first hydraulic device ( 3 ) preferably supplied with an almost constant oil flow. 16. Device according to one of the preceding claims, characterized in that the Stromtei lereinrichtung ( 53 a) comprises a current controller ( 55 a), which in a first functional position he ste - preferably assigned to the front axle - hydraulic device ( 3 ) and in the second functi onsstellung the second - preferably assigned to the rear axle - hydraulic device (3 ') with the pump (11) connects and Hydraulikeinrich obligations (3, 3') each supplied with an oil stream wherein the ratio of the oil flows is virtually constant . 17. Device according to one of the preceding claims, characterized in that in the most hydraulic device ( 3 ) associated current path, a first pressure regulator ( 43 ) and in the second hydraulic device ( 3 ') associated current path, a second pressure regulator ( 43 ') is provided, and that the pressure regulators are coupled together. 18. Device according to one of the preceding claims, characterized by a hydraulic lines ( 110 ,) provided the hydraulic lik devices ( 3 , 3 '), with a valve unit ( 112 ) which releases a hydraulic connection when the at the a, preferably associated with the front axle Hydraulikein direction ( 3 ) applied pressure is less than the pressure on the hydraulic device ( 3 '). 19. Device according to one of the preceding claims, characterized in that the Ventilein unit ( 112 ) comprises a spring which presses a ball ( 116 ) into a valve seat ( 114 ). 20. Device according to one of the preceding claims, characterized in that the hydraulic lik lines ( 13 ; 13 ') throttle devices (DÜ2, DÜ1) are assigned. 21. Device according to one of the preceding An sayings, characterized in that the Auftei ratio depending on the cross-section area of the throttle devices (DÜ1, DÜ2) is adjustable. 22. Device according to one of the preceding An sayings, characterized in that the throttle facilities (DÜ1, DÜ2) are designed so that the fluid flow supplied to the front axle is greater is the fluid flow supplied to the rear axle. 23. Device according to one of the preceding claims, characterized in that the current regulator ( 55 a) is designed as a one-way regulating current divider with only one control edge. 24. Device one or more of the preceding claims, characterized in that the first pressure regulator ( 43 ) and the second pressure regulator ( 43 ') over the with a pressure relief valve ( 69 ) acting, preferably mechanically trained pressure pilot provided current regulator ( 55 , 55th a) are coupled. 25. Device according to one of the preceding claims, characterized by a pressure regulator ( 134 ) which is connected on the one hand to the hydraulic line ( 13 ) and on the other hand to the hydraulic line ( 13 ') and a control slide ( 142 a, 142 b, 142 c), the pressurized surfaces of the control slide ( 142 c) preferably being of different sizes. 26. The device according to claim 25, characterized in that the pressure regulator ( 134 ) between the hydraulic line ( 13 ') of the rear axle and the tank ( 15 ) is arranged so that it takes over the function of the pressure regulator ( 43 '). 27. Device according to one of the preceding claims, characterized in that a position detection device (detection device ( 90 ), sensor device ( 160 )) is provided which the position of at least one control piston of the switching valves ( 19 , 19 ') and / or the Sicherheitsven tile ( 21 , 21 ') and / or a slide ( 162 ) he summarizes. 28. Device according to one of the preceding An sayings, characterized in that at least two pressure switches are provided, which in ver different hydraulic lines or control lines are arranged.